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Deep Dive into Cayenne EV (including battery and charging system) - article
Tooney
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The SUV that saved Porsche goes electric, and the tech is interesting
New battery
At the heart of the new Cayenne Electric is an all-new 113 kWh battery pack (108 kWh net) that Porsche describes as "functionally integrated" into the car. Unlike previous PPE-based EVs (like the Macan or the Audi Q6) there's no frame around the pack. Instead, it's composed of six modules, each housed in its own protective case and bolted to the chassis.
The module cases provide the same kind of added stiffness as a battery frame might, but without devoting so much interior volume (and also mass) to the structure as opposed to the cells. Consequently, energy density is increased by around seven percent compared to the battery in the Taycan sedan.
Inside each module are four small packs, each comprising eight pouch cells connected in series. A new cooling system uses 15 percent less energy, and a new predictive thermal management system uses cloud data to condition the battery during driving and charging. (Porsche says the battery will still condition itself during a loss of connectivity but with less accuracy from the model.)
This all translates into greater efficiency. The pack is able to DC fast charge at up to 400 kW, going from 10 to 80 percent in as little as 16 minutes. Impressively, the curve actually slopes upward a little, only beginning to ramp down once the state of charge passes 55 percent. Even so, it will still accept 270 kW until hitting 70 percent SoC. For those looking for a quick plug-and-go option, Porsche told us you can expect to add 30 kWh in the first five minutes.
New battery
At the heart of the new Cayenne Electric is an all-new 113 kWh battery pack (108 kWh net) that Porsche describes as "functionally integrated" into the car. Unlike previous PPE-based EVs (like the Macan or the Audi Q6) there's no frame around the pack. Instead, it's composed of six modules, each housed in its own protective case and bolted to the chassis.
The module cases provide the same kind of added stiffness as a battery frame might, but without devoting so much interior volume (and also mass) to the structure as opposed to the cells. Consequently, energy density is increased by around seven percent compared to the battery in the Taycan sedan.
Inside each module are four small packs, each comprising eight pouch cells connected in series. A new cooling system uses 15 percent less energy, and a new predictive thermal management system uses cloud data to condition the battery during driving and charging. (Porsche says the battery will still condition itself during a loss of connectivity but with less accuracy from the model.)
This all translates into greater efficiency. The pack is able to DC fast charge at up to 400 kW, going from 10 to 80 percent in as little as 16 minutes. Impressively, the curve actually slopes upward a little, only beginning to ramp down once the state of charge passes 55 percent. Even so, it will still accept 270 kW until hitting 70 percent SoC. For those looking for a quick plug-and-go option, Porsche told us you can expect to add 30 kWh in the first five minutes.
Vercingetorix
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My god, not pouch cells.
cometguy
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Range likely to be similar to that of the Macan (300-320 miles at 70 mph), and much lower than that of the new-gen Taycan. Aerodynamics.
Tooney
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The Porsche Cayenne Electric’s Biggest Surprise? Its Battery
In ditching the frame, Porsche saves weight over a comparable battery pack. There's also an increase in energy density, because more of the space of the pack is dedicated to the cells.
It’s also simpler to make, as this design requires fewer fasteners. It should offer easier repairability, because the modules can be dropped out of the car from underneath, after you remove the fiberglass underbody panel. Each module can be individually replaced.
In ditching the frame, Porsche saves weight over a comparable battery pack. There's also an increase in energy density, because more of the space of the pack is dedicated to the cells.
It’s also simpler to make, as this design requires fewer fasteners. It should offer easier repairability, because the modules can be dropped out of the car from underneath, after you remove the fiberglass underbody panel. Each module can be individually replaced.
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