I'm skeptical of the range numbers [efficiency, charging speed discussions]

[SpaceEVDriver]

You're looking at the old model, the 2025 Taycan has a new pouch style cell with a new thermal management system. This is another brand under the VW umbrella using modern battery technology, we will see what the future holds. The Macan does NOT use these same cells.

Interesting, that's 240 kW average rate on a 97 kWh battery. It's good to see manufacturers moving away from the <1C charge rate. I hope this holds up in real world experiences.

With that kind of charge rate and if we see the buildout of 350 kW chargers as hoped for in the infrastructure bill (one every 50 miles or less), a realistic stop of 15 minutes at a 350 kW charger will be more than enough to get to what people think they need.

Thanks for sharing! I hadn't seen the 2025 Taycan specs yet.

 

[maynard]

There's always a very slim chance, but I wouldn't count on it. They have to build to what's available for production today. Battery technology that's in testing is always several years out from being put into a vehicle. Even semi-solid state batteries are just barely making it into BEVs and that technology has been well-understood for 15 years. The 2009 Hyundai Sonata hybrid had a semi-solid state battery (really, semi-solid just means a gel electrolyte instead of liquid electrolyte), but it's just barely reaching BEV scalability and reliability.

The US-based QuantumScape seems to be moving forward and the joint venture with VW is promising, but they have only just (Q3 2024) produced a sample cell that works for basic testing at room temperature, and that's not in production, just very small batch manufacturing. IMO, they're at least five years from putting a full-sized battery in a test vehicle. That won't be a production-ready scalability of the design, which is quite a bit further in the future.

https://spectrum.ieee.org/solid-state-battery-production-challenges

Bummer...

 

[SpaceEVDriver]

Bummer...

It's just the nature of being interested in technology that's on the cutting edge. I'm a huge car guy and EVs scratch my itch for new vehicle technology like nothing else has in the 40 years since I rebuilt my first V8.

 

[maynard]

It's just the nature of being interested in technology that's on the cutting edge. I'm a huge car guy and EVs scratch my itch for new vehicle technology like nothing else has in the 40 years since I rebuilt my first V8.

I have been into cars my whole life - but I have a ways to go to catch-up with you guys on EVs... We currently have a Volvo S60 PHEV and love it, so we're so ready to replace my truck with a Traveler and continue the adventure!

 

[timmyhil]

Power co might be completely out of the equation. Most likely Panasonic will be the supplier.

 

[Mousehunter]

Where chemistry and type will also come into play in EV's (probably less so in a 2027 Scout) will be watt hr/kg. While we are not technically limited to battery size that much, weight will change how the vehicle performs.

IIRC, currently used tech is +/- 250watt hr/kg. So a kilowatt hour is roughly 10lbs. But if you add in the weight of the battery structure other than cells, you can increase that by 80%. Getting a 100kwh battery closing in on a ton. Crank that up to a 150kwh battery to maybe get a Scout to have 350 mile range - now you are tagging 3k lbs. That battery could easily be near 1/2 the weight of the vehicle, although in honesty, the vehicle will have to be built stronger and heavier just to lug the battery around. Now if you want a dream about the future, maybe in 10 years, we will have solid state batteries, and maybe they will be closer to 750 watt hour/kg. So not only the battery and it's supporting structure loose 2k of lbs, but the car will be able to be built lighter because it is carrying a ton less weight (literally a ton less).

I can tell you without a doubt that a 3/4 ton truck (probably close in weight of the full EV Scout) performs a lot different off road than a Gen 1 Tacoma. Lighter vehicle does not sink in mud as badly, plus the lighter suspension makes off road driving a LOT more enjoyable. It translates into roughly a better comfort level at more than 2x the speed on the same terrain. I use my 3/4 ton a lot at the ranch - but if I just need to check cows, or it has been raining, there are a LOT better options (but if I need to go pick up 1,000lbs of feed, like I did today - the 3/4 ton is nice). Till it started raining more, I could even tow the 4k lb feed trailer off road - but now, that is tractor work (yep, stuck the 3/4 ton again).

 

[timmyhil]

Heres my 2 cents, no matter who the battery manufacturer is obviously a reliable one here in North America if they want to have zero tariffs. The battery will be more efficient and way less since battery technology has already advanced so much.

 

[SpaceEVDriver]

Where chemistry and type will also come into play in EV's (probably less so in a 2027 Scout) will be watt hr/kg. While we are not technically limited to battery size that much, weight will change how the vehicle performs.

IIRC, currently used tech is +/- 250watt hr/kg. So a kilowatt hour is roughly 10lbs. But if you add in the weight of the battery structure other than cells, you can increase that by 80%. Getting a 100kwh battery closing in on a ton. Crank that up to a 150kwh battery to maybe get a Scout to have 350 mile range - now you are tagging 3k lbs. That battery could easily be near 1/2 the weight of the vehicle, although in honesty, the vehicle will have to be built stronger and heavier just to lug the battery around. Now if you want a dream about the future, maybe in 10 years, we will have solid state batteries, and maybe they will be closer to 750 watt hour/kg. So not only the battery and it's supporting structure loose 2k of lbs, but the car will be able to be built lighter because it is carrying a ton less weight (literally a ton less).

I can tell you without a doubt that a 3/4 ton truck (probably close in weight of the full EV Scout) performs a lot different off road than a Gen 1 Tacoma. Lighter vehicle does not sink in mud as badly, plus the lighter suspension makes off road driving a LOT more enjoyable. It translates into roughly a better comfort level at more than 2x the speed on the same terrain. I use my 3/4 ton a lot at the ranch - but if I just need to check cows, or it has been raining, there are a LOT better options (but if I need to go pick up 1,000lbs of feed, like I did today - the 3/4 ton is nice). Till it started raining more, I could even tow the 4k lb feed trailer off road - but now, that is tractor work (yep, stuck the 3/4 ton again).

One of the reasons we chose to go with the Lightning instead of the Silverado, besides a huge price difference, was that the Silverado is 2000 pounds heavier. No, thanks.

 

[NukeDukem]

Heres my 2 cents, no matter who the battery manufacturer is obviously a reliable one here in North America if they want to have zero tariffs. The battery will be more efficient and way less since battery technology has already advanced so much.

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