Porsche to assemble a high-performance battery manufacturing plant in Germany

Porsche is setting up another manufacturing plant for battery cells, called Cellforce, in Tübingen, Germany. The plant will be run as a subsidiary of Porsche in a joint venture with Customcells and will develop cells that utilization silicon instead of graphite for the anode material.

“We already started within research and pre-development to build up know how and knowledge about cell chemistry, and the company Cellforce Group will have around 60 engineers in development and about 20 in production; the main focus, at least in the beginning, is to take care about the development of the cell and cell chemistry,” said Michael Steiner, member of the executive board, R&D at Porsche.

Yet, not at all like other recent battery manufacturing plant declarations, the objective for Cellforce is elite, not high volume.

“In terms of production, [it] will be small compared to all the gigafactories you know, so we are looking forward to have around 100 MWh a year as production capacity—it could be slightly more,” Steiner told Ars. “In terms of cars it should fit for, let me say, 1,000 cars a year. The kind of cells we look for are designed for motorsports and for high-performance derivatives of existing cars, so it’s a very tailored cell technology for high-performance solutions,” he said.

“If this works, and we see potential to come down with cost if we scale up—and costs of sales have not only to do with the chemistry but also with the scaling—there might be a chance for higher volume, but this is not a task that I gave the team that has to start this new facility,” Steiner said.

Porsche is searching for gains in both gravimetric and volumetric energy density yet additionally wants cells that can run hotter than current lithium-ion, similar to the cells found in Porsche’s Taycan. These as of now use “low single-digit percentage” of silicon in the anodes, yet Cellforce wants to expand this to 50 percent if possible.

“Today’s cell chemistry is able to [operate at] 50˚ C, maybe slightly higher, and we are looking for temperatures above 70˚ C that support superfast charging but also superfast driving,” Steiner said. (A downside to the new chemistry is that it doesn’t operate well below freezing, which is a problem for road cars but not for race cars.)

Porsche wasn’t prepared to examine precisely what race car may first use these new Cellforce cells, something that ought to occur around 2024. At that point, Porsche’s hybrid endurance racing program will be fully operational close by its Formula E team. However, in both of these cases, the regulations don’t permit competitors to foster their own batteries, rather expecting everybody to use a spec battery pack.


2021 Porsche Cayenne GTS brings back the Snalling V-8

Indeed, the GTS has all the earmarks of being the sweet spot in the Cayenne range.

The last Porsche Cayenne GTS grasped scaling back, trading out a normally suctioned V-8 for a twin-turbo V-6. That brought more force and torque, yet to the detriment of character. Fortunately, the V-8 is back for this, the 2021 Porsche Cayenne GTS.

This new Cayenne GTS is following a similar recipe set by Porsche’s most recent GTS models—taking care of and inside overhauls joined with a detuned motor from the highest point of-the-line model. So the 2021 Cayenne GTS gets a form of the 4.0-liter twin-turbo V-8 from the Cayenne Turbo.

In the Turbo, this motor makes 541 hp and 567 lb-ft of torque, while in the GTS it’s tuned to 453 hp and 457 lb-ft. That is sufficient to get the Cayenne GTS to 60 mph in 4.2 seconds, on the off chance that you pick the Sport Chrono Package (which is standard on the Coupe).

Porsche additionally fits the Cayenne GTS with three-chamber air springs and versatile dampers as standard, and the entire thing sits 30mm lower than a standard Cayenne S. You additionally get 21-inch wheels, and a games exhaust.

For Coupe models there’s a significantly stronger fumes alternative with slick focal tailpipes, yet that lone comes as a component of the costly Lightweight Sport Package.

Similarly as with all GTS models, the Cayenne gets marginally unique front and back sashes, with heaps of black trim. Inside, there’s huge amounts of Alcantara and standard eight-way Sport Seats.

Base cost for the normal Cayenne GTS is $108,650 (counting a $1350 destination charge), while the Coupe is $111,850.

That is around $20,000 not exactly a Cayenne Turbo, and about equivalent to a likewise prepared Cayenne S. So likewise with all Porsche GTS models, this one seems to be the sweet spot in the Cayenne range.