The discussion covers the rise of software-defined vehicles, highlighting Tesla and new EV makers leading the charge, while traditional automakers struggle to keep pace. Battery recycling is becoming profitable and crucial for future raw materials. Repair costs for EVs are notably higher than ICE vehicles, especially for Teslas. Fast charging doesn’t significantly degrade Tesla batteries. Major automakers like Mercedes and Stellantis are expanding EV charging networks, and Hyundai is developing high-power chargers. Sustainability efforts by Magna and advancements in camera-based vehicle sensing versus lidar are also explored. Porsche’s powerful new Cayenne Turbo plug-in hybrid rounds out the highlights.
Topics:software defined vehiclesbattery recyclingev repair costsfast charging effectsev charging networkssustainability goalscamera vs lidarporsche cayenne turbo plug-in
- Ranking OEMs by SDV Progress - Big $$ in EV Battery Recycling - EVs Cost More to Repair Than ICEs - Tesla EVs Not Hurt by Fast Charging - Mercedes About to Open Own Charging Network - Stellantis Expanding Dealer Charging Network - Hyundai to Build Fast Chargers In-House - Magna Takes Steps Now to Reach Net-Zero Later - Stereo Cameras Capture More Data Than Lidar - The Most Powerful Porsche Cayenne Ever
"...ch net zero carbon emissions by the middle of the century, including the supplier company Magna, But Magna ..."
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All the major OEMs have developed or are developing software defined vehicles or sdvs, which allows practically any component or part to be controlled or manipulated by software.
I think most people know that Tasla pioneered the concept, but Wards put together a fascinating list ranking twenty two automakers on their transition to sdvs using five main categories SDV strategy, connectivity, electrification, portfolio complexity, and financial strength.
And the top four leaders, Tesla, Lucid, Rivian, and Neo, which have already delivered software defined vehicles, are all new EV companies.
Other than Tesla, the question for them will be can they reach scale?
We find its description for the contenders very interesting. This is where most of
the mainstream brands fall quote OEMs yet to launch their next generation platforms of semisdvs, or that have set ambitious and potentially unattainable SDV timeline targets. Oh,
that doesn't sound too promising, but what we know of VW software division called CAIAD, it's pretty accurate. And also notice how every single one of the
brands in the lowest followers section is a Japanese automaker. The recycling of EV
batteries is still in its early days, but there's growing global interest because it's already profitable. NMC batteries, or ones with nickel, minganese and cobalt,
contain an average of ten thousand dollars worth of materials For every ton of battery cell weight. LFP batteries, lithium iron phosphate of about four grand worth of
materials, According to a company called fast Markets that tracks commodity prices, SMP Global Commodity Insights is forecasting that battery recycling will provide eleven percent of all the lithium, eleven percent of the nickel, and forty four percent of the cobalt needed to make new batteries by the end of this decade. Battery recycling companies
like Serba and Life Cycle of told Autoline that in a couple of decades, recycling could replace a significant amount of raw material mining. It costs more to
repair an EV than it does an ice vehicle. That's according to a new
study from Mitchell International. In the second quarter of the year, EV repair
costs were nine hundred and sixty three dollars higher on average than ICEE vehicles.
In the US and Canada, evs are more than thirteen hundred dollars more expec to repair, and when you look at just Tesla, the cost jumped to about sixteen hundred dollars more in both countries. Part of the reason for the
difference is that EV repairs require a lot more OEM parts, about ninety percent for evs compared to about sixty six percent for ICE vehicles. Everybody knows that
regularly fast charging your EV will kill the battery or will it. A company
called Recurrent Auto compare Tesla model wise in threes that fast charge at least ninety percent of the time to ones that fast charge less than ten percent. While
there's clearly battery degradation over time, there's shockingly little difference between fast and slow charging, maybe one to two percent. But Tesla's also do well because it
has very good thermal voltage. In battery management systems, we want to know
what drives your testing. OTA Connected Car Diagnostics, remote testing in trepid control
systems is here to help you work from anywhere intrepid control systems driven by your data. There's a lot of activity with EV charging to report on today and
first up, Mercedes Benz announced it will open the first hubs for its global EV charging networks starting in October. They'll be located in Atlanta in the US,
cheg Doo in China, and Mannheim, Germany. By the end of
next year, Mercedes is aiming to install two thousand fast charging points, and by the end of the decade, it plans to have ten thousand charging points located at two thousand charging hubs globally, depending on the region. The stations
will offer a charging rate up to four hundred kilowatts and they'll be open to all brands. In the next bit of charging news, Stellantis announced it as
partnered with Charge Enterprises to help build an EV charging network at its twenty six hundred plus dealers in the US and provide them with end to end service.
Stellantis has partnered with three other companies to provide similar services for its dealers and says these deals will help it reach its goal of hitting fifty percent BEV sales in the US by the end of the decade. And to round out our
EV charging news, an engine and transmission subsidiary of the Hyundai Group is developing ev fast chargers with proprietary technology that can put out up to three hundred and fifty kilowatts. Hyundai is trying to get them certified by the Korean government so
it can deploy them at its charging stations in the country by the end of the year. Many companies are pledging to reach net zero carbon emissions by the
middle of the century, including the supplier company Magna, But Magna is laying out at short term steps to reach its long term goals. For example,
in Europe, it will use one hundred percent renewable electricity by twenty twenty five, and globally by twenty thirty it will cut about forty two percent of its one and two emissions and about twenty five percent of its Scope three emissions by twenty thirty. Now. Scope one emissions are greenhouse gases released directly by a
business, Scope two emissions are indirect ghg's release from the energy bought by a company, and Scope three emissions are indirect GHG emissions that come from a company's value chain, meaning from its suppliers. Magna's director of sustainability and Energy,
Ahmad all gone Zuri, tells Autoline that this year alone Magna will cut ten of its energy usage by using waste heat from its manufacturing operations to warm up its plants. It will also use automated building management to cut energy costs.
It's great to hear about all these net zero pledges for twenty fifty, but it's more impressive to hear about the steps that are being taken today to get there. Maybe Elon Musk is right that using video cameras is better than using
lidar. A company called Nodar, which makes stereovision video cameras, did a
comparison test and came up with some interesting data. In one test at an
automotive environmental chamber in Germany, it simulated driving on dark roads and heavy rain, violent rain storms, and fog, and the point cloud density from the high resolution three D cameras was fifty times greater than lidars. In night driving
tests on roads in the Boston area, lidar generated about a million points of data per second, while stereovision cameras generated forty million data points. And in
test for obstacle detection on dark roads at a closed airstrip in Maine, cameras detected a child sized mannequin from about two hundred meters away, while the lighter only detected it from one hundred meters. Now, we would expect a camera
company to do tests that would favor its product over LDAR, but even so, this is pretty interesting data. The all new Porsche Kayen debuted earlier this
year, and now it's coming out with the turbopha version, which it says is the most powerful Chayenne ever. It's four leader twin turbo V eight engine
is paired with an electric motor that combines for nearly five hundred and forty five kilowatts or seven hundred and thirty horsepower, and it will do zero to sixty and three and a half seconds. The battery pack is up from about eighteen
kilowatt hours to nearly twenty six kilowatt hours, which it says is enough to provide up to eighty two kilometers or about fifty miles of range in the city.
There's a few styling cues that set the turbo plug in models apart from other Cayens, and like most Porsche's, there's upgrades available for the suspension, breaks an interior. When it launches later this year. Pricing in the US
will start around one hundred and forty eight thousand, five hundred dollars, while in Germany it will cost about one hundred and seventy six thousand euros and the coop version is available for about five grand more. That brings us to the
end of today show. Thanks for making Auto Line a part of your day.
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