The Future of Performance: A Deep Dive into Porsche’s T-Hybrid Tech | Tech Tactics

Añadido: 2026-05-19

[00:00:00]Well, welcome everybody. I hope you're having a good Tech Tactics so far. I got to say there's been some pretty good present uh presentations so far. Um this morning, right out of the bat watching the the Manti one, I got to say I was lucky enough to actually drive a car with that kit on it. Uh we were over in Germany for the Macan EV and the GTS uh introduction or train the trainer as they call it. and we got to drive those cars around the track. And so they had a a slew of different cars. They had Cayman's, they had 99s, 992 GTS's and everything, but they had this one 9912 with the Manti kit on it. And I'll tell you what, all the cars were great, but you got into that car and you got behind the wheel and shortly down the road, you felt like Superman. That car was so planted, like you can do anything with it. Um, I I was convinced at that point.

[00:01:06]I mean, it really they're not just talking the talk, they are actually walking the walk with that car. It's an amazing vehicle. If you ever get a chance, please drive one because it's it's amazing.

[00:01:18]Um, anyways, my name is Tom Anderson and uh what we're going to do is we're going to talk about uh the 911 Carrera GTS. Uh, it was a new model in 2025. It's pretty much the same model for 26 uh unchanged and it's a very unique car. Um, it's really a singular vehicle from a development standpoint that Porsche has in its lineup. It's even different than the newest of the new which now we have the twin electric turbo uh turbo 911, right? Um but even there there are differences with this car than there are with that car. So we're going to run through uh basically the uh electric drive of the system. Uh that's going to be topic one. So, we're going to run through all of those particular uh items and then we are going to run through the engine and some air fuel ratio and uh what they've done to this vehicle to make this thing meet uh emission standards and pending emission standards uh in other countries. Okay. And that's what really makes this car unique. So the fact that we have taken a uh 992 which is a great car with just a combustion engine um and we've just added this electric system to it. Okay.

[00:02:52]Um that alone I don't think is even the most interesting part. I think it's the way they melded both of these items in order to meet a particular development goal. And to me, I look at it as typical Porsche because Porsche doesn't really wait around until the last minute to to do things when there's uh things on the horizon whe whether it's mandated by laws or legislated by different countries or whatever, they jump on it and they get the ball rolling and they come up with what they feel is the best solution. Well, in this particular case, because it is a 992, it is our premier premier sports car for the most part.

[00:03:39]Um, this car needed to be made without downgrading any of the performance. It had to perform. It has to perform better than the last one. Okay, so that was one of the main development goals and they definitely achieved it and met all the other goals that they were uh needed to meet uh along the way.

[00:04:06]So of course we have a car combustion engine which is an allnew combustion engine. It's not even the same as the old uh 992 Evo motor that we had uh or 92A Evo motor as it was called. Uh it's completely new. Um and then of course we have the best best of both worlds. We have continuous performance with the internal combustion engine like it's a regular 992, but we add the excitement of the electric drive. So that gives us boosting that gives us with our electric turbocharger, it gives us instant boost.

[00:04:46]So no turbo lag for example. So combining these two systems um really gives us a car that that can perform on the road seamlessly um and very exciting. But this is not a plug-in car. It's the engine is always running. So there's no place to plug in and charge the battery. Um, and unless you're up on all the nomenclature, you know, all the manufacturers, they they call their car something or they give it some numbers and from that you can derive what enginees under the hood or what package is on that vehicle as far as options and whatnot. So, if you don't know that the 2025 911 Carrera GTS is a T hybrid, okay, uh, one way you can tell is if you get inside, you will see a battery symbol in your tachometer.

[00:05:46]Maybe you will notice it from maybe some badging on the car, but on the back it's just going to say GTS. Now, it does say T hybrid on the door, but some people take badging off. Other than that, you're looking maybe if you're pulling covers up or something, you might notice some orange lines from the high voltage system. Maybe you'll see some stickers on some components that say warning, stay away. Okay, so these are all ways you can tell. But basically, from the driver's seat, you're going to have this. So, it's always good to know when you're operating a car or driving one, maybe your friend loans you one, you know what it is that that you know you're driving or what's under that hood. So, what's under this hood is not just a combustion engine, but we also have two electric motors, one in the transmission and one in the turbocharger.

[00:06:44]So, some other things to consider. This is a 400vt system. So this is plenty of voltage. All we need is greater than 60 volts or 30 volts AC, 60 volts DC and it will be lifethreatening. Okay? So for sure do not perform any work on this car without proper qualification. So if you buy one or already have one and you don't have any training, please take it to the dealer. Okay. Um, also persons with medical devices should not work on this vehicle. electric vehicles, whether it's this one, a hybrid, uh, all or all electric like a TYON or a Mukcon BEV, um, they can produce some big electromagnetic fields that can, if they are exposed outside of the shielding, the protective shielding we have with the vehicle from taking it apart, uh, can interfere with medical devices, uh, implanted insulin pumps and pacem makers and whatnot and that also can be hazardous to your health. So, >> yes.

[00:07:54]>> Would that include working on brakes?

[00:07:57]>> No.

[00:07:57]>> Okay.

[00:07:57]>> No, absolutely not. No. Um, this would only be for the most part, um, if you were, uh, possibly running the car, let's say, and like I say, we have a shielding, uh, system in all of our electric vehicles where the electromagnetic fields are are suppressed by the shielding system, so they don't go. For example, if we didn't, uh, one of the biggest things that would probably annoy you is your tire pressure monitoring wouldn't work.

[00:08:28]it would interfere with it, right? So, it it's not just protected. Anybody even with these can buy, operate, and run the car. Okay. Um but uh you don't want to take it apart, especially the electric machine. We run permanent magnet um synchronous brushless motors. And if they are unbolted and taken apart, you have a big magnetic field around that.

[00:08:54]Not only don't you want to get near it if you have any of these, but uh your phone for example, you'll wipe your phone if you get too close to it. Okay, so they're that strong. So it's just a word of caution that uh these are hazard types that can go along with these high voltage systems, electrical, chemical, thermal, mechanical, secondary. Uh that would be like secondary accidents. if somehow you would get a shock or something, you could fly back and hit your head on something or trip on something. Um, so you know, you you need to respect um the vehicle if you have a hybrid, a BEV or a T hybrid. Okay? Uh if you don't have the qualification, please do not work on the vehicle. And of course ways other ways you can tell is uh you if you're looking at components, you know, stickers warning you don't open up or caution high voltage like this is a big one right here uh and so on to just let you know to give you a little warning that you shouldn't mess with this. But basically you say do brakes. Well, when the car is turned off the conttors and the battery are open.

[00:10:07]So basically the car is shut down. And the only place we're going to have electricity is basically inside the battery. So you should be fine doing brakes on that car without any problem.

[00:10:18]So respect the high voltage.

[00:10:22]So here's the basic layout of the vehicle.

[00:10:26]And this is pretty much similar to uh I I could put put up a diagram of this of a hybrid uh for the most part any of our hybrids and it it's pretty similar. We have a battery and from there we have traction lines that run back to a high voltage distributor. From there the voltage is going to be transferred off to other components. So for example the pulse inverter. Then the pulse inverter our uh electric motor for the transmission uh that's going to transfer uh three-phase AC voltage to that from also from here we're going to send voltage to the DCDC converter and we are also going to send it to the electric hydraulic PDCC pump. So that's a new item that they did with this vehicle.

[00:11:15]Um, no more uh belt driven hydraulic pump on the engine.

[00:11:22]And of course, we're going to send power to our electric turbocharger. All very important. So, this battery up here is where they put the normal 12volt battery.

[00:11:35]So, does anybody know what they did with it?

[00:11:38]We still need a 12volt battery in this car because what's this?

[00:11:45]under. Yeah, you're right. Absolutely.

[00:11:47]Underneath the rear cover in the rear, we have a newly designed uh 12volt 40 amp uh lithium iron phosphate battery.

[00:11:57]So that's the same cell composition that we've been using in the cars prior to this where we have um you know u in the Cayenne or if you had a 992 uh with rear axle steering you got the lithium iron phosphate battery in the vehicle. They're very light and also uh they are a very safe uh composition for making cells. Okay. Um, and also we have in here is all these batteries have uh safety shut offs in them that if the voltage falls to a certain point, they're going to open up and they're just going to disconnect for safety because we can't allow that voltage to go too low. It could be damaging to that battery. So, uh, for that reason, up in the front around the high voltage battery, we have our normal, which is not in the picture, but on this left front shock tower, there's a ground lug for your for your charger. And right here behind, you can see a red cap where you can hook up a regular battery. And what that's going to do is it simply closes the contactor. Okay? So you simply take a regular 12volt battery, hook it up, it will close the contactor if it did happen to open. And once it's closed, then you'll be able to, you know, uh, run the vehicle and, uh, charge that battery up again just from operation. Yes, sir.

[00:13:30]>> You explain the H eHDC pump.

[00:13:34]>> Yes.

[00:13:35]>> What is that hydraulic pump pumping fluids to? the Porsche dynamic chassis control. Okay. And the optional front axle lift. Okay. So, um it's just kind of a picture here. There's no easy or quick way to disconnect this battery. If you have to, you will have to pull the rear shelf. You will have to disconnect the ground line here like you would on any 12volt battery. Yes, sir.

[00:14:03]>> What's the expected life of both of these batteries? So there's something >> um I would say lifetime.

[00:14:14]>> I don't think they made it and said well this is only going to last two years. Uh technically if you take care of your uh high voltage battery in any vehicle, okay, uh follow all the instructions in your owner's manual for example, um you will get the maximum longevity out of that. And that involves not only uh how you how you store the car, what state of charge it also what temperature you store it at, also um you know uh how much you uh charge it up. Now in the case of this particular battery, we don't have any exterior charging. All the charging is being handled by the vehicle itself through driving it and whatnot. Okay. But there are still recommendations within the owner's manual. For example, if you are going to be storing it for a certain amount of time, they like 30% state of charge. If you are going to be storing it for x amount of time, they actually want you to run the car in sport mode and that will activate charge and they want you to get it up to 80%. Okay? So, if you follow all the recommendations of Porsche, you should get the maximum longevity, whatever that is. And I think all of these cars, all of them from the beginning, were built on the expectation that these batteries, if they're properly taken care of, should last the life of the vehicle. Okay? Now, we know that's not true. Things go wrong. Cells go bad, electrical connectors go bad.

[00:15:45]There are there are various things that can go wrong, but there is no particular failure time on any of these components. Yes, sir. Just wondering if uh if these cars document driver speed.

[00:16:00]>> I'm sorry. One more time.

[00:16:01]>> Driver speed. Do they document driver speed?

[00:16:04]>> Driver speed.

[00:16:06]>> Not that I know of. No. No. No. I think that's only if you have that progressive dongle in. Right.

[00:16:17]So anyways, so here's your Yes, sir.

[00:16:21]If uh you own one of these cars in the Northeast and you're making your cars and they become garage queens during four or five months of the of the winter uh and you can't plug this in to charge the battery, how does one charge those batteries during that period of time?

[00:16:38]>> Well, that's the thing. You don't really have to on the high voltage batteries if you store them properly. and and Porsche recommends that all of the electric vehicles are stored in a climate controlled u environment. Okay. And that's even a garage that's attached to your house that is not not let's say directly heated that's still better than outside at zero degrees. Okay. Uh but high temperatures have more of an effect on it than low temperatures. So certainly during the summer for example your garage is probably staying a lot cooler. Okay.

[00:17:14]>> So so the specification that you run it x number of hours or period of time >> right >> the car is not used for that four or five months storage. There's no plugin that keeps that high voltage battery.

[00:17:31]>> No. That's why that's why I say uh if you look in the owner's manual, it's going to direct you to let's say uh sort of calculate the amount of time you're going to store that vehicle. And if it's a short period of time, 30% is great. If it's going to be for a much longer uh period of time, uh I believe they recommended 80% on the battery. So, you can just choose one of those two and you should be fine. You shouldn't have to worry about it. Okay. drops. If it drops too low, what should you do?

[00:18:02]>> Well, it shouldn't be dropping. If it drops too low, you might have a problem or something. It should be stable. Let me give you an example. We have a >> trying to lithium ion batteries and they'll you they're about half the capacity when it's down at freezing or freezing below.

[00:18:18]>> Yeah.

[00:18:18]>> And if they drop down too low, they can burst open just like they come when you overcharge them.

[00:18:25]Um well I don't think that's happening to be honest with you. Um I think I think what happens is temperature affects the cells in any high voltage battery. The cell chemistry can affect it. what's going on the temperatures and that depending on the state of charge and the temperature, okay, can have a um an effect on um the cell whether or not it's going to well it's slowing down basically and to to address what you're saying is it's going to slow down the chemical process. So for example, you have a tyon.

[00:19:06]>> No.

[00:19:07]>> Oh, okay. I've got an awful lot of knowledge of lithium battery.

[00:19:10]>> Okay. All right.

[00:19:13]>> What do you do if it drops too low? How do you start the car if the battery still low?

[00:19:18]>> Well, on this particular car, we don't start the car if it's too low. There is a bottom limit for this battery. And the reason is we like any hybrid or even if it's a BEV obviously we don't have an electric we don't have an engine but any hybrid okay we use the electric machine in the transmission in order to start the engine that's our starter so we don't need to have an extra piece of equipment on it. Therefore it's up to you as the owner of the car to keep track of how much is in that vehicle.

[00:19:53]But the car with its operating modes is very well set up to keep it above any of those levels. It's nothing that you need to like wake up in the middle of the night and worry about does my battery have enough charge for me. It will have enough charge for you. Okay. As far as storing goes, just to give you an example, uh we have a training battery here that we got in I'm going to say the fall of 2013.

[00:20:20]And we received that battery at 30% state of charge at it was approximately 381 volts. So it was a second generation hybrid battery. And um we've been training with that battery. Now it's 2026. What do we got about 13 years on that battery? It is at 29% state of charge after all that time. and it's only dropped to 379 volts. So that's how stable these these batteries are when they're properly stored. That's not the case if you store them at 85 90° for example and higher temperatures have more an effect than lower. Yes sir.

[00:21:08]>> I last question on this I promise you.

[00:21:10]>> Sure is from a design point of view. Uh, you can argue that a garage queen car for 4 months, 5 months, uh, without being run is going to turn on and batteries in great shape. I don't know if that's true, but assume that it is, but for the moment, why did what was it designed to just build in an external source to charge? Is it weight? What what what prompted that design?

[00:21:34]>> Well, it's it's not just weight. It's also the total package of the design. So let's continue on and let's take a look at the battery and some of the other components and that might become obvious and if not please ask again. Okay. So for example there's our 12volt battery.

[00:21:49]So if we start off with our battery first of all this battery here is only meant to supply voltage to the components we're using. It's only got a 1.9 kilowatt hour of gross energy. So, for example, the newest TYON, which is all electric, I realize, but it's got 105 kilowatts because we're driving. We need that reserve capacity to power the car down the road. The newest hybrids we have 25.9 kilowatts. So, we can drive almost 50 miles with just electric.

[00:22:24]We're not just We cannot use this battery for driving on pure electric. It wasn't meant for that. It's meant to supply voltage to the components. So we can use those. Okay. So in that case we have almost 400 volts 5 amp hour rated capacity. Um it is a nickel manganese cobalt uh cell chemistry which is different than our 12vt and we have 216 cells and they're cylindrical cells.

[00:22:53]This is the first time we went back to cylindrical cells since our very first hybrid which was nickel metal hydrate on the cayenne. But this these cells first of all cylindrical have for their size uh handle the the most amount of energy.

[00:23:11]Okay, versus the other types of cells that we have like prismatic or even pouch cells. Okay, so this was perfect to make this battery the size it is. In fact, I think I'm sure somebody out here has a Cayenne that has a bigger battery than this. As far as a 12volt goes, it's not a very big battery whatsoever, but it supplies the voltage we need to the other components so that we can operate this with the electric boost and drive.

[00:23:41]Okay? And the other functions that it needs to do. Now, like all high voltage batteries, the contactors are in here.

[00:23:48]So, you turn the car off, the contacttors open. You turn the car on, they close, they send power out of our connection here, out to our uh distribution our uh uh yeah, our distribution uh box and then off to all the other components. Uh we always have a low voltage connection there. We are in the low temperature cooling system because we do have to uh make sure that the battery stays within a certain temperature. any hybrid vehicle that we have, we have uh thermal management on it to make sure that we're taking care of the battery while it's in operation or even sitting, for example. So, if you have a TYON and you pull up to a an 800vt charging system, for example, you plug it in, that's going to generate a lot of heat. Also, we want to make sure that that battery is charging at the proper temperature, which is going to be somewhere around 86° Fahrenheit. So, that way, not only will it be the gentlest, best charging for that battery, easiest on the cells, but it will also allow it to charge the quickest. But even here, because the car is charging and we are discharging these cells, the same things apply. We want to keep this battery somewhere between 86° and maybe at the upper end 104° uh if you're it's a really hot day or you're somewhere in the desert or something along those lines. Okay. So, very very well regulated. Of course, we do have a pyrofuse inside in case of some sort of a fault. So you you get in an accident, the airbags go off, boom, it's going to open it up and cut the electric power to everything because that's going to be the safest solution to make sure something in the back of the car for example doesn't uh you know end up grounding out and getting high voltage against the chassis. Yes sir.

[00:25:48]>> There single pyro or is there 200 12 400 or just >> No, no, there's no there's no 12 volts in here. This is all this is all 400. It is just in line with uh the negative uh contactor. Okay. For the negative potential and that's it. Once it opens that the batteries open. There's no voltage anywhere in the vehicle for safety.

[00:26:11]>> Uh both systems share the same primary ground. That's why that pyro is good for both electrical systems. Well, the the pyrofuse, think of it as a link within the high voltage circuit, but there's no connection between high voltage and 12vt and low voltage. We are absolutely separated. In fact, you could look at any of our hybrids, this car, any of our even our uh uh tyons, our our Macons, you can just think about all that high voltage. It's just floating around. It has no connection to the chassis whatsoever.

[00:26:47]There is no technically ground for that high voltage to the chassis. That's 12vt territory. Okay. Uh high voltage is completely separated or isolated. Okay.

[00:27:00]Uh we build the cars with a network called the IT network and they are isolated slashinssulated from all conductive housings. Okay. um so that it is safe to operate and safe to drive and whatnot and and many other reasons too for fault uh be able to find faults etc etc okay so so the pyrofuse is a safety thing inside the other thing could be if there was maybe I don't know something something inside one of the other components started shorting out because we also monitor current draw the engineers know exactly how much current this car will be drawing and they have a current sensor in the system. If it exceeds that limit, it will open that pyrofuse because they know the next thing that might happen could be possibly a maybe something overheating, possibly an electrical fire. Uh so many different safety systems are built into this and all of our other electric vehicles. So, so here is the high voltage distributor.

[00:28:11]uh we have two safety circuits in here.

[00:28:13]Now these are individual just for uh individual components. So for example the first fuse path path is a 50 amp fuse and this is just a straight fast acting fuse that they have in here. And it's going to be uh a 50 amp fuse AC compressor DCDC converter and the electric hydraulic PDCC pump. And then of course the 70 amp fuse, the second fuse path is going to be for our electric turbocharger. So here's a case where we can individually protect these other two. The pyrofuse in the battery is for a total circuit or a total system protection and then these are for individual system protections. But it is exactly what it's called. We're going to plug in right here or right here the uh uh traction line from the high voltage battery. And from there, we're just sending voltage out to all these other components because it's just the simplest, easiest way. The short the less wiring everything, the lighter we can make the the vehicle. Um and that's good all around. Yes.

[00:29:23]>> What does the DC converter do? Is it changing voltage like a transformer?

[00:29:28]>> Oh, absolutely. Yeah. In fact, I think nope, that's not next. We'll jump to that and we'll come back to the pulse inverter. So, the DCDC converter is going to neck down our 400 volts and turn it into 1200 volts. Okay. So, basically we have a transformer. This is going to be our 400vt side. This is going to be our 12vt side. And through the operation computer controlled operation of these most feats we are going to actually turn DC voltage convert it or rectify it back into AC voltage and then at that particular point we have this transformer and as you can see they are not touching. This is called protective separation. Okay.

[00:30:11]Um I think maybe for um you know the more um scientific guys I think they call it also galvanic isolation. Okay, same thing. But basically there is again no connection. We are not touching our chassis or anything on the low voltage side with our high voltage. We are basically inducing voltage into the other side through a series of different size windings and whatnot. Okay. Once it comes over here, again, we have some transistors and we have some diodes.

[00:30:43]We're going to rectify just like a an alternator would on your regular car back into 12 volts. And then with these capacitors, it's going to smooth that ripple out. And then we are going to charge our battery. We are going to have voltage available to do things like turn on your lights and all that other good stuff. Okay. The other neat thing about this is now what Porsche started doing is we have high voltage system pre-charging because we have these capacitors in the system and in some of the some of the uh units uh in particularly this pulse inverter we're going to go back and look at we have very large capacitors and some of those things can hold like uh can can maybe even hold the 4 400 volts. Okay.

[00:31:38]Before we can close the contactors when you want to start the car, we need to charge those up because capacitors charge very quickly. There's a very high amperage draw the second you hit the button to start that car. And if we would close the contacttors right away, they would spark an arc. And that's going to induce resistance in that connection. and your uh battery would not last very long because the contactors would wear out. But if we charge them up before we close the contactor, then that means they'll close, but there'll be no spark, no arc. So all of our cars, we've done this on all the hybrids, all the electric vehicles, but we did it in a different way. We would have a separate pre-charge contactor, which was basically a mouse feet. Um, and it would also go through a resistor and we would slowly charge them up.

[00:32:33]Well, slowly, fairly quickly actually, charge up those and then we would finally close the contactor. But starting with this car, we are going to now reverse this process where we were taking 400 and we were necking it down to 12. We're going to take 12. We're going to reverse this and we're going to neck it up to 400 volts and pre-charge all those capacitors. And then we're going to close the contactor with no sparks, no arcs, no damage, no resistance, and you're going to drive away and have fun in your car. So, um, it's it it does quite a bit actually.

[00:33:12]It's a it's a pretty amazing little uh thing. And we have them in all of our cars. So, this is the new thing that we have using the DCDC converter to pre-charge the capacitors in the system.

[00:33:26]uh versus having a separate pre-charge contactor in the uh eBox. Yes sir.

[00:33:33]>> A low temperature cooling circuit connected.

[00:33:36]>> Mhm.

[00:33:37]>> Connect that. So is this device liquid cooled?

[00:33:41]>> Is it >> this this box is liquid cooled?

[00:33:44]>> Yes, we have coolant running through this box to carry heat away. Absolutely.

[00:33:49]But it's not connected. It's the low temp. It's it's not connected technically to the high temperature circuit. Okay. There's a separation there. And uh um we do the the thermal management on this does have a function where if things are too cold and out there that it can funnel heat from the high temperature cooling system to help warm up the battery. Okay. Uh but then it'll switch uh quickly switch back uh into a cooling mode. And primarily to cool, we are gonna not just use you know have water running through this and the battery uh but we are also uh we're going to be using the air conditioning system and something called a chiller in order to carry that heat away and then expel it at the front of the car. So the BTUs will go into the a the refrigerant and then the BTUs will be expelled through the condenser at the front of the car as we run uh air through it. Um there is an emergency charging function. Oh yes sir.

[00:34:55]>> A question.

[00:34:56]>> The uh normal warranty is 4850,000.

[00:35:00]What is the warranty on the system?

[00:35:02]>> Oh I don't know that. I did not look that up.

[00:35:06]So I I don't know. uh being a high voltage battery, I'm going to guess it's probably about the same.

[00:35:13]>> I I don't think they're different for different cars. I think those kind of things are kind of standardized across the thing. So, if your TYON has a I don't know 120,000 mile warranty on it or or nine years or whatever it is, this would probably have the same same warranty on it. Yes. Right. And then of course we do have here's the the battery B uh B+ terminal that will go right to the battery that is underneath the rear shelf uh to charge that plug connection for low voltage communication. So can lines there will be 12volt power and all that for um uh uh dictating uh its particular function and then here a connection for the high voltage distributor to plug into it. So, um, what else do we got over here? That's about it. So, let's go back now and look at our pulse inverter.

[00:36:12]So, originally when we were making these cars, okay, uh, this component, the converter and the pulse inverter were one unit. Okay. So, uh, for example, uh, the pulse inverter, we're going to run our high voltage into it, and then it's going to convert that DC into three-phase AC, UVW as we call it. Those are going to be the three phases that are going to power the electric motor.

[00:36:41]Well, the DC DC converter used to be internal to this component. We have now started separating those two components.

[00:36:50]So we simply call it a pulse inverter but we used to call it a power electronics because it had both items inside of it. As you can see this also can generate some heat through its operation because we are also connected to our low tempmp cooling circuit. We need to also uh make sure the temperature is good. But basically it's this is not just converting DC into AC but when the electric motor is used as a generator and it starts putting AC back into it for recuperation we can then reconvert it back into DC to charge our battery. Okay. So it's working both ways. Okay. But uh it's simply a pulse inverter.

[00:37:36]Now the electric motor is a little different sort of like the battery uh compared to our other vehicles. So for example it's 400 volts. It is still a permanent magnet synchronous brushless motor but we have no external cooling for it. It's just it just it's small enough it can cool itself. We don't have to run any water or anything to it.

[00:37:59]Okay. It can take care of itself. other other vehicles we all have we we have those uh plumbed into our low temperature cooling system to carry the heat away. Um but it's only 63 kilowatts for example or 80 84 horsepower for example the the newest Panamera the electric machine as we also call this electric motor um is 188 horsepower. Okay. So again, this is a uh electric motor that is incorporated into the PDK which many many different changes need to be uh made to this to fit it in uh give it connections and whatnot. Um so the PDK had to be adapted to accept this uh electric machine. uh but it is there to simply help uh reduce the load on the engine and give you boost.

[00:38:59]>> Okay. So that that power is all directly to the drive. Well, >> it's Yep. It's going to go directly to the drive. Exactly.

[00:39:08]>> Okay.

[00:39:10]>> Yeah. So, uh the only the only other thing it'll do if it's not powering or driving the car, it's going to recuperate and it's going to charge the battery. So, AC compressor is pretty normal. We have the um uh a scroll compressor. It's electrically driven.

[00:39:26]And then the PDCC pump is now all electric. The rest of the system with the uh link rods that we pump uh hydraulic fluid in and out of the top and the bottom um is pretty much all the same. We have a valve block for the front and the rear, but we're not using the engine to drive this pump. We're using 400 volts. So we have removed all that load from the engine which is very important.

[00:39:55]And then of course we have the turbocharger. It has its own pulse um what do you call it? Um uh yeah pulse inverter on it. Okay.

[00:40:07]Because again this motor is the same as that electric motor. permanent magnet, brushless, synchronous, and we can either drive it or it can turn on its own and we can recuperate and it can generate electricity also help us either charge the battery or run power directly to the electric motor in the transmission to help us drive down the road.

[00:40:32]>> Okay, >> I got a question.

[00:40:34]>> Sure. the the uh turbocharger.

[00:40:37]>> Mhm.

[00:40:38]>> Is it how does who manages that?

[00:40:41]>> Uh the DME.

[00:40:43]>> The DME. Yes. Absolutely. Mhm. Yeah.

[00:40:46]It's all in the electronics. So, um maximum power is only 20 kilowatts about 1.3 bar relative 105 maximum. Uh this is a similar thing that they were running on the 919 hybrid. And uh the biggest part of all of this is so that we can maintain a stoometric air fuel ratio through the entire range of this vehicle due to pending laws that are coming up in Europe called Euro7.

[00:41:22]Okay.

[00:41:23]So let's continue on now with the engine and the fuel mixture. So all new engine.

[00:41:30]It's now a 3.6 L. We have a base 479 horsepower. With the combined electric, we are up to 564 horsepower, but the torque really jumps from 420 up to 641 ft-lbs. Uh, it's a beast. But to do this, there are changes that need to happen. Uh, we needed new cam shafts, pistons, massive changes in construction. Um, and all this is so that we could end up making sure this thing is running lambda one through all load conditions. You can see the effects of hybridization. No starter motor, no separate secondary air pump because we need it for our catalytic converters to get them up to temp and start to working. But we can power our turbocharger and generate that's our air pump now. So we don't need a separate one. No more valve lift adjustment. We don't need it.

[00:42:27]It's turbocharged. Just not necessary.

[00:42:29]And that reduces a whole lot of internal friction in the engine by having all those individual little components.

[00:42:37]Switch to electrical components. No vacuum system. No belt drive. Literally no belts on this engine whatsoever.

[00:42:46]Absolutely nothing. Yes.

[00:42:48]>> No alternator.

[00:42:49]>> No.

[00:42:50]>> No. We have a DCDC converter.

[00:42:53]That's what the DCDC converter is.

[00:42:55]That's our alternator. Yeah.

[00:42:59]>> Electric motor.

[00:43:01]>> Oh, look at that. I didn't know that did that. That's pretty cool.

[00:43:07]I like that. Yeah.

[00:43:10]Okay, let's move on. Where were we? But because of this, look how flat the engine got. Holy.

[00:43:17]>> So, you can see the old engine, the 9A2 belts and all that kind of stuff. AC compressor, uh, PDCC pump and everything. But it's not just that.

[00:43:28]There's also other things like look where the oil filter is now. It's down below. Okay. Um, there's your alternator. Don't need it. Don't have it.

[00:43:47]Not my area, >> but I agree with you.

[00:43:52]>> Let me just see what the weight difference is.

[00:43:55]>> Oh, uh, overall one engine to the other, it's about 4 kg lighter. Okay. Which, you know, 2.2 pounds per kilogram, right? But, uh, every ounce counts, right? Okay. So, if we take the entire hybrid system, it's only adding 103 lbs to the weight of the vehicle over a standard uh 992 uh the old 992 from 2024. So, that's pretty good where they have saved and saved weight. But this was actually very necessary to do this because those components we were just talking about, guess where we put them?

[00:44:38]right on top of the motor. So the DCDC converter, the distribution box, the uh pulse inverter is actually over here. AC compressor is up there as well. But uh it gave us all this extra room to put things.

[00:44:53]>> So all component a lot of use cooling system. Correct.

[00:45:00]>> Uh the the uh AC compressor is not in the low temperature cooling system at all. Doesn't need it. We got refrigerant running through it. The uh PDCC uh eh PDCC pump also does not need to be uh hooked into the low temperature cooling system. It it manages its own heat but the high voltage components do need to be in thermal management. Yes, we need to be control their temperature.

[00:45:30]>> So the engine went through drastic changes. They redid the entire uh engine block, for example, to condense, make everything shorter and more condensed.

[00:45:41]So, for example, we now have a smaller oil filter that's located from in the pan or underneath.

[00:45:50]We've also got rid of that up top additional components where the filter was. So, now it's a shorter run for the oil pump to pump to that filter. Okay.

[00:46:01]We also new cylinder heads and we uh stuck with the central feed for the crankshaft. Okay. Um and then the oil water um uh heat exchanger is also down inside the pan instead of on top of the engine. So again a very short run to pump this oil. So for that reason for this particular engine they actually increase the overall pressure of the uh oil system but they were able because the runs are so short to decrease the amount of flow and what that does is it drastically reduces pumping losses or again friction within the engine. We're using less power to lubricate this engine. Okay. Um what else do we got? Well, let's continue on. So, here you can see the front. If we pull off this engine mount thing, there's no pulleys, nothing. But we do have this is pretty standard that we we know from the GT3s, right? Um, but uh being an a whole new case and everything, which oh, and by the way, the case itself is even shorter. It's more condense. Okay? Even though it's a bigger displacement. And the reason they went with a bigger displacement is because a an engine with more displacement can produce more power that's sustainable. So when we do have to cut back on the amount of load that the engine is going through, which load is nothing more than how hard is the engine working and then supplement it with electrical power or boosting from the electric machine for example. Um it's easier to maintain a certain level of power. Okay. But to do that there are other things. But here you can see we are um uh feeding our connecting rods through the center of the crankshaft which uh we have done for quite a while now.

[00:48:01]Uh here's another good look at what's going on. Uh engine's upside down.

[00:48:07]There's our oil pump. There's our oil filter. Uh there's our oil water heater.

[00:48:12]But look, we also have our coolant pump down there. Okay. So they're basically driving the coolant pump with the oil pump. So one drive we're powering two things. Okay. And that eliminated a separate separate external coolant pump.

[00:48:30]Also uh uh there was multiple crossover pipings and whatnot to go from one bank to the other. It's all internal now. So all those extra pieces, it's more condensed. And they also made the cooling uh concept inside the block and the cylinder heads better in order to help cool it uh uh more efficiently.

[00:48:53]Okay. New cam shafts, no lift. Okay.

[00:48:57]They're lighter. Um also no more high lift. We have a new uh cam actuator with basically like a tension spring in there that also helps to reduce operational friction. Okay. Um we have our new magnetoresistive sensors and those are super important for this concept because uh old sensors that we used to use which were hall sensors we could take every 360 degrees we could do four readings of where those cams were. Well, with these, okay, we can me we can determine where the cams are 120 times in 360 degrees to where they can almost calculate exactly how far a valve is open. They can calculate cylinder filling and everything else that's important for determining fuel mixture and fuel uh ratio. Um, as far as injection goes, um, they are they first came out on the 24 Cayenne S when we went to the eight back to the 8 cylinder, right? The 825 Evo motor and uh, and now they are pretty they're going to make their way to all the other cars. Put roller rockers from the GT4 on it. Okay. So uh to eliminate also um friction at that particular place. So everything they've been doing is to make the engine more efficient and use less energy to actually operate. Okay.

[00:50:33]>> Question.

[00:50:34]>> Yeah.

[00:50:34]>> What do you mean no more valve lift?

[00:50:37]>> No more additional valve lift. We would have small lift and then high lift.

[00:50:42]Okay.

[00:50:43]>> All right. So for example, a traditional valve there. There's we have a couple different types depending on the engine, but the traditional one is at lower uh speed ranges your valve lift would be 3.6 millimeters. Once you got to a certain RPM, okay, it would trigger a lifter to lock the uh valve lift at a higher amount which is generally somewhere between 10 and 11 millimeters.

[00:51:11]Okay. Varioam >> Varo well vario cam is this the plus was the lift >> okay so varioam plus was that traditional systems and like I say there are there are varying uh uh some varying amounts and different systems on that so of course these need to be programmed there's a new tool but that's basically for the uh um what do you call it for the for the shop to worry about uh new pistons uh because the peak combustion pressures increased with this. Okay. Uh they had to come up with a piston that was a little bit stronger. So these pistons are made out of an aliasil material because they're kind of hard as rock when you cast a solid piece like this.

[00:52:00]Um the exact uh metallurgy makeup um it was too long. I didn't put it on here.

[00:52:07]Uh anyways, but the oil jets will spray into this hole as you can see and this is a castin duct and then the oil will spit out on the other side and it takes away all the heat around the ring lands.

[00:52:20]Okay. To help keep this uh piston at a uh cool temperature. Therefore, uh when working on it, it's very important that uh you make sure you don't bend uh any of these uh jets. They're screwed in.

[00:52:36]So, best practice would be remove them, do whatever work, put them in last. That way you don't worry about screwing them up. But this is good for uh piston cooling.

[00:52:47]>> What's the compression ratio?

[00:52:50]>> Uh I think this is uh 9.2 the one. Yes.

[00:52:57]Um what do we got here? Oh, on the other side they put in a oil pipe chain tensioner they're calling it. But basically what it is is because gravity also has an effect on oil when you turn a car off, right? It can help you can get the scavenging effect and gravity can pull in oil and help to empty some oil ducts even just partially partially. This thing will this little uh thing here will fill it and it kind of puts a stop to that.

[00:53:27]Therefore, the upper chain tensioner, the lower one doesn't have to worry about it. It's already down here.

[00:53:32]gravity's pulling oil to it, but gravity could pull oil away from this thing. So, this prevents the scavenging effect to pull oil out. So, basically, you start the car, um, that thing will never be, let's say, low on oil. You'll never get a a a small rattle or anything out of it. So, that's just a, you know, a a good thing to have on the engine.

[00:53:58]Uh the exhaust, we have not one, but there are actually two three-way cats in there. Okay, you can see we have a well this one here, we have a very long exhaust coming over into our turbo. This is a shorter span. Okay, and all the cars are running a gasoline particulate filter now. And these things are very closely related as far as their function and also very closely related to running at lambda one. Okay.

[00:54:30]Differential pressure sensors are what are going to monitor that particulate filter if too much ash would build up and it would you know start to let's say uh clog up because it never uh was able to convert the ash back into um O2 or CO2. So um if it wasn't able to burn it up. So that's how we do it. Pressure before and after the the particulate filter.

[00:54:58]Uh we use three wideband oxygen sensors because again the unequal lengths of these uh exhaust paths we are basically checking double-checking each bank for how they're running as far as their fuel mixture. Okay. So after that we have a final one. This is the third. They call this a Y concept. And then finally we have a uh narrow band after the cats.

[00:55:26]And that's always our diagnostic one.

[00:55:28]It's going to check to make sure that the cats are actually working. It's going to be making sure that they're holding on to the oxygen that they were designed designed to hold uh hold on to.

[00:55:43]Now, the laws involved with this vehicle.

[00:55:48]Okay, so there is the Euro7. It hasn't been enacted yet. And nowhere in that law does it specifically say that cars need to run at lambda 1. But the engineers have decided that basically when you read that law with the emission constraints they're putting on the vehicles with Euro7. The only way to do this is by making sure the vehicle runs through all of its load ranges. it stays at lambda 1 which is basically a perfect 14.7 to1 uh fuel uh air ratio. Okay. Uh so some of the things they had to consider this is a Porsche so without some kind of compensation we were going to have a specific loss because there are systems like for example water injection could do it but car is not going to perform. That'll cool the combustion chambers but that ain't going to work. just EGR again, that's going to suck performance out of the vehicle. Uh variable compression. Uh again, uh Miller cycle with variable cam timing.

[00:57:00]Again, that's not really a performance system. That's an efficiency system.

[00:57:04]There's other variable systems they could have used, but this is a Porsche.

[00:57:11]This needs to perform. So, they decided to go with, well, we're going to make a new engine. We're going to go with a bigger displacement. We're going to kick up the pressure. We're going to have to kick up our CAT volume, uh, sound damper volume as well. And we're going to add a hybrid system to it, an electric to basically assist and reduce or change the load point of the engine where it's needed. So, where is it needed? This is the old car. This is the new car. You can see every car that's on the road. Even though we have wideband sensors, we never turn them off. We always have to enrich in the mixture to make sure we cool the combustion chamber to make sure that we don't uh overheat components. we don't damage uh cylinders, pistons, valves, turbochargers, all these components, okay, from too much heat or we get into pre-ignition or we get into knock or we generate too much knock, which is a really bad uh obviously pollutant gas.

[00:58:18]Okay, so this has always been the accepted thing all the way up through 24. Everybody does it. But this car can do this because when the engine is working too hard, we can throttle back on the load of the engine, the power of the engine, and we can throttle in electric assist.

[00:58:40]So, you don't even know that that happened. You just think you can hear the engine running. You're having a great old time. It's got a good exhaust note, but okay.

[00:58:52]So, um, so you don't even know that happened. And, uh, basically we're able to run lambda 1. So, I'm just going to run through these really quickly. Um, so regenerative load point shift. So, here's a case. You're driving the car and the electric machine is just simply switched into a motor and we're charging the battery. Okay. Here's one where we're just using battery to assist the electric motor to actually propel the car. Okay. And then here's one again where we're on the brakes. So, we're not driving at all, but we are fully regenerating energy into that battery.

[00:59:31]Okay. Here's another one. The turbocharger is simply because you can see the exhaust gases are hot enough we don't need to power it. The exhaust like a regular turbo is spinning it. So, we can take that energy, recoup it, and charge our battery in the car, but we're still accelerating. Okay, here's another one where we could be at, let's say, low RPM. We're just pulling out. We can spool that thing up and you can have instant boost. So, you don't there's no boot. There's no lag with this vehicle whatsoever.

[01:00:04]Here's one where we are actually boosting with both. We're spinning the turbo and the electric machine. So, this could be um you know um you know you're on the highway and you go to pass somebody for example, but you've got your foot on the floor and you want to get up and go.

[01:00:22]Here's another one where we're driving here, but again, we have exhaust uh gas is hot enough that we're able to uh add to not do the battery, but because we're really we're booking here. We're in the upper load range, so we're flat out having some fun, but we're going to take that additional electrical power and feed the electric machine in the middle to keep us accelerating. Okay? And and this is only a few. These are seamless.

[01:00:49]They overlap and there's many more. You know, they didn't give us a complete encyclopedia of all these different modes, but you can see the possibilities here. And it works pretty darn good.

[01:01:02]And other than that, we have a car out here. I'll be out underneath. Uh, I could show you guys around. Yes.

[01:01:09]Questions.

[01:01:10]>> Go back. I think it's slide 12.

[01:01:12]>> Slide 12. 12. 34. 33.

[01:01:17]Oh, all the way back.

[01:01:18]>> All the way back.

[01:01:19]>> Okay. Let's go back >> to answer the question. If the car the 12vt battery I think go back oh uh to where you showed the there was a ground point.

[01:01:33]>> Well here's a ground point for this 12volt battery.

[01:01:36]>> See if you you could if you needed to jump start the car with a 12vt heck. I think you said this. You connect to that red post and the other one and you could use an external 12volt battery to jump.

[01:01:48]Well, well, first of all, this is a um lithium phosphate iron battery, and the rules are different. Number one, they are designed that they get down to a certain voltage, they will the contacts will open to preserve the battery. We don't want to go too low or they can damage the cells. But we can close that contactor and make this functional again by simply hooking up a 12volt battery there and then to the jump the negative jump lug that's on the tower.

[01:02:17]>> Don't forget to start the engine and it charges the battery.

[01:02:20]>> Yeah, it'll close it and you can even pull it off. It's not going to open immediately and then you can start the well the car is going to be started by the 12volt battery. I mean uh I'm sorry the 400volt battery in the the electric uh motor in the transmission. Okay. But but then everything will work. Like for example, your ignition switch will now work. So you can start it.

[01:02:41]>> This is a way to like if that ever if that contact open, you could get it to close like this.

[01:02:47]>> Yes. By simply closing it. That's the procedure. And that's in your your owner's manual as well.

[01:02:53]>> Yeah. Not a big deal. So anyways, >> so this a totally brand new engine more or less, right?

[01:03:00]>> It's a whole new whole new engine. Yes.

[01:03:02]Well, unless I'm saying that we should wait a couple years before we buy this.

[01:03:06]>> No, I wouldn't. Yes, sir.

[01:03:08]>> What's the cylinder line or notil? It's not local. Hopefully, it's not. What are they doing to have a hard cylinder? You don't have to worry about point.

[01:03:20]>> Uh, it's really not an issue. They're using the plasma transfer wire arc method. Okay. So, it's basically an iron iron cylinder.

[01:03:29]>> Okay.

[01:03:29]>> Okay.

[01:03:30]Tom, thank you very much.

[01:03:32]>> Thank you.

[01:03:33]>> Pleasure to have you.

[01:03:34]>> Thank you everybody.

[01:04:08]Heat. Heat.