Macan turbo 0-60 times not matching specs

[dwc39]

I have launched my Macan Turbo many times, but just recently attempted to track the 0-60 times. I’m only getting 4 seconds plus times using the race stats app for iPhone. Should I launch with traction control on/off.

what am I missing?

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[PrudentOcean]

Are you putting the car in Sport or Sport+, pressing the brake pedal hard, depressing the accelerator pedal all the way, and then releasing the brake?

I’ve recorded 3.27s on a slight uphill with Michelin PilotSport A/S tires on 22” RS Spyder wheels. That’s from a Racelogic Vbox, which is going to be more accurate than a phone app.

 

[dwc39]

Yes, it is successfully launching, but only getting 4.26. I have Michelin pilot sport all seasons on 22” black Macan sport wheels.

 

[tmrqs]

Yes, it is successfully launching, but only getting 4.26. I have Michelin pilot sport all seasons on 22” black Macan sport wheels.

Could be due to:
- SoC at launch
- grip (tires and/or road)
- temperature (battery and/or tires)
- music playing during launch (car goes faster with electro than it does with jazz or folk)

 

[daveo4EV]

there can be all sorts of reasons - the car will do the stat - but getting it to do it requires the proper conditions - none of the magazine reviewers have had any problems meetings/exceeding Porsche's published stats

if I had to guess I'd suggest quality of the timer (instrumentation), gps conditions/frequency, tires + road conditions will have the most effect - also use an app like draggy or something - the Porsche app may not be the best measure of speed

also the magazine's and such use race-quality gear like v-Box devices with external high resolution GPS receivers…the car meets/exceeds Porsche's published specs in controlled conditions with gear/telemetry-equippment known to be highly accurate.

 

[Orange]

I would also caution against using phone apps without further high quality gps input. My Macan 4 supposedly did 0-100km/h in 4.1 seconds using the Race Timer app.

 

[jwatte]

State of charge has to be the other big one -- the voltage difference between 100% and 80% is quite meaningful.

 

[dwc39]

That is interesting. What would the ideal state of charge be?

 

[PrudentOcean]

100%. That provides the highest voltage. You’d also want a warm battery, so DC charge and then try your acceleration test.

My test was done in the morning in February, so the temperatures would have been on the cool side and the road a bit damp. I don’t recall what my SoC was, but I have never charged it to 100%. The Electrify America that I was using back then has a limit of 85% to reduce congestion, so the SoC had to have been lower than that. And as you can see from the data I posted, my test involved about three meters / ten feet of elevation gain.

 

[sor]

Isn’t the voltage to the motors regulated though? They can’t have it just cranking out whatever the battery happens to be capable of at any moment.

I understand the idea that having max charge would give you the most confidence that you have the most power available, and of course very low charge can power limit you, but having 100% charge shouldn’t be necessary.

 

[krissrock]

yeah, i coulda swore the battery chemistry used for Porsche isn't dependent upon voltage for the max power? That's the battery chemistry used in tesla's though...

 

[Fun TC Driving]

Hagerty with all their pro equipment measured 2.8 seconds to 60 MPH last month on an airport runway (not even on a prepped, drag strip track).

 

[BigApple]

the HUD has a round power meter that tells you the power draw and recovery. For some reason i noticed that the power availability has a little unused area at the 5-6 a clock area that is greyed out. Does anyone know. Why it has the extra area but greyed out. I have never seen that go full even on launch control. Does anyone have the same issue?

 

[daveo4EV]

Isn’t the voltage to the motors regulated though? They can’t have it just cranking out whatever the battery happens to be capable of at any moment.

I understand the idea that having max charge would give you the most confidence that you have the most power available, and of course very low charge can power limit you, but having 100% charge shouldn’t be necessary.

Battery packs don't have flat voltage - as the pack discharges voltage drops - there is no "magic" as voltage drops power drops...

there is nothing to regulate, you can't make energy/power out of thin air…

a given EV motor's power is based on "watts" being injected - the math of watts/kilowatts is brutally simple…

watts = volts * amps

watts = power/torque

less voltage at the same amps = less power - unless you increase the amps

at 65-70 mph the Macan is a 3.3 kwh/mile vehicle

since it's normally a 780 volt pack - we can figure the amps for 3,300 watts @ 65 mph

3300 watts / 780 volts = 4.23 amps

do this for exactly one hour you will consume 3,300 watt-hours (or 3.3 kWh) of power…from the 95 kWh of usable capacity from the Macan's battery.

as voltage drops (a natural and unavoidable outcome of pack discharge) you have to increase amps (flow/consumption) to keep 3,300 watts as the constant input to the EV motor - otherwise you'll lose "power/torque"…and can no longer do 65 mph

complex software keeps this all in balance so that the throttle responses are flat/linear/predictable - but again the underlying physics are brutal and unforgiving - there is no "regulatin" voltage - the voltage is what it is for any given level of pack discharge, but you can vary the amps to keep "power/torque" "constant" - but that changes consumption and therefore range if any given power level…

volts is roughly "power"
amps is roughly "flow rate"

you can keep the watts constant by increasing amps (the flow) - but there is nothing you can do to counter the voltage drop as the pack discharges…

it's physics and it's a bit unforgiving

here is the voltage curve for the Taycan for a given "cell" in the battery for example - it's unlikely the Macan (or any EV) cell discharge curve is remarkably different.

there is some brutal/factual/unrelenting "truth" here in degrees of freedom for the chemistry/physical of a LiON cell voltage discharge - they do what they do as "output" and then you can "adjust" things by changing your consumption rate (amps) - until they don't got no more to give at which point you shut down.

 

[sor]

Battery packs don't have flat voltage - as the pack discharges voltage drops - there is no "magic" as voltage drops power drops...

there is nothing to regulate, you can't make energy/power out of thin air…

a given EV motor's power is based on "watts" being injected - the math of watts/kilowatts is brutally simple…

watts = volts * amps

watts = power/torque

less voltage at the same amps = less power - unless you increase the amps

at 65-70 mph the Macan is a 3.3 kwh/mile vehicle

since it's normally a 780 volt pack - we can figure the amps for 3,300 watts @ 65 mph

3300 watts / 780 volts = 4.23 amps

do this for exactly one hour you will consume 3,300 watt-hours (or 3.3 kWh) of power…from the 95 kWh of usable capacity from the Macan's battery.

as voltage drops (a natural and unavoidable outcome of pack discharge) you have to increase amps (flow/consumption) to keep 3,300 watts as the constant input to the EV motor - otherwise you'll lose "power/torque"…and can no longer do 65 mph

complex software keeps this all in balance so that the throttle responses are flat/linear/predictable - but again the underlying physics are brutal and unforgiving - there is no "regulatin" voltage - the voltage is what it is for any given level of pack discharge, but you can vary the amps to keep "power/torque" "constant" - but that changes consumption and therefore range if any given power level…

volts is roughly "power"
amps is roughly "flow rate"

you can keep the watts constant by increasing amps (the flow) - but there is nothing you can do to counter the voltage drop as the pack discharges…

it's physics and it's a bit unforgiving

here is the voltage curve for the Taycan for a given "cell" in the battery for example - it's unlikely the Macan (or any EV) cell discharge curve is remarkably different.

there is some brutal/factual/unrelenting "truth" here in degrees of freedom for the chemistry/physical of a LiON cell voltage discharge - they do what they do as "output" and then you can "adjust" things by changing your consumption rate (amps) - until they don't got no more to give at which point you shut down.

Sorry, a good part of this is just not true at all. I have an EE background. While the basic math here is sound, if you want to adjust power output you can easily do this via voltage regulation.

In your simple single cell example, we commonly slap 3.3v regulators in front of lithium cells to run low power electronics, which keeps the voltage and power usage consistent and as expected across nearly the full range of the battery capacity.

We sometimes use buck or boost converters to adjust voltage to where a load needs it to be. There are many ways to manipulate power delivery, we don’t need to naively follow a simple discharge curve.

I don’t know much about the specifics around EV power. I’d assume though that there is some power conditioning and conversion going on to tailor the power to the load. I’m not even sure EV motors are DC, they’re always talking about silicon carbide inverters.

to be concrete about it - I was thinking that the motors are perhaps 600V AC motors, and battery pack is maybe 700VDC nominal, maybe 750V when fully charged and 600-650V when low on charge. An inverter regulates and converts the battery DC to the 600V AC to drive motors pretty consistently across the range of the battery’s DC voltage.

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