Modular internals and special diagnosis methods are making it easier to fix faulty or degraded battery packs - here's how it makes the lives of EV owners easier
battery casing is designed to be opened, giving access to the 28 or 33 modules. The number installed depends on whether the battery is the standard, 79.2kWh, single-deck version or the two-deck 93.4kWh option. If a module becomes defective, it’s identified in the service centre using a diagnostics tester that compares the voltages of the modules.
A low voltage gives the game away and the module is swapped out for a new unit. In common with other EV manufacturers, Porsche’s strategy is to give a second life to batteries that no longer have the performance to power a car but still work. Rather than just whipping a battery out from under the car and plugging it in to a stationary system, though, the plan is to dismantle the batteries down to module level, so the individual modules can be installed in stationary ‘energy carriers’.
The company is tweaking its service network to match the new technology, too, with high-voltage support centres backed up by regional hubs if there’s no HV base locally. A battery can also be fixed in situ by ‘flying doctors’ who can repair a battery on site.’s new ‘unified cell’ strategy, which moves away from modules containing many individual cells to ‘Cell2Pack’ and then ‘Cell2Car’, will affect repairs of its batteries.
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