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So I've been wondering what option determines whether a vehicle comes with an AGM battery or Lithium Ion Phosphate P04 one. The determining factor (I've no idea why this option would make a difference) is RAS. The ones with get the latter the ones without get the former.
So a question can one use a CTEK wet/AGM battery tender on a Lithium Ion battery?
According to two different Porsche service departments (my local one in WA and another one in NY), the answer is a hard NO. You want to use a charger designed for Li-Ion.
The 992s come with a giant sticker on the battery bracket indicating 14.8v is the max charging voltage for the Li-Ion (LiFePo4) battery and lead-acid/AGM chargers can exceed that. Those two dealerships have said the wrong charger can damage a Li-Ion battery. I have no idea which brands of chargers are risky to use, though.
To make matters more confusing you might have an AGM battery and think it's Li-Ion. Here's the sticker from an early 992 delivered with an AGM battery (the owner originally thought it was Li-Ion battery but that sticker is on the bracket not the on battery which, according to the part number, is actually AGM).
My 992 TTS has a label on the battery itself that says LiFePo4, but nothing on the bracket except the max voltage warning:
So I've been wondering what option determines whether a vehicle comes with an AGM battery or Lithium Ion Phosphate P04 one. The determining factor (I've no idea why this option would make a difference) is RAS. The ones with get the latter the ones without get the former.
So a question can one use a CTEK wet/AGM battery tender on a Lithium Ion battery?
siberian
For what it's worth -- I don't have the RAS and am told the car will arrive with a Lithium battery. But I can't confirm independently. Second -- there is a lithium charger required that CTek also makes.
At the moment, CostCo has these. They both have settings for Flooded Cell or LiPo Batteries.
Don't overthink this folks. Either of these are less than $50.
It might well be as simple as buying a "generic" LiPo charger and you're good to go. Looking at the charging profile information from the Porsche Charge-o-mat Pro Manual (previous versions were rebranded CTEK units, as this one likely is as well) there is a specific charging sequence/protocol. Is the Lithium charging process the same for all batteries, thus the charger/maintainer is immaterial? I don't know.
What I do know is that my Porsche LiFePO4 is pretty sensitive, and I've already seen the car's electrical system shut down by simply running the audio system for a couple of hours while doing a wash/detail, followed by 12 hours at a very small power draw to run my 2-ch dashcam(s) in parking mode. I also suspect (but don't know for sure) that a replacement Porsche LiFePO4 battery is likely going to run me north of $1000 (maybe substantially more) rather than the few hundred that an AGM replacement would cost.
My Charge-o-mat-Pro was in the frunk of my 992 on delivery, along with winter mats, at no cost. I picked up a set of alligator clips from the dealer for about $40 CAN that plug into the lighter socket on the unit, enabling me to run the charger/maintainer without doing the 12v socket dance. Paying the Porsche premium on the Charge-o-mat likely not necessary as the CTEK probably uses the same charging program. However before hooking it up - or any other lithium charger/maintainer - to my 992 LiFePO4 I'd want to be CERTAIN the charging profile is the same.
Overthinking it? Maybe. This is the first LiFePO4 battery I've had in a car, and using the Porsche branded charger/maintainer gives me confidence that it's going about its business according to Porsche protocols. If my battery goes south for any reason in the next couple of years, I don't want the dealer or Porsche pointing the finger at a $50 Costco charger as the reason my expensive battery went kaput. At any rate, my charger was free, and it's currently doing stellar rotating "maintainer" duty on three motorcycle batteries on the counter in a spare bathroom: thanks for that Porsche.
Below is page from the Porsche Charge-o-mat manual.
Charge-o-mat with alligator clips doing maintenance duty on motorcycle batteries.
I'm really curious and don't understand what RAS has to do with the battery type.
I have no direct knowledge of why Porsche pairs the Li battery with the RAS system. However, it's well known that Li batteries hold their target voltage better than lead acid batteries. Furthermore, the RAS system will have an inverter to convert the voltage from 12V to 48V and maybe the inverter requires the Li battery's more precise voltage. Or maybe not...
Can you elucidate please? The "RAS system will have an inverter...", so it's an electrically controlled system running at 48v? Thanx for clarifying or pointing me to relevant info on this
Can you elucidate please? The "RAS system will have an inverter...", so it's an electrically controlled system running at 48v?
In this application, the inverter (aka power unit) runs off of 12V DC battery power and produces 48V AC power to run the RAS actuators. In an RV, the 12V battery powered inverter produces 120V AC so that you can run, for example, your microwave. Converters do the opposite, ie, they typically convert 120V AC power to 12V DC power so you can charge your batteries. Most RV's have an inverter and a converter.
Sorry my bad, I know what an inverter is, I was asking it's relationship to RAS. If I surmise then the rear steering is electrically controlled by a 48v system producing the RAS angle. And it's AC? With the push towards 48v DC I would have thought it easier to apply 48 DC than AC, no?
If I surmise then the rear steering is electrically controlled by a 48v system producing the RAS angle. And it's AC? With the push towards 48v DC I would have thought it easier to apply 48 DC than AC, no?
I'm assuming that it's AC but I could be wrong. Also I don't know whether 48 AC or DC would be easier to implement.
The industry (like networks 20+ years ago when it was decided to "move" to IPv6) is moving to 48v DC given the never ending number of applications that a 12v battery has a harder and harder time keeping up with. If that's what's powering RAS I would thus venture that it's 48v DC rather than A/C as I don't think any other application is moving to (48v) A/C. But that's just my thought. Thank you for clarifying what powers RAS.
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Battery type determination
