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peugeot software update

Review Post peugeot software update

Getting into your years old rental car. To find a 50 minute OTA software update waiting. Jaguar, Mercedes, BMW, Peugeot, (and all the others) are you listening? @UFODriveTweets #models #tesla #ufodrive #rentelectric #electricmobility #ota ⚡️⚡️⚡️ https://t.co/uBR2wY5MLm

@heyyychrissie Mine would get weird in the winter if there was some moisture on it that froze overnight then thawed in the day. Gave it a wipe over which fixed it. Failing that, a factory reset in the settings, or back to Peugeot for a software update!

Hi Just putting this out there. I have a 2015 Semi-Automatic Peugeot 3008 Hdi which has developed serious gear problems at 60,000 miles. Anyone had similar problems with there 3008, clutch, actuator or a software update required on the gearbox software? Thanks in advance

@vinnielo @PeugeotUK @Polevo @RadioX @Peugeot @CitroenUK @global @quentindab I'd get this back to @PeugeotUK - they can do a software update on your radio to fix it. As @vinnielo says, this is a known issue.

@steve_scooby It’s not just Peugeot. My Toyota went in for a software update. I was told it would be out of use for an hour - tops. I got the car back 4 hours later.

@EpicWinningMaz @BjornNyland @VW @Peugeot @serichards Mine had a software update 4 weeks ago and the charging curve is now much faster. It now holds mid 90kw to 35% then mid 70s to 60% then 50 kw to 81% then slowly tapers

Tesla’s latest electric car software update increases driving range https://t.co/h4GCJBFTG9 #EUGreenDeal #ClimateActionNow #ElectricCar #ElectricCars #ElectricVehicles #EVs #Tesla #cars #Autos #VW #Daimler #BMW #PSA #Renault #Ciroen #Peugeot #Fiat #Volvo #Opel

@VickyParrott Hi Vicky, I saw in one of your tweets that early production Peugeot e208 have a software update due as the range readout isn’t correct. I own one of these cars showing this issue. Any ideas of time frame? @PeugeotUK

Peugeot 308 in for diagnosis today. After having the kitchen sink thrown at it in parts and software updates including a new engine and high pressure pump and a software update, all without sorting the original... https://t.co/Vm3hrzPWQO

@EpicWinningMaz @BjornNyland @VW @Peugeot The e208 has had a software update and now charges much faster

Review Q&A peugeot software update

Can I update my Peugeot software?

Yes you can update Peugeot software just ,Access ,updates, via ,MyPEUGEOT, Within your ,MYPEUGEOT, app select the vehicle icon followed by ‘Vehicle Touchscreen’. If there is an ,update, available for either your navigation map or touchscreen ,software,, you will see a notification here. The download link can be sent via email, as you will need to download it on a desktop computer.

If there was no such thing as a Tesla, which electric car would you buy?

If there was no such thing as a Tesla, which electric car would you buy? First - if there was no Tesla and Elon Musk in the previous decade, the move to electric vehicles would go half the speed or even less. The rest of the industry saw EVs just as short-range commuter cars. Tesla is the only one which really pushed the ability to go on long road trips and rapid charge really fast. But if you ask for Tesla’s alternatives - today? End of 2020? ,Which could be the next best alternative? Instead of ,Tesla Model S Long Range,? ,Porsche Taycan 4S Plus,. Instead of ,Tesla Model S Performance,? ,Porsche Taycan Turbo, or ,Porsche Taycan Turbo S, In either case, the alternative has less range and is significantly more expensive, but the ride and interior materials are said to be a bit better. Instead of ,Tesla Model X Long Range,? ,Audi e-tron 55 quattro, Instead of ,Tesla Model X Performance,? ,Audi e-tron S 55 quattro, Audi offers better soundproofing, but consumes a lot more and has significantly less range - and has space only for 5 and not for 7 people. Instead of ,Tesla Model 3 Standard Range Plus,? Well, it doesn’t have a direct competitor since it is a sedan. In this case the closest competitors by price are ,Hyundai Kona Electric 64 kWh, and ,Kia e-Niro 64 kWh,, both being crossovers, both offering slightly more range, but show their disadvantage on longer trips since they rapid charge at only half the speed. Tesla Model 3 Long Range, or ,Tesla Model 3 Long Range Performance, don’t have a close competitor either, the closest could be the ,Polestar 2,, but it seems to be inefficient almost like an Jaguar i-Pace - and rapid charging speed is about half the speed of a Tesla, especially at colder temperatures. Instead of ,Tesla Model Y Long Range,? ,Polestar 2,, but while the build is good, (as explained) it lacks the efficiency, range, rapid charging speed and it has no heat pump. Tesla Model Y Long Range Performance,? ,Audi e-tron Sportback 55 quattro,. The build is good, it comes close to the performance and even rapid charging speed, but it has less range and more importantly - it is significantly more expensive. The alternatives to Model 3 and Model Y are also the ,Volkswagen ID.3,, ,Volkswagen ID.4, or ,Skoda Enyaq iV, (all coming in many variants), but most of them are not on the market yet. Smaller cars? ,Opel Corsa-e,, ,Peugeot e-208, and ,Peugeot e-2008 SUV, are cheaper, but their smaller size, shorter range and slower charging (roughly at the speed of the Kona and e-Niro) don’t make them a Tesla competitor, more like an alternative. When it comes to the software updates, charging network, autonomous driving or a vision of it, there are no alternatives, just more or less near approximations.

Is Tesla the best option for an electric car or should I wait for more choices from different car manufacturers?

Is Tesla the best option for an electric car or should I wait for more choices from different car manufacturers? I understand this question as ,“will in near future a competitor offer more bang for the buck”,? And the answer is - ,no,. Note: the answer was written in April 2019., ,Read the update at the end. Currently the Tesla Model 3 is the market leader. Soon it will be accompanied by the Model Y. If you are looking Hyundai (Kona), Kia (e-Niro), Nissan (Leaf 2.0 and Leaf 2.0 Plus) or Chevrolet (Bolt), for the same money they offer less. The first two also have delivery problems. Audi e-Tron and Jaguar i-Pace need rapid chargers that are capable to charge with a speed of at least 100 kW, the e-Tron can make usage of 175 kW - chargers which are currently still very uncommon. Once installed, they will quite likely offer electricity at a higher price than Tesla. Porsche Cayman will be able to use 350 kW chargers, but Porsche didn’t demonstrate a single charging session ,(update: it can charge at up to 270 kW, but only for a few minutes)., Tesla recently introduced the Supercharger V3 which enables to use 250 kW and that one will be rolled out across the USA in 2019 (late 2019 also in Europe). Jaguar i-Pace, Audi e-Tron and Mercedes Benz EQC may offer more luxurious interiors, but they offer a far inferior long range capability. Model S and X are still champions in their class. Let’s not forget - all competitors mentioned before are more “,thirsty”, than Teslas. Focusing more on design than performance almost all of them need 15 –30% more energy than comparing Teslas. Very soon Tesla will update the Model S P100DL (now called Ludicrous Performance) which puts the Taycan in the bag in performance, it should charge in about the same time after the upgrade - while still probably being ,significantly ,cheaper. I like the Taycan styling too, but I would really want to know if you would be willing to pay a 20% premium just because of the styling. And Tesla Roadster 2, where the styling is just a matter of personal taste will wipe away with ,any, competition. VW will come with a I.D. / NEO which should supposedly be a cheaper platform, but it will probably offer less and actually compete with cars that even today are not on par in technology (Nissan Leaf 2.0 40 kWh, Hyundai Kona 39 kWh). With batteries that will offer the same range as the current standard (60 kWh and above) I highly doubt that they will be competitive to Tesla Model 3 and Model Y in price. So in essence, I don’t see any competition coming which would be a better choice in the foreseeable future. Not 2019, not 2020 and quite likely not in 2021 either. Update, February 2021 This answer was written in April 2019. Now we have 2021 and yes, there are several alternatives, already available or expected at some moment in 2021. Tesla Model 3, ,Tesla Model Y, ,Tesla Model S, ,Tesla Model X Audi e-tron, ,BMW iX3, ,Mercedes EQC, ,Polestar 2, and its cousin ,Volvo XC40, ,Volkswagen ID.4, and (on the same platform) ,Skoda Enyaq, ,Ford Mustang Mach-E, ,Nissan Ariya, ,Hyundai IONIQ 5 Most of them are coming in different battery sizes and a standard (or optional) 4WD. Not to mention some smaller EVs: Volkswagen ID.3, (in 3 battery sizes), the “triplets” ,(same technology, but different design), ,Peugeot e-208, / ,Peugeot e-2008 SUV, / ,Opel Corsa-e,, the still decent, albeit slightly dated (for their class) Korean triplets ,Hyundai Kona Electric,, ,Kia e-Soul, and ,Kia e-Niro, and the updated ,Hyundai IONIQ Electric,, ,BMW i3, and ,Renault Zoe ZE50,, commuters and cars for short road trips. I don’t mention city cars since they are in a totally different league. You can look them up in the ,EV Database, . Everybody has to decide where he will want to drive since Tesla still has a significant advantage when it comes to road trips. ,Supercharger | Tesla, is far better than ,Electrify America, or ,IONITY EU,, not to mention that Teslas can use the competing charging network (if needed) either directly or with an adapter (in USA) - it doesn’t work vice versa since other manufacturers refuse to pay a fee to Tesla. Another point is software and online software updates (which only some competitors offer) and the Autopilot, which may not be at Tesla’s level. Tesla is also still leading in efficiency, generally also in range and in most cases also in charging speed ,(added range in 15–20 minutes). But yes, alternatives are here. Some good, other only decent, but yes, now customers have choices, especially if they are willing to get into Tesla’s price range. Back in 2019, there were (almost) none. For new updates as they will come, read in the comments section.

What are the most expensive parts of a car to make for car manufacturers?

The world of automobiles is undergoing the biggest change ever in over a hundred years, and you are getting pitiful answers from remnants of the previous era. Most of the raw materials required for electric vehicles are the same as those used in conventional ones, but the metals that make up lithium-ion batteries are exceptions. Until recently, procurement worries—and market speculation—tended to center on lithium and cobalt. Now nickel has started to attract attention too. At Tesla’s “battery day” In Sept. 2020, Chief Executive Elon Musk said he had told mining executives to “please make more nickel.” Prized for improving vehicle range, nickel has taken center stage in the chemistry of cathodes. One standard form of cathode—the most valuable part of an automotive-grade lithium-ion battery—used to contain equal parts of nickel, cobalt and manganese. Cobalt, which comes with additional problems linked to the use of child labor for mining in the Democratic Republic of Congo, got a much-reduced role in redesigned cathodes. Now it has eight parts of nickel to each one of the other two metals. This trend, together with the growth of electric-car sales, promises to lift nickel demand substantially. Batteries are still an afterthought for nickel demand relative to the vast stainless-steel industry. Battery technology is still in flux. Tesla is turning to lithium iron phosphate batteries, which don’t contain nickel, as a solution for cheaper electric vehicles in China. Last week, five years and nearly $50 billion into the auto industry’s biggest bet on electric vehicles, Volkswagen CEO Herbert Diess and his guest, Chancellor Angela Merkel, stood in anticipation as the first ID.3, Germany’s long-awaited answer to Tesla, rolled off the assembly line. The event at the company’s flagship EV plant just over a year ago marked a “systemic shift from the combustion engine to the electric vehicle,” said Thomas Ulbrich, leader of the ID.3 effort. The car, however, didn’t work as advertised. It could drive, turn corners and stop on a dime. But the fancy technology features VW had promised were either absent or broken. The company’s programmers hadn’t yet figured out how to update the car’s software remotely. Its futuristic head up display that was supposed to flash speed, directions and other data onto the windshield didn’t function. Early owners began reporting hundreds of other software bugs. After years of development, Volkswagen decided in June last year to delay the launch and sell the first batch of cars without a full array of software, pending a future update, which is now scheduled for mid-February. Tens of thousands of ID.3 owners will have to bring their cars in for service to have the new software installed. “After that the software will be regularly updated over the air,” Mr. Ulbrich said in an interview. Volkswagen, the world’s largest car maker, has outspent all rivals in a global bid by auto incumbents to beat Tesla. For years, industry leaders and analysts pointed to the German company as evidence that, once unleashed, the old guard’s raw financial power paired with decades of engineering excellence would make short work of Elon Musk’s scrappy startup. What they didn’t consider: ,Electric vehicles are more about software than hardware. And producing exquisitely engineered gas-powered cars doesn’t translate into coding savvy. The ID.3 debacle is raising the temperature at Volkswagen. Mr. Diess nearly lost his job last year amid a revolt of Germany’s powerful IG Metall labor union and shareholder anger over the botched launch of the Golf-8, the VW brand’s breadwinner, and the bungled launch of the ID.3. He was stripped of his leadership of the VW brand, VW’s biggest business, but kept on as CEO of the entire company without day-to-day operational responsibility. The ID.3 is gaining traction, outselling Tesla’s Model 3 in Europe in December, according to Jato Dynamics, with sales fueled by a price tag that is about $12,000 less than Tesla’s model, and by Germany’s decision last year to increase incentives for EV purchases. The ID.3 has also garnered negative trade-press reviews and is still missing key features. Ever since Tesla launched its first car in 2008 “there was this feeling that the really serious players are going to come,” said Peter Rawlinson, CEO of electric car startup Lucid Technologies and the former chief engineer of Tesla’s Model S. Now, he says, “the Germans have finally come, and they’re not as good as Tesla.” Other legacy car manufacturers including General Motors, Ford, Renault, Peugeot and Toyota are bringing new electric models to market this year. Failure to keep up could redraw the global auto map, costing German car makers—Volkswagen, BMW and Daimler—their leadership status in high-end products. Software has been running in gas-powered cars for years. An average passenger vehicle typically includes about 80 parts fitted with chips that perform discrete tasks. These chips run code that remains static over a car’s lifetime. With the shift to electric, computing has become the heart of the vehicle, with a central processor managing the battery, running the electric motors, brakes, lights and other critical systems as well as additional features such as entertainment or heating in the seats. Just like a gas-powered car should be serviced regularly, a modern electric vehicle may receive software updates to improve safety and performance, offer new in-car services, or unlock sources of revenue for the manufacturer. “The key here is taking this distributed system in the car, dozens if not hundreds of applications, and centralizing everything,” says Danny Shapiro, senior director of automotive at Nvidia Corp., the graphics chip maker that has become a player in self-driving car technology. “This is very complex, especially with a car where the safety level is critical. You can’t just flip a switch and be a software company.” In the early years of the ID.3 effort, the task to code software for the car was scattered across the organization. VW’s appointment of Christian Senger, previously head of digital services and electric mobility products, as leader of VW’s entire software development, came only in 2019, months before the vehicle’s planned launch. The group’s first task was to create a coherent organization out of the thousands of programmers spread around the group and begin to shift critical development in-house. The first major project was VW.os, an operating system for ICAS1, the car’s central computer that could be updated remotely. Another source of complexity was that VW picked different vendors to develop different parts of its software ecosystem. To build its industrial cloud for factories, VW teamed up with Amazon Web Services. For the automotive cloud connecting its cars, it joined with Microsoft Corp. And to build ICAS1, VW turned to Continental AG, the lead partner in a team of 19 suppliers working on developing the system. That was a mistake. While Tesla and American carmakers freely used India as a software development center, VW stuck to the European ideology of “Only European labour shall go into European products”. Typically, car makers order finished components from suppliers and install them in the vehicle on the assembly line. But the software for a connected car is never finished. Like an iPhone, it is constantly evolving and requires the supplier and customer to work interactively, something that VW and Continental first had to learn as the ICAS project was under way. VW and its suppliers had to adopt new ways of working together to build the ICAS and connect the ID.3 to the cloud. They created integrated teams that met in workshops at regular intervals to assess the state of play and plot out the next steps. During these workshops, VW often placed new demands on the group as its requirements of the ID.3 evolved. The experience convinced Mr. Diess that he needed to reboot VW’s software business. In April, he brought Prof. Fredmund Malik, an Austrian economist, for a three-day workshop with about 40 of his top executives. Prof. Malik said Mr. Diess posed a simple question for the group: What do we have to do to catch up with Tesla by 2024? The CEO opened the gathering with a blistering critique of VW’s progress. He showed a slide comparing the ID.3 to the Tesla Model 3, pointing out that while VW’s car excelled in old-world features such as spaciousness and design, Tesla beat VW hands down on such metrics as battery range and advanced computing. At the end of the workshop, the management team had the outlines of a reboot. It would produce a new fully electric and largely self-driving car by 2025, shift more resources from the company’s old business to EVs and digitization, expand battery manufacturing, and explore new revenue streams and payment systems. As the summer 2020 launch date for the ID.3 approached, VW told Continental to focus on critical functions. By then, senior VW executives concluded that the ID.3’s remote updates weren’t yet secure enough to go on the road. Karsten Michels, the senior Continental engineer working on the project, said the main problem was the teams simply ran out of time. “Maybe we underestimated how much work is involved and how little we could actually rely on existing legacy software,” Mr. Michels said in an interview. Mr. Diess also reached outside VW for help. He asked Dirk Hilgenberg, a BMW executive and IT specialist focused on tech turnarounds, if he would replace Mr. Senger as head of the software division. Mr. Hilgenberg said he had no hesitation. He had spent 28 years at BMW and his track record most recently included turning around production of BMW’s X-series SUV in Spartanburg, SC. In recent years, however, he said he had become frustrated by the Munich-based auto maker’s reluctance to dive headlong into electric cars. Mr. Hilgenberg’s first day at VW was August 1 and he immediately started work on fixing VW.os. The first version, 1.0, is a blend of open source software and custom code by Continental and VW. To fix the current glitches, VW said it would publish an update of the software, version 1.1, in February. A more advanced version—VW.os 2.0—is targeted for 2024 and will include advanced self-driving car features. VW’s goal is to eventually build at least 60% of automotive software in-house. They still hadn’t learned. India was their ticket to successful software development. “This is very complex, especially with a car where the safety level is critical. You can’t just flip a switch and be a software company.” VW, Benz, BMW, all have big lessons to learn Or perish.

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Review Post peugeot software update

Review Q&A peugeot software update

Can I update my Peugeot software?

If there was no such thing as a Tesla, which electric car would you buy?

Is Tesla the best option for an electric car or should I wait for more choices from different car manufacturers?

What are the most expensive parts of a car to make for car manufacturers?

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