They also realised one important thing: to cater for a true analog, authentic classic experience of the car, while introducing state of the art modern day technology in the batteries and drivetrain, the entire car would have to be digitised.
Many examples of todays classic conversion depend on hobbyists, waiting for Teslas to crash and then preying on the remains. Their enthousiast efforts often result in extreme performance in rusty old non-restored classics, without any real solution when it comes to battery safety, charging, maintenance, software and hardware support. Clear hobby projects, with substantial concessions on quality.
Teaming up with an embedded control expert from California, who previously excelled in building high-end in-home security systems, flight simulation solutions, theme park attractions and water purification installations, enabled them to take up the next challenge. Integrating all technology, both from the 1960s and from the 2020s, into one control platform that determines the entire car experience.
Building and agile deploying software, entirely build in SWIFT, the project is basically a Project Titan, the classic way.
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Another challenge to overcome is the fundamental problem the entire car industry is facing today. Production efficiency organisation versus Tesla product innovation. Where the industry is using CAN (basically a ‘nineties-born’ kind of Twitter network in which all components constantly tweet their status to all other components in the same language) to enable an extreme degree of standardisation to create a highly efficient production value chain, it also is their Achilles heel when it comes to innovation as the language is very basic and limited. And as only some 20% of the production value is added by the OEMs like Ford and Volkswagen, their ability to influence technological change is extremely limited. Suppliers rather produce generic components that can be used by the millions on multiple car platforms, than invest in new technologies with a promising but uncertain future.
That pitfall the guys from Voitures extravert have managed to avoid. Every component, either if it’s talking CAN, swift or a new digitised language, is sandboxed and communicates only to the rest via the central hub, the dedicated VCU. At that level, all components can interact and behave like the VCU wants them to. That may be a regular blinker command, but it can very well also be a signal for the central door locking, a feature that never existed on the original. It enables Voitures extravert to define specifically for every component what experience it wants to create and for some functions it may even want to offer that on a customer preference level.
The level of integration this solution offers is beyond what most established car manufacturers can offer, much more comparable to the standards that Tesla has set for the new industry some years ago. In that respect, the recent announcements that Volkswagen has made for a multi billion investment in a dedicated car software company are illustrative for the trend Voitures extravert is fully tapping into.