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@scotty2541 The motor output block was designed with the jack nuts to remain glued in their respective hexagon-shaped channels. Given sufficient external force, as you noted on the right jack nut you pushed in, will break the adhesive bonds between the jack nut and plastic channel. In the...

I can't find anything on alerts #1022 or #1048. I've been looking for the past few days. However, the other alerts that occurred along with the #1022/#1048 alerts could be telling of what's going on or at least give clues of where to look. 104 TCM: Lost DMC comms --> Ignore this alert. It gets...

I had to run the software as administrator so that the update software could get the administrative privileges it required. If anyone has an issue updating their Garmin firmware, then it's something to try.

Based on the description and log file from @KeithBoxer , the problem may be a voltage supply problem in the PEM. I have seen this symptom before, and it had to do with the PEM not properly converting/regulating the 12V from the APS. But, I don't know for sure. Also as @slcasner says, the GPS...

It sounds like the Tesla service center would have been responsible for the bricking of the battery. What, if any, responsibility are they taking for the battery bricking while under their care? I believe these extension boards they are complete as is. You will need to get a power supply to...

Ahem.. x209. x423 is the Controller in accounting, and likely won't be able to answer any of your questions.

"When the car left Tesla, they held on to the electric motor and all other drive train parts. It still lacks an engine to this day." "The drive-train removal process looks like a rush job. They just cut the wiring and took it out of the car. No clean removal, just a pair of scissors and the...

Actually, that may explain why @csummers' Roadster clock suddenly stopped working while I was working on it back in April.. I will take a look into whether the cables could be built here for connecting to and upgrading the Garmin modules.

I was going to say it was a programming glitch in the VMSparser tool. However, I took a look at the raw log data for the daily records on one of my log files and I see it too. Weird.. If you want to get an idea of the health, you should look for the delta between the minimum and maximum brick...

Someone called.. I've been in touch with @erericic and we are going to get the PCB repaired with the vacuum pump. We have a Roadster we can easily install the pump assembly into for testing.

I have a couple of 1.5 shifters from used Roadsters I can pull and send. I have enough parts from spare parts 1.5/2.X Roadsters that I don't usually need anything from Tesla. That also means I have a wealth of good electronics and PCBs to perform A/B tests with. The shifter in the center...

If your receptacle is showing burning like yours, you really should also replace/fix the connector too. The connector end in the PEM likely has a pin(s) pushed in. That recessed pin(s) will cause your newly installed receptacle to also burn up.

The difference seems to be the Sport upgrade.

I checked a 3.0 pack, and they are definitely LG cells (LG ICR18650E1T). The part number found on the sidewall of the cells is LGDBE1T1865.

The Mercedes Smart Fortwo battery uses Lithium ion pouch cells, not 2170 cylindrical cells like in the Model 3.

Are you measuring 13.4V across the fuse? If so, that would indicate a blown fuse. The connector is tucked under the vacuum brake booster and runs down to the squirrel-cage fan below. The connector is difficult to reach, so I doubt that they could have inadvertently unplugged it while recharging...

Is your error text mode in debug or enduser. Enduser mode doesn't show all the errors. Also, have you downloaded a log file and taken a look to see if an error(s) shows up in it? Did you have PEM work recently? Like an annual?

I can't seem to view your attachments. Are they set to private? What is the problem with your Roadster?

As long as it was just the fan failing. Do you know if the service center replace anything in the PEM, like the CIC/IO board? There are instructions here you can try. Good luck! Is the Roadster doing well now?

I haven't, but I have some ideas based on the sequence and source of errors. 1) Go into the diagnostic menu and check the Vbatt value in ESS->V&T. Now with the Roadster off and not charging, go back to the main menu and check the Vbatt value in PEM/Motor. Then, turn on the Roadster and see if...

I think he's actually re-establishing a safety feature that has failed. Sure the fix is simply a band-aid for the problem, so with that in mind you will need to drop the battery pack to determine the cause of the failure on the BSM board. There is a little 3A fuse on the BSM board that may have...

Ask to keep the old unit; it may reparable and could save it from being thrown out. Good to hear!

So you have error ID 3003 SHFT: Warning Lost Comms VMS and error ID 3004 SHFT: Warning Lost Comms DMC. Also, you can probably ignore that error ID 1554 as that typically shows up when booting up the 12V system. Those two errors are both coming from the shifter which could indicate the shifter...

Let's try some things. 1) Check the front HVAC controller plug for moisture, dirt, etc. 2) Get a multimeter and power down the APS. Open the PEM service window and measure the resistance of the battery leads and charge port leads to ground. 3) Remove the leads and measure the resistance of the...

You have too much thermal mass to simply leave out the active cooling system. You will essentially be creating a battery where the cells in the middle of the battery are warmer or cooler than those around the outer edges of the pack. Not to mention the slow rate at which the pack's cells reach...

I believe you may be on to the issue here. The shifter buttons light up red usually when the PEM is not communicating on the CAN bus. That may be due to a missing connection to the CAN bus, or the PEM is simply not receiving power. When the PEM is not receiving power, then the TCM will also show...

The fuses for the APS are in the high-voltage battery. However, the 12V enabling signal for the APS comes from the BSM. How's your coolant level? I've seen the APS fail due to low coolant. To power up your Roadster to check the diagnostics menu or download a log file will require lifting and...

The tooling costs are easily in the 6 digits, and the molds for the sheets would need to be produced if we were to take an OEM battery enclosure to upgrade the cells internally like Tesla did with the 3.0 pack. The next problem is with the firmware changes necessary to make the Roadster accept...

You can both find the error in the recent alerts menu in the diagnostic menu. Take a picture of the error ID in the future, or write down the code if the error is fleeting. The only other way to get the full history of error codes is by downloading your log file from the Roadster. Let me know...

Yes. As of March/April 2019, there are currently no 2.X or 3.0 batteries available. I can't speak for 1.5 batteries unless someone else knows.

I think that the 220V charging issue may be related to the isolation fault. Can you send me a copy of your log file to review? There is another owner with isolation faults and her battery was just installed a couple of months ago. Once is an accident. Twice is a coincidence. Three times.. Well...

I don't think so as it wouldn't cause an isolation fault. Isolation faults are usually caused by dirt or moisture causing the high voltage to find the chassis of the battery, PEM, or HVAC controller. The battery and high voltage system floats independently of the chassis. I've heard that the...

The recent alerts is perfect. That BSM isolation fault is the likely culprit keeping your Roadster from driving sometimes. That error shows up when there's a low path of resistance to ground. Did you have any high voltage work done recently on the Roadster? PEM, battery, HVAC system?

No need to open the log file as you have done. All of the log parsers will simply read the information from the files you show above. The log file itself is up one directory and called vms_log. Again, the log parser programs will have you point them to the .tar file that should look something...

The Roadster should have downloaded a .tar file to the VehicleLogs folder on your flash drive. Do you see it there? Follow this link I included in my above post. The newsletter shows you how to tap on the touchscreen and the pin needed to access the diagnostics menu. Not sure yet for the...

Believe me, I was there not too long ago. Can you show us what you seen when you try to access the diagnostic menu?

Do you know about the diagnostic menu, or downloading log files from your Roadster? The diagnostic menu has an option to change the error messages to more meaningful messages. Change the "Alert txt" button from "Enduser" to "Debug" by pressing on it and let us know what the error message...

Do you have pictures of them, or the error ID numbers? There's a chance at recovering the HV battery if the Roadster hasn't been charged since January of this year. However you will need to get the HV battery voltage from the diagnostic menu.

Is the Roadster free-rolling? If so, the Roadster shouldn't allow charging. Imagine the Roadster starts rolling away from the outlet while actively charging. That's why it won't allow charging. Also, check the HV battery voltage from the diagnostic menu. It's in the ESS sub-menu.

That's normal. The ~12V is the pilot signal from the charger to tell the Roadster a power supply is present and ready to send power when the Roadster is ready. The two larger pins on the charger will not energize with 240V until that handshake has completed. You can look for a Roadster yellow...

Yes, that's the same stuff we've been using for years.

They are in front of the rear right wheel. Once the wheel and wheel arch liner are removed you will see a ground point on the side of the frame. That's where your ground lead/cable is at. It's the thickest gauge wire there. The positive lead/cable is in the small black box towards the front of...

Tesla did create a snow dam that goes around the cooling fans. It's simply three walls that surround the fans and provide protection from snow. It could be easier to get one of those and add filters to it. In fact, we have a machine shop that could recreate them too, and add slots, holes, and...

Who is taking care of the battery while it waits? Charging and driving it regularly? That would be asking too much of the service center technicians who don't have the right equipment, parts, or training. That would be the job of remanufacturing, yet even they don't do that as far as I'm aware...

I have instructions I email to owners all the time for this process. In a nutshell, you apply 12V power to the APS leads in the back of the Roadster and then use the touchscreen to put the Roadster into Tow Mode. The TCM requires 12V power and a particular CAN message to unlock the parking pawl...

Tesla doesn't make any adapters from Tesla2 -> Roadster, so you're looking for an aftermarket solution called the CANSR.

What's going on with the PEM? As MLAUTO mentioned, the 1.5 will not work in a 2.0 Roadster. They function differently especially the way that the 1.5 uses winding(s) in the motor during charging.

Is the battery bricked, or does the touch screen turn on? Not really since the charge connector is proprietary, but with an adapter you could use a charger with a J1772 connector.

It's under the dash and right behind the passenger airbag. Removing the dash requires breaking the four clips that hold the passenger airbag cover. Before you get to that point, let's try unplugging some other things to get the airbag module to power cycle. The airbag module (SRS) gets its 12V...

Your Roadster is having a problem talking to the PEM, error ID 56. You can check the 12V input to the PEM for 12V to ensure the PEM is at least getting power. That's also the reason why you're seeing the errors 1558 and 1562 as the TCM and GS are on the PEM CAN bus.