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12v battery problem and stranded!
- Thread starter simplesolar
- Start date
islandbayy
Active Member
Hmmm, I was told multiple times that the MS monitors each cell of the battery and had a non-standard connection. I was working on a Lithium replacement for the MS Battery, but scrapped the idea after being told here and by a service tech of the odd connection. I guess I am going to go at it again!
Tesla monitors the traction battery closely, but the 12V just has a voltage reading that they go by.
JRP3
Hyperactive Member
Odyssey PC 925 or PC 950 should work, the PC 925 can be ordered with reversed terminal if needed, but I think the standard terminals would be correct. I used Odyssey's in my 6x6 and I'm using one for my 12V system in my conversion, best lead acid AGM battery I've found to date.
http://www.odysseybattery.com/battspecs.html
http://www.odysseybattery.com/battspecs.html
I got my car about three weeks ago. Today at work trying to drive home I got three error messages. That the car needs service, may not restart and has a low 12V battery. All was functioning, climate worked, lights worked, power lift gate worked but car would not come out of P. After 15 min with Tesla on the phone and Tesla about to send a service guy all over sudden I could put the car in reverse and it came to life. I kept getting a few more error messages but could drive it to the service center. I now have a loaner until they figure out what is going on. Does that mean I may have the same battery issue that everybody here has been talking about? They should know by now what's wrong right?
What do you think I will need, just a new red battery or a new DC DC converter? I am bit confused and surprised to have this issue in a three week old car.
What do you think I will need, just a new red battery or a new DC DC converter? I am bit confused and surprised to have this issue in a three week old car.
JRP3
Hyperactive Member
I think Tesla has a problem with their DC/DC converters. It's an area that some of us have struggled with in our DIY conversions. I'd be surprised if Tesla wasn't aware of the following possible issue: The converters have capacitors in them that get charged to pack voltage. When you accelerate hard the pack voltage will drop, and the caps, at higher voltage, will drain back into the pack, unless an inductor and/or diode is in place to block it. Essentially the caps are trying to power the car for a split second, and doing this repeatedly can damage them. At least that's the theory.
Got my car back today. Didn't really tell me what's wrong with the car, but they replaced 2 coolant pump and replaced my 12V battery. A lot of times I think Tesla just tell you the simplify version of what went wrong, but really there is more that went wrong then written up.
> they replaced 2 coolant pump and replaced my 12V battery. [simplesolar]
The pumps were the problem and they gave you the new 'red' battery *as a precaution*. I think we should wait for results before investing effort into doing replacements for the red battery. Now Tesla will still be replacing the red ones if they ever get cycled down just as a precaution, but that shouldn't count as a failure/replacement.
Getting a 12 v voltmeter ON THE DASH where you can easily see it should be a priority, and is on my list of things to do.
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The pumps were the problem and they gave you the new 'red' battery *as a precaution*. I think we should wait for results before investing effort into doing replacements for the red battery. Now Tesla will still be replacing the red ones if they ever get cycled down just as a precaution, but that shouldn't count as a failure/replacement.
Getting a 12 v voltmeter ON THE DASH where you can easily see it should be a priority, and is on my list of things to do.
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Cottonwood
Roadster#433, Model S#S37
<C&D Deep Cycle Battery> is the web page on these batteries, and here is the spec sheet on them: http://www.cdtechno.com/pdf/lit/12_1061_0412.pdf
Seems to be a quality choice. Any problems with batteries of this quality are probably in the charging and management, not the batteries. Has anyone had trouble with these C&D, "red" batteries?
The battery I removed was a grayish made in Taiwan battery. Would be interesting to know how long they have been using these C&D batteries for.
I got my car back today. In addition to replacing the 12V battery they replaced the "junction box" after noting the following:
Noted High Voltage Interlock errors. Found HVIL too high at 5.2 volts. Removed &Reinstalled back seat bottom to check for HVIL issues. Found high resistance at 168ohms in Master charger circuit. Narrowed problem to faulty lid switch in high voltagejunction box. Replaced high voltage junction box and rechecked resistance. Found to beok at 61 ohms. Update TDS case and car was released by engineering.
Hope this fixed the problem.
Noted High Voltage Interlock errors. Found HVIL too high at 5.2 volts. Removed &Reinstalled back seat bottom to check for HVIL issues. Found high resistance at 168ohms in Master charger circuit. Narrowed problem to faulty lid switch in high voltagejunction box. Replaced high voltage junction box and rechecked resistance. Found to beok at 61 ohms. Update TDS case and car was released by engineering.
Hope this fixed the problem.
Yes I hope so too.
I am also very happy to be back in my own car. The loaner (performance model as usual) was quite new and nice. However, there is nothing like my own car. It fits better, rides better and feels better, somehow.
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JRP3
Hyperactive Member
I'd be more tempted to carry a small 12V booster pack, you don't really need that much current a jump from another car would provide, and you have a way to jump yourself if no one else is around. You could get one that's an air compressor as well in case you get a slow leak in a tire.
Have not been following the long, long 12V battery saga closely. Does anyone follow why TM let's this bleeding sore go on and on unfixed, instead of switching to a 12V Li Ion battery? They've increased avg prices by thousands this year, so can't claim it's too expensive to get it fixed once and for all.
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