ce2078
Member
I am not trying to discredit Jason in any way, I'm sure what he has said is based on his experience. My experience with the Tesla packs I have worked on says the car can work just fine after a repair - as long as the software version can accept a pack with different AH modules. While a few dozen packs might not sound like much, I have rebuilt thousands upon thousands of hybrid vehicle packs since 2008 at my company, so I've got quite a bit of experience dealing with HV batteries and how BMS operate. Don't forget I have two S85's I fixed back in 2016 still on the road today.
The BMS in a Tesla is more than capable of maintaining a pack with imbalanced capacity - as long as its programmed right. The current batch of failures is not a hardware limitation but a software imposed fault. I drove 130k miles on a pack with a cut cell fuse - no issues. If we figure the other packs I have fixed have averaged 10k miles so far (likely a low estimate), that's about 500k miles of problem free driving after being repaired. I don't count the software update caused failures, because as soon as the car was downgraded it was back in service. Of course most of the cars I've worked on until recently have been salvage, so software updates were not a big deal as most were rooted beforehand and were not getting updates.
Now before I get blasted for downgrading the software remember that Ingineer would keep salvage cars on older software much of the time, and he is one of the few who could actively upgraded salvage cars via his network. Most of the rooted cars I see around my area have been rooted and left on whatever version they were on. Even Tesla has been known to stop updates for salvage cars. Thus it seems like older software is fine even according to Tesla. You know they definitely wouldn't want news headlines from a salvage car they stopped updating.
With Tesla's refurbished packs, maybe a few get new cells, but definitely not all. Seems many of those packs have less than new range when installed.
The BMS in a Tesla is more than capable of maintaining a pack with imbalanced capacity - as long as its programmed right. The current batch of failures is not a hardware limitation but a software imposed fault. I drove 130k miles on a pack with a cut cell fuse - no issues. If we figure the other packs I have fixed have averaged 10k miles so far (likely a low estimate), that's about 500k miles of problem free driving after being repaired. I don't count the software update caused failures, because as soon as the car was downgraded it was back in service. Of course most of the cars I've worked on until recently have been salvage, so software updates were not a big deal as most were rooted beforehand and were not getting updates.
Now before I get blasted for downgrading the software remember that Ingineer would keep salvage cars on older software much of the time, and he is one of the few who could actively upgraded salvage cars via his network. Most of the rooted cars I see around my area have been rooted and left on whatever version they were on. Even Tesla has been known to stop updates for salvage cars. Thus it seems like older software is fine even according to Tesla. You know they definitely wouldn't want news headlines from a salvage car they stopped updating.
With Tesla's refurbished packs, maybe a few get new cells, but definitely not all. Seems many of those packs have less than new range when installed.