I got BMS_u029 but I could not detect any voltages out of spec.
-
Want to remove ads? Register an account and login to see fewer ads, and become a Supporting Member to remove almost all ads.
Wiki Sudden Loss Of Range With 2019.16.x Software
- Thread starter Dutchmeeuw
- Start date
I got BMS_u029 but I could not detect any voltages out of spec.
The 1088815-01 is what the service centers request by default these days (I believe they have no control on what is shipped to them as it might be a different pack) . There are instances of 1088815 reported in different threads as replacement, including this in this thread.
The car had to be towed?
Last edited:
No I drove it without any issues, regen worked unlike the previous failure. But It would not take charge from a cable.
Honestly I almost never charged it to 100% and I never checked voltages when I did. It was a 1014114-00-E T14J0056955. Also I always ran the latest official software. The battery was removed a year ago to replace the HV connector due to sparking (noise), probably due to water intrustion. I believe this did some damage as you can see in the range curve. When connectivity was restored you can see a sharp drop. It never threw a warning but they replaced the connector on their own accord when replacing the MCU1.0 due to no-internet connectivity.
Yes it is annoying and I think it was done on purpose. I also don't seem to see the KW rate on app while charging
Capped or not?
This is my 'new' 85D 2015 Model S at 100% SOC. Cell voltage 4.188 average at 100% SOC. I wonder if we know a number where Tesla will agree it's capped.
Seems to max out at 250 miles rated range. I didin't get to experience the change with the update, so I'm not sure what it was doing before batterygate.
That said, it's much better than my now-totaled P85 (4.181 average). Also it's been a delight to only lose 2-3 miles a night instead of 8-13 every night (Which Tesla said is 'normal'). I'll miss the P85 for sure, but this seems next best for the insurance reimbursement (and yes the drunk driver who hit me is in jail). CHP said the Model S can take a 60mph hit pretty well and I agree.
This is my 'new' 85D 2015 Model S at 100% SOC. Cell voltage 4.188 average at 100% SOC. I wonder if we know a number where Tesla will agree it's capped.
Seems to max out at 250 miles rated range. I didin't get to experience the change with the update, so I'm not sure what it was doing before batterygate.
That said, it's much better than my now-totaled P85 (4.181 average). Also it's been a delight to only lose 2-3 miles a night instead of 8-13 every night (Which Tesla said is 'normal'). I'll miss the P85 for sure, but this seems next best for the insurance reimbursement (and yes the drunk driver who hit me is in jail). CHP said the Model S can take a 60mph hit pretty well and I agree.
The cap is identified by the maximum voltage, not the average. Your max is 4.198 V, just shy of the absolute max of 4.20 V, so I would say that pack is not capped.
Good to know. I has suspected the Max as reported there is just for the highest cell in the pack. So if just one cell is 4.198, it's not capped? Interesting indeed. Thanks.
Correct. It stops charging as soon as the first cell reaches the maximum voltage the pack is allowed. Which is just under 4.2 for healthy packs, and I think it was like ~4.1 for capped packs. (The average voltage of a capped pack would be lower than 4.10.)
100% charge and if your cell max shows 4.10V or less, you're definitely capped. Your cell max is 4.197.
Good to know. Feelin' pretty good then! Thanks.
islandbayy
Active Member
Not capped. Actually looks fairly good, and 250 miles range at 100% is good. Better than my 90 pack.... Likely will supercharge faster too.
cpa
Active Member
Back onto the chargegate segment:
I completed a whirlwind (literally as well as figuratively) tour of the Great Basin. I carefully recorded each Supercharger session as to arrival SOC, departure SOC, elapsed charging time, and kilowatt-hours added. In all cases but one the "Preconditioning battery for fast charging" notification did not appear. The battery was sufficiently warm without getting a boost.
Here are the general results. They are crudely done (I'm not an expert in regression or other fancy mathematics.) But I think they are close enough for our purposes to calculate time spent at Superchargers when taking our dinosaurs on the road.
I usually arrived with between 12% and 20% SOC. I departed with anywhere from 50% to 80+% SOC. (Some of the legs are still quite long, and as I said it was hella windy out there, so I wanted to be extra careful.)
I took the kilowatt-hours added per the vehicle and divided by the elapsed time in whole minutes, which is close enough.
For example, at Auburn, I charged from 8% to 52% in 26 minutes, adding 32 kWh. This gives an average of adding 1.23 kWh per minute. At Truckee-Brockway, I charged from 12% to 84% because I wanted to skip Lovelock and reach Winnemucca and the weather was nice to sip on a couple of cold ones at the nearby brew pub. I added 53 kWh in exactly one hour, or .8833 kWh per minute.
I calculate that to go from <20% to around 70%, you can estimate you will receive on average 1 kilowatt-hour per minute average over the entire session, assuming no pairing on V2 Superchargers. Average addition was between 35-40 kWh. At Nephi, I was paired the entire time (and there was a queue, believe it or not!). To charge from 16% to 78% took 54 minutes to add 46kWh or .85 kWh per minute. Pairing increases charge time by about 20%.
At higher SOC upon plugging in, the time factor is more exaggerated. At Helena, I plugged in with 52% and left with 71%. I added 14 kWh in 20 minutes, or .7 kWh per minute.
I hope this might help those of you who might be contemplating a Supercharger journey with your car this summer. At least if you know how much juice you need to add at each stop, you might be able to have a more sensible plan for each day's drive and the time it will take to Supercharge.
I completed a whirlwind (literally as well as figuratively) tour of the Great Basin. I carefully recorded each Supercharger session as to arrival SOC, departure SOC, elapsed charging time, and kilowatt-hours added. In all cases but one the "Preconditioning battery for fast charging" notification did not appear. The battery was sufficiently warm without getting a boost.
Here are the general results. They are crudely done (I'm not an expert in regression or other fancy mathematics.) But I think they are close enough for our purposes to calculate time spent at Superchargers when taking our dinosaurs on the road.
I usually arrived with between 12% and 20% SOC. I departed with anywhere from 50% to 80+% SOC. (Some of the legs are still quite long, and as I said it was hella windy out there, so I wanted to be extra careful.)
I took the kilowatt-hours added per the vehicle and divided by the elapsed time in whole minutes, which is close enough.
For example, at Auburn, I charged from 8% to 52% in 26 minutes, adding 32 kWh. This gives an average of adding 1.23 kWh per minute. At Truckee-Brockway, I charged from 12% to 84% because I wanted to skip Lovelock and reach Winnemucca and the weather was nice to sip on a couple of cold ones at the nearby brew pub. I added 53 kWh in exactly one hour, or .8833 kWh per minute.
I calculate that to go from <20% to around 70%, you can estimate you will receive on average 1 kilowatt-hour per minute average over the entire session, assuming no pairing on V2 Superchargers. Average addition was between 35-40 kWh. At Nephi, I was paired the entire time (and there was a queue, believe it or not!). To charge from 16% to 78% took 54 minutes to add 46kWh or .85 kWh per minute. Pairing increases charge time by about 20%.
At higher SOC upon plugging in, the time factor is more exaggerated. At Helena, I plugged in with 52% and left with 71%. I added 14 kWh in 20 minutes, or .7 kWh per minute.
I hope this might help those of you who might be contemplating a Supercharger journey with your car this summer. At least if you know how much juice you need to add at each stop, you might be able to have a more sensible plan for each day's drive and the time it will take to Supercharge.
lightningltd
Member
The SC contacted me in the app...
They said the battery came in but the retrofit kit will not be in until Jun 13, the new appointment time. Since I know that a refurb would not need the kit, I asked what part number arrived. They said 1014116-00-C.
They said the battery came in but the retrofit kit will not be in until Jun 13, the new appointment time. Since I know that a refurb would not need the kit, I asked what part number arrived. They said 1014116-00-C.
The SC contacted me in the app...
They said the battery came in but the retrofit kit will not be in until Jun 13, the new appointment time. Since I know that a refurb would not need the kit, I asked what part number arrived. They said 1014116-00-C.
So happy for you
Definitely well deserved after all the runarounds they gave you.The parts catalog lists the 1014116-00-C pack:
1014116-00-C ASY-HV BATTERY,90KWH,SX Model S Apr 2016 - Jan 2021
So, I believe that's why a retrofit kit is needed for the Pre Apr 2016 Model S cars, or at least some of them.
1014116-00-C ASY-HV BATTERY,90KWH,SX Model S Apr 2016 - Jan 2021
So, I believe that's why a retrofit kit is needed for the Pre Apr 2016 Model S cars, or at least some of them.
lightningltd
Member
Since this battery shows for 2016-2021 cars and is capable of V3 charging levels (assumed), I wonder what the 'Retrofit kit" entails? New charge port and wiring?
lightningltd
Member
Looks like the date got pushed back to July 5th. They are still waiting for Rear Suspension arms. Even though I have air suspension, the new battery is heavier, needing the stronger suspension parts for stability. They said they are still covered at no charge by Tesla
Similar threads
