(Something about paying for BMB replacements)
The service centers don't have the ability to do deep pack repairs like BMB replacements. Last I knew they were only allowed to do things like fuse and contactor replacements on-site, and Tesla gave up on further pursuing any deep repairs on both packs and motors because this was just too time consuming and involved too much specialization for a service center to do locally. Anything beyond the basics would require the pack be shipped for remanufacturing at a central facility, which is likely not something that will be offered as a "customer pay" option ever.
Even if this were offered (by Tesla or others), don't expect it to be cheap. I've done similar repairs on salvage vehicles, and it's a ton of work. (Also, see my notes below.)
(Something about a 10 year warranty)
While I actually agree that Tesla should extend the warranty on all affected packs for the time its taken them to fix the issue... they have not, they're likely not going to, and likely have no incentive (legal or otherwise) to do so.
I don't think replacing BMB boards would be that expensive for Tesla (as compared to battery modules/packs). They obviously know how many defective ones each car has. After all for condition 'X' (a single Mosfet) they obviously fixed them. Also if you look at the Emmc recall they are now planning to recall all of them albeit reluctantly rather then when they fail. I am sure Tesla could have worked around with software to reduce the failures on Emmc.
Proper remanufacturing of a pack to replace a BMB is very tedious and time consuming. A crew of two guys would have easily 4 hours of labor per pack just to properly replace a single BMB... and that's probably a low estimate, and doesn't include time required for sealants to cure and such.
Definitely different than the eMMC issue, where Tesla just acted
way too late to do anything about mitigating in software-only. If they had listened to me (and others) on this issue ~5 years ago, they could have easily prevented the problem entirely in software. But they didn't, so they're stuck with hardware replacement based fixes.
I'm sure that Gruber would be more than willing to take your money to replace the BMB board(s). Just don't expect it to be inexpensive.
Even if they did offer this, I wouldn't suggest doing it. The BMBs are paired and calibrated with the main BMS and rest of the pack, and replacing one without proper reprogramming will cause the pack to limit power and tighten the allowed voltage range (about 30% loss of range) as a precaution.
As far as I know, no one outside of Tesla, besides myself, would have any clue where to even begin on making sure that was done properly. Given Gruber's publicized "fixes" for battery issues thus far, I can all but guarantee they would have no knowledge of this at all, let alone a way to perform such a repair. The physical work, sure. Replacing the BMB is physically doable. Fully functional end result? Highly doubtful.
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IANAL, but I'm pretty sure a reasonable interpretation of the battery warranty fully allows Tesla to repair this particular issue in the manner they have chosen to do so. Nothing says that they have to fix a problem with physical repairs. I'd argue their fix for Condition Z is perfectly acceptable as covering their obligations under the battery warranty, and likely way more timely than any possible recall or forced physical remanufacturing would be. You probably wouldn't be able to get an appointment for such a fix for years.
"Insanity Is Doing the Same Thing Over and Over Again and Expecting Different Results" -Not Einstein
