Probably best answered by Mr. Gruber, but I'll send this out to the collective group.
What exactly is the car complaining about when it coughs up a "1146 DMC Motor Fan Problem" alert?
I just had the car put through the annual service at the local SC. Very stressful for both me and the car, but that's another issue. I finally have the car back, and now it's reporting 1146 errors at various times. Several during charging (including some that occurred immediately before or after the charging session, and some in the middle), and some while driving (e.g. just after I punched it to pass someone on the freeway today, but also one where I was simply parking the car in the garage). PEM and motor temps seemed about average, I suppose, given the ambient conditions.
Part of this annual service focused on the PEM Fan connector, and making sure that it was properly dealt with. Contacts cleaned with DeOxit, but the tech who did the spraying got it all over the rubber part, and ruined the connector. New connector installed (unknown if the same pins were re-used or not). Alerts have continued after that. Oddly, the alerts were not happening when I unknowingly drove the car with the ductwork not fully attached to the bottom of the PEM, and the PEM was running very hot as a result (power limited). That was part of the stressful part of the annual "service".
I note that I'm not getting 1144 alerts (PEM fan problem, as opposed to Motor fan problem). The car does have the upgraded blower config, so there is in fact only a single motor that covers both. I had this problem several years ago, and was told that there is no actual RPM indication (no tach) on the motor, but the PEM deduces the problem from a combination of current drawn and temperature changes expected. I'm also under the impression that the blower motor is actually a 24v unit, so is driven by putting the two original 12v fan power leads in series, though the electrical engineer in me is questioning that over grounding issues. If in series, the current in one must be identical to the other.
The final thing done years ago that seemed to fix the problem was putting some weather stripping somewhere in the ductwork. I talked to the tech about this, and he tried to put some between the duct housing and the underside of the PEM when they fixed that little oversight, but couldn't and said it was just too tight there. He also confirmed that there was no evidence that there ever was any in that location. Perhaps, he offered, that it was at bottom where the blowers attach? He said that area can be leaky as well.
So, I don't know what they actually do with the ductwork, blowers, et al, during a service. How much is taken apart, beyond the plastic housing that attaches to the underside of the PEM? Is it possible / likely that this is simply that whatever weatherstripping that was put in place years ago was either removed or fell out? Or is this an indication that the issue is still that electrical connector under the PEM?
The tech is out today, but I'll try to get in touch with him as soon as he gets back. He is an experienced Roadster tech (started in the Bay Area), but any help from the collective mind here would be appreciated.
What exactly is the car complaining about when it coughs up a "1146 DMC Motor Fan Problem" alert?
I just had the car put through the annual service at the local SC. Very stressful for both me and the car, but that's another issue. I finally have the car back, and now it's reporting 1146 errors at various times. Several during charging (including some that occurred immediately before or after the charging session, and some in the middle), and some while driving (e.g. just after I punched it to pass someone on the freeway today, but also one where I was simply parking the car in the garage). PEM and motor temps seemed about average, I suppose, given the ambient conditions.
Part of this annual service focused on the PEM Fan connector, and making sure that it was properly dealt with. Contacts cleaned with DeOxit, but the tech who did the spraying got it all over the rubber part, and ruined the connector. New connector installed (unknown if the same pins were re-used or not). Alerts have continued after that. Oddly, the alerts were not happening when I unknowingly drove the car with the ductwork not fully attached to the bottom of the PEM, and the PEM was running very hot as a result (power limited). That was part of the stressful part of the annual "service".
I note that I'm not getting 1144 alerts (PEM fan problem, as opposed to Motor fan problem). The car does have the upgraded blower config, so there is in fact only a single motor that covers both. I had this problem several years ago, and was told that there is no actual RPM indication (no tach) on the motor, but the PEM deduces the problem from a combination of current drawn and temperature changes expected. I'm also under the impression that the blower motor is actually a 24v unit, so is driven by putting the two original 12v fan power leads in series, though the electrical engineer in me is questioning that over grounding issues. If in series, the current in one must be identical to the other.
The final thing done years ago that seemed to fix the problem was putting some weather stripping somewhere in the ductwork. I talked to the tech about this, and he tried to put some between the duct housing and the underside of the PEM when they fixed that little oversight, but couldn't and said it was just too tight there. He also confirmed that there was no evidence that there ever was any in that location. Perhaps, he offered, that it was at bottom where the blowers attach? He said that area can be leaky as well.
So, I don't know what they actually do with the ductwork, blowers, et al, during a service. How much is taken apart, beyond the plastic housing that attaches to the underside of the PEM? Is it possible / likely that this is simply that whatever weatherstripping that was put in place years ago was either removed or fell out? Or is this an indication that the issue is still that electrical connector under the PEM?
The tech is out today, but I'll try to get in touch with him as soon as he gets back. He is an experienced Roadster tech (started in the Bay Area), but any help from the collective mind here would be appreciated.
