Located in: Seattle, WA
Shipping to: Domestic Only, sorry.
Special Open Inverter price: $600

Brand new in box.
6.6kW OBC (85-265VAC input -> 420VDC output max)
1.2kW DC-DC (14v)
Liquid cooled

For anyone curious, the truck has been one of my most reliable vehicles! I can let it sit all winter and come spring time, it just WORKS. Only downside is the ≈7.5kWh I put in it, which gets me about 45 miles. I already have a set of BMW hybrid modules that make up a 12kWh pack that I plan on ...

Please update the BSM firmware according the instructions in the end of the user manual: https://github.com/Tom-evnut/SimpBMS/blob/master/Simp%20BMS%20Setup%20Manual%20V0.29.pdf

Alot has been updated since the firmware version 28818


followed the firmware update process and display still does ...

HV Connector for Model 3 RDU (wiki updated)

I took these photos to share with Damien over on Patreon and thought they'd be useful for this thread.

Weirdly the TE connector has a printed on part number that TE doesn't have published anywhere 2-2840440-1. The connector is from their HC STAK line ...

Will do. Figured that's what was needed.

I created a shared Google Map so people could add themselves that way. I've added people that have posted or liked already. This makes it a little easier to see where people are.

There does seem to be a slight cluster in the Washington / British Columbia area, but still WAY outside my 45mi EV ...

Hello everybody, I am working on converting a 1949 Cadillac Sixty Special to electric via a Tesla Model 3 donor car. As part of the initial teardown stages, I took off the rear subframe and the suspension arms and 3D scanned / reverse engineered them in an assembly. I posted the results on Reddit ...

it's hard to see in the video, but the display is V1.0.0

video shows the key cycle that updates the SoC meter. The photos are the SoC and voltage prior to trip.

Okay that is weird as it does get broadcast as you can see the voltage change. Can you confirm which display file and SimpBMS firmware you using?


I purchased the setup through kitoffgrid like 2 years ago and haven't updated any firmware. I'll take a look and maybe record a short video when I ...

You are responsible for the design in the end of the day, if the BMS has no way of interacting with the charger and stopping it that is up to you.

I do not know how you are controlling it with PWM, I would highly recommend having something look at the can bus messages from the SimpBMS and set ...

I think that the heat scenario is valid for nominal power.
All other powers are very short duration. So yes you need to cool that but nominal won't be used all the time either so laying out for nominal with enough thermal mass should do it.


Agree with EV Builder. 5kW of heating might be ...

tom91 wrote: ↑Tue Mar 07, 2023 12:36 pm So the charger does not listen to the SimpBMS ?!?

I've not been able to get the charge enable output to come on until the tip from Roy, so no I guess it doesn't!

BTW I'm using a Chevy Volt charger—the one with the PWM control input.

This came up in another thread a few weeks ago. The hysteresis value is too high and also the battery is almost fully charged. I am not totally sure on this but If you reduce the charge hysteresis to 100mV it might work.


Thanks, Roy. I reduced the hysteresis but then realized all the time I've ...

J5 is input

J4 has the outputs on it, these are matched to BMS states. Pin 13 is the 12V charge enable, so if the BMS is in the charge state this output is on.

https://github.com/tomdebree/SimpBMS/blob/master/Simp%20BMS%20Setup%20Manual%20V0.21.pdf


I realize the above is a very old post ...

Also Washington State, Seattle area.

I have the inverter and the VCU on different switches - inverter is on a reliable toggle and the VCU is on ignition. The Inverter was killing my 12v battery when it had a KL30 connection.

I found the same behavior as you when I would turn the inverter switch on too early. The inverter clearly has ...

isnt it so awesome? it all just...works....so much so you forget what went into it..

The relative simplicity of the EV system I think contributes the most. After this winter I needed to move some cars around and after not touching this truck for months I turned the key to see what would happen ...

It's been a while! I guess that happens when you reach the "road-worthy" milestone.

This truck has just worked... It's easily my most reliable, non-modern, car I own. This past summer I nearly drove it everyday including a few 40mi trips on i-5 down to Seattle. It even does truck stuff like haul ...

nm, found a power supply that I think will work. We'll see how it goes. it's a RIGOL DP813A

I don't have any experience in this area, but have a need for a plug and play off-the-shelf means of datalogging battery tests.

max 4.5V, but 300+ Amps would be preferred. 50A at least.

What are common tools used for this?

any key will work with a little trimming

Jack Bauer wrote: ↑Thu Oct 27, 2022 1:43 pm This topic is relating to open source solutions for running the model 3 drive units not commercial closed systems.

Where's the like button on this post?

Leaf Chademo Asm

Leaf BMS stuff

PXL_20221016_210853814.MP.jpg
PXL_20221016_210915988.jpg
PXL_20221016_210910804.jpg
PXL_20221016_210857573.jpg

enough connectors and pins for 2+ BMSs
PXL_20221016_210958851.jpg

GM Volt J1772 inlet (CCS1)
PXL_20221016_211056736.jpg

Leaf PDM stuff
PXL_20221016_211115120 ...

Here's my question: Would I be able to use a 24 kwh leaf battery pack at half the voltage and double the amp-hours (so going from 96S2 to 48S4) and still be able to use the leaf BMS? Obviously re-arranging the busbars :)


at that point you'd only be using 48 of the BMS cell measurements. Not ...