MEB motor and inverter (ID.3, ID.4, Eniaq, etc.)

[johu]

Very nice!
As soon as I can get ahold of an inverter I could join in

[Ruudi S]

I have found out the pinout of inverter connector to the car electrical system. Strangely there is no gnd connection in this 10 pin connector. Motor housing is connected to the car body via 16mm2 brown cable.

[seb43654]

Anyone attempted CAN spoofing to get this motor to run?

[golfdubcrazy]

I have attempted to log the powertrain data from an id3 but unfortunately it uses CAN-FD. now just waiting on a new can to usb with FD compatibility. also from what i read the module might have component protection rendering it useless.

[Kingofbits]

Super interested in this project as its something which I/we intend to use as much of an ID3 Pro performance car in a restoration of a classic vehicle. This would be a volume car (not a one off home build). It would be commercially pivotal to know that we can use the motor / inverter, with mods if needed as the vehicle BOM cost win is huge. We also intend to use the battery modules (9off) possibly still contained within the VW ID3 58(62)kwh pack and rework the BMS discipline. Based in Leeds - PM me if you can assist please!
Many thanks in advance!

[seb43654]

I have attempted to log the powertrain data from an id3 but unfortunately it uses CAN-FD. now just waiting on a new can to usb with FD compatibility. also from what i read the module might have component protection rendering it useless.

Where did you hear it has component protection, and if so what is this? Some sort of key immobiliser like the Tesla motors have?

[Mitchy]

Hey Seb.
The component protection and immo is detailed in some of the VW SSPs it just notes that the module is involved in both aspects.
A good start is to pull some of the Ross tech forum posts to see what details they have being pulled from each module.

I was hoping that the component protection and immo code is more based within the vcu, but the more I dig it does seem that the inverter expects the immo key challenge.

[seb43654]

Hey Seb.
The component protection and immo is detailed in some of the VW SSPs it just notes that the module is involved in both aspects.
A good start is to pull some of the Ross tech forum posts to see what details they have being pulled from each module.

I was hoping that the component protection and immo code is more based within the vcu, but the more I dig it does seem that the inverter expects the immo key challenge.

Looks like the drive unit definitely has an immobiliser on, and I asume component protection however the diagram is somewhat unclear on that...

I guess the worst way to get around it is have a full id3 sitting on standby and re-pair the drive unit with the same car for each drive unit you want to use, then you could know the secret immobiliser keys (unless the request from the drive unit is rolling).

My hopeful thinking wishes the J533 gateway would just prevent the car from operating if immobiliser keys dont match, but if trying to run the motor outside from a car you dont care about that limitation...

[seb43654]

So I performed some can sniffing from the drive unit and uploaded all the logs onto github here:

https://github.com/seb43654/vw-id3

I cant find any dbc file that matches up correctly really.

Drive unit seems to only transmit 7 can ID's if isolated.

[Ross]

I bought second hand inverter with the electric motor complete from ebay and tried to swap it with my old one but the imobilaizer fault code came up and i can’t bypass that! Anyone can help?

[seb43654]

you need to re pair it as it has component protection. cant be done in vag come you need official vw dealer tools

[EV_Builder]

I bought second hand inverter with the electric motor complete from ebay and tried to swap it with my old one but the imobilaizer fault code came up and i can’t bypass that! Anyone can help?

What was the reason of the swap?
Do you still have the old inverter/motor?

[Ross]

What was the reason of the swap?
Do you still have the old inverter/motor?

The car sustained minimal damage at the front, and both front airbags were triggered, along with the pyro fuse, I had no communication with the electric drive and then I found that the inverter had failed. I still have the old parts

[Aragorn]

It might be possible to swap the inverter logic board from the old one? That would get you the matching EEPROM and IMMO coding that the car is expecting. I dont know if theres any sort of resolver offset or other calibration that would need redone to match the new motor though.

[EV_Builder]

It might be possible to swap the inverter logic board from the old one? That would get you the matching EEPROM and IMMO coding that the car is expecting. I dont know if theres any sort of resolver offset or other calibration that would need redone to match the new motor though.

Yeah; what he said was my idea too and indeed you need to maybe merge the data or re calibrate the resolver. If and only if the offset isn't stored in the resolver itself.

[Ross]

Yeah; what he said was my idea too and indeed you need to maybe merge the data or re calibrate the resolver. If and only if the offset isn't stored in the resolver itself.

The logic board appears damaged as well,there's melting on the back side ! The options are if someone can remove the imobilaizer with software or to get a brand new inverter which cost £1300

[EV_Builder]

Post us pictures of the board. Closeups.

[Ross]

Post us pictures of the board. Closeups.

[jrbe]

Have you asked on Ross tech or obd eleven forums? Older vw / Audi cars you could read the old immobilizer info and recode the new / used item. Not sure how this would go on the id4.
I agree, probably will need to figure out how to get the immobilizer info off the old inverter. It doesn't really look safe to power up with high voltage. I wonder if the controller would communicate without high voltage present. Might be able to pull the immobilizer info that way.
Not sure if you would get anywhere if you try the right to repair route with VW.
Older VAG cars could have the immobilizer defeated with a tune. Not sure if that's the case with this. I don't see any tunes besides throttle pedal remap "tunes."

All that damage is from the pyro fuse?

[Doig5710]

I do a bit of factory vag coding work and I wouldn't think it'd be possible using rosstech or odis software sorry, however maybe with vcp if you were good at using it otherwise do what they do with the engine ecus, by reading the eeprom data and modifying it, not what I do and I know in the later model stuff it's getting harder and harder to turn any immo off in a lot of different vehicles.
Sometimes aftermarket tuning software has that option as well.

[EV_Builder]

Pictures of the new board might be needed.

[Ruudi S]

Has anyone had success with MEB inverters and motors? If not has anybody seen one running without a car?

[BarkasFlo]

I am working on the MEB front drive, but I am replacing the driver board and the control board with my own design. The control of the IGBT module and the resolver is already working well, now it's time to continue with software development and control of the asynchronous machine.

Here is the project: viewtopic.php?t=5376

[rick]

Since this thread has gone a bit quiet, I would like to revive it.

I am currently analyzing the inverter/motor from a Cupra Born/ID.3 (a Cupra Born is basically an ID.3).

Here are pictures of the top and bottom.

The inverter board is divided into three galvanically isolated areas. This board has six layers.
The middle section contains the plug connection to the logic board, the gate drivers for the IGBTs, and the transformers for the power supply on the IGBT side.

The outer section contains the outputs of the gate drivers, the connections for the IGBTs, the connections for the three temperature sensors (blue arrows) in the IGBTs, and a processor to which the temperature sensors are connected (blue circle).

In the third upper section, there are three MLX91217s under the U, V, and W connections. The three MLX91217s are connected to the 12-pin female connector.

The two female connectors on the PCB are from ERNI and have the numbers 234199-E and 234198-E. On the logic board, the male connectors numbers are 234208 and 234206.

The gate drivers on the inverter are 1EDO020I2FTA from Infineon. The IGBT pack used is an FS820R08A6P2B, also from Infineon.

While reading the forum, I came across this thread https://openinverter.org/forum/viewtopi ... f423a980a1

The motor from a BMW i3 uses a 1EDO020I2F2A gate driver and an FS800R07A2E3 IGBT pack from Infineon in its inverter.
This means that the gate driver and IGBT from the ID.3 motor and the i3 motor are from the same family and the inverters are similar in design.

[rick]

Ok,

here are the next information about the MEB inverter. I have measured the 50 and 12 pin connectors. At first a short description of the shortcuts that i used.

D1-6 = gate driver
L1-7 = transformers
HI / LO = high and low
U, V, W = the three AC-phases

And here the 12pin connector. There are three MLX91217 connected. One for each phase.

Screenshot 2026-01-27 234326.png (10.79 KiB) Viewed 1916 times

To be continued