openinverter forum

This looks like a great setup if it can be communicated with, there seems to be quite a few folks using the bmw sp41 packs at the moment but this pack is nearly double capacity, the modules appear to be the same dimensions but with totally different cabling.

Agreed re the capacity. That was the driver to me getting it. Will also be interesting to see whats inside the SME box. I suspect thats where the contactors are. The HV cabling seems to exit out of the back of the SME box underneath the battery pack. Might end up having to either build a contactor box or source an S box and convert. W

I was hoping that there might be a familiar s-box inside to build a junction box with precharge/contactors etc. I think its all encompassed in the tin can underneath the SME. Probably have to build one up or something.

As part of the my project collection process I was looking for some kilovac ev200 contactors on ebay the other day and managed to bag a nice schneider electric metal contactor box stuffed with half a dozen or so kilovacs, standoffs, fuses and glands from a UK built EV bus. A bit overkill number of contactors for my project but good for me to have a few spares. The EV bus (as in autobus) had 4 battery banks apparently.
Pretty pleased with the box (with lockable key). Very well made unit.

I've been playing with a VAG SEAT 2005 Pedal which I bought el cheapo on ebay - while I had some time free over the festivities working out the pinout from the pedal with a multimeter. Hoping to test it with my zombieverter at some point.

Part number relates to a few cars during the 2000-2010 age. SEAT Ibiza Accelerator Pedal 2005 0280752219 684103263 6Q2721503G VW Audi. Such as the VW Fox and VW Polo.

Volkswagen:

Polo Mk4 (9N, 9N3) (2002–2009)
Fox-EU (2005–2012)
Polo Classic/Sedan (various years between 2003 and 2010)

Skoda:

Fabia Mk1 (6Y) (1999–2007/2008)

SEAT:

Ibiza Mk3 (6L) (2002–2010)
Cordoba (6L) (2003–2009)

Technical Specifications

Type: Electronic pedal with integrated module (Potentiometer).
Connector: Typically features a 6-pin plug.
Common Alternate/OEM Numbers: 0280752219 (Bosch).
Configuration: Fits both Left-Hand Drive (LHD) and Right-Hand Drive (RHD) vehicles depending on specific stock, though many listed parts are RHD
specific.

Here is what I have on the female end of the plug with the 2 locating lugs on the bottom eyes facing towards the pedal. I had the pigtail with the plug so that might come in useful:

Pin Colour Function
1 White/Green +5 V Sensor 1
2 Yellow/Green +5 V Sensor 2
3 Grey/Red Ground Sensor 1
4 White/Blue Signal Sensor 1
5 Grey/Blue Ground Sensor 2
6 Brown/Blue Signal Sensor 2

And here are my results on my meter after wiring in 5v at 30mA on a bench supply..

Pin Colour Observed behaviour
1 White/Green tied together pin 1 and 2 (+5v)
2 Yellow/Green tied together pin 1 and 2 (+5v)
3 Grey/Red tied together pin 3 and 5 (-0v)
4 White/Blue 0.8 V → 4.5 V (signal)
5 Grey/Blue tied together pin 3 and 5 (-0v)
6 Brown/Blue 0.4 V → 2.2 V (signal)

I hope this might help someone.

That's a ton of info, can you add it to the Wiki in this category: https://openinverter.org/wiki/Category: ... on_sensors? That looks like a part that won't go obsolete anytime soon

Sure will do

Had a look at Gregski's (thank you for that) youtube post:

https://www.youtube.com/watch?v=JLN8A1YEx6M

about calibrating the pot values for the zombieverter with my throttle pedal.

Here are my values:

Pot 1 min: spot value 308: set my parameter to 320
Pot 1 max: spot value 156: set my parameter to 166

Pot 2 min: spot value 1855: set my parameter to 1845
Pot 2 max: spot value 862: set my parameter to 852

Here is an image of said pedal loosely wired in with some inline wego 221s (for testing out purposes only):
As I have a slanted floor half way in the floor/bulkhead area of my car where the throttle sits I aim to offset it towards me by bolting the pedal to some 60mm ally box section I have lying around which I will then bolt to the bulkhead using 6mm bolts. This will offer the pedal box enough to not hit the floor before getting full throttle for my situation. Access to bolts fixings/nuts will be by using a hole cutter in the side of box section to get a spanner/fingers in to bolt the pedal up to the box section. The box section to the bulkhead.

manifold wrote: ↑Wed Oct 22, 2025 9:06 pm a link here refers to the SME module. Quite a few of these components in this box appear to be from this company:
https://www.vitesco-technologies.com/en ... stem-(bms)

CSC module:
https://www.vitesco-technologies.com/en ... cuit-(csc)

Hi, have you managed to do a full tear down of the battery pack into individual modules? Have you located the Sbox?
Love to see more photos and any more information.
I couldn’t get the links posted to work

Been a bit distracted with a property renovation which is soaking my spare penniesbut aim to get on with it soon as I need to get it off my tarp covered trailer.

Hi manifold,
Super cool project!
Any progress on the sp51 battery?
(Sorry just saw your message above)

manifold wrote: ↑Sun Apr 26, 2026 6:05 pm Been a bit distracted with a property renovation which is soaking my spare penniesbut aim to get on with it soon as I need to get it off my tarp covered trailer.

Thanks, it would be brilliant if you could get one module removed and work out how the positive and negative connectors disconnect as they are quite different from the SP41 battery.
I am considering buying one of these packs and your help would be invaluable.

No probs. Looks like just a socket is used to remove the terminals. There was a youTube video of a battery pack being stripped down but looks like it has been removed sadly.

some specs I picked up from AI (caveat not fully checked):

The LCI facelift (2022+) has a larger battery.

BMW 330e Battery Evolution:
Generation Years Gross Capacity Usable Capacity
Pre-LCI 2019-2021 12.0 kWh 11.1 kWh
LCI (facelift) 2022-2024 22.3 kWh 19.5 kWh
Second facelift 2024+ 22.3 kWh 19.5 kWh

Your 21 kWh figure is close to the 22.3 kWh gross/total capacity of the LCI battery pack. The usable capacity is 19.5 kWh.

Key LCI battery changes:

Part of fifth-generation BMW eDrive
Higher energy density
Same physical size/weight as earlier 12 kWh pack
Electric range increased to 53-61 km (33-38 miles)
Located under rear seat/trunk floor

So your SP51 330e Touring — if it's a 2022+ LCI model — has the 19.5 kWh usable / 22.3 kWh gross battery

The first LCI (facelift, 2022-2023) introduced the new battery and eDrive system.

LCI (2022+) SME and Safety Box:
Component Specification
Battery 22.3 kWh gross / 19.5 kWh usable
SME module Fifth-gen BMW eDrive, fully integrated
Safety box Pyrotechnic fuse + HV disconnect relay
Location Top of battery pack, under rear seat/trunk floor
Housing Cast aluminum with integrated cooling

Key changes from pre-LCI (2019-2021):

Same safety box concept but revised for higher voltage/capacity
SME redesigned for fifth-gen eDrive — new cell balancing algorithms
Different part numbers due to new battery form factor

Part numbers (LCI specific):
Part Number
Safety box, high-voltage battery 6127-8-857-381
Safety box (earlier LCI supersession) 6127-8-844-217
SME module Integrated — not separately available from BMW
Pyrofuse set Available as separate repair kit

Common LCI failures:

SME communication errors after 12V battery drain
Safety box pyrofuse activation after collision (even minor)
Cell module 2 degradation (most common on early LCI builds)
Software bugs causing false SME fault codes (fixed via ISTA updates)

Diagnostic:

ISTA shows SME DTCs in the 21Axxx range
Safety box faults show as 21F2xx or 21F3xx
Live data: check cell voltage spread (should be <50mV at full charge)

Thanks so much!