BMS_F107

I can’t believe it, but the 100 kWh pack, which has been refined from previous generations, has failed on me (and it’s not the cells causing the issue). The problem lies in a flaw we’ve been observing in fossil-fueled vehicles for the past 20 years: aluminum wire bonding. The same problem that TEMIC has failed, either by accident or on purpose, to resolve in the automatic transmissions of VAG and MB over the last 20 years, affecting 80 million vehicles, is now appearing in the 100 kWh battery. The only manufacturer we’ve noticed who has nearly perfect ultrasonic wire bonding is BOSCH, as they adhere to some “secret” recipes for long-term reliability that we observe in the aftermarket. Meanwhile, Temic, Conti, and others continue to make the same mistakes, as does Tesla in this specific case, where they didn’t account for the thermal expansion of the battery module both in width and length, nor the potential galvanization of the “wire sense” flat cable connection. Designing a battery system without any flaws is impossible, but if you ask me, I certainly wouldn’t have failed in these connections, where the wire is too short from the terminal plate to the flat cable used to measure the voltage of one group. All 16 modules in the battery system had 5 to 7 damaged connections, and the ones that suffered the most were those parallel to the longer part of the module (red line), where the expansion was greatest, resulting in the most damaged groups. Based on previous documented cases, which we couldn’t address because they were under warranty, it seems that all 100 kWh batteries will fail between 150,000 and 250,000 km. The good news is that they will never suffer from classic moisture penetration, as they have a new generation of vapor-permeable valves, lack fuse covers on the top side, and don’t have some of the other faults of previous generations (our trade secret). Furthermore, the “batteries” will never fail, i.e., the individual cells, as we estimate that the cells themselves can last over 600,000 km. However, a repair of the entire battery due to unaccounted thermal expansion will likely be necessary, but after that, it will never have this problem again because we fix it permanently!

This 100 kWh battery system has a black metal cover, meaning it is a REMAN battery (already serviced), but the problem has been documented on non-REMAN systems as well. The side effects I’ve noticed include the range dropping overnight more than usual, but this is not a rule. The only clear indication is the drop in BMS parameters by 4 kWh, from 88 to 84 usable. As a result, the range parameter in kilometers on the dashboard decreased after two consecutive charges. A third parameter was visible through measurements with our EVC Explorer tool, where one module showed noise in the voltage measurement. The worst part is that the battery started failing on the highway, but AIDBOX saved the day, acting as life support to get us to our destination. For all other Tesla 100 kWh battery owners, most of whom are still under warranty, an essential battery system service awaits them, which we have only just discovered.

Repair is not easy and cheap, soldering is not possible because it is aluminium (thermal expansion cracks soldering attempts), 10000-15000€ equipment needed beside 40-60 labor hours to finish it. This should not be done by any DIY workshops or any other untrained personel. You risk destroying battery pack.

Error code: BMS_f107, BMS_w177

Affected cars: Model X and S from 2016 – 2021
100D P100D Longrange

PART 1 – The king of the asphalt and the icon of eMobility has arrived, the only vehicle without a single programmed failure and, in our opinion, the best drive system in the world. The only EV that goes over thousands of kilometers, on which it is possible to fix absolutely every fault up to 20x cheaper than for any other EV. The only vehicle that does not need any multiplexer and diagnostics, because the vehicle is a laptop with its own integrated diagnostics, i.e. the display system is Linux Ubuntu. Defects like the one that came up, battery failure are also the cheapest to solve of all EVs on the market. Breakdowns start from €200 to €4,500 and occur only at 200,000-30,000 km. I mean that exclusively on the S85 battery pack. The other S75 90 and 100 are almost indestructible even at 500,000 km. This one came with a breakdown of the insulation from the High Voltage system to the chassis. In a microsecond the system activated PERMANENT ISO F123 to protect the rest of the system. After testing the HV distribution box, we found that it is not the external insulation, but the internal insulation in the battery. In such scenarios, it is VERY IMPORTANT to remove the battery IMMEDIATELY, meaning IMMEDIATELY, not tomorrow or the day after tomorrow or in a month, because total damage occurs. The owner immediately brought the vehicle to the EV Clinic LAB as recommended. The battery was immediately removed and further damage stopped. This battery pack has 4 damaged modules and we will restore them all, the BMS must be repaired and reprogrammed. This is also one of the worst cases we have had and fast delivery was key. Battery failed on 260000km

Workshop is located in Croatia. We can organize repair in our franchise in Germany, Istanbul, Montenegro, Serbia, Romania or we can send tow truck to pick it up and deliver it to our lab in Zagreb.

PART 1 – Stigao kralj asfalta i ikona eMobility-a, jedino vozilo bez ijednog programiranog kvara i po nama najkvalitetnijim pogonskim sustavom na svijetu. Jedini EV koji prelazi tisuće kilometara na kojem je moguće apsolutno svaki kvar otkloniti i do 20x jeftinije nego za bilo koji drugi EV. Jedino vozilo kojemu ne treba nikakav multiplexer i dijagnostika, jer je vozilo laptop sa svojom integriranom dijagnostikom tj sustav zaslona je Linux Ubuntu. Defekti kao ovaj što je došao, kvar baterije su i najjeftiniji za rijesiti od svih EV na trzistu. Kvarovi pocinju od 200€ do 4500€ i javljaju se tek na 200000-30000km. To mislim iskljucivo na S85 battery pack. Ostali S75 90 i 100 su skoro pa neunistivi i na 500000km. Ovaj je došao sa probojem izolacije sa Highvoltage sustava na šasiju. Sustav u mikrosekundi je aktivirao PERMANENT ISO F123 da zastiti ostatak sustava. Nakon ispitivanja HV razvodne kutije ustanovili smo da nije vanjska izolacija već unutaranja u bateriji. Kod takvih scenarija VRLO JE BITNO da se baterija skida ODMAH, znači ODMAH, ne ni sutra ni prekosutra ni za mjesec dana jer nastupa totalna šteta. Vlasnik je odmah dovezao vozilo po preporuci u EV Clinic LAB. Baterija odmah skinuta i daljnja šteta zaustavljena. Ovaj battery pack ima ostecena 4 modula i sve ih budemo restaurirali, BMS moramo reparirati i reprogramirati. Ovo je ujedno i jedan od najgorih slučajeva koje smo imali i brza dostava je bila ključna. Vozilo je 9 godina staro, baterija je bilo jednom na servisu i ima 260000km sa jos originalnim diskovima i plocicama. S obzirom da ima besplatno punjenje dozivotno ovaj je ustedio bar 35000€ samo na gorivu. Takodjer po nasim procjenama i dosadasnjim iskustvom cak i ova stara S85 se moze preventivno 2-3 komponente zastiti da do kvara uopce ni ne dodje.

Errors:

BMS_F123

BMS_F107

BMS_F027

BMS_u029