Someone asked for pictures of the wire side of the connector.

Air_Conditioning_Harness_Toyota_Prius_2010-2012_82122-47010_33b.jpg Air_Conditioning_Harness_Toyota_Prius_2010-2012_82122-47010_34b.jpg Air_Conditioning_Harness_Toyota_Prius_2010-2012_82122-47010_35b.jpg Air_Conditioning_Harness_Toyota ...

Also, do other OEMs use semiconductor fuses for the OBC's AC input?

A question for those who may know: Does the OEM OBC that you're most familiar with have AC input lines fused inside the OBC?

The reason this question arose is that I am active in a niche community of Toyota RAV4 EV (Gen2, 2012-2014) owners, a vehicle with a Tesla powertrain based on pre-production ...

Yes, I send Damien money every month. But he has no retail presence for the CAN logging solution you suggested. And if I have to build it from scratch . . . I'm too lazy these days to build tools that I can buy, I'll stick with the crudity I put together in two hours a few years ago, using the OI ...

Ah, but where can you buy one? Not on Damien's webshop.

I think the hottest temp sensor is embedded with the stator windings near the gearbox casing.

Nothing measures the rotor itself and given rotor is in the center of the motor with not even air cooling... should be hot.

Upthread I showed a temp reading of the end of the rotor via an IR ...

Proton wrote: ↑Tue Oct 28, 2025 7:54 pm Everything that you own comes from China more or less.

Not true. While a lot is made in China, I purchased three separate things from three separate manufacturers this week, made in USA. It takes more effort (and sometimes more $$$) to buy non-China, but for some things, it can be done.

I followed the presentation at a high level, but there's a lot I don't know, so I ask:

1) Is the current FOCCCI implementation (on the vehicle side) vulnerable to an attack? Around 22:40 the presenters mention that some OEMs are "host booting" the modem at powerup, with (firmware? PIB?) loaded from ...

johu wrote: ↑Thu Aug 14, 2025 8:48 am. . . the Rengerson-story should be told along with it

???

Maybe you want to read my blogpost before proceeding (and/or even recommending that option).

I'm not sure to whom you're addressing this. Me? And the option? To modify a Model S/X from 50v to 25v?

https://www.oldvolvo.com/blog/what-caused-my-electric-car-fire/
Yes, it is possible and maybe ...

The old Model S battery modules are nominally 25V, but they're fairly easily reconfigured with a little bit of Dremel work to be 50V modules. There's a YouTube video or two on this process.

That means you can use half the number of modules and still obtain around 400V.

https://teslacarparts.eu/en/motor-large ... erter.html

---

I think I saw a 3D model for one that somebody made available. I can't search for it right now, I'm not home.

I request your contact email, if possible for you.

In forums, it's considered best to keep technical conversations in the open, rather than private. Perhaps you could offer to start a thread that contains your question(s), or if they're related to this thread, just post them here?

If you have ...

Thanks for that info, Alex.

This might be a good place to crosspost a link for an LDU issue that might be becoming more prevalent nowadays, with the aging LDU population: the LDU Control PCB has a resistor network consisting of R105/R106, 40.2Ω SMD resistors, that link chassis ground and encoder ("speed sensor") grounds. One ...

I haven't found a generic J3400 charge inlet with locking, but then I haven't been looking since I posted over a year ago. I expect that more scrapyard options -- besides Tesla -- will become available shortly, as several mfgrs are now selling BEVs with J3400 charge inlets in the NA market. I've ...

The image supplied by @Raine in the Wiki shows the 1k/10k lock state resistors as internal to the i3's charge port. I've sold my i3 charge inlet; can someone verify this?

https://openinverter.org/forum/download/file.php?id=34219&t=1

In case the FC contactor weld issue is not transitory . . .

IDK about the M3, but the FC contactors are very easy to access for replacement on the older Model S; inside the rear HVJB, under the back seat. 10 minute job. Lots of ...

Install new DCFC leads (charge port to new HVJB)
Install new HVDC leads from charge port's leads to HVJB location May involve dropping the HV battery (840 lbs) a few inches Possibly, the leads may be run down the unused trans/driveshaft tunnel


I had the nearly-ubiquitous HV contactor ...

From my understanding the PP resistor of 1k5 shall be in the plug, without the possibility to deactivate this. It would be quite dangerous if the plug is in but the vehicle does not see it. Could you check at the plug with a multimeter? I've never seen other values than 1k5 on public chargers.
We ...

Digikey recommended this to me as an alternate when the other one was OOS. It was cheaper, and now that I have it in my hands I can verify it fits the connector. Drawing sheet also seemed to have identical critical dimensions when I checked it.
https://www.digikey.ca/en/products/detail/amphenol ...

You might mark the thread closed "[SOLD]". There's a button somewhere at the top of the page that'll do it, for the OP only, I forget exactly where.

As with QCC's JDemo, the car will have to be in Ready mode, as the BMS controls the contactors and the BMS will only close them when its happy. QCC's contractor was unable to persuade the BMS to close the contactors without being in Ready, though I'm planning on looking at this independently; as the ...

The early Tesla pumps, as used on the RAV4 EV, have a regular failure pattern. They don't leak, but they do stop pumping (either not running, or running too slowly, IDK). I've read about several failures of the early Tesla pumps, but none were for leakage. Failures are common, though not ...

Arlin wrote: ↑Thu Sep 12, 2024 3:57 am Did you figure out where to tie into the DC pack voltage?

See Post 1, "New HVJB, Part 2".

I'll be pushing power back to the battery via the leads that run from the HV pack to the LDU. 50kw max.