I had too much angle that made the similar setup make a clocking sound from the CV joint. I had more angle (I just lowered my suspension to silence that problem) Do check your CV joints, the bus type2 stock ones dont take that much angle. In case your max angle is over 17degrees, You should get ...

Have fun tinkering with the boards. Do keep us randomly bored with the update videos when you have the time. To the beta testers too, we all like to see them spinning motors.

PS. I still have the stock inverter here, but no project to put it atm.

Why are we still saying to the leaf motor that we are pressing the brake pedal while driving?

In the 0x1D4: Brakepedalpressed =1

Also if there is same torque limit both ways, will it mess with the regen?

From Leaf OEM display, regen goes to about 28kW in B mode:

Yes I did prune accounts that never posted and weren't active in 2025.
Others had the login issue as well, I set up and unproxied instance at https://openinverter.org:8443/forum/
When having trouble it's worthwhile to log in there then go back to the standard URL


This actually worked! How did ...

I had 4 VW e-golf BMS modules with SimpBMS only powered by USB from laptop working fine, then connected another 4 and it only showed data from 1 module.

Started working when powered the SimpBMS with 12v.

Oh, them BMS systems really don't hurry with the balancing it seems.

So you are manually balancing the cells when needed..?

Maybe move the upper and lower limits a bit tighter to allow for more drift in the individual cell voltages?
With slight loss of range, but more peace of mind?

Thank you tom91,

I have seen that thread and it has a lot info info and does imply point 2 but it doesn't say it. My unravelling of a wiring loom implies it too but I was hoping for a second opinion as I want to start putting my pack together but also because I want to add the missing info to the ...

I think maybe this thread had it mentioned? Maybe I read about it being reason for the cell12? when I was browsing for solution to my problem before posting it. But I can't remember where it was used or anything.

BTW, opened up the 10S and 8S CAN Modules covers to measure voltages from board to ...

My bad, I forget the fact that the E-Golf has 10S modules, let me tweak my code and upload for you to test. The filtering is to keep starting modules and messages for empty voltage from messing with things.

New one here:
https://github.com/Tom-evnut/VW-bms/tree/master/VWBMSV2


THANKS TOM ! now ...

oh crap, but now you have a good reason to buy newer inverter with more power then? allthough still sucks.

Please create a can log of connecting Module #8, so the 4s + 4s. this is required due to the way it powers itself. Once this shows correct data, connect the final section. I get the feeling something is weird about the wiring setup causing errors in the module voltage reading. Have you connected ...

So there is some more checks for plausible values being sent by modules, you log is showing 0x1CC, 0x1CD, 0x1CE as are expected for module 8 but all with 0xFF or 0xFE for cell voltages or translates to not correct cell voltages.

The modules messages are discarded if they are shown as 0xFF in any ...

OK, I have a problem that I cannot solve;

I am using original old SimpBMS hardware, the software version is from 11.03.2023
https://github.com/Tom-evnut/VW-bms/commits/master/VWBMSV2

VW BMS V2

problem item: Module #8 (CAN module 4S+4Sdumb+2Sdumb total 10S)

I have 12S(module#6) and 10S(module ...

I have a small issue:

Module #8 was bench tested and working as a 10S group CAN module before. I have a screenshot from SimpBMS to verify that.

Yesterday I plugged in CAN modules 5/6/7 and 8
(With the cell interconnect wiring for their respective cell Groups.)

The module #8 is not Sensing/sending ...

As Celeron55 has stated:

'Use proper CAN wiring and termination - the inverter makes a considerable amount of electrical noise."

So the vcu might indeed be to close to source of that noise.
You have twisted pair cables on CAN wires in this car too?

Can this type of contactor be used on 12V switched output?

VW 3Q0915646B
Non Economiser Type Current Draw 0.556A@12.8V

Hi, I had shop tab for BMS in browser waiting for right time to order but now realized shop says product not found, is the early adopter version gone now?

OK stupid suggestion time.
What if the connections going to the BMS either side of the proposed break at cell 56 were passed through a relay so that with the ignition off the pack is broken to the BMS but when the ignition is turned on they are connected again.
Provided they were timed such that ...

When you are driving/charging the pack is complete and BMS works. No problem there.

When car is parked and batteries split, there should be no consumption and no real need for the BMS to stay alive?

I plan to cut off all power when my car is parked.
Including the BMS. What would it do anyways when ...

Good to see your progress. Taking some notes too. And not stressing so much because I see it can be done like this and this and this too. Thanks for sharing.

Oh dear not looking forward to my wiring mayhem, but this looks time consuming as can be.

Has anyone made forward/reverse switch for the leaf vcu?

Edit: ok I just made a code that changes torque request to negative when IN2 is high. Seems to work just fine (full speed reverse though like this, so maybe I will make a software limiter)

Just a quick update for everyone, @royhen99 has been working with me via PM to sort out a solution, and I do have CHAdeMO charging working on my car. We're still sorting out a few gremlins at certain chargers, but we're close to a functional version of the FW.


That's good news, congrats!
Thank ...

I have an opened battery pack that still has the modules in it etc. I only cut out the contactor 12V and GND cables from the loom.
Looks like this:
I also have unopened pack. And a connector for the external CAN bus

What would you want checked?