Definitely gonna swing back around to actually watch this! EDIT: I'm back, repairing EV batteries to be able to last for years after the repair is not quite possible, module replacements would need to be tailored to identical capacity which is not as simple as remove/replace. I wish it was. Really cool man. Tks for tearing this apart and showing it!
You can create a balancing board and use a bench supply to bring the cells up to a 'safer' storage level , somewhere around 3.7-3.8V each by using big Zener ciodes in a line across that connector, then use a variable bench supply to set the total voltage and a nice, low amperage. That'll at least prevent cathode degredation.
Hey Ed, Ian here, great video! I did the math for you, that was $3560 in components you saved, plus the fluid heater and its controller, whose prices you didn't mention. So glad some great use came out of this thing and it didn't end up in a landfill! Looking forward to the rest of the series here to see how implementation goes! Wondering though, why won't you need to run coolant during use? Is it just a matter of discharge speed? I can see for the house backup not needing it, but in a higher current situation (like the scooter I see in another video) wouldn't you want to run coolant just for life extension? Maybe that's answered there, but thought I'd ask. Speaking of discharge speed, I did a little more math. The average home here uses 900 kWh per month, which comes to about 1 kW. From observation, this is equivalent to driving a Spark EV at around 2km/h (just above idle speed)! It also means the battery backup of 6 kW would last about 12 hours of normal use (assuming that average consumption of ~30 kWh is done in the waking 16 hours of the day). It might not run your oven long, but it'd be a full-power substitute in the case of short term blackouts, and could keep ten 9W LED bulbs (60W equivalent) powered for just under 3 days!
Thanks for the comment! I'm not worried about cooling these batteries even in the scooter, as the draw and charge speeds aren't enough to really heat the batteries up much. On a test run of the scooter with both my wife and I together on it going up hills and cruising around at full speed in 23C weather, the batteries never exceed 27C. As for the house... I'll probably just stick to using my car's V2L to run half the panel and just stick to using minor appliances. Other projects are coming soon. I've got a 60 volt to 110 volt inverter coming from China, so I'll be building a portable battery back soon.
H ello! I have a 2016 Chevy Spark EV and noticed a lower battery range performance. Dealership performed the Electrical Systems Diagnosis ($175). They determined that the battery is functioning at 22.6 Ah, compared to the minimum 31.5 Ah. Headquarters is reluctant to act on it. They want me to "wait and see" and do another diagnostic in August. Do they think they made a misdiagnosis? Should I push for a repair order to start? The warranty expires in August, two months from now. Any advice?
Quick question can I replace the battery on my spark Chevy for a larger one to get a greater range since my car just barely goes over 60 miles if possible can it increase it to over 100 miles or will that be a fantasy I’ll have to live with, thank you
While it's technically possible... It's not going to be simple. Current battery technology is of course superior to what the Chevy spark EV came with. So if you were to replace the cells with something that had a higher energy density, but the same basic specs like voltage, discharge capacity etc, then you'd have a better range. That would be the simplest way to do it. That way you'd be able to keep everything else the same and use existing BMS, controller, inverter etc. It would require 96 individual lithium ion cells, in 6 modules, each with 16 cells spot welded in series. Each module would need to be disassembled and have each individual cell removed and replaced with new ones. A tonne of work.
Maybe that bad module had a clog in the coolant hose or port? I'm not sure what the maintenance schedule is on these cars, but maybe the coolant is supposed to be flushed after a certain amount of time? It looked kind of brown when you emptied that one module.
I wonder if the coolant is age or heat related to braking down the coolant I think tesla does not need to change the coolant in there cars for maintenance not like ice car?
I need a professional opinion: my 2016 Spark EV battery range was diminishing, so I took it to the Chevy dealership to run an electrical systems diagnosis test. The battery degradation was assessed at functioning at 22.6Ah, compared to an expected minimum of 31.5 Ah. The battery is still under warranty for another two months and the dealership headquarters are reluctant to act on it just yet. They want to run another diagnostic in August before they do anything. The first cost me over $150. Do they think they misdiagnosed a problem? Any advice?
I don't think they misdiagnosed it... As if they can make you happy by having GM pay up for a battery, then they would most likely do it. It's free money for them as it's a relatively easy repair (about 4 hours). Consider getting a second opinion at a different GM dealership. If you can, don't charge it to full for a while, charge it sporadically... It's more likely to unbalance if you do that, which may give it a lower reading. You're very close to a "failure" of 30% degradation.
@@edsautomotivehowto2706 Thanks for responding! They don't want to repair it "yet" because apparently the 1 year battery warranty ran out in 2019, and we only have the 100,000 mi 8-year warranty for general issues remaining. Since the car isn't displaying any "battery problem codes" they are reluctant to fix it, even if it is running at less than the 35% stated. FIngers crossed this can be resolved, or at least a repair order started, before the final warranty runs out.
