module capacity gone

Thank you for the clarification.

I am at the 25w bulb phase now from 140v to 84v. It's been discharging with the 25w bulbs for 6hrs and it's only gone from 140v to 114v, is that normal?

I was under the impression from the website that you could do the whole discharge in 4 to 8hrs?

 

Ok sounds good. I am logging time and voltage but i didn't get the ammeter so I'm going to have to calculate the current.

Down to about 100v now.

 

Quick question, I went out to dinner and came back and it dropped to 50v. I plugged the charger in and now the current is jumping all around from 0 to 400mah, is that normal?

When I charged the first time it was a steady 348mah.

 

I was thinking about doing the grid charge followed by car charge, but won't the charger do a better job of balancing than the car?

 

Stabilized at 348ma at 200v, seems to be good for now. The voltage only took an hour to get back up up 200v

 

Sorry for the delay I got a little distracted with some other things.

With the capacity I was just going to use a few different points and get a ball park figure. It didn't really cross my mind about the filaments. I just figured at 60v it would be half, and at 30v it would be a quarter, etc. Basically the same as what you're saying with the ratios. I haven't computed any of this yet because I've been satisfied enough with the capacity numbers from charging it (over 5500mah) that I don't want to do the extra math.

Jeff, no problem, thanks for the help. Congratulations on expanding your buisness!

After everything was done I drove around with the cover off for a while. Everything seemed good but after about 500 miles (I drive about 150 miles a day) I got the triangle, exclamation, vsc, and engine light. I had codes P0A85, P0A9C, and C1259.

Prior to this i noticed one of the temperature sensors was reading 15 degrees different then the other two. Of course it was the 1st sensor so I had to take the battery all the way back apart. The sensor got bent in half somehow, I unbent it and it appeared nothing cracked so I put the battery back together.

I then took the fan out and cleaned it and inspected all the wires and connections. 1 connection had a rusted or burnt connector. It was the connector right by the blower, I attached a pic.

It was raining while I was charging, I did have it under the carport but maybe some water got in through the hatch seal and dripped on it since it was exposed.

After taking care of these 2 things I put it back together and haven't had a problem since. I never found out what the c1259 was from which worries me but it hasn't been back.

I get pretty low mpg (for me) with the heat on, like 40mpg. However I don't remember what I use to get (don't use it much in az). With the heat off I'm getting excellent mpg again, 48mpg - 52mpg!

Under no load the pack seems to stay pretty balanced, when I start driving the blocks vary by .1v to .2v. When the soc gets low under high demand situations it can still vary by as much as .3v. This is still an improvement because I was at .3v at rest before and almost double that with low soc and high current. Any thoughts on this or the c1259 code that wasn't diagnosed?

 

Here are the pics of the connector

 

I was hoping one of the other 2 problems caused it too.

Wasn't sure what was good or bad under load, glad to hear that is good. I remember with the individual modules before changing the bad ones the delta v under load was about .6v between the best and worst modules. Then it went to about that between blocks once the weak modules were replaced. Now about half that after reconditioning. I figured we were moving in the right direction just wasn't sure how much!

I think the low mpg may have been a combination of the heat causing the engine to be on a lot and my driving habits at night, which is when it was on. At night I'm normally only driving short distances as opposed to 30 to 45 minute trips during the day.