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I have 80 Lightning cells getting ready to undergo testing. If you see me saying I'm going to sell before my normal 3 years, you will know I found something wrong.

No.

I actually saw problems with the cells after we had torn down a 2017 Bolt and subjected the cells to testing. I loved the Bolt during vehicle testing, deeming it my 2nd favorite vehicle tested after the Model S (since dropped to # 3 after the Lightning took over the #1 spot)

I keep my free mobile charger in the frunk, along with an adapter to plug it into the 240 V in the bed along with a J1772 to Tesla adaptor. Had the case embordered to troll my Tesla friends.

Can't speak to their module selection for exchange, but I doubt they are swapping out individual cells in a module...I know how difficult it is to extract the cells so I can't imagine that they would be able to extract specific cells and replace them. I suspect they are using new modules for...

Housing is the same. Biggest difference is that the extended range has a 5P configuration versus the standard range 4P. Both have a 96(?)S configuration. The tab configuration was very unique in this module. In every other pack I've torn down, the tabs were folded over the busbar. Made it...

I'm not really 'general public' as I run a battery testing house. The good news is we got what we needed for testing. BTW, the extended and standard range do have a part number and a price tag, but the general public would probably not be willing to pay the price ;)

The graph was meant to show that as the cell warms up, the voltage will increase. As the voltage increases, the calculated SOC will go up. We are in winter time, so the cells will typically be colder, and will warm up as they are used or preconditioned. And this is also an observation (actual...

How about a graph (heavily normalized so you can't see what cell it is or the actual capacity)? This is several discharge rates with the voltage on the Y axis and discharge capacity on the X axis. In normal conditions, you would expect the voltage to drop as the cell is discharged. Notice how...

SOC is based on the pack voltage. As the internal cell temperature increases, the resistance drops, which leads to increased voltage. No mystery here.

Definitely not cheap, but after what I went through with the last update, well worth it! And since I know I have to go through another 3 hour update as suggested by @rugedraw, I have it on order.

What are you using here (link if possible) and how easy is it to figure out to put it in the proper mode? I know cells and batteries, but I'm pretty useless when it comes to automotive work.

Since you are wearing your coat, have you thought about just turning off the HVAC and use the heated seats and coat to stay comfortable?

Thank you much! It will be a couple of weeks before I have the time to do this on a weekend, but will let you know.

IPMA no longer available under software updates. And please educate me on PMI.

My charger is a 120V plugin that was delivering 20-25 A throughout the process.

Ohms law is in full effect! As the temperature rises (to a certain point) the resistance goes down, thus the voltage goes up. Since the GOM is based on the voltage of the HVB, the range and SOC will go up. If you want to see something wild, when I plot voltage/discharge capacity on a cell...

Update on the update. After watching the lights dance for over 5 hours, and the LVB bouncing from 5V-8V, I pulled the positive cable and let the LVB charge overnight. Came back the next morning and did another install of the IPMA. This went through without the light show. However, I now have...

When people ask me about replacing the battery, I remind them of why powertrains are warrantied...Automatic transmissions were crap back in the day and no one would buy one. Manufacturers got better and started offering long warranties. The battery is not much different in that regard.

My update of IPMA has been running for over 5 hours. About 3 hours ago I got 'Operation in Progress' and have had the lights dancing and a lot of clicking.