TESLA Roadster Main Battery Electronics Rebuild | Gruber Motors
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- Опубліковано 14 жов 2024
- Tesla Roadsters are aging. Like an ICE vehicle, certain portions of the drive train need to be periodically rebuilt to avoid catastrophic failures.
This is especially compelling since all the Roadster electronics were custom products, the majority of spare electronic parts are gone, and none of the electronics are still in production. No OEM we have contacted has been willing to re-activate production lines for any of the Roadster electronics, and even if they did, the MOQ's and small run production costs make the final cost completely unrealistic.
The only way to keep Tesla Roadsters on the road, is to proactively rebuild electronics to avoid catastrophic failures, and end up with electronics that may not be rebuildable.
In this video, we address the electronics internal to, and buried deep within the ESS main battery pack, often forgotten, until they fail.
We recommend the ideal time to rebuild these internal electronics, is during a battery pull, or 3.0 battery pack upgrade.
More details are available on our website -
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We welcome feedback, and love hearing from viewers. You can contact us @
623.433.8500 or ev@gruber.com
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Great educational video on this topic Pete!
Thank you.
Very interesting information! Thanks so much!
Greetings from Norway!
Glad it was helpful!
PETE: Surely you guys know the whole set-up of the DC to DC Converters by now. You mentioned both model manufacturers won't produce anymore, because there's no significant profit gain. So, why on Earth are your engineers not designing a new revolutionary converter? There's no competition. You guys know more about Tesla than Tesla itself!
Thanks for the video! When driving #613 (roadster sport) it feels like it’s software limited. What was the limiting factor when it came to performance for the Roadster?
Great information
It’s so interesting to see how you’re able to reverse engineer these components. I know you said Tesla was starting to recognize the “value added service” your company is providing their customers, especially Roaster, has Tesla started referring out of warranty customers to you? Do have a list of Roaster owners you can reach out.
We have just over 1000 Roadster owners in our db, and are collaborating with Tesla in a number of areas. Their commitment to Roadster is commendable considering they could just walk away from it.
Reverse engineering is costly and time consuming, but vital since not all the documentation is available.
@@grubermotorcompany Is Tesla refusing to provide schematics for the Roadster?
My friend bought a salvage title P85D and it's worthless now, Tesla is refusing any type of support for the car with only 20K miles on it.
@@browntrousersmoment Makes you wish they were like Toyota around like late 00s when they just started providing full wiring diagrams for the whole internet to use
i have never seen a document from tesla saying the caps require replacement every 8 years!
Those electrolytic capacitors are not made to fail within 8-10 years. However many fail within the first year in ALL electronics due to the Japanese manufacturer not using the correct doping in their formulated chemical makeup and are actually supposed to last average 50yr. They are also labeled for military purposes that many electronics techs do not utilize and often times swap them with lesser components also destined to fail. I’ve soldered thousands of caps into circuit boards and the bad part is these caps are often in circuits that are to protect main circuitry from over voltage and DC filtering and it is those very protective circuits failing often thereby disabling an otherwise sound circuit of the main devise. It’s an entire mess within the electronics industry.
There are of course many types of capacitors. Small caps, small mfd and voltage will last and last.
The caps most vulnerable are large electrolytic, high voltage caps, that have hundreds of volts coursing through them, attached to high current circuits like the output stages of inverters. These caps act as filters doing wave shaping, and as they age, they become resistive, placing additional load on the output section of the inverter transistors. As they eventually heat up (a byproduct of current and resistance is heat, they can blow up, or blow the IGBT transistors.
In the critical power world, UPS's in data centers, or lighting inverters, these types of capacitors are proactively replaced every 8 years.
Here is an example of the carnage inside a Tesla Roadster Power Electronics Module when one of these caps blew -
grubermotors.com/2017/09/01/pem-capacitor-failure/
If there is a DC to DC inverter that powers the radio lights and other 12 V stuff what’s that 12 V battery that goes into the front of the car that’s below The windshield used for? In the roadster and what about the 12 V battery that is under the windshield in a model S and other models used for?
I hope the same preparations are being made for the model 3. I think the Tesla model S was brought by very rich people and a few creative cheapskates like Rich Benoit but the model 3 opened Tesla up to lots of Rich Rebuilds type people and unless something unexpected happens to make the model 3 seem worthless I think people are going to try to keep them on the road like old Honda Accords
How do I get more info about learning how to repair these batteries?
Quick question: Obviously you guys are painstakingly reverse engineering these roadsters, having to line out your own schematics, enabling you guys to troubleshoot, and maintain them as problems progress. (EXCELLENT VIDEOS, BTW)
So, why am I seeing documentaries & interviews with Elon assuring the public & other Automakers that Tesla is completely open sourced?
Can the model s last more than 15yrs?