Of course a gen 2 battery would fit a gen 2. But I think your best bet would be to put a 2015 gen1 battery into a 2011-12 gen1 to gain a few miles of range. If you already have a 2015, then that’s all the range you’re gonna get.I can't seem to find such DYI topic, does anyone ever tried to check if Gen2 battery would fit Gen2? Connections seemed identical. Does anyone have dimensions of these batteries cell blocks?
I don't believe anyone has ever actually done this and confirmed if the early Gen1's actually recognize and utilize the increased capacity of the latter gen1 batteries.But I think your best bet would be to put a 2015 gen1 battery into a 2011-12 gen1 to gain a few miles of range. If you already have a 2015, then that’s all the range you’re gonna get.
IRRC there have been folks with a 2012 who got a newer battery replacement. The computers on the batteries should interface just fine.I don't believe anyone has ever actually done this and confirmed if the early Gen1's actually recognize and utilize the increased capacity of the latter gen1 batteries.
The posters on this thread believe that a 2011 Volt would have to "learn" that a 2015 battery has more capacity. I don't see why.
As a battery discharges, the electronics monitor it, probably through the voltage. Every mile, it's a different battery. A 2015 battery would go through the same stages of discharge, just more slowly.
However, there is supposed to be logic that switches cell groups offline in sequence to prolong battery life. If that logic is not in the battery itself, that interface may be different for different batteries..
How much of that code supports the dashboard mileage displays as opposed to the driving?
Battery Pack Capacity learn is an GDS2 procedure the service manual calls for following battery pack replacement or repair. Running this command via GDS2 causes the HPCM2 to immediately reset the stored Battery Pack Capacity hex code and then re-learn the replacement capacity. If a previous battery pack section had failed and the battery pack capacity had been diminished, running this command would allow the Volt to 'regain' any loss capacity.
I'm fairly certain no EV operates this way.....However, there is supposed to be logic that switches cell groups offline in sequence to prolong battery life. ..
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We were so far that we had started the car a number of times, but remained with a P0AFA (Hybrid System voltage Low) error and still got (despite proper coolant sensor P1FFFF) and the car was running on ICE alone.
P0AFA is a so-called 'rationality' error (see service manual). Here the calculated value of the 96 cells in series (3.85 V each, approximately 50% SOC per cell) is compared with the measured voltage across the terminals. These terminals are thus at the end of the T-shape of the battery, actually just under the dashboard, in front of the battery. P1FFFF is a poorly documented error, but with the help of a French Ampera expert found that this occurs when measuring a low coolant level (well known), but also with an error at the Isolation value. I suspect that this is measured with low voltage between the terminal of the high voltage battery and the chassis. From my head the value must be at least around 1300 Kilo Ohm. This insulation value was also insufficient in the car and varied.
P0AFA is triggered as soon as the measured voltage deviates by more than 10V from the calculated voltage (in my case 96 x 3.85V) and then the 'contactors' (high voltage relays) do not close. You have contactors for charging, contactors for supplying the voltage to the inverter (positive and negative), and off the head for heating and air conditioning. So you can not load, heat or cool, or move the car (all consumers of high voltage). Starting the internal combustion engine (ICE) is done by means of the electric motor and therefore can not. In the central display you get a message: 'power off'.
Since without a bridge (we did this as a hobby project) impossible and dangerous, I contacted people who had more experience and a good workplace to continue with the project. I came to Hybrideshop.nl (Ronald Dortmans), which has experience with the repair and overhaul of various Toyota Prius and Honda Insight hybrids. He had no experience with the Ampera / Volt and was therefore curious. Made good mutual agreements and started working like that.
Ronald was able to use the bridge to get the battery from under the car and concluded what the MDI interface also indicated that the cells themselves looked good. There was also little damage. When removing the 'Battery Junction Relay Block' on the front of the battery and the cover on it, it was fairly easy to see that one of the plugs from the BCM (Battery control module) was too hot due to bad contact (corrosion? Vibration?). had become and blackened / charred. The result was that the measured voltage was no longer correct (too low) and most probably also a reduced insulation.
This might have been fixable, but given the effort to remove the battery, a new part was chosen. In our search for the part we came across a cheap, young 2015 pack. Since we were not sure if there were more defects outside this plug, we opted for this solution.
Pack came in and after the assembly it appeared that the limit voltage to charge was not taken by the pack; as a result, a condition is triggered again so that all contactors remain open: impossible to charge via the plug. Pack again, with a loose charger carefully loaded manually and reassembled.
Then the P1FFFF and P0AFA high-voltage messages remained in the computer. These could not be removed with a normal scan tool and the contactors were still open. By flashing the Hybrid Power Control Module 2 (which controls the BCM and contactors, among other things), the error messages were corrected. Now the BCM itself had to be flashed and calibrated again (both through SPS and a 1 hour subscription, to be paid by credit card) and after 10 minutes of BCM calibration we heard all kinds of buzz, ticks (closing contactors) and actually a green light on the dashboard : the car was loading.
Almost immediately, however, we were (unfortunately) confronted with the message 'service high-voltage charging system'. A small disappointment ... For the security looked under the hood and the battery coolant system reservoir was completely empty! Finally a P1FFFF as it was intended: to prevent loading at too low coolant level.
GDS2 reconnected, cap of coolant reservoir removed and within the HPCM2 module the option chosen to vent the coolant system. Various actuators and pumps will then run for about 20-25 minutes, in order to remove air from the system. Coolant refilled and P1FFFF removed again by flash from HPCM2. This is because P1FFFF (as well as some other high-voltage error codes) can not just be deleted.
Now we had no more error messages, very carefully a piece of the parking lot driven and the rest assembled. End well a