Posts by Geeman

    Hi Stefan,

    It is interesting to hear from someone else in a similar situation.

    My HV battery is still looking good, I am targeting 345V (115V per module). I used 3 x 60V Lab PSUs borrowed from work to get the all cells to ~ 3V evenly by serial linking the PSUs. I then connected all the modules together and I'm now using a 400V 1A PSU I bought (HSPY-400-01) current limited at 500mA to get to the target. (I am at 315V at the moment)

    I could not retrieve the P18051C code when the HV battery was in the car but I am going to make a few cable extensions to test the HV battery without physically re-installing it in the car and see if the P18051C code is there.

    If it is I will send it off to be fixed.

    There are a few Youtube videos showing the ability to access the BMS/HV battery data using Canbus and Vediamo which I would also like to try.

    I have a question to ask if I may.

    Do you know what triggered your HV battery to deplete in the first place?

    My 12V battery went flat rather quickly after the HV battery was removed, I charged the 12V battery and fitted it back into the car with a wireless current and voltage transducer. The info is sent to a small display outside the car which I can see easily. If I open the car with the remote I can see the current jump up to 16A briefly as various systems become active and then drop down to almost zero when locked. A week has passed and nothing unusual has happened but I will continue to monitor this.

    The voltage is dropping slowly < 0.1V per day



    Good news :-)

    The HV battery is being slowly charged and all cells look good so far.

    Each cell has 'absorbed' the following :-

    ~ 1 A @ 10-50mA charging rate to get to 1V

    ~ 1 A @ 50-100mA charging rate to get to 2V

    ~ 1 A @150-200mA charging rate to get to 3V

    I don't know if this charging method is more or less likely to improve the capacity but at least the cells are responding OK so far.

    It is still technically discharged at the moment at ~ 3V per cell,

    I am also trying to establish if any cells are discharging through the CMS as they are being charged and by what value.

    Not so good (but interesting) news, :-(

    After the HV battery was removed I locked the car and left it.

    There was no reason to access the car until Wednesday last as I had something in the boot I needed.

    Opened with the remote and all seemed OK then.

    Yesterday I tried to get in and the 12V battery was flat (< 5V). The 12V battery is/was new and had been fully charged.

    Prior to HV battery removal, I checked for a current drain at the 12V battery and there was almost nothing.

    Further investigation is needed but I read about something similar happening with an ED3 when the Norwegian owner removed the speedo display and the battery went flat overnight.

    This may or may not be relevant to the original cause of the HV battery depletion, but it's certainly interesting.


    I have removed the battery pack from the ED3, (eventually, work got in the way ), and started charging the cells individually. The pack is in good physical shape with no signs of damage anywhere, electrically however it's a different story.

    The total voltage across the pack is 10V.

    Module 1 - 4.5V

    Module 2 - 3.0V

    Module 3 - 2.5V

    Recovery of this pack is going to be interesting!

    The modules have been removed from the battery enclosure and are on the bench with the cooling plates removed to have better access to the individual terminals.

    All plugs and busbars have been removed including the BMS, current sensor,HV contactors etc.
    The CSE does not seem to be easily removable from each module and I won't attempt that but my question is, should the purple earthing plugs be disconnected when charging ?

    I think they should.

    If the CSE can discharge the module by a command from the BMS (P18501C) and the CSE can 'remember' this when the BMS is removed then it is likely that this discharge would be through the purple connectors to earth.

    This is speculation on my part as I don't have a schematic of the BMS/CSE and how they interact.

    I have started charging each cell individully at low voltage and low current (1V@10mA), I have had some success using this method with other Lithium based cells I have experimented with. (no guarantees though! )

    The V/mA is then increased depending on the cell state until the cell V is in the 'normal' range (>3.3V). That is the plan.

    The P18501C code may still be lurking in the BMS as the J2534 interface may not show in Xentry as it is not the MB dealer interface.

    The C3 multiplexer interface I have combined with Xentry may show it or I have read some posts on the Web about Verdiano via CAN which may allow direct access to the BMS on the bench.

    One thing is for sure this is going to take a long time.... and may not work is not likely to work but I will give it a go.

    Exciting stuff !


    I have made some progress reading and clearing the fault codes of my ED3 using a 2020 version of Xentry (VM) with a J2534 pass thru interface which I have 'borrowed'.

    The codes in the pic above are the codes that, when erased re-appear a few moments later. All others have been cleared.

    There were many fault codes showing in many modules to begin with but I think that this was mainly due to the 12V system battery being drained.

    I have now made a start removing the HV battery and hope to have it out over the weekend.




    Thanks for sharing your valued opinion on this matter, your blog/forum and the articles therein are invaluable to anyone who is interested in the electric Smart models.

    I will drop the battery pack as soon as possible and charge the cells manually as indicated in the blog post suggested.

    At work I can 'borrow' a lab psu required for this and I am comfortable working with HV electrical systems.

    It is good to know that a later version of Xentry will work with the C3 interface, I will find someone who has the 2020 version.

    Thanks again for your help, I will update this post when further information is available.




    In your blog article you mention the following :- Using DAS / Xentry for retrieving diagnostic info and also an ED3 service manual.

    I have just purchased a new project, a non- runner ED3 (lo-cost) which I suspect has a bricked main battery.

    The vehicle was parked during covid and was apparently OK before this, this may or may not be true.

    With my Smart 451 CDI's I am using a C3 interface and XP laptop running a VM of DAS/Xentry version 2011-08. This unit was given to me by a garage owning friend who no longer needed it.

    I've plugged it in to the ED3 but it is a later VIN (~ mid 2013) and although DAS/Xentry sees the ED3 it does not provide information on the important systems.

    I can communicate using the Arduino/CAN module described on the forum and the HV battery appears dead. (attached text file)

    Googling the web for DAS / Xentry is a minefield of dubious links and vendors of interfaces/clones, it is very difficult to know what to buy.

    Do you have any thoughts on a way forward in order to communicate with the ED3 using a later DAS/Xentry or any other software available.

    Which hardware /software version have you used to communicate with your ED3?

    I've seen references to the J2534 interface via the OBD port but I am uncertain whether DAS/Xentry can use this interface and where I would obtain a later version of DAS/Xentry anyway.

    Any thoughts on this?




    I own 2 x 451 CDI's which I have run for a few years but this is my first ED3. One of the 451 CDI's has the 3 spoke wheel with paddle shift which I imagine will be very similar to the ED3 version. I haven't considered cruise control on a 451 because I mainly drive on 'A' roads (two lane) in the UK and rarely on motorways.

    I'll get a 3 spoke wheel for the ED3 and get started.



    Thanks for the info.

    This is good news.
    I had heard that the 451 ED3 without paddles could not be easily retro-fitted with a paddle steering wheel and then enabled.

    My 451 ED3 has a 2 spoke steering wheel (i.e. no paddles) which is why I am interested in changing to the 3 spoke steering wheel with paddles and enabling regen.