AC 3-phase charging only at 3.6kwh

For onboard charging, the KLE uses 2 16A (~7kW) chargers and the EME module provides the third 16A (~3.6kW) charger for 3-phase charging to get the 10kW.

 

I assume the translation is propulsion system which means it could be the m motor, the inverter etc. Hard to say.

That is not good. You are very unlucky as electric drive systems are typically more reliable than engines and transmissions but of course anything can fail.

The fact that your charging isn't working correctly has me thinking either a module shared between these two problems is the issue, or maybe something is just not plugged in correctly...

I'd say take it back to the dealer. Surely the cars store some sort of OBD2 code for this kind of thing?

 

That is most unfortunate. Hopefully you can get the EME replaced soon! The i8 parts are different from the Mini Cooper SE.

Cooper SE - https://www.realoem.com/bmw/enUS/showparts?id=XP31-EUR-12-2019-F56E-Mini-Cooper_SE&diagId=12_2587
i8 - https://www.realoem.com/bmw/enUS/showparts?id=2Z41-EUR-11-2019-I12N-BMW_i-i8&diagId=12_2583

 

A “Drivetrain” error message showed up on my center display the first day I had mine, but because it was merely an error message unaccompanied by any noticeable drivability problem, I doubt it’s related to your issue, @Luis Abreu. But I mention it (and just started a thread about it) because your “Propeller Group” error message reminded me of it.

I’m very sorry to hear about this problem you’re having with your car and I certainly hope the dealer can sort it for you ASAP!

 

So sorry you are having this problem, @Luis Abreu ! This is the first time I've seen someone post a motor drive problem.

 

Bad luck, indeed. It happens, that's why it's called "bad LUCK". My un-tuned BMW B58 engine cracked a cylinder while on a spirited drive into Central California. It happened after 4 years of wonderful drives, and I just happened to have bought an overpriced extended warranty. Turned out to not be overpriced after the OEM $20k engine replacement. $hit happens in cars, and we always hope they happen within the warranty period. Clearly with EV cars there are far fewer issues with compression/head gaskets/cylinders, but all machines can fail. REALLY hope for a good outcome for you, mate, this is very frustrating especially with a new car!! Please let us know what happens!

 

The fact people complain about $20k battery replacements on Teslas tells me no-one realizes a gas engine on a BMW is $20k or $35k on a Land Rover….

 

I'd like to know what a new OEM battery for my SE would cost right now--and how long it would take to get one. My hope is that by the time my out-of-warranty battery dies, there will be aftermarket batteries offering the same range with less weight. So the longer the MINI Cooper SE stays in production, the happier I am because the aftermarket will be more interested if there are more cars that will be needing new batteries.

My gen-1 Honda Insight's NiMH battery died a few weeks after its 8-year warranty expired. Honda was nice enough to split the cost of the replacement battery and labor so I ended up paying about $2,200. After the refurbed battery died many years later I paid about that much for a better Bumblebee aftermarket battery I installed myself (THANKS YouTube!). It was fun replacing the battery--unlike working on an old engine or rusty suspension. However, the Insight's 0.8 kWh battery (120 D-cells!) weighed only about 70 lbs. I know I won't be replacing my SE's battery myself.

Honda made only about 14,000 gen-1 Honda Insights over 7 years and the aftermarket was there for that car, so perhaps I shouldn't worry about the aftermarket supporting the SE, of which there will be at least 4 times the number produced.

 

From the attached document (page 104):
The LIM enables communication between the vehicle and charging station

The main tasks of the LIM are:

• Communication with EVSE via pilot and proximity line
• Coordinating the charging procedure
• Activation of the LEDs for displaying the charging status
• Activation of the electric motor for locking the charging socket cover

The document is for the i3 but should be relevant and has a lot more info about the charging system so may be interesting for you to read.

Sorry about all your issues!

 

You can find the LIM at:
https://www.realoem.com/bmw/enUS/showparts?id=XP31-EUR-12-2019-F56E-Mini-Cooper_SE&diagId=61_6637

Good thing it is interchangeable with the 94Ah i3 LIM so there will be available parts! The LIM is module that should send the signal via J1772 Control Pilot pin to the EVSE to request the max allowable amps through varying 1kHz square wave pulses +12V through -12V. During charging, there will be pulses of +6V high and -12V low which in turn will communicate the max amps. The amperage request is a ratio of high/low x 0.6 for 6A-51A.

Those settings are the preset Level 1, 2, 3 maximum and reduced rates (and low for Level 1). Hopefully the LIM replacement solves the problem!

 

Oh man, all that work. But glad to hear it's fixed. Now enjoy it the way you should have been able to originally.