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Every current-production BMS-EV controller ships pre-configured for one specific EV battery pack. This page catalogues the 70 pack variants we currently support, grouped by manufacturer.
Short version. BMS-EV supports 70 battery/BMS profiles (65 OEM EV pack profiles + 3 DIY aftermarket-BMS profiles + 2 OEM stationary battery profiles) across 16 manufacturers: Tesla (Model 3/Y/S/X), BMW (i3, iX/i4, PHEV), Nissan (Leaf, Ariya, e-NV200, Sakura), the VW MEB platform (ID.3, ID.4, ID.5, Skoda Enyaq, Audi Q4 e-tron, Cupra Born), Hyundai and Kia (E-GMP, Kona, e-Niro, EV6, EV9), Renault (Zoe Gen1/Gen2, Twizy, K-ZE, Kangoo, Fluence), Stellantis (Peugeot, Citroen, Opel, Fiat, Toyota Proace), BYD (Atto 3, Seal, Song Plus, Dolphin), MG (MG4, MG5, Marvel R, ZS EV, HS PHEV), Ford (E-Transit, Mustang Mach-E), Volvo and Polestar (EX30, XC40/C40, Polestar 2), and other outliers (Chevrolet Bolt, Rivian R1T, Mitsubishi i-Miev, Jaguar I-PACE, Porsche Taycan, Audi e-tron GT, Mini Cooper Electric, Dacia Spring).
NCA and LFP chemistries, ~350–360 V nominal HV packs. Among the more commonly listed used-market packs in Europe and the US, reflecting Tesla Model 3/Y production volume from 2018 onwards.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| Tesla Model 3 SR+ / SR | 50–55 kWh | 350 V (LFP: 320 V) | NMC / LFP |
| Tesla Model 3 LR / Performance | 75–82 kWh | 355 V | NCA |
| Tesla Model Y LR / Performance | 75–82 kWh | 355 V | NCA |
| Tesla Model S 60/70/85/90/100 | 60–100 kWh | 360 V | NCA |
| Tesla Model X 75/90/100 | 75–100 kWh | 360 V | NCA |
NMC chemistry with premium thermal management. The i3 is the industry benchmark for module reuse; iX/i4 packs are newer and less common on the used market.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| BMW i3 60Ah | 22 kWh | 355 V | NMC |
| BMW iX / i4 / i5 / i7 (Gen5 eDrive) | 68 / 80.7 kWh usable | ~330 V (iX40) / ~430 V (i4) | Prismatic NMC, liquid-cooled, protocol verified |
| BMW i3 94Ah | 33 kWh | 355 V | NMC |
| BMW i3 120Ah | 42 kWh | 355 V | NMC |
| BMW iX xDrive50 / i4 eDrive40 | 76–111 kWh | 400 V | NMC |
| BMW PHEV (330e / X5 45e / 530e) | 10–24 kWh | 355 V | NMC |
Well documented, hobbyist-friendly. Leaf 24/30 kWh packs can be reused as whole HV pack or split into 48 V modules; 40/62 kWh packs are HV-only.
| Model | Nominal capacity | Nominal V | Notes |
|---|---|---|---|
| Nissan Leaf 24 kWh (2011–2015) | 24 kWh | 360 V | Air-cooled, module reuse popular |
| Nissan Leaf 30 kWh (2016–2017) | 30 kWh | 360 V | Air-cooled |
| Nissan Leaf 40 kWh (2018–2022) | 40 kWh | 350 V | Air-cooled, commonly listed used-market |
| Nissan Leaf 62 kWh (2019+) | 62 kWh | 350 V | Air-cooled |
| Nissan Ariya 63 kWh / 87 kWh | 63–87 kWh | 352 V | Liquid-cooled, CMF-EV platform |
| Nissan e-NV200 24/40 kWh | 24–40 kWh | 360 V | Leaf-derived |
| Nissan Sakura 20 kWh (kei-car) | 20 kWh | 350 V | Japan domestic |
One physical platform, several vehicles. 400 V nominal, NMC or LFP, modular pack with 9 or 12 modules. Communicates on a shared CAN gateway across the whole MEB family.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| VW ID.3 45 / 58 / 77 kWh | 45–77 kWh | 400 V | NMC / LFP |
| VW ID.4 52 / 77 kWh | 52–77 kWh | 400 V | NMC |
| VW ID.5 77 kWh | 77 kWh | 400 V | NMC |
| Skoda Enyaq iV 60 / 80 | 62–82 kWh | 400 V | NMC |
| Audi Q4 e-tron 55 / 82 | 55–82 kWh | 400 V | NMC |
| Cupra Born 58 / 77 | 58–77 kWh | 400 V | NMC |
Two distinct platforms: 400 V (Kona, e-Niro, older Ioniq) and 800 V E-GMP (EV6, Ioniq 5, EV9, GV60). E-GMP runs a switchable 400/800 V architecture; BMS-EV supports both modes.
| Model | Nominal capacity | Nominal V | Notes |
|---|---|---|---|
| Hyundai Kona Electric 39 kWh | 39 kWh | 327 V | NMC, liquid-cooled |
| Hyundai Kona Electric 64 kWh | 64 kWh | 356 V | NMC, liquid-cooled |
| Kia e-Niro 39 / 64 kWh | 39–64 kWh | 327–356 V | Kona-derived |
| Kia EV6 58 / 77.4 kWh | 58–77 kWh | 697 V (800 V mode) | E-GMP |
| Hyundai Ioniq 5 58 / 77.4 kWh | 58–77 kWh | 697 V (800 V mode) | E-GMP |
| Kia EV9 76 / 99.8 kWh | 76–100 kWh | 697 V | E-GMP |
Renault split its history: Zoe Gen1 (2013–2019, 22/41 kWh, air-cooled), Zoe Gen2 (2020+, 52 kWh, liquid-cooled). Kangoo ZE and Fluence share early modules; Twizy is a low-voltage runabout.
| Model | Nominal capacity | Nominal V | Notes |
|---|---|---|---|
| Renault Zoe Gen1 22 kWh (Q210/R240) | 22 kWh | 360 V | Air-cooled |
| Renault Zoe Gen1 41 kWh (R90/Q90) | 41 kWh | 400 V | Air-cooled |
| Renault Zoe Gen2 52 kWh (ZE50) | 52 kWh | 400 V | Liquid-cooled |
| Renault Twizy 6.1 kWh | 6.1 kWh | 48 V (LEV class) | LEV kei-quad |
| Renault K-ZE / City K-ZE | 27–33 kWh | 320 V | China-market |
| Renault Kangoo ZE 22 / 33 kWh | 22–33 kWh | 360 V | Van |
| Renault Fluence ZE 22 kWh | 22 kWh | 360 V | Zoe-derived |
Stellantis reuses the same 50 kWh (e-CMP1) and 51 kWh (e-CMP2) packs across a dozen vehicles. Grande Panda and eC3 introduce a new 44 kWh LFP pack.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| Peugeot e-208 / e-2008 | 50–54 kWh | 400 V | NMC |
| Citroen e-C4 / e-C4 X | 50–54 kWh | 400 V | NMC |
| Citroen e-C3 / Fiat Grande Panda | 44 kWh | 350 V | LFP |
| Opel Corsa-e / Mokka-e | 50–54 kWh | 400 V | NMC |
| Fiat 500e (new-gen) | 24–42 kWh | 400 V | NMC |
| Toyota Proace Electric / Peugeot e-Expert | 50–75 kWh | 400 V | NMC |
BYD Blade LFP is the current-generation cell chemistry; older Song and Tang used NMC. Atto 3, Seal and Dolphin use the same modular pack architecture with different module counts.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| BYD Atto 3 50 / 60 kWh | 50–60 kWh | 412 V | LFP (Blade) |
| BYD Seal 61 / 82 kWh | 61–82 kWh | 410 V | LFP (Blade) |
| BYD Seal U 71.8 / 87 kWh | 72–87 kWh | 430 V | LFP (Blade) |
| BYD Song Plus DM-i / EV | 18–72 kWh | 320–410 V | LFP |
| BYD Dolphin Mini / Seagull | 30–45 kWh | 320 V | LFP |
SAIC-owned MG uses in-house LFP and NMC packs. MG4 and MG5 introduce the Nebula LFP; older MG ZS EV used NMC.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| MG4 EV 51 / 64 kWh | 51–64 kWh | 380–400 V | LFP / NMC |
| MG5 EV 50 / 61 kWh | 50–61 kWh | 350 V | NMC |
| MG Marvel R 70 kWh | 70 kWh | 400 V | NMC |
| MG ZS EV 44 / 51 / 72 kWh | 44–72 kWh | 350–400 V | NMC |
| MG HS PHEV 16.6 kWh | 16.6 kWh | 350 V | NMC |
Ford E-Transit uses a proprietary 68 kWh pack with commercial-grade thermal management. Mustang Mach-E shares its architecture across three battery sizes.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| Ford E-Transit 68 kWh | 68 kWh | 400 V | NMC |
| Ford Mustang Mach-E SR 70 kWh | 70 kWh | 350 V | NMC |
| Ford Mustang Mach-E ER 91 kWh | 91 kWh | 400 V | NMC |
Volvo and Polestar share the CMA and SPA2 platforms. The new EX30 uses a 51/69 kWh pack shared with the Geely SEA architecture.
| Model | Nominal capacity | Nominal V | Chemistry |
|---|---|---|---|
| Volvo EX30 51 / 69 kWh | 51–69 kWh | 400 V | LFP / NMC |
| Volvo XC40 Recharge / C40 Recharge | 69–82 kWh | 400 V | NMC |
| Polestar 2 SR / LR | 69–82 kWh | 400 V | NMC |
| Model | Nominal capacity | Nominal V | Notes |
|---|---|---|---|
| Chevrolet Bolt EV / EUV | 60–66 kWh | 350–400 V | NMC (LG M50 / Ultium) |
| Rivian R1T / R1S | 105–135 kWh | 380 V | NMC, large-format |
| Mitsubishi i-MiEV | 16 kWh | 330 V | NMC, small |
| Jaguar I-PACE | 90 kWh | 388 V | NMC |
| Porsche Taycan | 79 / 93 kWh | 800 V | NMC (J1 platform) |
| Audi e-tron GT | 93 kWh | 800 V | NMC (J1 platform, Taycan-shared) |
| Mini Cooper SE | 32 kWh | 355 V | BMW i3-derived |
| Dacia Spring 26 / 27 kWh | 26–27 kWh | 320 V | Renault K-ZE derivative |
Not every supported profile is a whole OEM EV pack. The dataset distinguishes three kinds, and the distinction matters when you are deciding what to buy:
| Kind | What it is | Examples |
|---|---|---|
oem_ev_pack | A whole OEM traction pack, read over CAN with its original BMS in place | Tesla Model 3, BMW i3, VW MEB, Renault Zoe |
diy_aftermarket_bms | A pack you built, whose aftermarket BMS the controller reads | Orion BMS (set to Victron protocol), RJXZS BMS (250 kbps, needs its own CAN channel), SimpBMS |
oem_stationary_battery | A commercial stationary battery product, read over CAN | FoxESS HV2600/ECS4100 (80–467 V stack), Pylontech HV / Dyness Tower |
If you have 48 V Pylontech modules, this is not your profile. The Pylontech profile here is the high-voltage range — Force H2/H3, SC and SWA series, and Dyness Tower, with documented examples from 180 V to 409.6 V nominal. The 48 V US2000 / US3000 / UP5000 line speaks a different protocol and is not the same thing.
Correction, 2026-09-19. Two profiles were previously listed as “DIY LV”: FoxESS HV2600 and Pylon HV. Both are high-voltage, and neither is a DIY build — they are OEM stationary battery products. The labels came from an import that carried a section heading onto entries that sat outside that section. In Battery-Emulator the HV/LV distinction applies to the inverter-side protocol (Pylon vs PylonLv), not to battery profiles, so those prefixes were wrong on two counts.