Stellantis CMP Platform Battery for Home Energy Storage

The CMP (Common Modular Platform) and its electrified derivative e-CMP power more than a dozen small and mid-size EVs across Peugeot, Citroën, Opel/Vauxhall, DS, Fiat and Toyota. One pack architecture, one BMS, many vehicles.

Summary. Stellantis CMP/e-CMP platform packs come in three capacities: 50 kWh (2019–2023), 51 kWh (2023+ Smart Car facelift) and 75 kWh (2024+ Smart Car long-range). The 50 kWh pack uses 108s2p LG Chem NMC pouch cells (per dalathegreat Battery-Emulator wiki teardown). Operating voltage 356–448 V DC (108 × 3.3–4.15 V), nominal ~400 V. Nominal pack voltage is ~400 V. The original PSA/Stellantis BMS is retained; the BMS-EV controller sits on the vehicle CAN and translates the payload into the format the hybrid inverter expects.

Compatible vehicles

Vehicle	Pack size	Years	Platform revision
Peugeot e-208	50 / 51 kWh	2019–2023 / 2023+	e-CMP / e-CMP2
Peugeot e-2008	50 / 51 kWh	2019–2023 / 2023+	e-CMP / e-CMP2
Citroën ë-C4	50 kWh	2020–2024	e-CMP
Citroën ë-C4 X	50 kWh	2022–2024	e-CMP
Citroën ë-C3	44 kWh	2024+	Smart Car (CMP-EV LFP)
Opel Corsa-e / Corsa Electric	50 / 51 kWh	2019–2023 / 2023+	e-CMP / e-CMP2
Opel Mokka-e / Mokka Electric	50 / 51 kWh	2020–2023 / 2023+	e-CMP / e-CMP2
DS 3 Crossback E-Tense	50 kWh	2019–2023	e-CMP
Toyota Proace / Proace City Electric	50 / 75 kWh	2021+	e-CMP LCV
Fiat Grande Panda / e-Ulysse	44 kWh	2024+	Smart Car (CMP-EV LFP)

Pack topology and cell configuration

50 kWh pack: 102 kWh gross rated per some technical documents; usable 46 kWh. 18 modules of variable cell count, 96 cells in series total. LG Chem NMC pouch (LGX E63A or similar).
51 kWh pack: facelift version, identical 96s topology but new LG cell generation with higher energy density.
75 kWh pack (Toyota Proace / e-CMP LCV): extended module count keeps the same 96s architecture; taller pack physically.
Operating voltage range: 356–448 V (108 cells × 3.3–4.15 V per cell), per dalathegreat Battery-Emulator wiki teardown for eCMP.
Pack weight: ~350 kg (50 kWh) to ~485 kg (75 kWh).

Original Stellantis BMS

The pack is supervised by the PSA-designed BMS (retained under Stellantis branding). Cell voltage monitoring is per-module via daisy-chained slaves, and the master unit publishes SoC, SoH, cell voltage min/max, temperature and current on the vehicle HS-CAN. Contactor precharge, isolation resistance monitoring and cell balancing are all handled by the factory BMS with no external intervention required.

CAN protocol notes

Vehicle CAN bus runs at 500 kbps. BMS data messages appear on IDs in the 0x1xx–0x3xx range depending on model year.
Precharge/main contactor sequencing is commanded by the BMS itself after receiving an "ignition on" frame from the vehicle gateway — the BMS-EV controller emits this frame periodically to keep the BMS active.
SoC and current messages are unsigned 16-bit with per-model-year scaling; VIN-based firmware selection is required.
The newer Smart Car platform (Citroën ë-C3, Fiat Grande Panda) uses LFP cells sourced from CATL/SVOLT and a revised BMS with slightly different CAN IDs. It behaves like a distinct generation — firmware is not interchangeable with e-CMP.
Isolation resistance is measured continuously and reported on CAN — a drop below 500 Ω/V causes the BMS to open contactors autonomously.

Cooling

All Stellantis CMP/e-CMP packs use liquid cooling with a glycol loop routed under the modules. For residential reuse the cooling loop can remain passive under normal C-rates (< 0.3 C) but a small circulation pump is recommended for sustained operation above 5 kW discharge.

Compatible hybrid inverters

Inverter	DC input range	Compatible with	Notes
Deye SUN HP3	160–800 V	All CMP variants	BYD-Box or Pylontech-HV emulation
SOFAR HYD 6–20 KTL-3PH	180–750 V	All CMP variants	SOFAR-HV protocol
GoodWe ET / EH series	200–650 V	All CMP variants	GoodWe-native HV
SolaX X3 Hybrid G4 HV	180–650 V	All CMP variants	Triple MPPT
Sungrow SH-RT series	200–800 V	All CMP variants	Sungrow HV protocol

Known limitations

CMP Smart Car (2024+) uses LFP chemistry from CATL/SVOLT — do not assume e-CMP firmware works, cell voltage cutoffs and SoC curve are different.
Toyota Proace 75 kWh is physically larger and heavier than 50 kWh — mounting must be planned accordingly.
Isolation faults are common on second-hand packs if the HV connectors were disturbed during removal — clean and re-torque before first power-up.
Cell balancing current is low (~50 mA passive shunt) — expect balancing to take 24–72 hours on a fresh installation.
DS 3 Crossback E-Tense uses a slightly older firmware revision than the equivalent Peugeot/Opel — flag this at ordering.

Order a Stellantis CMP controller

Firmware pre-configured for your vehicle model and inverter

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Frequently asked questions

Are the 50 kWh packs from Peugeot, Opel and Citroën interchangeable?

Physically and electrically yes — they share the same PSA/Stellantis part number in most cases. Software VIN-lock in the BMS is not an issue for stationary reuse since the BMS-EV controller injects the wake-up frames directly.

Can I use a 75 kWh Toyota Proace pack in a residential installation?

Yes, but the pack is roughly 485 kg and physically larger than a 50 kWh unit. Plan the mounting frame and fire-resistant enclosure accordingly.

Is the CMP Smart Car LFP pack better than the older NMC?

For cycle life, yes — LFP provides 3000+ cycles vs 1500–2000 for used NMC. For usable capacity per kg it is slightly worse. Availability on the used market is still limited as of 2026.

What is the expected SoH of a used e-CMP pack?

Typically 85–92% after 3–5 years of automotive use. Packs from crashed vehicles under 2 years old often exceed 95%.

Do I need to keep the coolant loop connected?

For residential C-rates under 0.3 C, a passive filled loop is acceptable. For higher power output add a small 12 V circulation pump.

Can the pack be split into modules?

Physically yes but not recommended — the module-level BMS slaves cannot operate standalone, so you lose all cell-level protection.

Which inverter is the cheapest match?

Deye SUN 12K-SG04LP3-EU HV in 2026 is the lowest-cost single-phase-plus-backup option for a full CMP pack at around €1 400 retail.

Does the pack support fast recharge from the inverter?

The pack accepts up to 1 C charge in vehicle DC-fast-charge conditions but hybrid inverters rarely deliver more than 0.2 C. Residential recharge is limited by the inverter, not the pack.

Last updated: 2026-09-18

Current firmware: 15.0.14

Technical author: BMS-EV engineering team (Clima Boost sp. z o.o., Poland)

Reviewer: Jakub Lipiński, founder/lead engineer BMS-EV

Revision: 2026-09-18 — aligned with firmware 15.0.14, SOFAR 180–800 V DC verification, Kia EV6 + SOFAR HYD 15KTL case study reference

Related: All batteries · Compatibility Matrix · Inverters

Parameter	Value	Source
eCMP 50 kWh configuration	108s2p (108 double-cells)	dalathegreat/Battery-Emulator Stellantis eCMP wiki, batterydesign.net Peugeot e-208
Operating voltage range	356–448 V (108 x 3.3–4.15 V per cell)	dalathegreat Battery-Emulator wiki teardown
Cell chemistry	LG Chem NMC pouch	PSA/Stellantis technical documentation