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Stellantis e-CMP + SOFAR HYD 5-20KTL-3PH

Pairing a Stellantis e-CMP pack with a SOFAR HYD 5-20KTL-3PH hybrid inverter through a BMS-EV controller: what the voltage windows allow, which protocol is emulated, and what to check before commissioning.

Voltage window match

Confirm the actual full-charge and empty voltages of the specific pack you are installing. Pack revisions within a family can shift these figures, and a window that fits on paper can be marginal in practice at the top of charge.

Pack architecture

• Variants covered: Peugeot e-208 / e-2008, Opel/Vauxhall Corsa-e / Mokka-e, Citroën ë-C4, Toyota Proace Electric, DS 3 Crossback E-Tense (50 kWh and 51 kWh)
• Cell configuration: 108s2p — 108 double-cells in series, LG Chem NMC pouch
• Chemistry: NMC (LG Chem). The newer Smart Car platform (Citroën ë-C3, Fiat Grande Panda) uses LFP cells and is a different profile.
• Thermal management: Liquid (glycol-water)
• Source: dalathegreat/Battery-Emulator Stellantis eCMP wiki; batterydesign.net Peugeot e-208

Full pack detail: Stellantis e-CMP battery reference page.

Protocol and contactor architecture

• Pack side: Stellantis (Peugeot / Citroën / Opel / Vauxhall / Fiat / Toyota) native CAN at 500 kbit/s.
• Inverter side: BYD Battery-Box HVS emulation over CAN 500 kbit/s (RS485 also supported by the inverter).
• Contactor control: Precharge and main contactor sequencing is commanded by the pack BMS after it receives an ignition-on frame from the vehicle gateway. The BMS-EV controller synthesises that frame and reads the resulting telemetry.
• Controller role: the BMS-EV controller wakes the pack BMS, reads state of charge, cell voltage extremes, temperatures and the BMS-reported charge/discharge current limits, and re-encodes them for the inverter. It does not command cell balancing, does not set its own current limits and does not drive contactor coils.

Protocol background: EV battery CAN communication · SOFAR inverter reference.

Known limitations

• The eCMP and the newer CMP Smart Car platform are different packs with different chemistry (NMC vs LFP). Do not assume eCMP firmware works on a Smart Car pack.
• Isolation faults are reported relatively often on second-hand eCMP packs in community discussion. Measure isolation resistance before commissioning — see the megger guidance in the Safety page, and do not apply a test voltage the OEM documentation does not permit.
• Pack voltage reaches 448 V at full charge, above the 460 V ceiling on some single-phase inverters only by a small margin — check the specific inverter model rather than the family.
• Cable, fuse and disconnect sizing shown anywhere in this documentation is an engineering example. Final sizing must be calculated for the actual pack, maximum current, cable length, installation method, ambient temperature and applicable local standards (IEC 60364-7-712, VDE-AR-N 4105, NEC 690).

Before you order

1. Confirm the exact pack variant, capacity and model year — firmware differs across variants within this family.
2. Confirm the exact inverter model, not just the family — battery DC windows differ across models in the same range.
3. Measure pack state of health and isolation resistance before commissioning. See Safety.
4. Check that the installation meets the system-level requirements for stationary storage in your jurisdiction. OEM automotive validation of the pack does not carry over to a stationary ESS — see Compliance.

Order this configuration

Stellantis e-CMP + SOFAR HYD 5-20KTL-3PH — firmware configured and bench-tested for this pair

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