Tesla Model 3 + FoxESS Integration

Reusing a Tesla Model 3 or Model Y high-voltage battery pack (350–410 V nominal) with a FoxESS three-phase hybrid inverter. Covers H3, AC3, H3 Smart and H3 Pro model families.

Short answer. A Tesla Model 3/Y HV pack operates at 260–410 V and sits inside the DC window of the FoxESS H3/AC3 (180–600 V) and H3 Smart (90–500 V). The H3 Pro-800 variant supports 800 V packs — overkill for Tesla but usable. The BMS-EV controller emulates the FoxESS BMS-CAN protocol (Pylontech-derived) so the inverter identifies the pack as a compatible battery bank.

What works

Tesla Model 3 Standard Range LFP, Long Range NCA, Performance NCA.
Tesla Model Y Long Range and Performance — same voltage envelope.
Three-phase grid tie via FoxESS H3 or AC3.
Full SoC, voltage, current and temperature telemetry into the FoxCloud app.

Supported inverter models

Inverter	DC input range	Power	Phase	Notes
FoxESS H3-5.0	180–600 V	5 kW	Three-phase	Tesla fits (260–410 V)
FoxESS H3-6.0	180–600 V	6 kW	Three-phase	Tesla fits
FoxESS H3-8.0	180–600 V	8 kW	Three-phase	Tesla fits
FoxESS H3-10.0	180–600 V	10 kW	Three-phase	Tesla fits
FoxESS AC3-5.0	180–600 V	5 kW	Three-phase	AC-coupled, Tesla fits
FoxESS AC3-10.0	180–600 V	10 kW	Three-phase	AC-coupled, Tesla fits
FoxESS H3 Smart 5–10 kW	90–500 V	5–10 kW	Three-phase	Tesla peak ~410 V inside 500 V cap
FoxESS H3 Pro-800 15–25 kW	180–800 V	15–25 kW	Three-phase	Supports 800 V but Tesla ~410 V also OK

Battery voltage range match

Tesla Model 3/Y HV pack voltages across SoC:

SoC	Voltage (approx.)
0% (cutoff)	~260 V
20%	~340 V
50% (nominal)	~360 V
100%	~403–410 V

The Tesla range fits inside the H3/AC3 window (180–600 V) with 190 V of headroom above and 80 V of headroom below the operating band. On the H3 Smart (90–500 V), Tesla's ~410 V peak leaves ~90 V of headroom below the 500 V ceiling.

CAN protocol mapping

FoxESS hybrid inverters expect a Pylontech-derived CAN protocol on the BMS-CAN port at 500 kbps. The BMS-EV controller emulates this while reading Tesla vehicle CAN internally:

SoC (0–100%) from Tesla BMS → Pylontech SoC frame (0x355).
Pack voltage, current → 0x356 telemetry frame.
Charge/discharge current limits from Tesla → 0x351 limit frame.
Warning/alarm bits from Tesla → 0x359 protection frame.
Cell temperature min/max → 0x35C temperature frame.

Wiring architecture

┌─────────────────┐ ┌──────────────┐ ┌──────────────────┐ │ Tesla Model 3 │ │ BMS-EV │ │ FoxESS H3 / │ │ HV pack │ │ Controller │ │ AC3 / H3 Smart │ │ (260-410 V) │ │ │ │ │ │ │ CAN │ Protocol │ CAN │ │ │ Tesla BMS kept │─────►│ translator │─────►│ BMS-CAN port │ └────┬────────┬───┘ └──────────────┘ └────┬─────────┬───┘ │ HV+ │ HV- │ BAT+ │ BAT- └────────┴─────────────────────────────────────┘─────────┘ │ └── main contactors + precharge + DC fuse (installer)

Installation requirements

Engineering values below are examples. Final conductor cross-section and protective-device 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).

HV cabling: 25 mm² copper minimum for 5–10 kW inverters, 35 mm² for the H3 Pro-800 25 kW variant.
Contactors: Reuse Tesla's original pack contactors. BMS-EV controller sequences precharge via the Tesla BMS.
DC fuse: 63 A gPV between pack and inverter DC input.
Communication cable: Shielded twisted-pair CAT-6 between BMS-EV controller and FoxESS BMS-CAN port, ≤3 m.
Termination: 120 Ω terminator required at the FoxESS end of the CAN bus.
12 V supply: Standalone 12 V/5 A PSU or FoxESS aux output feeds the Tesla BMS keep-alive.

Known limitations

FoxESS H3 Smart cap at 500 V — Tesla ~410 V fits, but no headroom for post-charge relaxation drift. In practice this is a non-issue because Tesla's own BMS never permits over-voltage.
FoxCloud app displays SoC and pack V/I but not per-cell voltages. Cell-level diagnostics require the BMS-EV controller's web UI.
Firmware versions below FoxESS H3 v1.30 have a Pylontech current-limit bug — update the inverter firmware before commissioning.
Tesla Structural Pack (2022+ Model Y Austin/Berlin) is not currently supported.

FAQ

H3, H3 Smart, H3 Pro — which one for Tesla?

H3 (180–600 V) is the mainstream match. H3 Smart (90–500 V) also works and is cheaper. H3 Pro-800 is only useful if you want the 15–25 kW output — its 800 V capability is unused with Tesla.

Does FoxESS support LFP Model 3 SR differently from NCA LR?

No. The inverter only sees voltage, current, SoC and limits — the chemistry is transparent to it. The BMS-EV controller reports charge/discharge limits set by Tesla's BMS, which internally accounts for chemistry.

Can I connect solar PV strings and the Tesla pack to the same H3?

Yes — H3 is a hybrid with independent PV MPPTs and a battery port. The Tesla pack connects to the battery port, PV to the MPPT inputs.

What CAN baud rate does FoxESS use?

500 kbps on the BMS-CAN port. The BMS-EV controller runs 500 kbps on both its Tesla-side and FoxESS-side CAN buses.

Is EPS / backup supported?

Yes on H3 and AC3. The FoxESS EPS output continues to draw from the Tesla pack when the grid is down, sized to the discharge limit reported by BMS-EV.

Does the FoxCloud show SoC?

Yes. Tesla's usable SoC maps directly to the Pylontech SoC frame FoxCloud reads.

How long does commissioning take?

A typical installation with pre-wired pack takes 4–8 hours: pack placement, HV cabling, CAN cabling, 12 V supply, FoxESS menu configuration (battery type: Pylontech), first charge.

Order a Tesla + FoxESS BMS-EV controller

Pre-configured firmware, shipped worldwide

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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