SolaX Hybrid Inverters with Second-Life EV Batteries

SolaX Power ships both LV (48 V) and HV (90–800 V) hybrid inverters. The X1 and X3 legacy series pair with 48 V Leaf-derived blocks; the G4 series accepts factory HV packs; X3-Ultra covers 15–25 kW three-phase with an 800 V DC ceiling.

What SolaX hybrid inverters do. SolaX combines PV MPPT, battery charge/discharge and grid interaction in single-phase (X1) or three-phase (X3) hybrid inverters. Legacy X1 Hybrid / X3 Hybrid target LV 48 V lithium banks (2–7.5 kW single-phase, 5–15 kW three-phase). The X1 Hybrid G4 (90–500 V DC) and X3 Hybrid G4 (120–800 V DC per official solaxpower.com datasheet) accept high-voltage EV packs directly. X3-Ultra Hybrid (15–25 kW, 90–800 V) is the top of the range. Battery communication is CAN 500 kbps using either SolaX-native BMS protocol or Pylontech-emulation depending on inverter series and firmware.

About SolaX

SolaX Power Network Technology (Zhejiang) Co., Ltd. is a Chinese inverter manufacturer, in operation since 2012, headquartered in Hangzhou. SolaX is one of the earliest hybrid inverter vendors to support HV batteries in the residential class (X1 Hybrid G4 launched 2020). SolaX publishes CAN frame specification as "SolaX BMS Communication Protocol V1.7+" plus a separate "Pylontech Compatible Mode" appendix.

Supported models

Model family	Phase	AC output	Battery DC	MPPT	Comms
X1 Hybrid (legacy)	1P	3.0–7.5 kW	40–60 V (48 V LV)	2	CAN 500k (SolaX / Pylontech)
X1 Hybrid G4	1P	3.0–7.5 kW	90–500 V (HV)	2	CAN 500k (SolaX / Pylontech)
X3 Hybrid (legacy)	3P	5–15 kW	40–60 V (48 V LV)	2	CAN 500k (SolaX / Pylontech)
X3 Hybrid G4	3P	5–15 kW	120–800 V (HV, per solaxpower.com)	2	CAN 500k (SolaX / Pylontech)
X3-Ultra Hybrid	3P	15–25 kW	120–800 V (HV)	3	CAN 500k (SolaX native)

DC voltage ranges

X1 Hybrid legacy / X3 Hybrid legacy (LV): 40–60 V DC. Only for 48 V-nominal banks — typical use is Nissan Leaf 24/30/40 kWh modules re-configured to 48 V, or Renault Zoe R90 40 kWh in module-level re-configuration.
X1 Hybrid G4 (HV single-phase): 90–500 V DC. Fits BMW i3, VW MEB, Tesla Model 3/Y (with charge cap 480 V), Nissan Leaf 62 kWh, Hyundai/Kia 400 V E-GMP.
X3 Hybrid G4 (HV three-phase): 120–800 V DC (per official solaxpower.com/x3-hybrid-g4 datasheet). Fits all 400 V-class packs and E-GMP 77.4 kWh with max SoC ~95 % for headroom below 800 V ceiling.
X3-Ultra Hybrid: 120–800 V DC. Same window as X3 Hybrid G4, higher power (15–25 kW).
MPPT range: 70–580 V (G4 series), 100–1000 V (Ultra). PV strings and battery are electrically separate.

Communication protocol

SolaX supports two CAN modes selected at commissioning:

SolaX native mode: Proprietary frame set with SolaX-specific IDs. BMS-EV emits SolaX-native frames when configured.
Pylontech-compatible mode: Standard Pylontech frame IDs (0x351, 0x355, 0x356, 0x359, 0x35C, 0x35E, 0x35F). This is the mode used on legacy X1/X3 with 48 V LV banks.

CAN ID (Pylontech mode)	Direction	Content
0x351	Battery → Inverter	Charge/discharge V and I limits
0x355	Battery → Inverter	SOC, SOH
0x356	Battery → Inverter	Pack V, I, T
0x359	Battery → Inverter	Alarm/protection flags
0x35C	Battery → Inverter	Charge/discharge enable
0x35E	Battery → Inverter	Manufacturer ASCII
0x35F	Battery → Inverter	Battery version

Heartbeat 1 Hz. Timeout 30–60 s (firmware-dependent). Fault code "BATT COM" or "BMS Lost" on missed heartbeat.

Battery compatibility

EV battery pack	Voltage	Recommended SolaX model
Nissan Leaf 24/30/40 (48 V reconfig)	42–58 V	X1 Hybrid legacy, X3 Hybrid legacy
Renault Zoe (48 V reconfig)	42–58 V	X1 Hybrid legacy, X3 Hybrid legacy
Tesla Model 3/Y	315–403 V	X1 Hybrid G4 (cap 480 V), X3 Hybrid G4, X3-Ultra
BMW i3	260–402 V	X1 Hybrid G4, X3 Hybrid G4, X3-Ultra
VW MEB (ID.3/ID.4/Enyaq)	288–418 V	X1 Hybrid G4 (cap 480 V), X3 Hybrid G4, X3-Ultra
Nissan Leaf 62 kWh	350–403 V	X1 Hybrid G4, X3 Hybrid G4, X3-Ultra
Hyundai/Kia 400 V E-GMP	320–400 V	X1 Hybrid G4, X3 Hybrid G4, X3-Ultra
Renault Zoe R135	300–400 V	X1 Hybrid G4, X3 Hybrid G4, X3-Ultra
Hyundai/Kia 800 V E-GMP (Ioniq 5, EV6)	500–800 V	X3 Hybrid G4, X3-Ultra (cap charge target 780 V)
Porsche Taycan 93 kWh	612–835 V	Not supported (exceeds 800 V ceiling at charge)

Wiring architecture

┌───────────────────┐ ┌────────────────┐ ┌──────────────────┐ │ EV battery pack │ │ BMS-EV │ │ SolaX Hybrid │ │ (Leaf 48 V or │ DC │ Controller │ CAN │ Battery port │ │ Tesla/i3/MEB/ │──────►│ (precharge + │──────►│ 40–60 V (legacy) │ │ E-GMP HV) │ │ translator) │ │ 90–500 V (G4 1P) │ │ │ │ │ │ 90–800 V (G4 3P) │ │ Vehicle BMS kept │ CAN │ Pylontech OR │ │ │ │ alive by 12 V │◄─────►│ SolaX native │ │ PV MPPT × 2 or 3 │ │ from BMS-EV aux │ │ frame emu. │ │ │ └───────────────────┘ └────────────────┘ └────────┬─────────┘ │ │ AC 230 V (X1) │ AC 400 V 3P (X3 / Ultra) ▼ Grid + loads

Common integration guides

Known limitations

Legacy X1/X3 are LV-only. Do not connect a factory HV pack to non-G4 X1 or X3 — the DC port ceiling is 60 V.
X1 Hybrid G4 ceiling is 500 V. 800 V native packs are outside its window. Choose X3 Hybrid G4 or X3-Ultra for 800 V-class packs.
800 V charge cap on G4/Ultra. Even X3-Ultra tops out at 800 V. Full-charge Porsche Taycan (up to 835 V) exceeds this — must cap SOC to keep pack below ceiling, losing top-of-charge kWh.
Firmware selects protocol. The Pylontech-compatible mode and SolaX-native mode are selected at commissioning; changing later requires an installer password.
Battery brand whitelist. Some SolaX firmware releases whitelist specific battery brand strings (Pylontech, LG Chem, BYD). BMS-EV emits a whitelisted string on CAN ID 0x35E — verify acceptance on commissioning.

FAQ

Which SolaX model do I need for a Tesla Model 3 pack?

X3 Hybrid G4 (three-phase) or X1 Hybrid G4 (single-phase with charge cap 480 V). Legacy X1/X3 are 48 V-only and are not compatible.

Can SolaX X3-Ultra be used with a Porsche Taycan pack?

Only partially. Ultra tops out at 800 V; Taycan charges up to 835 V. You would have to cap the pack SOC and lose top-of-charge kWh. Not recommended for production use.

What is Pylontech-compatible mode?

A firmware option on X1/X3 (including G4) that makes the inverter accept Pylontech BMS CAN frames. BMS-EV emits Pylontech-format frames when the inverter is configured in this mode, which simplifies commissioning.

Does SolaX support 800 V Hyundai Ioniq 5 / Kia EV6?

Yes — X3 Hybrid G4 or X3-Ultra with charge target capped at 780 V, which corresponds to ~95% SOC on those packs. Cap loss is small.

Can I add battery storage without replacing my SolaX PV inverter?

SolaX does not offer a battery-only inverter equivalent to GoodWe EHB. AC-couple a separate battery inverter, or replace the PV inverter with a hybrid.

Does SolaX work off-grid?

Yes. X1 Hybrid G4, X3 Hybrid G4 and X3-Ultra include an EPS output for off-grid backup. Autonomous switchover ≤20 ms.

Which grid codes are supported?

EN 50549, VDE-AR-N 4105, CEI 0-21, G98/G99, RD 1699, AS/NZS 4777.2 plus regional codes. Set at commissioning.

Shop SolaX-compatible BMS-EV controllers

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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

Parameter	Value	Source
X3-Hybrid G4 battery voltage range	120–800 V DC	SolaX X3-Hybrid G4 datasheet
X1-Hybrid G4 battery voltage range	90–500 V DC	SolaX X1-Hybrid G4 compatible batteries
CAN protocol	SolaX native or Pylontech-compatible	SolaX BMS Communication Protocol V1.7+ (installer PDF)