Another one bites the dust..

[Randy960]

I would love to know the specifics of how the BMS works, but I think you might be right about it only reducing power/locking out the battery based on whole pack voltage. I regularly see my weak cells in the mid 2v range under load while the rest of the pack is in the mid 3v range. About 3.2v should be the low end cutoff. So unless they left in the safety shutoff voltage from the 2014 LFP pack, it really doesn't seem to care about a few cells dropping that low.
I have DC charged the car up to about 90% several times while watching cell voltages, and it seems to derate to keep the highest individual cells under 4.150 volts, dropping from almost the full 50kw down to as low as like 8kw.

 

[FalconFour]

Indeed, I see the same behavior in quick charging as well - topping out at 4.15v for the cells that were previously "low". I had thought that was just coincidental, because the pack may still be relatively balanced at the top... just slightly underperforming for high current demands. However, seeing now two cases showing the same behavior (4.15v cap), I'm more inclined to believe DC charging may be safer than I thought.

I'm in the process of scanning/archiving the 2015 Spark EV service manual sets, so all can be told. That's estimated to be done in mid-April. But for the categories of these fault codes, the limits are absurdly high and low - a bit over 4.5v on the high side, and 1.75v on the low side. They even compensated for temperature (slightly different cutoffs) for extreme low temperatures, but they didn't think to program "hey, maybe we should limit and cut-off the battery based on these low cells, at more conservative levels, instead of making it a car-bricking fault".