I want to update that the issue with my gauge may be a problem inside the gauge itself, as a different OBDIIC&C had no issues when I plugged it in.
I feel like I'm literally making it less hard by reducing the amount of work one has to do with soldering and splicing. Wiring 1 CAT5 cable from the back to the front was a 1-step procedure, and it has the opportunity to support any future upgrades/expansion of capabilities that would require more wires. Peter hasn't yet released a grid charger relay control for example, but the CAT5 carries a wire from the OBDIIC&C to the IMA bay in case that option becomes available in the future. I've got 3 extra unused wires on that cable for whatever else (if anything) may be developed.I'm not sure why you're making it so hard. I get my voltage for the LTO BMS in the back end and the other voltage for the OBD2C&C is in the OBD2 port. Granted my unit doesn't turn on and off by relays but Peter's newest software can sense activity and turn off the OBD2C&C automatically. All I have coming to the front are the two LTO BMS CAN wires. That way I can unplug and move my OBD2C&C anywhere, anytime.
I believe those ones have issues. I think our best bet moving forward will be to use the BMW batteries.There are a few LTO cells still available on eBay.
32.4V 20Ah LTO Titanate Li-ion 550Wh 12cell SCiB cells | eBay
32.4V or 64.8V 20Ah LTO Titanate Li-ion 1.1kWh 24cell SCiB cells Flooded | eBay