There is a LOT involved in recelling these batteries and changing the settings on the BMS.
I have already burned through two Chinese LiPoHV battery vendors. They have a SERIOUSLY hard time producing quality cells, that can become a matched set that is useable for recelling these batteries. It is also hell getting your money back out of them once they don't deliver on specs, quanitity and quality.
One order was pending for almost 1500 packs. That is right, I was going to go into the "deep end" and commit to buying 1500 TB48 full packs, all built and tested. They couldn't provide on a 10 piece order. They could not meet the specs, the volume and the quality for me to finish going through the order.
As far as desoldering and resoldering in new cells, it is 100% a wasted endeavor. As stated the circuit boards are minimal in size and having desoldered a couple it is just a massive PITA. The only way to do it is to source a new PCB from any number of vendors that do that kind of fab work. The big trick is getting all the internals and the balance connector right. Again, a PITA. (been there, done that, and I can provide pics of a number of packs already built including new PCBs)
Ultimately, the true "fix" is coming up with an alternative pack. Unfortunately there are some reasons why DJI won't let this happen, but suffice to say, the Inspire 1 is doomed to die because of stuff well out of anyone elses control but DJI. But, there would be no reason why soeone couldn't reverse engineer the I2C connection between the aircraft and the battery and build a battery with a brand new firmware. I HIGHLY doubt DJI would go after such an endeavor. They only care about going after people reusing their engineering (like coming up with a 9000mAh pack that uses their BMS).
Oh, I can also confirm, the reprogramming is not simple, not straight forward and there is a whole lot of "rules" that need to be followed to reprogram properly. Again, I have a good 4 months of messing around and figure all of this out. (I also have a few thousand $$$ into all the hardware/software/cells/development to pull it off)
I can confirm, if you know what you are doing, you can reset the cycle count, the capacity, the calibration and the health. No "errors" are "chipset" errors, in that not a single error code I came across keeps a pack from being used or charged or reset up. So it is 100% "Inspire 1" specific in regards to errors and they, quite frankly, don't matter. I have recelled packs with "cell broken" errors, "voltage" errors and a number of other ones, and if you know what you are doing, those errors remain, but the pack works 100% with perfect health. So those errors only matter if you have an original battery that the pack is bad in. Recell it and there is no issues (ie, all the errors are "soft errors" that get sent to the aircraft from the battery, not a "hard error" that locks out the pack like on other implementations).
Sometime next week I will make a whole new post on stuff. I have on hand a 9000mAh battery pack that is programmed and cycles properly that I will be testing for flight times. Video will be provided. I am recovering from spinal surgery I had earlier in the week, so my priorities are a little different for the next week or so, but I figure I should be able to get out to the backyard and take some video at some point here soon.