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Lexus 450h Hybrid – Defekt NIMH “jeftine” baterije na 220000km. Malo dublja analiza i mjerenje sa “Rimac Assistance”. Već drugi iz našeg lipog Splita (vjerovatno zbog vrućina) sa kvarom baterijskom sistema koji u defektu vozi ali troši 15-20 litara na 100km (kod pucanja celije auto ni ne pali). System ima 3 bloka sa 30 ćelija, svaki blok ima po 10 ćelija i od njih 10 stradaju te u sredini zbog pregrijavanja. Nakon mjerenja sva 3 bloka su pokazala degradaciju od 68%, a najgori oštećeni blok je onaj u sredini (vizualno 3 a numericki u sistemu blok 1) sa 6 losih ćelija. Jedina prednost ovog sistema je sto nije zapaljiv, sve ostalo je promasaj. Ovaj sistem se hladi zrakom iz kabine (usis ispod putnickih nogu), ako vam klima ljeti ne radi ili je štedite, tad pod jakim opterecenjima pregrijavate sistem, tj najvise “kurite” srednji blok i srednje ćelije u ostalim blokovima. Drugi problem je nestabilna kemija samih (zastarjelih) NIMH ćelija koje osim sto je problem izmjeriti, osjetljive su na temperaturu. Hladna se moze na prvo mjerenje pokazati prazna a mozda je vec puna. Imaju svoj “rest” period odmaranja, gdje nakon tog mjerenja opet pokaze drugi kapacitet ili cak neispravnost. Treći zaključak je da je ovaj sistem u principu neispravan vjerovatno vec nakon 120t-150tkm jer degradacija nastupa postepeno ali ne izbacuje gresku, neki Natakote inženjer iz Lexusa vjerovatno je skužio da ce biti problem pa da ne mjenjaju dizajn samo su povecali toleranciju izmjedju ćelija. Treći problem je da je ovo serija ne od 30 blokova na 350 volti, već je ovo serija od 30×8 ili 240 ćelija, svaka osma ćelija ima voltage sense za balansiranje i mjerenje, tje svaka ta jedna “ćelija” od 12V je u biti serija 8 malih ćelija u seriji zapakovano u foliju, ali potpuno bez nadzora balansiranja i mjerenja. Znaci ako jedna otkaze od tih 8 sistem ih ne vidi, dok kod EV svaka celija u seriji ima nadzor. Sve u svemu logika rada sistema je nesto bolja nego kod “svabi”, baterija nema progamiranih kvarova i dodje nova oko 4100€ u servisu za 1.5kWh kapaciteta, što je oko 18 puta skuplje nego za isti kapacitet nove baterije na električnom vozilu (Model 3 LR). S obzirom da sistem otkaze vec na 200tkm to znaci da uz potrosnju od 7-9 litara dodatno u protuvrijednosti troši baterije oko 2€ svakih 100km. Poznati kvar mjenjača po prethodnim statistikama nastupa nakon 250000km. Vožnja na bateriju je do 50kmh od 1.5 do 2.5 km uz ometanje prometa, usteda je u biti spremanje kineticke enrgije od semafora do semafora gdje je najefikasniji elektricni auto i najmanja potrosnja struje, na većin brzinama baterija nema nikakav utjecaj na potrosnju, tj minimalan.
FCVT 722.8 i 7G 722.9 Sponzori – Tu i tamo naleti neki “sokrat” da nam “objasni” kako baterijski sustav ne radi ako ima samo jednu grešku u sistemu i tako samo jedan kondenzator zaustavi vozilo pa je to eto velika mana na 300000km sa besplatnim punjenjem. A sad da mi pokažemo kako već 20 godina jedna žičica od 4mm (duži je u zeca) i jedan hall effect senzor zaustavi hrpu metalnog “prdeža” svakih 100000-150000km i košta kao 3000 kondenzatora. Jedna ova mala žičica sponzorira besplatan popravak električnog vozila, poznato u narodu kao “nikad ništa” trošak. 7G Tronic je zapoceo Siemens VDO pa kad su propali nastavio je Conti, u 4 serije (vgs vgs2 vgs3 vgs4) i zamisli 20 godina ne rade reviziju ni opoziv vec nastavljaju proizvoditi defektan proizvod sa istim problemom punih 20 godina, kako u narodu kažu za električna vozila sa “dječijim bolestima” tako ovdje Mercedes može 7G mjenjac upisati i u Školu, srednju jer je prikladnije “tinejdzerske bolesti” koje traju i traju.
722.9 Greške:
0717 Das Signal aus der Komponente Y3 / 8n1 (Turbinendrehzahlsensor (VGS)) nicht verfügbar
0722 Das Signal von der Komponente Y3 / 8N3 (Ausgangsdrehzahlsensor (VGS)) nicht verfügbar
0723 Komponente Y3 / 8N3 (Ausgangsdrehzahlsensor (VGS)) ist defekt
2766 Zu hohe Drehzahlen sind auf Komponenten Y3 / 8n2 aufgetreten (interne Drehzahlsensor (VGS))
2767 Das Signal von der Komponente Y3 / 8n2 (Interne Drehzahlsensor (VGS)) nicht verfügbar
2768 Komponente Y3 / 8n2 (Interne Drehzahlsensor (VGS)) ist defekt
Kataloški:
A 0335456632
A 0335456732
A 0335457232
A 0335457332
A 0034460310
Cijena:
OEM: 2000€
EVC struja je bolja: 250€
EVC dizel je bolji: 1800€
722.8 Greške:
P 0793 – The rpm signal from component Y3/9b4 (CVT (continuously variable automatic transmission) secondary rpm sensor) is not available
– P 0722 – The rpm signal from component Y3/9b5 (CVT (continuously variable automatic transmission) output rpm sensor) is not available
– P 0717 – The rpm signal from component Y3/9b3 (CVT (continuously variable automatic transmission) primary rpm sensor) is not available
– P 0896 – impermissible adjustment of the step down ratio in the continuously variable automatic transmission (CVT)
– P 0730 – The gear ratio in the continuously variable automatic transmission (CVT) is not permissible
– P 2722 – Impermissible closing of hydraulic brake ‘Reverse gear’ has occurred in the continuously variable automatic transmission (CVT) when selector lever ‘N’ was engaged
– P 2731 Impermissible closing of hydraulic clutch ‘Forward gear’ has occurred in the continuously variable automatic transmission (CVT) when selector lever ‘N’ was engaged
Our mission is proceeding as planed, aftermarket support for EV’s is in “3rd gear”. New German customer sent his Tesla P85+ from Tesla Service center to Zagreb Croatia, to try save the 9 years old battery. All battery defects are received over the line, waiting time is zero because in situation where is internal isolation or cell imbalance defect more you wait repair cost is increased.
This one had rotten fuse cover which leaked water inside fuse and fuse box. Owner responded on time, delivered vehicle and we repaired it same day.
Message to all owners to share this note:
All older Model s 2013 and 2014 if they never visited Tesla Service center to service any kind of battery issue, you probably have same problem waiting to happen (Tesla almost always change fuse cover if they remove battery for servicing).. Contact your service (Tesla or 3rd party) to make visual inspection and change the fuse cover.
There is one more preventive service what should be done is called “cleaning of umbrela valve cover and umbrela valves”
Errors: BMS_w123 and BMS_f123
Vehicle : Model S P85+ 2013
Mileage: 120000km
Warranty: out of 8 year warranty
Tesla battery cost: 9200€ + tax
EVC ISO repair : 1000€ + tax
Tesla Umbrela valve service :1200€+ tax
EVC umbrela valve service : 700€ + tax
In this case of ISO repair because of fuse cover, warranty is only for fuse cover resealing and fuse. Warranty for the rest of battery is not applied.
STELLANTIS – Toyota Proace, Citroën ë-Jumpy, Peugeot e-Expert, Opel Vivaro-e, etc.: Consumer Concerns About Warranty and Service Practices
Electric vehicles (EVs) have transformed the automotive industry, promising lower maintenance and environmental benefits. However, as with any emerging technology, challenges arise—particularly with certain manufacturers. Recent reports highlight issues with Stellantis EVs, raising questions about warranty policies and service practices.
Concerns Over Warranty Denial A notable case involves the Citroën ë-Jumpy, where a battery defect occurred within 14 months and only 1,600 kilometers driven. The warranty claim was denied because the vehicle was purchased at auction from a bankrupt company, and despite the first service being completed, the lack of paper documentation was cited as the reason for rejection. This decision left the owner with a repair bill of €25,000 for a new battery.
Further compounding the frustration, the authorized service center charged €200 for diagnostics and initially refused to provide a printout of the error codes. Upon insistence, they eventually produced the documentation but offered conflicting justifications for denying the warranty. Their explanation ranged from a missing “initial action” to the absence of a trivial service action—filling 1 liter of wiper fluid. This incident highlights a lack of transparency and consumer-friendly processes.
Technical Analysis The battery in question was later inspected independently, revealing that the cells were functional, but the Battery Management System (BMS) had triggered a “LOCK lvl2 error,” rendering the pack unusable. This issue appears to be a potential serial defect that could warrant a recall. Despite this, the manufacturer offered a used battery replacement for €9,000, which is still under consideration.
Broader Issues with Stellantis EVs This case is not isolated. Stellantis’ general warranty ties vehicle coverage to powertrain maintenance, an approach not followed by many other manufacturers like Tesla, Renault, or Ford, which maintain separate systems for general and drivetrain warranties. This policy has reportedly led to denied warranty claims for minor omissions unrelated to the drivetrain.
Owners and independent workshops have also reported other recurring issues across Stellantis EVs, including software and hardware faults that result in disproportionately high repair costs.
Recommendations for EV Buyers
Research Warranty Terms: Before purchasing an EV, confirm whether the general warranty is separate from the drivetrain warranty. Avoid models where minor service omissions can void essential coverage.
Stay Informed: Be cautious of promotional materials and paid reviews that may not fully disclose potential drawbacks.
Advocate for Change: Consumer protection agencies and regulatory bodies must address practices that unfairly burden owners with the costs of factory defects.
Conclusion While the future is undoubtedly electric, it is critical to hold manufacturers accountable for their products and warranty practices. Stellantis, in particular, should reevaluate its policies and invest in transparent, customer-focused service systems to regain trust. Until these issues are addressed, prospective buyers may wish to consider alternatives.
Catalog: 1677671480, 9841848180, 9694347580, 9835785980, 9840685180 Error: P1069 Battery: new €25,000, used €9,000 Malfunction: serial error of the BMS system Processor: SAK-TC275
STELLANTIS – Toyota Proace, Citroën ë-Jumpy, Peugeot e-Expert, Opel Vivaro-e, itd.: Problemi s jamstvima i servisnim praksama
Električna vozila (EV) revolucionirala su automobilski sektor, obećavajući niže troškove održavanja i ekološke prednosti. Međutim, kao i kod svake nove tehnologije, pojavljuju se izazovi – posebno kod nekih proizvođača. Nedavna iskustva korisnika ukazuju na probleme s EV vozilima Stellantisa, osobito vezano uz jamstvene uvjete i servisne prakse.
Problemi s odbijanjem jamstva
Jedan značajan primjer uključuje Citroën ë-Jumpy, kod kojeg je došlo do kvara baterije unutar 14 mjeseci i nakon samo 1.600 prijeđenih kilometara. Zahtjev za jamstvom je odbijen jer je vozilo kupljeno na aukciji od tvrtke u stečaju. Iako je prvi servis obavljen, nedostatak papirnatih dokaza o tom servisu iskorišten je kao razlog za odbijanje jamstva. To je vlasnika ostavilo s troškom popravka od 25.000 € za novu bateriju.
Situaciju je dodatno pogoršalo to što je ovlašteni servis naplatio 200 € za dijagnostiku, ali isprva nije htio dostaviti ispis kodova grešaka. Nakon opetovanih zahtjeva, dokumentacija je ipak dostavljena, ali razlozi za odbijanje jamstva ostali su nejasni. Objašnjenja su varirala od “neizvršene početne akcije” do toga da nije nadolivena 1 litra tekućine za brisače, što ukazuje na manjak transparentnosti i poštenja u procesu.
Tehnička analiza
Neovisna inspekcija baterije pokazala je da su sve ćelije ispravne. Međutim, sustav upravljanja baterijom (BMS) aktivirao je “LOCK lvl2 grešku”, koja je trajno onemogućila korištenje baterijskog paketa. Ovaj problem izgleda kao serijska greška koja bi trebala biti riješena opozivom. Unatoč tome, proizvođač je ponudio rabljenu bateriju za 9.000 €, ostavljajući vlasnika s ograničenim opcijama.
Širi problemi sa Stellantis EV vozilima
Ovaj slučaj nije izoliran. Opća jamstvena politika Stellantisa povezuje pokriće vozila s održavanjem pogonskog sustava, za razliku od proizvođača poput Tesle, Renaulta ili Forda, koji odvajaju jamstva za opće komponente i pogonski sustav. Ta praksa navodno je dovela do odbijanja jamstva zbog manjih propusta koji nisu povezani s pogonskim sustavom.
Vlasnici i neovisni servisi također su prijavili druge ponavljajuće probleme s EV vozilima Stellantisa, uključujući softverske i hardverske kvarove koji uzrokuju visoke troškove popravka. Ti problemi, u kombinaciji sa strogim uvjetima jamstva, narušavaju povjerenje potrošača u brend.
Preporuke za buduće kupce EV vozila
Provjerite uvjete jamstva: Prije kupnje EV vozila, provjerite je li opće jamstvo odvojeno od jamstva za pogonski sustav. Izbjegavajte modele kod kojih trivijalni propusti mogu poništiti ključna pokrića.
Istražite reputaciju proizvođača: Budite oprezni prema promotivnim materijalima i recenzijama koje možda izostavljaju potencijalne nedostatke.
Zagovarajte odgovornost: Potičite veću transparentnost i odgovornost proizvođača te zahtijevajte aktivniju ulogu agencija za zaštitu potrošača u rješavanju nepoštenih praksi.
Zaključak
Iako je budućnost nesumnjivo električna, proizvođači moraju dati prioritet poštenim i transparentnim politikama servisa i jamstva. Stellantis, posebice, trebao bi riješiti ove probleme i posvetiti se rješenjima usmjerenima prema korisnicima kako bi povratio povjerenje. Dok se ti problemi ne riješe, potencijalni kupci možda bi trebali razmotriti alternative.
HYBRID S400 Mercedes W222.157 – Ako postoji medalja za najneodrziviji proizvod od početka industrijske revolucije, to je onda HYBRIDNI pogon, a ako postoji trofej najupitnijieg onda je to ovaj Hybrid. Hybrid bilo koje marke je osmisljen da sve što uštedite na gorivu (skoro ništa) donesete meni kad nešto “crkne”, tako da u prosjeku troši više od Ferrarija. Da nema onih koji voze ove hybiride mi bi se morali baviti politikom, kopanjem nosa ili nekom drugom partijskom uhljeb funkcijom. Hybrid baterija na Mercedesu košta od 8000-16000€ ovisno koji model, implemetirano je nekoliko programiranih limitatora od brojača koliko puta date kontakt do single-point-od-failure OTP grešaka koje nije moguće izbrisati niti jednom OBD dijagnostikom. Ovaj koji radimo je iz Finske, jedna ćelija redni broj 35 je oštećena, napon je pao ispod 2.5 volta i aktivirao je grešku P18051C i P180D3 koje apsolutno niti factory/dev level dijagnostika sa svim seedkey access pristupima ne mogu deaktivirati. Greška osmisljena da je baterija nepopravljiva cak iako zaMjenite tu jednu neispravnu ćeliju.
Tesla saves and conserves your money even when it completes its cycle on the road by continuing its new cycle in a stationary solar system. A battery that is no longer suitable for a vehicle is still fully functional for other “second life” applications. In this example, we refurbished defective Tesla modules from a 2012 Tesla S85 that had an average of around 300,000 km on the road and repurposed them as a battery UPS system for solar inverters, creating a fully autonomous energy system for a household where the city grid serves only as a backup generator. The cycle of a battery in a vehicle endures far greater stresses, electrical loads, vibrations, thermal expansions, moisture, and more. None of these conditions exist in a stationary system, making the conditions for automotive batteries in a stationary system completely relaxed. In a stationary setup, the batteries are connected in parallel at a lower voltage, and all current loads are up to 100 times lower than in a vehicle. The larger the system, the longer the projected lifespan of the battery. The biggest mistake in designing such systems is integrating a small battery where it is exposed to high currents and rapid charging/discharging cycles. Automotive batteries are at least twice as good as any commercially available ones because they are made with far superior materials, processes, and quality checks.
Our SOLAR Tesla project includes a 3D printed CROBMS and custom LCD housing by T.S. Custom. The solar panel installation was carried out by Ivan Perić, and the inverters and MPPT are by Victron Energy B.V. After six months of planning, designing, and organizing parts, the project is finally complete. Though it still requires some fine-tuning, it has successfully passed thermal and functional testing at 900 amps over two days.
The system comprises:
3x MPPT 250/100
10kWp + 3x 13KW Victron Quattro (15000VA) hybrid UPS
Recycled defective and used 32 pieces of 24V 200Ah Tesla Model S blocks, providing a total net capacity of 147kWh (usable range) and a gross capacity of 170kWh.
The battery system is controlled by the CROBMS EV Clinic (Made in Croatia) master system in a box, functioning as a LowVoltage JunctionBox. This includes DVCC, balancing, temperature control, 1200A contactors, overload protection, over-temperature protection, low-temperature protection, cell imbalance protection, undervoltage protection, short circuit protection, and 20 more security features.
The system features 56 temperature sensors and 21,312 fuses on the cells, along with an additional 15 heavy-duty fuses on the busbars.
In addition to the Victron 36kW “baseload” system, there are on-grid LG panels connected to AC OUT1, providing 10kWp and a 10kW 3-phase SolarEdge system. This system primarily shares the load with the house consumers, with any surplus energy being stored in the Victron batteries (no energy is returned to the grid).
The third additional power source (aka generator) is the grid itself, which boosts the system from the controlled 18kW power(with overload protection and limiter) through the Victron transformer, combining grid power and battery power. This boosts the basic load from the grid-limited 18kW to 54kW, resulting in a total peak system power of 64kW. The system is galvanically isolated from the grid, ensuring that no energy is fed back into the network. Surplus solar energy is consumed by a Bitcoin miner (with BTC network purchase over €0.13 per kWh).
The expected lifespan of the battery is an additional 6-10 years. The operating conditions for the repaired batteries are much milder than those in a working vehicle—there are no vibrations, moisture, or thermal expansion due to varying temperatures, and the amperage is lower. The 14kW resistance of the AC system is 340A on the battery, equivalent to the power of about 9.9kW in a vehicle. This means that even under heavy household consumption, the batteries work under conditions twice as easy as in a vehicle. There is no DC ripple or violent amperages like in a vehicle, which can reach up to 800A. To simulate vehicle conditions (acceleration up to 100 km/h), this system would need to load with 9600A in these 2s12p configurations (12s912p 18650).
The system avoided the need to extend the grid connection from 18kW to 30kW, as the request was rejected by the government, where They asked for €27,000 for the extension of the transformer station. It also avoided the red tariff of €0.33 per kWh, the lease of excellent power, and the payment of electricity connection fees of €200 per kW.
The full investment repayment is expected in 18-30 months, with the current average consumption of 3000kWh per month and current kWh prices. The cost of the system provides energy independence and cheap energy, which is priceless.
System Specifications:
64kW three-phase power 22kW of solar panels 150kWh net Tesla battery This example demonstrates that the end of life for an electric vehicle is not mandatory. Every part of an EV can be reused. Even degraded batteries can be effective for storage systems when they are no longer suitable for EVs and mobility.
Our mission to accelerate EV 3rd party support across Europe enters 2nd gear and we do not joke about it, even batteries are shaking when they hear Štrom Trooper steps entering workshop, almost unbolting itself to comply with our repair demands. If Tom Cruise had us before, we would watch mission possible 8.
Project “Thor” 23.8.2022 : EV Hub customer from Oslo was stuck in Inssbruck at vacation, Tesla S85 with 9 years under belt and some 220 000km on clock took last breath and died. Then Nassir from EVHUB took some networking skills at test to deploy remote repair at rented/borrowed jacklift in FALCH BOSCH CAR SERVICE in Austria. Battery had cell imbalance at block #7. Job was started at 08:00h and finished completely at 17:00 o’clock. This task wasnt easy because we had unplanned setback. Someone before opened HVJB and damaged thread for interloop lidswitch. After battery defect detection and after full completion we had new error, BMS_F036 which means safety Interloop (HVIL) was broken. We suspect at first that maybe we made mistake and damaged rapidmate battery connector, but that was not the case, we needed 4 hours more to trace complete wiring to find lidswitch defect. Lidswtich bolt moved little bit and triggered error unrelated to battery defect, but we did it. Workshop owner was awesome,really helpful and Martin regional Bosch tech. That day Štrom Trooper went to Zagreb and “me” to Erlangen near Nurnberg
Project “Nik the mighty” 24.8.2022: This was training and repair task, not on one but on two hardest cases P85 called “weak short” or “short to brick” with doomsday error BMS_u029 which we researched before for 3 months. One car with defect block #10 and second with defect block #5. We took step by step, taking all safety measures and teaching Nikolas how to take proper steps from diagnose, opening the lid to repair and closing the lid. We started one by one Tesla at 09:00 and finished at 17:30 both Battery packs, and that could be guinness world accomplishment. Now our support and repair tasks are available at Niks Garage, all bookings and prices are managed by Nikolas.
In 2 days EV Clinic technicians accomplished 3 repairs and 1 training.
🚨 Audi/VW Mild Hybrid – A System Designed to Fail 🚨
The so-called “hybrid” trend has now mutated into the “Mild Hybrid” – a system where customers pay more and receive even less in return.
This setup combines the alternator and starter into a single 48V electric motor controlled via a VFD three-phase inverter mounted directly on the engine. The entire unit relies on HEXFET transistors and is “cooled” by antifreeze, though in practice, it’s often heated to 95°C – fast-tracking the component’s failure.
Unlike classic hybrid systems, the electric motor in a Mild Hybrid cannot independently drive the car. It merely assists the internal combustion engine to simulate “efficiency” – savings that usually go straight into the pockets of authorized service networks… or independent workshops like ours.
We’ve received several inquiries on this issue, but so far, no one has come for in-depth diagnostics. Interestingly, a technician from an authorized service center in Munich offered us 100 defective units for €100 each – casually pulled from the trash. The narrative? “These never break. Just fuel up and drive.” Yet 100 units in the dumpster say otherwise.
If the electric motor (a.k.a. MHD starter) fails, the engine won’t even start. According to insider sources, this failure can occur as early as 50,000 km. And when the HEXFET burns out, there’s no easy way to detach the support frame from the aluminum heat sink to replace the damaged part. Even if a high-quality repair method existed, the OEM design is flawed – these components weren’t meant to be reliable, not even when brand new.
This is arguably the lowest-quality interpretation of a hybrid system yet. The most alarming aspect is how often we hear mechanics complain: after a routine service, the customer returns claiming “everything worked before – now it doesn’t.” A typical tactic used to pressure workshops into covering the cost of poor factory design.
🔧 Our recommendation to fellow technicians: Avoid servicing these vehicles if possible. You’re likely to end up paying for someone else’s engineering shortcuts.
HRVATSKA VERZIJA
🚨 Audi/VW Mild Hybrid – Sustav dizajniran da otkaže 🚨
Zaraza zvana “Hybrid” mutirala je u “Mild Hybrid” – sustav gdje za još više novca kupac dobiva još manje.
Ovdje se alternator i anlaser spajaju u jedan 48V elektromotor koji se kontrolira preko VFD trofaznog invertera montiranog izravno na motor. Cijeli sklop koristi HEXFET tranzistore i “hladi se” antifrizom – u praksi, zapravo se grije na 95°C, ubrzavajući kvar.
Za razliku od klasičnih hibrida, ovaj elektromotor ne može samostalno pokretati vozilo. Samo “pomaže” fosilnoj prdilici kako bi se stvorila iluzija uštede – koja najčešće završi kod ovlaštenih servisa… ili kod nas.
Imali smo nekoliko poziva vezano uz ovaj kvar, ali nitko nije došao na ozbiljnu analizu. Zanimljivo, jedan tehničar iz ovlaštenog servisa u Minhenu nudio je 100 komada neispravnih uređaja po 100 € komad – “slučajno” izvučenih iz smeća. Kažu: “Nikad ništa ne rikne, samo toči i vozi.” A 100 komada u kontejneru govori suprotno.
Ako otkaže elektromotor (poznat kao MHD anlaser), tada ni motor s unutarnjim izgaranjem ne može upaliti. Prema informacijama “insajdera”, ovaj kvar nastupa već oko 50.000 km. A kada izgori HEXFET, nema jednostavnog načina za odvajanje nosača od aluminijskog hladnjaka da bi se zamijenio dio. I da postoji metoda jednaka tvorničkoj kvaliteti – uzalud. Komponenta je loše dizajnirana i nije predviđena da ispravno radi ni kad je nova.
Ovo je vjerojatno najlošija varijanta hibridnog sustava do sada. Najgore od svega? Sve češće slušamo prigovore mehaničara koji odrade redovni servis, a korisnik se vraća s pritužbom: “Sve je radilo prije servisa, sad više ne radi.” Klasična ucjena kojom se odgovornost pokušava prebaciti na servisere.
🔧 Naša preporuka kolegama: Izbjegavajte raditi na ovim vozilima. Previše rizika, nula garancije. Na kraju – vi plaćate za nečiji loš inženjering.
Price:
New – 2000€
EVC –
Error:
U046900 a starter/generator control unit signal is unreliable;
C11CBF0-12V on-board power grid
P0A7D00-hybrid battery charge level is low
P0B2900-hybrid/high-voltage battery deep discharge
Our lab is located on a secured site with access control and closed gates, spontaneous visits are not possible!
Due to high demand and our limited capacity, we may not be able to respond to your requests immediately. Delays of up to 2 weeks are possible due to multiple employees being sick and a shortage of workforce.
📅 Please schedule an appointment in advance via email so we can register your access. Visits without invitation is forbiden.
