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, Citroen eJumpy, Peugeot eExpert, Opel eVivaro, etc… if we hate anything in the world, it’s CRAP factory defect product, no matter what type of drive it is. If you are not interested to findout why, then skip 👇 While auto portals receive money for paid fake news propaganda where Tesla, Hyundai and others are not good product and suddenly Stellantis is good, we have to deal with topics for which they have neither knowledge nor guts. There is one problem, let’s call it the “automotive ra-pe syndrome”, where authorized service providers put vehicle owners in a situation where they think they have no choice, blackmail them with non-existent warranty regulations and other methods of “participation in the warranty cost” for failures in warranty, completely denying the warranty, of course without grounds, or even when owners knowingly buy factory defect car and they hope that they won’t be victims of defects (programmed or factory defects) like these “sponsors” with euro6/7 diesels and hybrids. Then, due to the shamefully high maintenance/repair costs, the owners avoid telling their relatives (wife, boyfriend etc..) and other people because of shame, automotive RA-PE shame. But they contact us in secret, because what fool pays for a healty hybrid battery on which the software counter has counted down to 0, or who on Audi the hybrid pays the hybrid’s alternator €2,500 every 12 months and brags about it, or who brags about changing the BMW chain every 6 months… nobody. We received such an example in the form of the electric eJumpy. Battery defect in 14 months and 1,600 kilometers driven, new vehicle with serial error, warranty denied. The vehicle was bought at an auction from a company in bankruptcy, we were waiting for the papers and by the time everything arrived, 12 months had passed and the service manual, apart from the fact that it exists in digital form and the first service was done, there is no service document for it in paper form and there is no invoice for the first service (we cant get it), which is reason for rejecting the warranty. First, they charged €200 for diagnostics so they could tell him that the battery was €25,000 as a repair cost, then they made up a story that they couldn’t give him a printout of the errors but they charged it!!!!, so we asked ourselves as a “secret shopper” to hear what the employee’s oral crap sounds like on that topic, at the end they gave a printout of errors. We asked for a detailed explanation of why the warranty was rejected, the answer: “INITIAL ACTION was not done”. First service in 20,000 km or 12 months. We specifically emphasized that the vehicle is in our garage and that we do not feel safe if this “initial action” is not taken, because what if the BMW next to it catches fire and eJupmpy also burns, how can we justify that it is not an eJumpy because Diesel BMW catches fire every day… it is better to be safe of those accusations. We askeed thecnician: “Please explain what we need to do so important to reject the guarantee, because safety is at stake”. The employee replies with these words “NOTHING IS THAT IMPORTANT, IT’S AN ELECTRIC CAR THAT DOESN’T NEED MAINTENANCE”. And that’s where he got himself caught, he reluctantly continued printing the service intervals, only to eventually ask him to read to me what it says “orally”… the warranty was rejected because he “did NOT ADD 1L OF WIPER FLUID” which is the only “INITIAL action” as an excuse to take 25,000 from you € for a new battery. We opened this battery and examined it, all the cells are correct, the BMS mistakenly activated the LOCK lvl2 error for which we have no solution and permanently disabled the completely healthy battery pack. Which is basically a serial error for a free recall. They subsequently made another offer for a used battery for €9,000, but that is not yet in the process. The recommendation is, if you plan to upgrade to an EV, advice is to avoid buying anything from the Stellantis until further notice. Only they have a general vehicle warranty related to the powertrain, other manufacturers have not merged the powertrain system with service and service intervals (Tesla, Renault, Ford…) when you buy an EV, ask if the general warranty is separate from the drive system warranty, if not, if they cancel the warranty because of wiper service then don’t buy the vehicle. Autoportals, Šebalji and others are not doing their job, they only cover paid materials and propaganda to your detriment, and consumer protection is not doing anything either, so don’t buy STELLANTIS. We are also writing soon for other PSA EV scraps where every component has a serial error that they successfully reject under warranty. More pictures in the comments. The future is electric, but not from European scrap manufacturers, they don’t know how to make either ICE or EV (which is simpler) 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, Citroen eJumpy, Peugeot eExpert, Opel eVivaro itd… ako išta na svijetu mrzimo to je onda ŠKART, nebitno koji tip pogona je. Ako te ne zanima zašto, preskoči
Dok auto portali primaju lovu za plaćenu fakenews propagandu gdje Tesla, Hyundai i slicni nevaljaju a odjednom stelantis skart valja, mi se moramo baviti temama za koje oni nemaju ni znanja ni m**a. Postoji jedan nazovimo ga “automotive ra-pe sindrom”, gdje vlasnike vozila ovlasteni servisi dovedu u situaciju da misle da nemaju izbora, ucjenjuju nepostojecim pravilnicima i ostalim metodama “učešća u garanciji” na kvar u garanciji, potpuno odbijanje garancije naravno neosnovano ili čak kad vlasnici svjesno kupe škart pa se nadaju da njih neće “potrefit” kao ove sponzore sa euro6/7 dizelima i hybridima. Tad vlasnici zbog sramotno visokih troskova odrzavanja/popravke izbjegavaju pričati bliznjima (zeni, decku, šank supportu) oko sebe zbog srama ali obrate se nama u tajnosti, jer koja budala plati ispravnu bateriju hybrida na kojoj je odbrojio software brojac, ili tko to na audi hybridu plati alternator hybrida 2500€ svakih 12mj i da se time hvali, ili ko se hvali da svakih 6mj mjenja lanac na bmw… niko. Nama je dosao takav primjer u obliku elektricnog eJumpy. Defekt baterije u 14mjeseci i 1600 prijedjenih kilometara, novo vozilo sa serijskom greskom je odbijena garancija. Vozilo kupljeno na aukciji od firme u stecaju, cekali se i papiri i dok je sve stiglo proslo 12mj a servisna osim sto postoji u digitalnom obliku i prvi servis je napravljen, za njega nema servisnu u papirnom obliku i nema racuna za prvi servis, sto je povod za odbijanje garancije. Prvo su naplatili dijagnostiku 200€ da mu mogu reći da je baterija 25000€ kao trosak popravke, onda su izmisljali price kako mu nemogu dati ispis gresaka ali naplatili su istu, pa smo se upitili kao “tajni kupac” da čujemo kao zvuči oralni prdež djelatnika servisa na tu temu uživo, na kraju su dali ispis grešaka. Tražili smo detaljno objasnjenje zasto je garancija odbijena, odgovor: “nije napravljena POČETNA RADNJA”. Prvi servis u 20000km ili 12mj. Izričito smo naglasili da nam je vozilo u garazi i da se ne osjecamo sigurno ako ta početna radnja nije napravljena, jer sta ako se zapali BMW kraj njega pa i on izgori, kako opravdati da nije eJumpy. Daj objasni sta trebamo tako bitno za odbijanje garancije napraviti, jer sigurnost je u pitanju. Djelatnik odgovara ovim rijecima “NEMA STA BITI TOLIKO VAZNO, TO JE ELEKTRICNO AUTO TAJ NEMA ODRZAVANJA”. I tu je se sam upecao, nerado je nastavio printanje servisnih intervala da bi na kraju trazio da mi usmeno procita sto piše… garancija je odbijena jer “NIJE DODAO 1L TEKUCINE ZA BRISAČE” sto je jedna jedina POčetna radnja kao izgovor da vam se uzme 25000€ za novu bateriju. Ova bateriju smo otvorili i ispitali, sve celije su ispravne, BMS je gresko aktivirao LOCK lvl2 gresku za koju nemamo rijesenje i onesposobio trajno potpuno ispravan battery pack. Sto je u principu serijska greska za besplatan opoziv. Naknadno su dali jos jednu ponudu na polovnu bateriju za 9000€ ali to jos nije u procesu. Preporuka je, ako imate plan preci na EV, izbjegavajte do daljnjeg kupovati bilo što iz pljačkantis grupacije. Samo oni imaju opću garanciju vozila vezanu na powertrain, ostali proizvodjaci powertrain sustav nisu uvjetovali servisnom i servisnim intervalima (Tesla, Renault, Ford…) kad kupujete EV pitajte jel opca garancija podjeljena od garancije pogonskog sustava, ako nije, ako zbog servisa brisaca ukidaju garanciju tad ne kupujte vozilo. Autoportali, Šebaji i ostali ne rade svoj posao, pokrivaju samo plaćene materijale i propagande na vašu štetu, a ni zaštite potrošača ne rade nista, zato ne kupujte STELLANTIS. Takodjer uskoro pisemo i za ostale PSA EV škartove gdje svaka komponenta ima serijsku grešku koju uspjesno odbijaju na garanciju. Jos slika u komentarima. Buducnost je elektricna, ali ne od europskih škart proizvodjača, neznaju ni ICE ni EV napraviti (koji je jednostavniji)
HYBRID S400 Mercedes W222.157 – Ako postoji medalja za najgluplji proizvod od početka industrijske revolucije, to je onda HYBRIDNI pogon, a ako postoji trofej najgoreg onda je to Mercedes 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 Mercedese i Hybride 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 kvarova 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.
While somemone close Nordstreams, we deploy Solar UPS “NordStrom 3” recycled Tesla Powered battery pack by EV Clinic. 3D print of the CROBMS and LCD housing is T.S. Custom, Solar panel installation is by Ivan Perić and Victron Energy B.V. Inverters and Mppt. After 6 months planing, designing and logistics of parts, it’s finally finished, it still has some fine tuning but it passed the Thermal test and Function test at 900 Amps in 2 days. System is: 3x MPPT 250/100 10kWp + 3x 13KW Victron Quattro (15000VA) hybrid UPS Recycled defective and used 24 pieces (those that pollute the environment in barrels, kebabs, savi, etc.) 24Volt 200Ah Tesla Model S block with a total NET capacity of 105kWh (usable range) and gross 115kWh, in the process of expanding an additional 35kWh 8 blocks (total net 150kWh) Battery system controlled by CROBMS EV Clinic (Made in Croatia) master system in a box as LowVoltage JunctionBox (DVCC, balancing, temp control, 1200A Contactors junction box, overload protection, over temperature, low temp protection, cell imbalance protection, undervoltage protection, short circtuit protection… and 20 more security systems) The system has 56 temperature sensors and 21312 fuses on the cells and an additional 15 pieces of heavyduty on the busbars.
In addition to the Victron 36kW “baseload” system, at AC OUT1 there is connected ongrid LG panels(it means ongrid to Victron, not hepu) with 10kWp and 10kW 3phase SolarEdge, which shares the LOAD primarily with the consumers of the house and the surplus Victron swallows into batteries (we do not return anything to GRID). . The third additional booster (aka generator) is the GRID itself, which boosts from the controlled 18kw (overload protection, limiter) through the Victron transformer GRID+Battery so that the basic load rises from the HEP limited 18KW to 54KW, which is a total of 64kW of peak system power. The system is galvanically isolated from the GRID, adjusted so that nothing is fed back into the network. Surplus from solar is consumed by Bitcoin miner (purchase of BTC network is over 0.13 € per kWh). The expected life of the battery is an additional 6-10 years, operating conditions and repaired batteries are far milder than in a working vehicle, there are no vibrations, moisture, thermal expansion due to different temperatures and the amperage is lower. 14kw of resistance of the AC system is 340A on the battery, which is equivalent to the power that is on the vehicle about 9.9kW, which means that in some heavy household consumption, the batteries work in twice as easier conditions as on the vehicle. There is no DC ripple and there are no violent amperages like on a vehicle that reach up to 800A. Which means that in order to simulate conditions like in a vehicle, to the power plant (acceleration up to 100 kmh), this system would have to load with 9600A on these 2s12p configurations (12s912p 18650). The system avoided the extension of the GRID connection from 18 to 30 kw, the request was rejected by governmant, and 27000€ was requested for the extension of the transformer station. Avoided red tariff 0.33 per kWh, lease of excellent power and payment of electricity connection 200€ per kW. Full investment repayment is 18-30 months with current average consumption of 3000kWh per month and current kWh prices. Price of the system: energy independence and cheap energy is priceless AMOUNT 64kW three-phase power 22kw of solar panels 150kWh net Tesla battery
This is example why end of life for electric vehicle is no mandatory, every part of EV can be reused again. Even bad and degraded battery can be good for storage system when they are not usable for EV 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.
The infection called “hybrid” has mutated into “Milf Hybrid”, a system where now you get even less for even more money. The system where the generator is also an starter, works at 48 volts via a VFD three-phase inverter mounted on a baredie HEXFET and motor that is cooled by antifreeze, it should cool it but heats it with antifreeze to 95 degrees so it could fail as soon as possible. The electric motor only helps the fossil fart ICE engine to save some money for sponsoring an authorized service or us, so you can’t drive an electric motor independently like with classic Hybrids for sponsoring cottages. We have already had several calls on this topic, but none of them came for analysis. Even one Technician who works in an authorized service center in Munich offered 100 defective pieces to buy for €100 each, he took them out of the trash as if by accident and we should bought them as is, they say “never breaks down” “just fill fuel and drives” until it fails on the road trip to service center. They don’t break down so well that only 100 of them end up in the trash. In case of electric motor failure (aka MHD starter) then even the fossil engine does not start, and according to the “whistleblower” information, this failure occurs already after 50,000 km. Fortunately, the problem is not solvable, when the HEXFET burns out, there is no simple way to separate the baredie support from the aluminum cooler so that a new part can be inserted. Even if there was a method equal to factory quality, this factorz defect crap is not made to be perfect even when it is new, because they messed up the design. So the worrying fact is that this is an even lower quality version of the Hybrid car, the most worrying thing is that very often we hear the whining of mechanics who perform an ordinary service on a car and the customer comes back to them with excuses “that everything worked before, but now it doesn’t work since the service was done”. . Of course, the classic blackmailing of “thies” so that the mechanics bear the costs of maintaining the car. Recommendations to colleagues: avoid working on these vehicles.
Audi VW Mild Hybrid – Zaraza zvana “hybrid” mutirala u “Milf Hybrid”, sistem gdje sad za još više love dobijete još manje. Sistem gdje je alternator ujedno i alnaser, radi na 48 volti preko VFD trofaznog invertera montiranog na motoru sa baredie HEXFET koji se hladi anrifrizom, hladi tj. grije antifrizom na 95 stupnjeva da što prije crkne. Elektromotor samo pomaže fosilnoj prdilici da uštedite nešto love za sponzoriranje ovlastenog servisa ili nas, znači ne možete voziti elektromotorom samostalno kao kod klasičnih Hybrida za sponzoriranje vikendica. Već nekoliko poziva smo imali na ovu temu, ali niti jedan nije došao na analizu. Čak je jedan zemo gastarbajter koji radi u ovlaštenom servisu u Minkenu nudio 100 komada neispravnih da kupimo po 100€, on kao slučajno izvadi iz smeća i mi kao kupimo, kažu “nikad ništa” “nikad se ne kvari” “samo toči vozi” do prvog servisa. Toliko se ne kvare da ih je 100 komada u smeću. Kod kvara elektromotora (aka MHD alnaser) tad ni fosilni motor ne pali a ovaj kvar po “zviždačkim” informacijama nastupa već nakon 50000km. Problem je na svu sreću ne riješiv, kod izgaranja HEXFET ne postoji jednostavan način odvajanja baredie nosača od alu hladnjaka pa da se stavi novi dio. Čak i da postoji metoda ravna tvorničkoj kvaliteti, ovaj škart nije napravljen da bude ispravan ni kad je nov jer su nešto fulali u dizajnu. Znači zabrinjavajuca je činjenica da je ovo još nekvalitetnija inačica Hybridnog škarta, zabrinjavajuća najviše što vrlo često čujemo kukanja mehaničara koji naprave obični servis na autu pa im se stranka vrati sa izgovorima “da je sve radilo prije pa sad ne radi od kako je servis napravljen”. Naravno klasične ucjene djibera da im mehaničari snose troškove održavanja škarta. Preporuke kolegama: izbjegavajte rad na ovim vozilima.
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
– Zaraza zvana “hybrid” mutirala u “Milf Hybrid”, sistem gdje sad za još više love dobijete još manje. Sistem gdje je alternator ujedno i alnaser, radi na 48 volti preko VFD trofaznog invertera montiranog na motoru sa baredie HEXFET koji se hladi anrifrizom, hladi tj. grije antifrizom na 95 stupnjeva da što prije crkne. Elektromotor samo pomaže fosilnoj prdilici da uštedite nešto love za sponzoriranje ovlastenog servisa ili nas, znači ne možete voziti elektromotorom samostalno kao kod klasičnih Hybrida za sponzoriranje vikendica. Već nekoliko poziva smo imali na ovu temu, ali niti jedan nije došao na analizu. Čak je jedan zemo gastarbajter koji radi u ovlaštenom servisu u Minkenu nudio 100 komada neispravnih da kupimo po 100€, on kao slučajno izvadi iz smeća i mi kao kupimo, kažu “nikad ništa” “nikad se ne kvari” “samo toči vozi” do prvog servisa. Toliko se ne kvare da ih je 100 komada u smeću. Kod kvara elektromotora (aka MHD alnaser) tad ni fosilni motor ne pali a ovaj kvar po “zviždačkim” informacijama nastupa već nakon 50000km. Problem je na svu sreću ne riješiv, kod izgaranja HEXFET ne postoji jednostavan način odvajanja baredie nosača od alu hladnjaka pa da se stavi novi dio. Čak i da postoji metoda ravna tvorničkoj kvaliteti, ovaj škart nije napravljen da bude ispravan ni kad je nov jer su nešto fulali u dizajnu. Znači zabrinjavajuca je činjenica da je ovo još nekvalitetnija inačica Hybridnog škarta, zabrinjavajuća najviše što vrlo često čujemo kukanja mehaničara koji naprave obični servis na autu pa im se stranka vrati sa izgovorima “da je sve radilo prije pa sad ne radi od kako je servis napravljen”. Naravno klasične ucjene djibera da im mehaničari snose troškove održavanja škarta. Preporuke kolegama: izbjegavajte rad na ovim vozilima.
