Kia SOUL EV – Our favorite EV is stuck in the throes of extreme degradation and just when you think you need a new battery, our EVC lab becomes your salvation because we repair it on component level by changing cells. The vehicle that was previously driven in hot Spain left a mark on the battery cells, which apparently damaged almost half of the battery system due to poor cooling and high operating temperatures. The story here is deeper than the degradation of the battery itself, because there is also the “degradation” of the KMAG user experience, which has become extremely unfriendly in terms of conditions and fulfillment of warranty requirements. Here, the warranty on the battery, which is still active, was completely unjustified declined, because the service book (wtf is service book for EV) is missing. The already familiar story with KMAG, where we witnessed several times the rejection of the warranty for completely unfounded reasons, for example by asking for the invoice of some first service and similar “strange” stories where they tied the general warranty to the warranty of the drive system which is extremely stupid and invented just to be the reason to reject warranty. But where KMAG “bendovers you”, EV Clinic try to save you. With a short run-in test, we isolated the worst cells of the “first layer refurbish”, replaced them with LGX cells from the Hyundai Ioniq, given to us by our colleague Peter from Slovenia and a colleague from France with almost new SK Innovative cells. We had enough to repair half a battery pack. We changed all the upper “overheated” cells and made the first test, which under the new “second layer refurbish” showed an additional 8 groups in bad condition. The third layer and the test showed that the complete group 1-14 under the passenger side is extremely bad and we decided to change the complete block by changing all cells. Through the tests, we had from the initial 50 km of range, to the 85, 105 and then at the last 118 km of range, which brought the condition of the battery to a usable state for use in the next 1-2 years, where we can only hope that some aftermarket solution for cells with approximately the same dimensions will come out. Because dimension of cells about 10.5 mm is the decisive factor. In the second layer, we had only 19 kWh of the declared 28 kWh on measurement, which is about 65% SOH or 35% Degradation. In the last “layered refurbish”, we measured a usable 22kWh, which is about 75% SOH or 25% degradation, which is a big change in any usable case. We will remove the vehicle from the list of recommendations and suggest Kia NIRO EV, which has Active thermal control with antifreeze and coolant plate with same cells.
Kia SOUL EV – Naš omiljeni EV zaglavio u mukama ekstremne degradacije i taman kad pomisliš da ti treba nova baterija, naš lab ti postane spas. Vozilo koje je predhodno voženo u vrućoj Španjolskoj ostavilo je trag na baterijskim ćelijama koje su izgleda zbog lošeg hladnjenja i visoke radne temperature oštetile skoro pola baterijskog sustava. Ovdje je priča i dublja od same degradacije baterije, jer postoji i degradacija KMAG korisničkog iskustva koji su postali izrazito extremni po pitanju uslova i ispunjavanja garancijskih zahtjeva. Ovdje je potpuno neosnovano odbijena garancija na bateriju, koja je jos aktivna, jer nedostaje servisna knjiga (wtf servisna za EV). Već poznata priča sa KMAG gdje smo nekoliko puta svjedočili odbijanju garancije iz potpuno neosnovanih razloga, trazenjem računa nekog prvog servisa i slične nebuloze gdje su opću garanciju vezali za garanciju pogonskog sustava. Ali tamo gdje KMAG “otudji”, EV Clinic vrati. Kratkim uhodanim testom izolirali smo najgore ćelije “prvog sloja zahvata”, promjenuli LGX celijama iz Hyundai Ioniq koje nam ustupio kolega Peter iz Slovenije i kolega iz Francuske sa skoro novim SK Innovative celijama. Imali smo dovoljno za reparaciju pola battery pack. Izmjenuli smo sve gornje “overheated” celije i napravili prvi test koji je pod novim “drugim slojem zahvata” pokazao dodatnih 8 grupa u losem stanju. Treci sloj i test je pokazao da je kompletna grupa 1-14 ispod suvozaceve strane izrazito loša i odlučili smo mjenjati kompletan blok. Kroz testove smo imali od pocetnih 50km dometa, 85, 105 i zatim na zadnjem 118km dometa sto je dovelo stanje baterije u upotrebljivo stanje za koristenje narednih 1-2 godine gdje se mozemo samo nadati da ce izaci neko aftermarket rijesenje za celije priblizno istih dimenzija, jer debljija celije od 10.5mm je odlučujući faktor. U drugom sloju smo imali od deklarirani 28kWh na mjerenju samo 19 kWh sto je od prilike 65% SOH ili 35% Degradacija. U zadnjem “slojnom zahvatu” smo na mjerenju dobili usable 22kWh sto je oko 75% SOH ili 25% degradacija što je u svakom slučaju veliki pomak. Vozilo ćemo maknuti sa liste preporuka i predložiti Kia NIRO EV koji ima Active thermal control sa antifrizom i coolant plate.
OEM KMAG Kia – 28400 EURO EV CLINIC – 2000-6000 EURO Part numbers: 37513-E4000, 37501-E4000, Mobis, SK Innovative, Errors – Low range, Low SOH,
I thought I’d retire in a cottage of sponsored hybrids before some Model 3 with a defective out-of-warranty powertrain came into my LAB. A failure caused by mechanical damage to the battery case at high speed on the highway. On the road, the driver picked up a piece of metal (not an n47 chain) with the right front wheel, which hit and broke the battery case in an area where it can’t even be seen behinde wheel liner. After a month of driving, due to the penetration of moisture, water, rain and other leaking oils (Punto, Passat, Golf…) the Alert that 400v is touching chasis came on, in practice called “Iso fault”. After starting the warranty process at the authorized service center because the hole was not visible, after additional checks and almost replacing the battery in the warranty, a problem was noticed and the warranty was rejected. Mechanical damage of any kind is not part of the warranty!!! There is a tolerance of case bending to the inside up to 8mm, but case penetration and water ingress are not part of it. The preliminary estimate for the battery change is €11,800, which is cheaper than the 651, n47, n57, b47, 654 diesel engines, but certainly too much for anyone to give up on that much money at once. Our task was to solve the battery without dismantling, patch the hole and dry the closed battery without taking it off the car… that means absolute improvisation and tool making with solving the problem 100%. First, we opened the umbrela valve vents on the battery, which has 2, then we made an artificial heated “greenhouse” around the battery and an irradiation system to extract moisture. We let the system run for 14 days for 10 hours to heat the case to 48 degrees while the rest of the “cooker system” does its job to extract moisture. After 2 weeks of labor Isolation returned to 4.8Mohm before and after the contactor… that means the battery is finally saved. However, repeated isolation breaches have left the security system in a locked state with error BMS_a027, an error that, with its number 027, oozes trouble as it is a FATAL FLAG (latching alert) to protect the system from further or larger problems. It limits the system permanently and the service ToolBox does not have a function like for Model S and X, which is called “ISO Counter Reset”, this time for Model Y and 3 this function has been moved to the Tilburg refurbish battery center where the battery repair team resets on the bench via CAN BUS. We solved the problem and the consequences, but now the most difficult part remains, how to clean the firmware safety system. We work for the first time, we read the processor for the first time, which fortunately does not have a locked JTAG, and we look for the HEX FLAG in the sea of data. After a few hours of work, we cleared the FLAG, redeployed the system again and BMS removed the error. VOILA, the battery was solved and the owner was saved by a 3rd party solution for the first time in the world. It means another example, that it is not necessary to change the entire battery, but to solve the problem in segments.
HRVATSKI:
Tesla Model 3 LR – NEISPRAVNA BATERIJA NIKAD SE NE MIJENJA CIJELA – Mislio sam da ću otići u mirovinu u vikendici sponzoriranih hybrida prije nego mi dodje neki Model 3 sa defektnim pogonom izvan garancije. Kvar koji je uzrokovan mehaničkim oštećenjem baterijskog kućišta pri većoj brzini na autocesti. Vozač je na cesti pokupio desnim kotačem komad metala (nije n47 lanac) koji je lupio i razvalio kućište baterije u zoni gdje se ne vidi ni na dizalici jer bas tu pokriva PVC wheel liner. Kroz mjesec dana vožnje zbog penetracije vlage, vode, kiše i ostalog ulja (punto, passat…) upalila je se greška da 400v probija na šasiju, u praksi zvan “Proboj izolacije”. Nakon započete garancije u ovlaštenom servisu jer rupa nije bila vidljiva, nakon dodatnih provjera i skoro pa zamjene baterije u garanciji uočen je problem i garancija je odbijena. Mehanička oštećenja bilo kojeg oblika nisu dio garancije!!! Postoji tolerancija udubljenja kućišta do 8mm ali proboj kućišta i voda nisu dio toga. Predračun za izmjenu je 11800€ što je jeftinije od 651, n47, n57, b47, 654 i ostalih nikad ništa motora, ali svakako prevelika svota za bilo koga i čega. Zadatak nam je bio da riješimo bateriju bez demontaže, zakrpamo rupu i osušimo zatvorenu bateriju… znači apsolutna improvizacija i izrada alata a da se problem riješi 100%. Prvo smo otvorili oduške na bateriji koji ima 2, zatim smo napravili umjetni plastenik oko baterije i sustav ozračivanja za izvačenje vlage. Sustav smo pustili da radi 14 dana po 10 sati da zgrije kućište na 48 stupnjeva dok ostata “pastenika” radi svoj posao. Nakon 2 tjedna izolacije se vratila na 4.8Mohm prije i poslje kontaktora… to je to baterija spašena. Medjutim uzastopni proboj izolacije je ostavio sigurnosni sustav u zaključanom stanju sa greško BMS_a027, greška koja svojim brojem 027 odiše problemom jer je to FATAL FLAG da zaštiti sustav od daljnjih ili većih problema. Limitira sustav trajno i servisni ToolBox nema funkciju kao za Model S i X koja se zove “ISO Counter Reset” ovaj put za Model Y i 3 ta funkcija je preseljena u Tilburg refurbish battery centar gdje ekipa koja reparira baterije resetira na stolu preko CAN BUS. Mi smo riješili problem i posljedice ali sad je ostao najteži dio, kako očistiti firmware safety sustav. Prvi put radimo, prvi put čitamo procesor koji sva sreća pa nema zaključan JTAG i tražimo HEX FLAG u moru podataka. Nakon par sati posla očistili smo FLAG, napravili redeploy sustava opet i BMS je maknuo grešku. VOJLA, baterija je riješena i vlasnik spašen 3rd party riješenjem po prvi put u svijetu. Znači još jedan primjer, da nije potrebno mjenjati cijeli bateriju već riješiti problem u segmentima.
Errors: BMS_a027 , BMS_f027, BMS_w027, BMS_a170 Part number: 1104423-00-N, 1106394-01-H, Processor: TMS320LS , SPC5746CSMKU6 1N84S Tesla OEM: 11800€ (inc VAT) EV Clinic pricelist: *diesel is cheaper – 69000€ *hybrid is better – 96000€ *ev is better – 1200€
EVC eMoblity without borders is organized now with flatrate vehicle delivery from anywhere to Zagreb with acceptable prices together with Auto Centar Horvat big towing agency. Horvat delivered Taxi Model S P85 from Amsterdam to Zagreb for battery pack repair for just 600€ (ex Tax). Now price increased for towing from 600 to 1000-1200euro. Car had 420000km with failed BMB and locked BMS with error BMS_u029. This is one of the worst errors you could get on Model S, lot of workshops tried to solve it but failed. We reversed engineered it for 3 months and found all causes and possible defects which pop’s up that error. Customer who showed respect and trust to send his Tesla to Zagreb received 2000€ discount. We do not only repair those defects, we prevent them from happening again.
If you are located north side of EU (Germany, Austria, Poland, Denmark, Netherland …) Your agent for tow service is : FILIP 00385913111130 https://ac-horvat.hr/
Italy and Slovenia, your agent is : JOSEF +38651221000 Italy, Slovenia, Austria, your agent is : ILIJA +385981613684 Slovenia, your agent is: Potočnik +38641621657 Austria, your agent is: Kristijan +4369916413788 Italy, Austria, Germany, Switzerland, your agent is: Kosmin+393276775357
If you are from any other Countries and other agencies are unable to help you URGENTLY, you can call our local Croatia Batman Kelava : +385914455414
Previously, who missed the fact that certain renowned manufacturers from 2020 have electric motors already at 30,000 km and they are not under warranty, here we have a completely different example where a Renault Zoe with a 22kwh battery, 10 years old, outside of all warranties with a defect in the electric motor, believe it or not, comes to us from Mercedes this STILL drives 200,000 km. The owner showed his trust, brought Zoe on wheels so that we could at least try for the first time in the workshop to solve the starting Continental electric motor that buzzes under braking and at most speeds. The removal procedure is a bit longer, everything has to be disassembled from the electronic modules and half-shafts in order to lower the engine through the lower opening on the bridge (subframe). We disassembled the engine and the condition was quite bad. The engine would soon squeal all the way through the bearings and smash itself through the housing with torque. Here, the differential oil is full of foam, burnt and all the bearings are damaged. As on the Mercedes EQV, here the “transmission parking lock” made up stupidity transferred from the fossils caused the same problem. The hammering of the engine brake lever from the rotor broke the bearing in the housing and the bearing housing itself in the differential cover. The dosjed was so broken that the bearing completely rotated in the housing and burned the dosjed and warped part of the surface. Bearings are readily available, commercial and almost all but two on the output differential. The manufacturer used for the bearings was Koyo. Now let’s moisten the diesel fans and their bearings a little, here it is evident that the oil in the differential needs to be changed (so not in the electric motor) in order to possibly prevent the bearings from wearing out due to oil splatter and contamination, it takes about 0.9l 75W. But the parking lock EV killer is still there to make your life miserable. The recommendation for changing the oil is about 100,000 km. And even without that, this Zoe is indestructible and recommended by EVC as a second vehicle for the city.
HRVATSKI:
I finalno … Renault Zoe 2014 Q210
Prethodno tko je preskocio kako odredjenim renomiranim proizvodjacima iz 2020 godine odlaze elektromotori vec na 30000km i nisu u garanciji, ovdje imamo totalno drugi primjer gdje nam dolazi Renault Zoe sa 22kwh baterijom star 10 godina izvan svih garancija sa defektom elektromotora koji vjerovali ili ne vi iz Mercedesa ovaj JOŠ vozi na 200000km. Vlasnik je ukazao povjerenje, dovezao Zoe na kotačima da bar probamo po prvi put u radioni rijesiti i taj start Continental elektromotor koji zuji pod otprecenjem i na vecin brzinama. Procedura skidanja je malo duža, sve se mora naprijed rastaviti od elektronskih modula i poluosovina da bi se motor spustio kroz donji otvor na mostu (subframe). Motor smo rastavili i stanje je bilo poprilično loše. Motor bi ubrzo zacvikao skroz na lezajevima i razvalio sam sebe obrtnim momentom kroz kućište. Ovdje je ulje diferencijala puno špene, spaljeno i svi lezajevi oštećeni. Kao i na mercedesu EQV ovdje je “transmission parking lock” izmisljena glupost prenešena sa fosilaca napravila isti problem. Zakucavanje poluge kočenja motora od rotor je razbila lezaj u kućištu i samo kućište ležaja u poklopcu diferencijala. Dosjed toliko razvaljen da je ležaj kompletno vrtio u kućištu i spalio dosjed i potokario dio površine. Ležajevi su lako dobavljivi, komercijalni i skoro svi osim dva na izlaznom diferencijalu. Proizvodjača za lezajeve su koristili Koyo. Sad da malo navlažimo dizel fanove i njihove desanke, ovdje je evidentno da je potrebna izmjena ulja u diferencijalu (znaci ne u elek motoru) kako bi mozda sprijecili trosenje lezajeva zbog špene i kontaminacije ulja, ide ga oko 0.9l 75W. Ali parking lock EV killer je i dalje tu da vam zagorča život. Preporuka za izmjenu ulja je oko 100000km. A čak i bez toga ovaj Zoe je neunistiv i preporuka EVC kao drugo vozilo za grada.
Wrote several times and repeated… there is no worse, more expensive and poorer quality vehicle than this in 100 years of the auto industry. In case of any malfunction, you must remove the complete electric drive. When you unscrew the 350 bolts, cables, connectors, covers, then you get to the DCDC buck converter that charges the 12V battery from the large 400 volt drive battery which is in defect. Sounds simple? However, it is even worse. In case of any failure, the authorized service changes the complete drive, and according to the latest information, it is 5500 euros. The agony of the owner’s first phone call and the concussion of the Mercedes repair offer is unbelievable. If it says DCDC is in defect, then you change: RLC Filter + DCDC + OBC + VFD Inverter… EVERY TIME anything fails. If your OBC fails, you change everything again because everything is implemented in one aluminium box on the electric motor. The sale of each individual components is not available, so each failure on that part costs 5,500 euros. In addition, a couple of defective electric motors (buzzing, scraping, rattling etc.) have already been recorded at 100,000 km, but we have not worked to analyse any of them yet. The warranty on the mentioned components is 2 years or 20,000 km and most owners experience the “organized” DE-electrification of the German industry with a low-quality drive system in the very early phase of using the vehicle. But that’s not all, as in TOP SHOP, if you don’t get any of that, there are still several programmed failures on the 14,000 euro battery, serial error of the BMS system (HW), serial error of the firmware system in the BMS, crash lock, counter. how many times have you contacted us, etc… For 2 years we have researched all possible faults, all possible solutions and repairs, there is no fault that can surprise us and it is a great shame that a reputable manufacturer has completely ruined the Smart 453, which is an irreplaceable city EV . But this is nothing new, they have ruined all the powertrains since 2010.
HRVATSKI
Pisali nekoliko puta i ponavljali… ne postoji gore, skuplje i nekvalitetnije vozilo od ovog u 100 godina auto industrije. Kod bilo kojeg kvara, morate vaditi kompletan elektropogon. Kad odšarafite 350 šarafa, kablova, konektora, poklopaca, tada dodjete do DCDC buck konvertera koji puni 12V akumulator iz velike pogonske 400 volt baterije. Zvuči jednostavno? Međutim još i gore je. Kod bilo kojeg kvara ovlašteni servis mjenja kompletan pogon i po zadnjim informacijama je 5500eura. Agonija prvog telefonskog poziva vlasnika i potres mozga od Mercedes ponude za popravak je nevjerovatna. Ako crkne DCDC, onda mjenjaš : RLC Filter + DCDC + OBC + VFD Inverter… SVAKI PUT. Ako ti crkne OBC, opet mjenjaš sve jer sve je implementirano u jednu aluminijsku kutiju na elektromotoru. Prodaja posebnih komponenti nije dostupna i tako svaki kvar na tom čmartu košta 5500 eura. Osim toga evidentirano je par defektnih elektromotora (zujanje, struganje itd) vec na 100000km ali nismo još niti jedan radili da aniliziramo. Garancija na pomenute komponente je 2 godine ili 20000km i većina vlasnika iskusi “organiziranu” DEelektrifikaciju njemacke industrije nekvalitetnim pogonskim sustavom u vrlo ranoj fazi korištenja vozila. Ali to nije sve, kao u TOP SHOPu, ako vam ne crkne ništa od toga, tu vas još čeka nekoliko programiranih kvarova na bateriji od 14000 eura, serijska greska BMS sustava (HW), serijska greska firmware sustava u BMS, crash lock, brojač koliko puta ste dali kontakt itd… Mi smo 2 godine istraživali sve moguće kvarove, sve moguće solucije i reparacije, ne postoji kvar koji nas može iznenaditi i velika je štata da je jedan remonirani proizvodjač upropastio u potpunosti Smart 453 koji je nezamjenjiv gradski EV. Ali to nije ništa novo, upropastili su sve pogone od 2010 godine.
Part number: A4533404500, 292A05698R
Error: P0852F1, P085296
OEM Workshop: 5500 euro
EV Clinic: 1500 euro
What we offer:
-Full powertrain disassembly training
-Full DCDC Repair training
-Full OBC Repair training
-Full Drive inverter cloning, programming and repair training
-Full Battery repair training
-Full BMS software reading, writing and programmed defect reset training
Nissan’s careless approach to isolation issues and potential short circuits in their batteries is an engineering disaster waiting to happen, posing an extreme danger to vehicle safety and passengers. DONT BUY THIS CRAP
Nissan Leaf 2gen – What can I say except that Nissan, in its efforts to do something under the leadership of Carlos Ghosn, successfully ruined both the first and second generation of the electric pioneer Nissan Leaf. The first time I forgive that they made a scrap battery without active cooling and heating of the cells, but the second time I don’t forgive that the battery is in the service for same reason at 130000km. It was not technology that does not exist, cooling plates and other successful methods of active thermal management. They have already routed the antifreeze pipes to cool the OBC, which means they could also go into the battery. The story also becomes controversial with the authorized service because in an effort to use the owner’s lack of knowledge of the vehicle on a 130tkm vehicle whose battery is still under warranty to force him to change the Onboard charger, which was not the cause at all. The problem is that the OBC on the Nissan Leaf is the most expensive in the world and costs around €7,000-8,000. First, they would charge for the component that is not covered by the warranty, after that, because there is no refund, they would have to search further… but the man would have to spend €8,000 on diagnostics!!! there are cases when you have to change the parts with “artillery halfing” in order to trace the defect, but this is not dificult breakdown of the insulation on the EV. It’s like an oil leak from a Mercedes, you see a spot and look for where it’s leaking from. There is a tool and a method for quite simply searching for ISO defects. After 20 minutes of measurement, it was quite clear to us that the OBC and the rest of the system do not have a problem, but that the problem is with the battery itself. We expected moisture or water inside, but it wasn’t either. The problem literally pierced the eyes, the overheated cells in the rear part of the battery case, which stand vertically, inflated and tore the steel cage, inflated and twisted the individual block case (of which there are 24) so that on 2 blocks the sharp protective sheets themselves pierced through the protective film of the cell and they started to corrode. Not in one but in 2 places, which could also cause a short circuit of two different series and eventually a fire. The lack of active cooling and heating of the battery is a failure of epic proportions on a vehicle that has DC charging, and to do it in two generations of vehicles. Any battery without it is designed to be disposable, non-repairable and certainly a reason to be a reason NOT buying such a vehicle. Nissan is the biggest culprit of eMobility stereotypes such as “the battery is expensive”, “it must be completely replaced”, “it cannot be repaired”. Nissan has done damage to the EV automotive community for the next 50 years with their scrap battery system, their system is the basis of all the stereotypes that have been created in the last 10-12 years, because they are truly correct. Only their battery is impossible to repair, only their battery falls apart at 100tkm, only their battery is the most expensive in the world, only their battery is more expensive than the entire vehicle. Etc, etc, etc. On this vehicle, according to a brief analysis, there was a sudden boiling of the cells because the owner probably charged the Chademo DC fast charger while the battery was cold or even at minus temperatures. The inflating cells damaged the cage and protection until it broke through the insulation. We bent metal sheets and the car is now driving, but the battery is permanently damaged and cannot be repaired, it needs a new one… and it needs to run again at 100,000 km because it was designed that way. We do not recommend the Nissan Leaf for any commercial use as there is no way to amortize the cost of battery failure. Recommendation //do not buy// . For short distances, 1 distance per day or if you drive more with stops, so that it’s not cold or hot, maybe it can last a few more km. Leaf also has the most expensive components in the world. Also in the picture with the cell voltage graph, that’s the battery death curve. The test is done so that at a location where there is a constant uphill, you set the throttle to 80% and keep the load constant for 30-40 seconds (MEASURING IS WRONG IN STANDSTILL). Even under load, you can see the voltage drop, the higher the voltage drop, the worse certain cells are. You put LeafSpy on the screen record and whatch. If you have a “wave” curve, the battery needs to be changed.
NISSAN LEAF – DANGEROUS FACTORY BATTERY SYSTEM ERROR Report: Analysis of Battery Issues in Nissan Leaf Vehicles – RECALL SYSTEM
Introduction: Electric vehicles (EVs) are positioned as symbols of technological progress and sustainable mobility. Considering its pioneering role, the Nissan Leaf should be an example of safety and reliability. However, battery technical issues raise questions about the integrity of this model.
Fundamentals of Electric Mobility – Battery Systems and Nissan’s Failure
a) Introduction to electric vehicle battery systems and Nissan’s failure: Electric vehicles (EVs) represent the future of sustainable mobility. The central part of every EV is its battery system. However, while most manufacturers have recognized the criticality of this component, Nissan, unfortunately, neglected some key aspects, questioning the safety and reliability of their vehicles.
b) Chemical components and battery operation – where did Nissan fall short? Every battery utilizes chemical reactions to generate electric energy. But the quality of these cells and the chemical processes within them are crucial. While other manufacturers have used high-quality materials and processes, it raises questions as to whether Nissan used subpar components or manufacturing processes that led to a series of issues with their battery systems.
c) Thermal management – Nissan’s significant oversight: Batteries generate heat during operation, and managing this heat is crucial for safety and efficiency. Many manufacturers have implemented sophisticated thermal management systems. Nissan, on the other hand, seems to have not given priority to this critical component, resulting in issues like overheating and battery swelling.
d) Battery system design and integration – Nissan’s incomplete approach: While most EV manufacturers carefully integrate battery systems to optimize performance and safety, Nissan’s problems indicate potential compromises in this critical design aspect. Their battery issues could be a result of poor integration decisions or even the use of cheaper materials and components.
e) Future battery technologies – will Nissan keep up or lag behind? Considering ongoing innovations in battery technologies, manufacturers are expected to continue improving. However, with the current problems in Nissan Leaf batteries, the question arises as to whether Nissan is ready to keep up with the competition or will continue making compromises at the expense of the safety and reliability of their vehicles.
Isolation Breakdown – Nissan’s Inexcusable Failure and Silent Threat to Consumers
a) Isolation – the lifeblood of every battery: Any competent company involved in electric mobility understands that isolation is vital for the proper functioning and safety of battery systems. Isolation prevents unwanted current flow and potential short circuits. Nissan’s failure to grasp this basic fact is not only unacceptable but also negligent.
b) How did Nissan allow isolation breakdown? While many manufacturers invest significant resources in ensuring the reliability of battery isolation, it seems that Nissan skipped this crucial phase or, at the very least, took it lightly. Was this an attempt to cut costs or simply poor engineering judgment? The consequences are clear and devastating for vehicle owners and beyond.
c) Consequences of isolation breakdown and Nissan’s negligence: When isolation breaks down, short circuits become likely, which can lead to fires, damage to other components, and potential hazards for drivers and passengers. For Nissan, consciously or unconsciously allowing such problems in their vehicles is not just a design failure but complete disregard for the safety of their users.
d) Ignoring the problem and the absence of corporate responsibility: Based on numerous owner reports, it seems that Nissan often ignores or downplays this problem, leaving owners to deal with the consequences. This behavior not only indicates a lack of corporate responsibility but also complete indifference to loyal users and their safety.
e) Trust issue and Nissan’s future position in the market: With a series of battery problems, Nissan not only loses the trust of existing users but also risks its reputation among potential customers. As the electric vehicle market continues to evolve, Nissan may find that its failures and negligence have resulted in the loss of a crucial market position that may be difficult, if not impossible, to regain.
Environmental Impact and Nissan’s Fall from the Sustainability Pedestal
a) Electric vehicles – the expected symbol of sustainability: Electric vehicles have been presented to the public as a symbol of environmental awareness and a step toward reducing harmful emissions. In simple terms, the transition to electric vehicles should be a key contribution to preserving our planet for future generations.
b) Expectations from Nissan as a pioneer: As one of the pioneers in the EV industry, Nissan was expected to set high standards not only in performance and reliability but also in the environmental footprint of its products. The concept of sustainability is not only related to emissions but also to the durability and reliability of components, especially batteries.
c) The unsustainability of defective batteries: The problems with Nissan’s batteries are not just technical issues. Every defective battery that needs replacement represents an environmental burden. Not only is there a question of the disposal of defective batteries, but also the production of new batteries, which includes mining, transportation, manufacturing, and all other factors contributing to the carbon footprint.
d) Loss of trust and the environmental vision: With battery problems, Nissan has lost much more than just the trust of its customers. It is losing its position as a leader in ecological mobility. This reputational loss can have long-term consequences for the company, especially in a world where sustainability and environmental responsibility have become key factors in consumer decision-making.
e) A change in Nissan’s strategy is needed: Nissan must acknowledge and address these problems not only for ethical reasons but also for its long-term viability in the market. The first step is recognizing the problems and then investing in research and development to ensure that such problems do not recur. Only through transparency, innovation, and a genuine commitment to environmental sustainability can Nissan regain the trust of its customers and become a leader in sustainable mobility again.
f) Conclusion – From pioneer to an environmental concern: Nissan, once a pioneer of the electric revolution, is facing a crisis that strikes at the core of its environmental ambitions. To regain trust and its environmental pedigree, Nissan must act swiftly and decisively to address these issues, providing its customers and the planet with the solutions they deserve.
Necessary Action a) Recall of all vehicles and thorough inspection: It is evident that there is a serious and potentially dangerous factory error with the Nissan Leaf battery system. Considering the safety risks, an urgent recall of all affected models is recommended. b) Long-term solutions and manufacturer responsibility: In addition to immediate fixes, Nissan must reconsider its approach to designing and manufacturing battery systems. Investing in research and development of higher-quality battery solutions is necessary to ensure the safety and reliability of future models. c) Demand for transparency: In light of these issues, greater transparency from Nissan towards its customers and the public is required. This includes openly acknowledging the problems, providing regular updates on the steps the company is taking to address them, and outlining plans to prevent similar issues in the future.
This report confirms the seriousness of the battery problems in Nissan Leaf vehicles and emphasizes the need for urgent intervention to ensure the safety of users and protect the reputation of the Nissan company.
HRVATSKI:
Nissan Leaf 2gen – Što reći osim da je Nissan u svojim nastojanjima da napravi nešto pod vodstvom Carlosa Ghosn uspjesno upropastila i prvu i drugu generaciju električnog pionira Nissan Leaf. Prvi put oprostim sto su napravili škart bateriju bez aktivnog hladjenja i grijanja ćelija, ali drugi put ne praštam i da je baterija džaba u servisu. Nije to bila tehnologija koja ne postoji, cooling plate i ostale uspjesne metode active thermal management. Oni su vec proveli cijevi antifriza da hladi OBC znaci mogli su i u bateriju. Priča i sa ovlastenim servisom postaje sporna jer u nastojanju da na vozilu od 130tkm kojemu je baterija jos u garanciji iskoristili su nepoznavanje vozila vlasnika da mu nametnu izmjenu Onboard chargera koji uopce nije bio uzrok. Problem je sto je OBC na Nissan Leaf najskuplji na svijetu i dodje oko 7000-8000€. Prvo bi naplatili komponentu koja nije u garanciji, nakon toga jer nema povrata novca morali traziti dalje… ali covjek bi morao potrositi 8000€ na dijagnostiku!!! postoje slucajevi kad se mora ici izmjenom “topnickog polovljenja” da bi se uslo u trag defektu ali proboj izolacije na EV to nije. To je kao curenje ulje iz mercedesa, vidis fleku i trazis odakle curi. Postoji alat i metoda za sasvim jednostavno trazenje ISO defect. Nama je nakon 20 minuta mjerenja bilo sasvim jasno da OBC i ostatak sustava nemaju problem, vec da je problem na samoj bateriji. Očekivali smo vlagu ili vodu u unutrasnjosti ali nije ni to. Problem je doslovno probadao oči, pregrijane ćelije u zadnjem dijelu baterijskog kucista koje stoje vertikalno su se napuhnule i rastrgale celicni kavez, napuhale i pomotale pojedinacna kucista blokova (kojih ima 24) da su na 2 bloka sami oštri zastitni limovi prdrli kroz zastitnu foliju ćelije i pocele nagrizati. Ne na jednom vec 2 mjesta, sto je ujedno moglo izazvati i kratak spoj dvije razlicite serije i na kraju požar. Nedostatak aktivnog hladjenja i grijanja baterije je promasaj epskih proporcija na vozilu koje ima DC punjenje i to napraviti u dvije generacije vozila. Svaka baterija bez toga je osmisljena da bude za jednokratnu upotrebu, nepopravljiva i svakako razlog da bude razlog NEkupnje takvog vozila. Nissan je najveci krivac eMobility stereotipa kako je “baterija skupa”, “mora se kompletna mjenjati”, “ne moze se popraviti”. Nissan je škart baterijskim sustavom napravio stetu EV automotive zajednici narednih 50 godina, njihov sustav je temelj svih stereotipa koji su nastali u zadnjih 10-12 godina, jer uistinu su i točni. Jedino njihovi bateriju je nemoguce popraviti, jedino njihova baterija se raspane na 100tkm, jedino njihova baterija je najskuplja na svijetu, jedino njihova baterija je skuplja od cijelog vozila. Itd itd itd. Na ovom vozilu po kratkoj analizi doslo je do naglog kuhanja celija jer je vjerovatno vlasnik punio na Chademo DC brzi punjac dok je baterija bila hladna ili cak na minus tempersturi. Puhanje motalo kavez i zastitu dok nije probilo izolaciju. Limiće smo vratili i auto sad vozi ali baterija je trajno ostecena i nema popravke, mora nova… i mora opet crknuti na 100000km jer je tako dizajnirana. Nissan Leaf ne preporucamo ni za kakvu komercijalnu upotrebu jer ne postoji nacin da amortizirate trosak kvara baterije. Preporuka //ne kupovati// . Na kratke relacije, 1 relacija dnevno uz pauze ako je vise, da se ne puni hladna a ni vruca, mozda izdrzi koji km vise. Takodjer Leaf ima i najskuplje komponente na svijetu. Takodjer na slici sa grafom napona celija, to je krivulja smrti baterije. Test se radi tako da na lokaciji gdje je konstantna uzbrdica, podesis gas na 80% i drzis konstantno opterecenje 30-40 sekundi. I pod opterecenjem citas pad napona, sto je pad napona veći to su odredjene celije u gorem stanju. LeafSpy stavis na screen record i pratis. Ako imas sisatu krivulju, baterija je za izmjenu.
NISSAN LEAF – OPASNA TVORNIČKA GREŠKA NA BATERIJSKOM SUSTAVU
Elaborat: Analiza Baterijskih Problema na Nissan Leafa vozilima – SUSTAV ZA OPOZIV
1. Uvod:
Električna vozila (EV) postavljena su kao simbol tehnološkog napretka i održive mobilnosti. S obzirom na svoju pionirsku ulogu, Nissan Leaf trebao bi biti primjer sigurnosti i pouzdanosti. No, tehnički problemi s baterijom postavljaju pitanja o integritetu ovog modela.
2. Temelji Električne Mobilnosti – Baterijski Sustavi i Nissanova Pogreška
a) Uvod u baterijske sustave električnih vozila i Nissanov neuspjeh:
Električna vozila (EV) označavaju budućnost održive mobilnosti. Središnji dio svakog EV-a je njegov baterijski sustav. No, dok je većina proizvođača shvatila kritičnost ovog elementa, Nissan je nažalost zanemario neke ključne aspekte, dovodeći u pitanje sigurnost i pouzdanost njihovih vozila.
b) Kemijske komponente i rad baterija – gdje je Nissan zakazao?
Svaka baterija koristi kemijske reakcije da bi generirala električnu energiju. Ali kvaliteta tih ćelija i kemijski procesi unutar njih kritični su. Dok su drugi proizvođači koristili vrhunske materijale i procese, postavlja se pitanje je li Nissan koristio subpar komponente ili proizvodne procese koji su doveli do niza problema s njihovim baterijskim sustavima.
c) Termalna upravljanja – Nissanov veliki previd:
Baterije proizvode toplinu tijekom rada, a upravljanje ovom toplinom ključno je za sigurnost i učinkovitost. Mnogi proizvođači implementirali su sofisticirane sustave za termalno upravljanje. Nissan, s druge strane, izgleda da nije dao prioritet ovoj kritičnoj komponenti, rezultirajući problemima poput pregrijavanja i napuhivanja baterija.
d) Konstrukcija i integracija baterijskih sustava – Nissanov nepotpun pristup:
Dok je većina proizvođača EV-a pažljivo integrirala baterijske sustave kako bi optimizirala performanse i sigurnost, Nissanovi problemi ukazuju na moguće kompromise u ovom ključnom aspektu dizajna. Njihovi baterijski problemi mogli bi biti rezultat loših odluka u integraciji ili čak korištenju jeftinijih materijala i komponenata.
e) Budućnost baterijskih tehnologija – hoće li Nissan pratiti ili ostati zaostao?
S obzirom na stalne inovacije u baterijskim tehnologijama, očekuje se da će proizvođači nastaviti s poboljšanjima. No, s obzirom na trenutne probleme s baterijama Nissan Leafa, postavlja se pitanje je li Nissan spreman pratiti konkurenciju ili će nastaviti donositi kompromise na štetu sigurnosti i pouzdanosti svojih vozila.
Svaka kompetentna tvrtka koja se bavi električnom mobilnošću razumije da je izolacija vitalna za ispravno funkcioniranje i sigurnost baterijskih sustava. Izolacija sprječava neželjeni protok struje i moguće kratke spojeve. Da Nissan nije shvatio ovu osnovnu činjenicu je ne samo neprihvatljivo, već i nemarno.
b) Kako je Nissan dopustio proboj izolacije?
Iako mnogi proizvođači ulažu ogromne resurse u osiguranje pouzdanosti izolacije baterija, čini se da je Nissan preskočio tu ključnu fazu, ili je barem olako shvatio. Je li ovo bila pokušaj uštede na troškovima ili jednostavno loše inženjersko prosuđivanje, posljedice su jasne i razorne za vlasnike vozila i šire.
c) Posljedice proboja izolacije i Nissanova nemarnost:
Kada izolacija popusti, kratki spojevi postaju vjerojatni, što može dovesti do požara, oštećenja drugih komponenata i potencijalnih opasnosti za vozače i putnike. Da Nissan, svjesno ili nesvjesno, dopusti ovakve probleme u svojim vozilima nije samo promašaj u dizajnu, već potpuna nemarnost prema sigurnosti svojih korisnika.
d) Ignoriranje problema i odsutnost korporativne odgovornosti:
Na temelju brojnih izvješća vlasnika, čini se da Nissan često zanemaruje ili umanjuje ovaj problem, ostavljajući vlasnike da se bore s posljedicama. Ovo ponašanje ne samo da ukazuje na manjak korporativne odgovornosti, već i na potpunu nebrigu za vjerne korisnike i njihovu sigurnost.
e) Pitanje povjerenja i budućnost Nissanovog mjesta na tržištu:
Uz niz problema s baterijama, Nissan ne samo da gubi povjerenje postojećih korisnika, već riskira i svoj ugled među potencijalnim kupcima. Kako se tržište električnih vozila nastavlja razvijati, Nissan će možda otkriti da su njihovi propusti i nemarnost rezultirali gubitkom ključne tržišne pozicije koju će biti teško, ako ne i nemoguće, vratiti
5. Ekološki Utjecaj i Nissanov Pad s Pedestala Održivosti
a) Električna vozila – Očekivani simbol održivosti:
Električna vozila predstavljena su javnosti kao simbol ekološke svijesti i korak prema smanjenju emisije štetnih plinova. Pojednostavljeno rečeno, prijelaz na EV-ove (električna vozila) trebao bi biti ključni doprinos očuvanju naše planete za buduće generacije.
b) Očekivanja od Nissan kao pionira:
Kao jedan od pionira u EV industriji, očekivalo se da će Nissan postaviti visoke standarde ne samo u performansama i pouzdanosti, već i u ekološkom otisku svojih proizvoda. Koncept održivosti nije samo vezan uz emisije, već i uz trajnost i pouzdanost komponenata, posebno baterija.
c) Neodrživost defektnih baterija:
Problemi s Nissanovim baterijama nisu samo tehnički problem. Svaka neispravna baterija koja mora biti zamijenjena predstavlja ekološki teret. Ne samo da postoji pitanje zbrinjavanja neispravnih baterija, već i pitanje proizvodnje novih baterija, što uključuje rudarstvo, transport, proizvodnju i sve druge faktore koji doprinose karbonskom otisku.
d) Gubitak povjerenja i ekološke vizije:
S problemima baterije, Nissan je izgubio mnogo više od povjerenja kupaca. Gubi svoju poziciju kao predvodnik u ekološkoj mobilnosti. Ovaj reputacijski gubitak može imati dugoročne posljedice za tvrtku, osobito u svijetu gdje su održivost i ekološka odgovornost postali ključni faktori prilikom odlučivanja potrošača o kupnji.
e) Potrebna promjena u Nissanovoj strategiji:
Nissan mora priznati i riješiti ove probleme ne samo iz etičkih razloga, već i zbog svoje dugoročne održivosti na tržištu. Prvi korak je prepoznavanje problema, a zatim i ulaganje u istraživanje i razvoj kako bi se osiguralo da se ovakvi problemi ne ponavljaju. Samo kroz transparentnost, inovaciju i stvarnu posvećenost ekološkoj održivosti Nissan može ponovno stvoriti povjerenje kod svojih kupaca i ponovno postati lider u održivoj mobilnosti.
f) Zaključak – Od pionira do ekološkog problematičara:
Nissan, nekoć pionir električne revolucije, suočava se s krizom koja pogađa srž njegovih ekoloških ambicija. Da bi ponovno stekao povjerenje i svoj ekološki pedigre, Nissan mora djelovati brzo i odlučno kako bi riješio ove probleme, pružajući svojim korisnicima i planeti rješenje koje zaslužuju.
6. Potrebna Akcija
a) Opoziv svih vozila i temeljito ispitivanje: Očito je da postoji ozbiljna i potencijalno opasna tvornička greška sa sustavom baterija Nissan Leaf. Uzimajući u obzir sigurnosne rizike, preporučuje se hitan opoziv svih pogođenih modela.
b) Dugoročna rješenja i odgovornost proizvođača: Osim trenutnih ispravaka, Nissan mora preispitati svoj pristup dizajniranju i proizvodnji baterijskih sustava. Investiranje u istraživanje i razvoj kvalitetnijih baterijskih rješenja neophodno je kako bi se osigurala sigurnost i pouzdanost budućih modela.
c) Zahtjev za transparentnost: U svjetlu ovih problema, potrebna je veća transparentnost od strane tvrtke Nissan prema korisnicima i javnosti. To uključuje otvoreno priznavanje problema, redovite ažuriranja o koracima koje tvrtka poduzima da ih riješi, kao i planove za sprječavanje sličnih problema u budućnosti.
Ovim elaboratom se potvrđuje ozbiljnost problema s baterijama u Nissan Leaf vozilima i naglašava potreba za hitnom intervencijom kako bi se osigurala sigurnost korisnika i očuvala reputacija tvrtke Nissan.
OEM Price : 44000€ EVC: 400€ Part number: 295B05SH6E, 295B05SH0A, 295B95SH0A, 293405SH2C Errors: P31E7-00, P0AA6-1A HV battery voltage system isolation
The pain of the whole work experience has so far shown that it does not matter what type of drive is under the hood of the three-pointed star for the last 10-12 years. It doesn’t matter if it’s diesel or electric, they don’t know how to make one without several serial defects “in the warranty” that you “don’t have the right to”. A very well-known courier service visibly disappointed by the “electrification” that has several EQV vehicles in the fleet and with declined warranty on 2 years for electric motor, one of them has already broken down, i.e. the electric motor decided to rob the owner for €7,500 at 28,000 km. After a hard reset of the system, we managed to get the electric motor to drive, but immediately after a small load or pressing the accelerator pedal harder, it threw the “Mercedes anomaly” error (we’ve known that for a long time) and deactivated again permanently. We mostly knew that it was definitely an electric motor and that the diagnostics of the authorized service coincided. Dismantling of electric motor is a process of several hours, it goes complete with a whole kind of steel cage and all together it weighs over 250 kilos for 80KW power. Due to its size, the electric motor does not give off any impression of power, it is twice smaller than all Tesla motors seen so far, and it is located on a 3200 kg vehicle. Right from the start, it is clear that the engine is underdesigned for the EQV and its mass. After opening the drive unit manufactured by ZF allegedly in Serbia, antifreeze and other fluids immediately leaked from the stator, where it should not be. The rotor was cooled with antifreeze using the method that Tesla used on the first Model S RWD in 2012, and it seems that glycol was released into the stator, where, in addition, due to cracking of the insulation on the windings due to thermal expansion, there was also a short circuit and burning of one part of the winding of one phase. Fortunately, the inverter was not damaged. We almost gave up there, but considering that this smelled like a new crap sponsorship and a possible repetition of the failure with other vehicles under the EQ label, we invested 3 weeks of research and analysis. The Mercedes EV killer, believe it or not, is the parking lock mechanism that they built into the electric motor itself. Every time you stop and press parking on the handle, and the wheels turn even the smallest millimeter, then the rotor turns 9 times faster, while at the same time the parking lock system pushes the lever and violently stops the rotor. The rotor breaks the first bearing in the differential on the lever and then breaks the second one at the other end of the rotor where the lamella/seal for the coolant is. A system designed in a cascade defect manner. First, why does it even allow the electromagnetic solenoid to be activated to push the pulley into the rotor if the wheels are still spinning? They have several input sensors to prevent this, but they have not implemented any. Ok, now some fb expert will say, so what does it matter, there are also Zoe and Smart and some other vehicles… yes, but this is a 3.5-ton vehicle with an engine that would barely work on an eGolf. There are far better solutions and rules, the first rule is “dont touch the f***ing rotor” and implement electric parking brake. If you are looking for an EV with the longest electric motor life, look without the PARKING LOCK system and with ELEC PARKING MANUAL.One of the ultra positive things that electrification brings is that, in addition to being able to consume “domestic electricity”, we also enrich the local economy and revive old local crafts, far from the monopoly of the fossil industry. We performed the complete restoration, analysis and procurement of parts within a radius of 2 kilometers from the workshop. And those of you who already have this stupidity in operation, stop the vehicle, pull the manual and then put it in the parking lot. In OEM MB Workshop they declined warranty on electric motor because the warranty is only 2 years for it.
HRVATSKI: Mercedes EQV – “May the defect be with you” Muka cijelokupnog iskustva je do sada pokazala da nije bitno koja je vrsta pogona ispod haube trokrake zvijezde zadnjih 10-12 godina. Nije više bitno je li dizel ili na struju, ne znaju napraviti niti jedan da nema nekoliko serijskih grešaka “u garanciji” na koju “nemaš pravo”. Vrlo poznata kurirska služba vidno razočarana “elektrifikacijom” koji u floti imaju nekoliko EQV vozila, jedno se već raspalo, tj. elektromotor je na 28000km odlučio opljačkati vlasnika za 7500€. Nakon hard reseta sustava uspjeli smo pokrenuti pogon da vozi još jednom, ali je odmah nakon malog opterecenja ili jaceg stiskanja papučice akceleracije izbacio grešku “mercedes anomalia” (to znamo vec odavno) i ponovno se trajno deaktivirao. Mi smo uglavnom znali da je definitivno elektromotor i da se dijagnostika ovlaštenog servisa poklapa. Demontaža elek. motora je proces od nekoliko sati, ide kompletno sa cijelim nekakvim kavezom od čelika i sve skupa je teško preko 250 kila. Elektromotor svojom velicinom ne odiše nekakvim dojmom snage, duplo manji je od svih dosad Teslinih vidjenih motora a nalazi se na vozilu od 3200kg. Odmah na prvu je jasno da je motor poddizajniran za EQV i njegovu masu. Nakon otvaranja pogona kojeg proizvodi ZF navodno u Srbiji odmah su antifriz i ostale tekucine izcurile iz statora, gdje nebi smjelo biti. Rotor je hladjen antifrizom metodom koju je Tesla koristila na prvim Model S RWD iz 2012 i tu je izgleda pustio glikol u stator gdje je dodatno zbog pucanja izolacije na namotajima zbog termičkog istezanja takodjer došlo do kratkog spoja i izgaranja jednog dijela namotaja jedne faze. Sva sreća da nije i inverter oštećen. Tu smo skoro odustali, ali s ozbirom da je ovo mirisalo na novo sponzorstvo i moguće ponavljanje kvara ostalim vozilima pod EQ oznakom, investirali smo 3 tjedna istraživanja i analize. Mercedes EV killer je vjerovali ili ne, parking lock mehanizam kojeg su ugradili u sam elektromotor. Svaki put kad stajete i pritisnete parking na ručici, a kotači se okreću i minimalni milimetar, tad se rotor još okreće 9 puta većom brzinom dok istovremeno sustav parking lock-a gura polugu i nasilno zaustavlja rotor. Rotor razbija na polugu prvi lezaj u diferencijalu a zatim razbija i drugu na drugom kraju rotora gdje je lamela/brtva za rashladnu tekićunu. Sustav dizajniran kaskadno nakaradno. Prvo zasto dopušta uopce aktivaciju elektromagnetnog solenoida da gura pulugu u rotor ako se kotači još vrte? Nekoliko input senzora imaju da to spriječe ali nisu implementirali niti jedan. Ok sad će neki fb expert reći pa šta ima veze, ima i Zoe i Smart i neka druga vozila… da ali ovo je vozilo od 3.5 tone na motoru koji bi jedva radio i na eGolfu. Postoje daleko bolja riješenja i pravila, prvo pravilo je “dont touch f***ing rotor” i impementiraj električnu parking ručnu. Elektromotor smo pustili lokalnoj firmi da analizira stator i da ga proba ponovno namotati po specifikacijama originala i uspjeli su od prvi put ali su pogresno rotirali dvije faze pa je motor vozio kontra. To smo ručno mi vratili na pravilno mjesto i sve je proradilo u originalu ali svaki puta treba vaditi kompletan prednji kavez, poluosovine itd… Jedna od ultra pozitivnih stvari koju elektrifikacija donosi je da osim što možeš trošiti “domaću struju” takodjer obogaćujemo lokalnu privredu i oživljavamo stare lokalne zanate, daleko od monopula fosilne industrije. Mi smo kompletnu restauraciju, analizu i nabavu dijelova obavili u krugu 2 kilometra od radione. Ako tražite EV sa najdužim vijekom elektro motora, tražite bez PARKING LOCK sustava i sa ELEK PARKIRNOM RUČNOM. A vi koji već imate tu glupost u pogonu, zaustavite vozilo, povuci rucnu pa onda ubaci u parking.
Part number: A4473402401, A4479004711, A4479013905, LE6000, A4473407600, 601-20857-00, 634-05058-03, 3840000462, M4160A1288, A4473400501, 7899019100, 2229021821, 7899045800, Errors: P2C8500, Electric motor making noise, Warranty: declined (2years)
Processor: TC277T OEM Price: 7500€ EV Clinic Price: 2500-3500€
The gearbox that is praised so much in European mithology but behind the curtain is essentially a financial anchor for owners, because at the price of the authorized service, it is almost more expensive than the EV battery, not counting the entire drive motor + gearbox, and if you were to calculate the full price of ENGINE + GEARBOX, it would be over 14,000e. Out of some 500-600 pieces that we repaired, we observed one definite pattern of recurring defects, popularly known as “never nothing fails”. It’s “never nothing” when your non-solderable aluminum wire breaks inside TCU, which was designed to break and costs you 2300 euros, which the owner has no money to pay. Because “electric power” does not go 24,000 km with one reservoir. In addition to broken wires, lines, broken processor TC1796 (label can be seen under a microscope), melting of the power bus voltage supply lines, defect of the three-phase oil pump, output to the valves, valves, hydraulic block, position sensor, fork in the gearbox, gears, clutch also according to mythology homos balkanikus it never breaks down, just because it never breaks down we never laser welded those wires every day, I swear.. never. The error is on all DQ200 series and everything ends very quickly in “never nothing failed” state, some won’t start at 50000km and some won’t start at 150000km. It depends on how much you praise it and how many times a day you change the oil according to ancient mythology. About 10 million vehicles were sold, this news did not end up in the media because the steering wheel did not come off on only one example.
HRVATSKI
Mjenjač koji toliko nahvaljen iza zastora je u biti financijsko sidro, jer je po cijeni ovlaštenog servisa skoro skuplji od baterije EV ne računajuci cijeli pogon motor+mjenjač a kad bi racunali punu cijenu MOTOR + MJENJAC bila bi preko 14000e. Od nekih 500-600 komada koje smo reparirali upratili smo jedan definitivan uzorak ponavljajucih defekata, u narodu poznati kao “nikad ništa”. To nikad ništa je kad ti pukne žičica od aluminija koja se ne lemi, koja je osmisljena da pukne i da vas ona košta 2300 eur, koje vlasnik nema za platiti. Jer “ebeš struju” ne ide na kateter 24000km sa jednim rezervarom. Osim pucanja žica, vodova, pucanja procesora TC1796 (pod mikroskopom se vidi label), topljenja sabirnice napajanja, defekta trofazne uljne pumpe, izlaza na ventile, ventila, hidraulickog bloka, senzora pozicije, vilica u mjenjacu, zubcanika, kuplunga takodjer to se po mitologiji homos balkanikus nikad ne kvari, kak se to nikad ne kvari tako ni mi nikad svaki dan ne varimo laserksi te žice. Greska je na svim serijama DQ200 i sve vrlo brzo završe “nikad ništa”, neke nece na 50000km a neke tek nece na 150000km. Ovisi koliko ga nahvališ i koliko dnevno puta mjenjaš ulje po drevnoj mitologiji. Vozila je zahvećenih oko 10 miliona, ta vijesti nije završila u medijima jer se nije odšarafio volan samo na jednom specimenu. Takodjer valja spomenuti da je ovo proizvod tvornice dječijih bolesti na Dizel Benzin vozilima, zvana Temic. Takodjer ovaj smo napravili sa dodatnim MAX popustom s obzirom da je u pitanju neki penzioner, budu platili hybridaši razliku.
OEM Price for factory defect: 2350eur (incl Tax) EVC* -“I swear it never fails” 800euro -“ICE is swallowing all my money” 300euro
P0562 16946 System voltage, voltage too low P0841 17225 Sensor / pressure switch transmission fluid pressure A, Unlikely signal P1604 18012 Control module defective P177F Hydraulic pump system, supply voltage too low P17BF Hydraulic pump system, overload protection P1895 18303 Functional limitation due to pressure drop P189C Functional limitation due to insufficient pressure U0101 28773 No communication with TCM P173A Position sensor 1 for Gear Selector, unlikely signal P173B Position sensor 2 for Gear Selector, unlikely signal P173C Position sensor 3 for Gear Selector, unlikely signal P173D
If you are interested in to the “how and why EU Car industry failed”, read on. Sometimes thieves had masks, sometimes without a mask they had the middle name “politician”, and today the robbery is organized by the EU car industry with programmed faults and invented defects (dpf, egr, scr, addblue) and the owner of the same becomes an donkey when the “subscriptions” start. Every “threstar” diesel – gasoline – electric – hybrid since 2001 has been produced with programmed faults, both mechanical and electronic. Beginning was from old SBC abs pump on W211 which had BRAKE COUNTER if it hits 0 from 200000, SBC goes into defect and completely healty SBC must be changed for 4000 euro. Thus, every subsequent revision and model of the vehicle had an exponential growth of programmed failures, where today you have the steering column electronics SCCM, Dualclutch transmission, ESL steering wheel, N1 N2 sensor 7G/9G transmission when it counts down, etc., etc.. The problem is not that the “herd” likes these costs paying for programmed breakdowns of diesel/gasoline, the problem is that THEY have now added another zero to the invoice of repair offer for electric models. This is 3rd inquirie this week from 3 different owners, that in a very minor contact with another object on the road they lost power and that their battery was deactivated and not a single airbag went off. Now, in addition to painting the bumper, you also have to change the battery because OEM has programmed it so that you change a completely healty battery on which the OTP (one time programming / readonly) error was activated. You feel the sourness when you find out that the error was designed with one purpose and that there was no service access or so-called “backdoor access” via the seedkey key to delete the error via OBD through the developer mode “DTS Monaco” and similar methods. They created an error code for themselves that even they cannot delete with the Developer access tools. So there remains only invasive BDM directly on the processor. This is controversial and ethically incorrect on several levels and quite absurd that such big failures are not pushed to the media to protect the consumer, but they are just waiting for the news when the steering wheel will fall off only 1 Tesla or some other clickbait shitnews. Here it is disputed too that the insurance companies also suffer the damage of epic disputes because battery changes are being “ironed” completely unfounded, which will lead to an exponential increase in basic and casco policies, but media will use those “fake news” to “blave EV industry” and not the EU scrap with programmed defectes. The battery for the EQV is €75,000 including delivery and installation, the warranty is rejected because this error is not included in the warranty after any damage to the vehicle. A colleague in Kiev who worked on the project to enable the vehicle, from HW pinout to software readout and other assistance, we managed to remove the error “P0CA7” which deactivated, disabled and sent for destruction a completely working 100kWh battery. The design of the battery is very similar to the Stellantis platform with eJumpy eVivaro, etc., even the BMS controller used 90% of the same components, so the entire platform was borrowed from the supplier and as hardware is not a OEM product, but the entire software is their signature. We already have the same programmed failure on EQC EQB EQA eSprinter, all hybrid series. It is recommended that they avoid absolutely all series and models of MB powertraings, because soon no one will be able to help you, we are raising the prices of repairs for this EV by 400% for demotivational purposes.
HRVATSKI:
Električni EQV – ako vas zanima kako je i zašto, propala EU automobilska industrija nastavi čitati. Nekad su lopovi imali maske, nekad bez maske su imali srednje ime “političar” a danas te opljačka organizirana automobilska EU industrija sa programiranim kvarovima i izmisljenim defektima (dpf,egr,scr,addblue) a vlasnik istog postaje magarac kad krenu “pretplate”. Svaki auto trokrake dizel benzin struja hybrid jos od 2001 se proizvode sa programirani kvarovima, sto mehanickim sto elektronskim, prvi brojači koliko puta pristisnete kočnicu kad odbroji 200000 pritisaka tad vam se softwerski deaktivira SBC sofisticirana elektronska abs pumpa, morate po novu od 4000€ (iako je i stara jos ispravna). Tako je svaka sledeca revizija i model vozila imala eksponencijalni rast programiranih kvarova gdje danas imate da vam se odjednom izbrise elektronika stupa volana SCCM, Dualclutch mjenjac, ESL volana, N1 N2 senzor 7G mjenjaca kad odbroji itd itd. Problem nije sto krdo voli te troskove i placati programirane kvarova prdilica dizel/benzin, problem je sto su sad svabe dodale jos jednu nulu na ponudu za popravak na elektricnim modelima. Ovo je 3 upit ovaj tjedan 3 razlicita vlasnika, da su u sasvim minornom dodiru sa drugim predmetom na cesti ostali bez pogona i da im se baterija deaktivirala a niti jedan airbag nije ispucao. Sad osim farbanja branika , morate mjenjati i bateriju jer je proizvodjac tako naprogramirao da mjenjate sasvim ispravnu bateriju na kojoj je se aktivirala OTP greška. E sad onaj najkiseliji dio “pa sta ima veze” to se samo resetira original dijagnostikom. Kiseliost osjetiš kad skužiš da je greška osmisljena sa jednom svrhom i da uopce nije ostavljen service access ili takozvani “backdoor access” putem seedkey kljuca da se i kroz developer mode “DTS Monaco” i slicnim metodama izbrise greska putem OBD. Oni su sami sebi napravili kod greske koji ni oni ne mogu sa Developer access alatima izbrisati. Znaci ostaje samo invazivna BDM direktno na procesor. Ovo je sporno i etički neispravno na nekoliko nivoa i poprilicno apsurdno da se ovako veliki propusti ne guraju u medije da se potrosac zastiti, vec se samo cekaju vijesti kad ce na Tesli otpasti volan ili neki drugi clickbait shitnews. Ovdje je sporno sto i kasko osiguranja trpe stetu epskih razmijera jer se “peglaju” izmjene baterija totalno neosnovano, sto ce dovesti do eksponencijalnog porasta osnovnih i kasko polica, pa ce se opet peglati fakenews kako je “elektrifikacija kriva” a ne EU skart sa programiranim kvarovima. Baterija za EQV je 75000€ sa dostavom i ugradnjom, garancija je odbijena jer ta greska nakon bilo kakvog ostecenja vozila ne ulazi u garanciju. Kolega u Kievu koji je radio na projektu da osposobi vozilo, od HW pinout do software readout i ostale asistencije uspjeli smo maknuti grešku “P0CA7” koja je deaktivirala, onesposobila i poslala na unistenje kompletno ispravnu bateriju od 100kWh. Baterija je dizajnom veoma slicna Stellantis platformi sa eJumpya eVivaro itd, cak je BMS kontroler koristio 90% istih komponenti, tako da je cijela platforma posudjena od suppliera i kao hardware nije proizvod trokrake zvijezde, ali je cijeli software u njiihovom potpisu. Isti programirani kvar smo vec nasi na EQC EQB EQA eSprinter , sve serije hybrida. Preporuka je da izbjegavare apsolutno sve serije i modele pogona na MB jer nece vam uskoro niko moci pomoci, cijene reparacija za trokraku zvijezdu dizemo za 400% u demotivacijske svrhe.
Part number: A4473402301, A4479020210, A4479043200, A4479015406 Battery: 100kWh CATL 285Ah Processor: TC275 Infineon locked Error: P0CA700 The discharge current of the high-voltage battery… OEM repair: approx. €75,000 EVC: €10,000 Credits: Askold
What is OBC? There is no simpler device in the world that is impossible to explain to EV users and Plug-sponsor-in Hybrids. OBC stands for ON BOARD CHARGER. Its location is always in the vehicle and it has the task of converting the current from the “pole” into current for the “accumulator”, it converts AC alternating current into DC 400V direct current, because the battery is a DC source. Just as a cell phone is a DC 3.7V source and is charged with an OBC adapter in the socket, so too is an EV charged from any raw power plant via an OBC integrated rectifier. The EV has that adapter built into the vehicle so that it can charge at ANY AC three-phase/single-phase outlet. It is the only sensitive “no servicing at all I swear ” module on EV but mostly on Hybrids. The failure is mostly caused by an external influence such as an unstable sine wave source, interference, large consumers on a remote network, a short circuit of another consumer in the same AC network, overheating of the socket lines, repeated tripping of the fuse, forced shutdown of charging, etc. While the DC city charging station is essentially a station that it has 5-6 OBC rectifiers (that’s why it’s huge) of 15 kilos each and its task is to charge the battery with already rectified DC current from the AC network. Everything should be clear to everyone, because if an EV had all those OBCs for fast charging, it would be 200-400 kilos heavier. From the example in the picture, a GEN3 OBC 17KW from Tesla Model X arrived from Germany, also used on the Model S from 2016 to 2021. One of the most durable, with a damaged rectifier of phases L1 and L3, 4 fuses of 45 euros each and several protective IGBTs and Diodes ( means AC input). And the failure of the OBC caused a short circuit of another consumer on the network of the same facility, a Mercedes Plug-sponsor-in hybrid was connected on which its defective OBC tripped all the fuses and damaged this OBC on the Tesla. Taking out the L1 and L3 PCBs is like giving birth to the truth from politicians. All 15 kilos of matter need to be well preheated, in order to desolder 300 VIAs and Pins, a few hours of work and tricky skilled disassembling with a few hidden wires and sensors. We have 5-6 pieces of OBC ready and 1-2 for parts and to prevent “it worked when I arrived”. On some vehicles, this is an extremely expensive component, I will cite a few examples: VW Idx 1200EUR, Tesla 2500EURO, Model 3/Y 900eur, Ion Zero 7000EUR, Mercedes Smart 5500-8000, Nissan Leaf 7500, BMW Hybrid 1500-3500, Renault Hybrid 4000 -6000 EUR, Renault Zoe 800-1500 EUR, VW Audi Hybrid 4000-5000 EUR.
Sto je OBC? Ne postoji na svijetu jednostavnijeg uredjaja kojeg je nemoguće objasniti korisnicima EV i Plug-sponzor-in Hybridima. OBC je skraćenica za ON BOARD CHARGER. Negova je lokacija uvjek u vozilu i ima zadatak da struju sa “bandere” pretvori u struju za “akumulatora”, znači da pretvori AC naizmjeničnu u DC 400V istosmjernu, jer je baterija DC izvor. Kao što je mobitel DC 3.7V izvor i puni se sa OBC adatperom na uticnici tako se i EV puni sa bilo koje sirove elektrane putem OBC integrirano ispravljača. EV taj adapter ima ugradjen u vozilo da bi mogao puniti na SVAKOJ AC trofaznoj/jednofaznoj utičnici. To je jedan jedini osjetljivi “nikad ništa materemi” modul na svakom EV. Kvar je većinom izazvan vanjskim utjecajem tipa nestabilan sinus izvora, smetnje, veliki potrošači na udaljenoj mreži, kratak spoj drugog potrošača u mreži, pregrijavanje vodova utičnice, ponavljajuce iskakanje osigurača, nasilno gašenje punjenja itd. Dok je DC gradska punionica u biti stanica koja u sebi ima 5-6 OBC ispravljača (zato i jeste ogromna) od po 15 kila i njen je zadatak da bateriju puni već ispravljenom DC strujom iz AC mreže. Svima treba biti jasno sve, jer da bi EV imao sve te OBC za brze punjenje bio bi tezi za 200-400 kila. Iz primjera sa slike stigao je iz Njemačke GEN3 OBC 17KW sa Tesle Model X, koristen i na Model S od 2016 do 2021. Jedan od najizdrzljivijih kojemu je oštećen ispravljač faze L1 i L3, 4 osigurača od po 45eura i nekoliko zastitnih IGBT i Dioda (znaci AC ulaz). A kvar OBC je uzrokovao kratak spoj drugog potrošača na mreži istog objekta, spojen je neki Mercedes Plug-sponzor-in hybrid na kojem je njegov neispravan OBC poizbacivao sve osigurace i ostetio ovaj OBC na Tesli. Vađenje L1 i L3 PCB-a je kao porađanje istine iz političara. Svih 15 kila materije treba dobro predgrijati, da bi odlotao 300 VIA i Pinova, nekoliko sati posla i pipanja da ne potrgaš nekoliko skrivenih žica i senzora. Mi se većinom detaljno pripremimo kao za iskrcavanje na normandiju pa imamo 5-6 komada OBC spremnih i 1-2 za dijelove i da spriječimo “to je radlo kad sam dotro”. Na nekim vozilima ovo je iznimno skupa komponenta, navest cu par primjera: VW 1200EUR, Tesla 2500EURO, Model 3/Y 900eur, Ion Zero 7000 EUR, Mercedes Smart 5500-8000, Nissan Leaf 7500, BMW Hybrid 1500-3500, Renault Hybrid 4000-6000 Eur, Renault Zoe 800-1500eur, VW Audi Hybrid 4000-5000 eur.
