Unsustainable defects that once again proves hybrids are the worst of both worlds. A small 6kWh battery with single cell amperages during use drastically higher than on EVs, such that even a good choice of thermal cooling (water cooling in this case) doesnβt help in the long run if the system is underdesigned. Owner reviews saying βI’ve driven 60,000km and never had a problemβ are an epic scam because the moment we need to hear βthe whole small hybrid battery died at 150k km and costs more than for an EVβ never comes. Many hope to buy something βto save on fuel costsβ but end up even more screwed, having bought an unsustainable complex Frankenstein with two complex and expensive systems instead of one simple one. Again hoping to help an owner from the industry, we take in the vehicle, it throws errors of insulation breakdown and loss of communication to the “slave board BMS” system. We remove the “Frankenstein” from the trunk, open it, and start measuring. We immediately notice that we have 250V on the casing. To the untrained eye, a harmless detail but for us, the first indication that the situation is dangerous and that probably one cell is inflated. After disassembly, DC and AC measurement over 3-4 days, we come to the conclusion that either our instruments are bad or the whole battery is bad. That means βnever had a problemβ by 160k km. After finishing the measurements, what we see is that only 12 cells are partially functioning, and 13 are totally defective.Β
In theory, everything needs replacing, but practically 70-80 (orange) are definitely for changing, which is unfeasible in that quantity where it is very complex to weld that many terminals with a laser. The cells are prismatic Samsung SDI, again non-commercial form factor, meaning repair at that quantity of cells is not feasible. Used batteries are very poorly available, prices from 4000-8000, while a new one is β¬14,500 but not available from the manufacturer. So these vehicles with hybrid drive are a total loss after 6 years and 160k km and the savings are just a placebo. Vehicles without a designed second-life purpose, something the mainstream media won’t tell you as they sell underpaid propaganda that diesel and hybrid are better but at your expense.
Dear visitor, go either pure electric or pure gasoline, not hybrids.
NeodrΕΎivi kvar koje je opet dokaz da su hybridi najgore od oba svijeta. Mala baterija od 6kwh kojoj su single cell amperaze za vrijeme koriΕ‘tenja drasticno veΔe nego na EV, da cak i sa dobrim izborom termalnog hladnjenja (vodeno hladjenje u ovom slucaju) ne pomaze dugornocno ako je sustav poddizajniran. Osvrti vlasnika βevo vozim 60000km i nikad nistaβ su epska prevara jer momenat kad nam treba javiti βe crkla je cijela mala hybrid baterija na 150k km i kosta vise nego za EVβ se ne desi nikad. Tako mnogi u nadi da ce kupiti nesto βda ustede na gorivo naftu dizne turbineβ se zahebu jos vise, jer su kupili neodrzivog kompleksnog frankestajna koji ima 2 kompleksna i skupa sustava, umjesto jednog jednostavnog. Opet u nadi da Δemo moΔi pomoΔi vlasniku iz struke, primamo vozilo, baca greske proboja izolacije i gubitka komunikacije prema “slave board bms” sustavu. Vadimo “frankestajna” iz gepeka, otvaramo i poΔinjemo mjerenje. Odmah skuzimo da na kuΔiΕ‘tu imamo 250V. Neukom oku bezazlen detalj medjutim nama prva indikacija da je stanje opasno i da je vjerovatno jedna celija napuhana. Rastavljenjem, DC i AC mjerenjem nakon 3-4 dana dolazimo do zakljucka da ili nam nevaljaju instrumenti ili cijela baterija je loΕ‘a. ZnaΔi βnikad niΕ‘taβ vec na 160k km. Nakon zavrsetka mjerenja imamo sto i vidjeti, djelomicno ispravnih celija ima samo 12 , totalno defektnih 13.
Za izmjenu je u principu sve, ali teoretski 70-80 Δelija.
*EDIT: moram naknadno dodati da smo uvidom u evidenciju vozila dosli to podatka da je u garanciji veΔ mjenjana baterija na nekih 90,000km i sad ponovno potroΕ‘ena za izmjenu veΔ na 150,000km.
(Orange) je sigurno za mjenjanje sto je neizvedivo na toj kolicini gdje je jako kompleksno sa laserom variti tu kolicinu terminala. Celije su prizmaticne Samsung SDI, ponovno nekomercijalnog form faktora, sto znaci reparacija na toj kolicini celija nije izvediva. Rabljena baterija je jako slabo dostupna, cijene od 4000-8000, dok je nova 14500β¬ ali nedobavljiva od proizvodjaca. Tako da su ova vozila sa hybrid pogonom totalna steta nakon 6 godina i 160k km a uΕ‘teda samo placebo. Vozila bez dizajnirane second life namjene, ono sto vam mainstream mediji ne zele reci vec prodaju podplaΔenu propagandu da je dizel i hybrid bolji ali na vaΕ‘u Ε‘tetu.
Ekipa, ili cista struja ili cisti benzin.
OEM: 14500β¬ (not available)
EVC: Repair not possible (designing new and bigger battery is necessary 8000-16000β¬)
Part number: A2053403500, A7899015000
Hybrids are (technically) indeed the worst of two worlds, but there’s a reason they are way more popular than EV’s. I live in Germany and own two cars, an EV (’24 Tesla Model 3 DM LR) and a PHEV (’24 Volvo V60 T8 Recharge PE). I primarily use the EV for short trips and pre-planned longer routes, for which it’s awesome. For everything else I use the PHEV as I can go everywhere I like (across Europe) without being forced into having frequent 20min stops and not risking occupied or defective chargers. I’ve encountered situations like this way too many times when I was using the EV as my main vehicle. So, if you’re living a dull life and you want your car to be in control of it, then an EV will suit your needs. If you’re more adventures and like to have a billion choices of where to fuel (which will cost you 3min at most), you should get an ICE or a PHEV. This will change when solid-state batteries will become available/mainstream, but until then driving an EV isn’t without perks.
I would rather trade 20 minutes for charging than owning PHEV on the workshop lift with quote 18000euro and then parked for 1322000 minutes on parking lot waiting next victim.
If I was still in my twenties and living on a tight budget, I would have agreed. However, that’s not the case. I switch cars every 2-3 years and in the unlikely event one breaks, I’ll just use my other car and order a new one. I’ve never kept a car beyond 50.000 kilometers and therefore never have seen one (while I was the owner) fail.
When you get older and successful, you’ll understand that convenience is all that matters and you just buy the thing that suits your needs best, without having to worry about money (and repairs).
Besides that, when touring though Europe, having to charge your EV that often gets old pretty quick. Again, solid-state will solve this issue, but in the meantime an EV will limit your movement. Anyone who says otherwise is living in a bubble and has never been on a road trip.
But your case is just less then 5% of population with that ability. Everyone after you is doomed.