Author: Strom Trooper

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Renault Zoe – R240 milling sound

R240 is a newer generation drivetrain that many of us have been eagerly awaiting outside of the warranty period to see what fails on the air-cooled electric motor and the transmission differential. Two years ago, we received the first call from Varaždin regarding an EQ 453 Čmart, reporting that the motor had started milling and that the warranty claim was denied. The price of a new motor with replacement was around €4000, with only 90,000 km driven. At first, this seemed unusual for such a low mileage, but on the other hand, it wasn’t surprising considering it’s a French factory defect powertrain from the Renault Cléon factory, as if it was designed by some straight pipe, turbo diesel, DPF off, EGR off, EV-hating engineer, where not a single component was intended to be serviced or repaired (apparently, they haven’t heard of the Balkans). They even managed to fit brushes on the rotor of the three-phase motor for exciting the windings, so that there’s something to wear out. This is probably the only electric drivetrain on the planet that is both the worst and the most expensive.

For any operation on the drivetrain, the entire assembly must be removed from the vehicle. This is the first time we’re repairing the buzzing and turning defect in the drivetrain, and the restoration process is relatively straightforward. The procurement of parts, bearings, seals, and other materials is a slightly more complicated part, as one particular bearing on the jacksaft extension in the gearbox is produced by only one company in France. Fortunately, Lageros had one in stock specifically for this project.

In addition to the mentioned Smart from Varaždin and this Zoe from Slovenia, we have received several inquiries from Germany, Slovenia, and Norway on similar car mileage arround 100000km, but we haven’t had the opportunity to work on one yet. This particular case was successfully resolved at 1/4 of the cost of an authorized service at 118,000 km. The largest expense was the time required for disassembly and reassembly, followed by the cost of parts. In some cases, if there is turning and material wear in the differential, it may result in the wearing of the differential gears, where even after the complete drivetrain repair, a slight buzzing noise may remain, which is transmitted into the cabin. Gear replacement is not possible as they are not available, but in such cases, the entire restoration is still usable for the next 100,000 km until the next restoration.

It is strongly recommended to address any buzzing or turning sounds from the electric drivetrain immediately to prevent further damage.

HRVATSKI:

Renault Zoe – R240 pogon novije generacije koji već dugo iščekujemo izvan garancije da vidimo što to odlazi na zračno hladjenom elektromotoru a što na prijenosnom diferencijalu. Prije 2 godine prvi poziv smo dobili iz Varaždina za EQ 453 Čmart da je motor počeo zujati i da nisu prihvatili garanciju a cijena novog motora sa izmjenom je bila oko 4000€ na prijedjenih 90000km. Sto je na prvu čudno za tako malan broj kilometara ali na drugu i nije čudno jer to je francuski škart pogon iz Renault Cléon tvornice kojeg kao da je dizajnirao neki strejt pajp turbo dizel dpfoff egroff EV hejter inženjer gdje niti jedna komponenta nije osmišljena da se servisira i popravlja (valjda nisu čuli za balkan) gdje su na trofazni motor uspjeli uglaviti i četkice na rotoru za pobudu namotaja da se ima šta trošiti. Ovo je vjerovatno jedini električni pogon na kugli zemaljskoj koji najgori i najskuplji. Za svaku operaciju na pogonu, kompletan pogon se mora vaditi vani iz vozila. Na ovom prvi put repariramo defekt zujanja i tokarenja u pogonu i što se tiče same restaturacije proces je poprilično jednostavan. Nabava dijelova, lezajeva, brtvi i ostalog materijala je malo kompliciraniji dio jer na jacksaft produžetku rotora u mjenjaču jedan ležaj ne proizvodi nitko osim jedne firme u Francuskoj. Imali smo sreću da je Lageros imao na stanju jedan baš za ovaj projekat. Osim ovog spomenutog Smarta iz Varaždina i ovog Zoe iz Slovenije, imali smo nekoliko upita iz Njemačke, Slovenije, Norveške ali nismo imali priliku da i radimo na jednom. Ovaj je uspješno riješen za 1/4 troška ovlaštenog servisa na 118000km, najveci trosak je vrijeme demontaže i montaže a zatim trošak dijelova. U nekim slučajevima ako dodje do tokarenja i trosenja materijala u diferencijala, može se desiti da dodje do trošenja zubi diferencijala gdje i nakon reparacije cijelog pogona i dalje ostane manji zvuk zujanja zubi koji se prenosi u kabinu. Izmjena zubčanika nije moguća jer ih nema u nabavi, ali u tom slucaju kompletne restauracije cak iako ostane zujanje zubčanika cijeli sustav je realno upotrebljiv narednih 100000km do sledece restauracije. Svakako je preporuka da se svaki zvuk zujanja i tokarenja iz električnog pogona otkloni odmah kako nebi doslo do veće štete.

SLOVENSKI:


Renault Zoe – R240 je pogon nove generacije, ki smo ga že dolgo čakali, a je zunaj garancije, da vidimo, kaj odpove na zračno hlajenem elektromotorju in kaj na prenosnem diferencialu. Pred 2 letoma smo prejeli prvi klic iz Varaždina za EQ 453 Čmart, da se je motor začel ropotati, vendar garancije niso sprejeli, cena novega motorja z zamenjavo pa je bila približno 4000 € pri prevoženih 90000 km. Na prvi pogled je to nenavadno za tako majhno število prevoženih kilometrov, vendar pa na drugi strani tudi ni presenetljivo, saj je to francoski slabo narejen pogon iz Renaultove tovarne Cléon, ki ga je oblikoval nek strejt pajp turbo dizel dpfoff egroff EV sovražni inženir, pri čemer nobena komponenta ni bila zasnovana za servisiranje in popravilo (verjetno niso slišali za Balkan), kjer so uspeli v trifazni motor vgraditi še ščetke na rotorju za vzbujevalno navijanje, da se ima kaj za obrabiti. To je verjetno edini električni pogon na svetu, ki je najslabši in najdražji. Za vsak poseg na pogonu je treba celoten pogon odstraniti iz vozila. Tokrat prvič popravljamo okvaro ropotanja in vibriranja pogona, kar se tiče same restavracije, je postopek precej preprost. Težje je pridobiti dele, ležaje, tesnila in drugi material, ker nihče ne proizvaja enega ležaja, ki ga potrebujemo za ta projekt, razen enega podjetja v Franciji. Imeli smo srečo, da je Lageros imel na zalogi enega ravno za ta projekt. Poleg omenjenega Smarta iz Varaždina in tega Zoeja iz Slovenije smo prejeli nekaj povpraševanj iz Nemčije, Slovenije, Norveške, vendar nismo imeli priložnosti delati na nobenem od njih. Ta primer smo uspešno rešili za 1/4 stroška pooblaščenega servisa pri 118000 km, največji strošek je čas demontaže in montaže, nato pa strošek delov. V nekaterih primerih, če pride do vibriranja in obrabe materiala v diferencialu, se lahko zgodi, da pride do obrabe zobnikov diferenciala, pri čemer kljub popravilu celotnega pogona še vedno ostane manjši zvok ropotanja zobnikov, ki se prenaša v kabino. Zamenjava zobnikov ni mogoča, saj jih ni na voljo, vendar je v tem primeru celoten sistem dejansko uporaben še naslednjih 100000 km do naslednje restavracije. Vsekakor je priporočljivo, da se vsak zvok ropotanja in vibriranja v električnem pogonu odpravi takoj, da ne pride do večje škode.

Fault: Grinding, milling, buzzing
Part numbers: R290106596R, 290H88657R, 290H20130R, 290628587R, 290103231R, 296053480R,
OEM Renault: 3500€ + Tax
EV Clinic: 1100€ + Tax

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Tesla S/X PTC Cabin Heater

A ceramic heater that warms the vehicle during winter, mostly used in older EVs while newer ones have a more efficient heat pump system. This heater operates at a maximum power of 2.5-3.5 kW and consumes an average of around 1 kW for maintenance while stationary, which means that during winter, an EV with a 70 kWh battery could run the heater and heat the cabin for a maximum of 70 hours, although in practice it’s around 48 hours. The heater consists of 6 IGBTs that, through gate drivers, supply 400V to the ceramic heater, which blows air through it and heats the cabin. Since IGBTs, like any other chip, have a limited lifespan, especially under extreme stress, they can simply fail after 4-5 years. Sometimes a short circuit to the chassis causes insulation breakdown in the HV system, and other times the fuse in the distribution box burns out (which requires breaking your hand in three places and losing a set of tools to replace it). One of the simpler repairs, if the components are available and genuine (not AliExpress clones). In Tesla service, this part is actually surprisingly inexpensive, around €750 when new, although Tesla has the cheapest parts compared to the global competition. For example, the PTC heater in a Mercedes Smart costs over €2000. Even some fossil fuel-powered vehicles have 12V Aux PTC heaters, like VW Audi TDI.

HRVATSKI:

Keramicki grijač koji zimi grije vozilo, većinom korišten na starijim EV dok novi imaju efikasniju dizalicu topline (heat pump system). Ovaj radi max na 2.5-3.5kw snage, dok na odrzavanje trosi u prosjeku u mjestu oko 1kw sto znaci da bi zimi EV od 70kwh baterijom mogao stajati u mjestu i grijati kabinu max 70 sati dok u praksi je to oko 48 sati. Grijač ima 6 IGBT-a koji preko gate drivera otvaraju 400V na keramicki grijac dok zrak upuhuje kroz njega i grije kabinu. S obzirom da IGBT ima broj radnih sati kao i svaki čip, pogotovo ovaj koji je pod ekstremnim stresom, jednostavno otkaže u odredjenom momentu nakon 4-5 godina. Nekad kratak spoj na sasiju napravi pa imaš proboj HV izolacije a nekad izgori i osigurač u razvodnoj kutiji (kojeg da bi zamjenuo moras slomiti ruku na 3 mjesta i izgubiti set gedori). Jedan od jednostavnijih reparacija ako su komponente dobavljive i original ( ne aliexpress cloneri ) . Dio je inače smješno jeftin u Tesla servisu i nov, cca 750€, mada Tesla ima najeftinije sve dijelove od cijele globalne konkurencije. Recimo Mercedes Smart PTC heater košta preko 2000€. Čak i neki fosilci imaju 12V PTC Heater kao VW Audi TDI.

Errors: THC_d0015, THC_w0112, THC_w0238, THC_w0220,

Tesla OEM: 750€

EV Clinic : 300€ + fuse 50€

Part number: 1060432-00-C, 6007385-00-F, 1028985-00-A,

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Opel Ampera 2013 – Neglected omission on coolant sensor

An electric vehicle with a built-in Range Extender or hybrid system, also known as the REX (Range Extender) system. Trolls mock it because it involves both electricity and an petrol generator. Although we’ve been “loving” hybrids for a long time and praising them every day because we live off sponsors (like most drivers and journalists, praising everything that’s flawed), we have to admit that the REX system is the only one that makes sense. You don’t have a gearbox, you don’t have a clutch, or 10 other unnecessary transmission components because you already have an electric drive; you just add a small 1.4-liter gasoline engine to work as a generator and recharge the battery only when necessary or when more power is needed. Opel, or rather GM, did this better than any “Made in EU” hybrid junk with a range of about 70 km. But GM, like any legacy manufacturer, has to complicate things, like the situation with the well-known coolant level sensor problem, which has two submerged electrodes and measures resistance through the glycol (24kOhm). The P0AA6 error is a generic insulation breakdown error that causes the system to deactivate charging on Type 1, which is not the primary problem (the car still drives) because it seems that the system checks if there is an insulation breakdown in the HV system through that sensor. No one predicted that the sensor would be faulty and that it would trigger a false positive insulation breakdown error. But that’s not the whole issue; it seems that consecutive insulation checks through that sensor activate either a bug or a feature, the P1FFF error, which permanently damages the firmware in the HPCM2 module, where the error remains permanently locked. You have an error indicating an insulation problem, and the system occasionally shows 0 and 240 kOhm in the parameters, which obviously confirms that there is something wrong with the wiring or component. So, we measure everything one by one for 15 working hours, almost even removing and opening the battery because we realized that it seems normal for it to throw 300V to the chassis on the service fuse. After a few days of measurement exorcism, we fail to clear the error and resolve the charging issue. Even parallel checks with the same functioning vehicle don’t help us figure out why. Then, lost in the depths of the internet, we found a recommendation to reprogram the HPCM2 module using the original GDS2 tis2web tool. And unbelievably, programming solved the problem that we’ve been struggling with for days. It’s a classic story well known to mechanic colleagues, where the carelessness of legacy manufacturers, who poorly solved the software, causes the module to throw an error that leads in the wrong direction. You end up replacing half the parts just to maybe figure out where the problem might be. You spend hours and hundreds of euros, and then some Socrates would say that the mechanic is not good or doesn’t know what he’s doing. There are more and more of these phantom errors and problems in diesel/benzin EU vehicles, with some cars having over 20 errors that lead to misguided repairs.

HRVATSKI:

Opel Ampera 2013 – Električno vozilo sa ugradjenim Agregatom ili hybrid a neki ga zovu REX sustav (Range extender) a trolovi sline jer se spominje struja i agregat. Iako “volimo” hybride odmilja i hvalimo ih svaki dan jer od sponzora zivimo (kao vecina automobilista i novinara, hvalis sve sto nevalja) moramo priznati da REX sustav jedini ima smisla, nemas mjenjaca, nemas lamele i 10 drugih nepotrebnih komponenti prijenosa jer vec imas elektropogon, samo stavis 1.4 mali benzinac da radi kao agregat i dopunjuje bateriju samo ako mora ili ako fali snage. Opel, tj GM je ovo bolje napravio nego bilo što od Made in EU hybrid škarta, sa dometom od oko 70km. Ali GM kao i svaki legacy mora zakomplicirati nešto kao situaciju sa vrlo poznatim problemom senzora nivoa antifriza u boci, koji ima utopljene dviie elektrode i mjeri otpor kroz glikol. Greška P0AA6 je genericka greska direktnog proboja izolacije zbog koje sustav deaktivira punjenje na Type1 što ne primarni problem (auto vozi), jer izgleda preko tog senzora sustav provjerava je li probija i HV sustav. Nitko nije predvidio da će senzor biti neispravan i da ce to opaliti false positive gresku proboja izolacije. Ali nije sav vrag u tome, izgleda uzastopne provjere izolacije preko tog senzora aktiviraju ili bug ili feature P1FFF grešku koja trajno osteti firmware u HPCM2 modulu gdje greška ostaje zaključana trajno. Imaš grešku koja kaže da je problem izolacije, cak sustav u parametrima pokazuje povremeno 0 i 240kOhm, sto naravno potvrdi da nesto ne valja na ožičenju ili komponenti pa onda kao mi sve redom mjerite 15 radnih sati, skoro smo i bateriju skidali i otvorili jer ona (skuzili da je to izgleda normalno) na service fuse baca na sasiju 300V.

Nakon par dana egzorcizma mjerenja ne uspjevamo izbrisati grešku i ne uspjevamo riješiti punjenje i paralelne provjere sa istim ispravnim drugim vozilom ne uspjevamo skužiti zašto, da bi u bespuću interneta našli preporuku da naprogramiramo HPCM2 modul original GDS2 tis2web alatom. I nevjerovatno, programiranje riješilo problem oko kojeg se vrtimo danima. Klasična priča vrlo poznata kolegama mehaničarima gdje šlampavost legacy proizvodjaca koji su nakaradno riješili software, modul izbaci gresku koja odvede u pogrešnom smjeru gdje moras mjenjati pola dijelova da bi skuzio uopce gdje bi mozda mogao biti problem, potrosis sati i stotine eura da bi jos neki sokrat rekao kako majstor nevalja ili nezna. Takvih fantomskih gresaka i problema na dizel/benzin EU vozilima je sve više i više, neka vozila imaju i preko 20 gresaka koje vode u pogresnom smjeru reparaciju.

Errors: P0AA6, P1FFF, P1E00, 24042130, 24042130,

Battery price: EOL , not possible to buy 30000€

OEM Workshop: unknown, not supported

EV Clinic: 600€ (mlada obitelj sa bebom, popust)

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Kia Soul – SK Innovative degradation fail

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,

Kia SK Innovative 35Ah Cells
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Tesla Model 3 LR – DEFECTIVE BATTERY RARELY NEEDS REPLACEING AS WHOLE

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€

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EVC Sky is a limit – International delivery

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). 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, Austrija, Poland, Denmark, Netherland …)
Your agent for tow service is : FILIP 00385913111130 https://ac-horvat.hr/

If you are from Italy and Slovenia, your agent is : JOSEF 0038651221000

If you are from any other Countries and other agencies are unable to help you, you can call our local Croatia Batman
Kelava : +385914455414

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And finally… Renault Zoe 2014 Q210


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.

Electric Motor Q210: Continental

Fault: buzzing sound under full load

Part number: 5AMB450, 290127953R,

OEM Renault workshop: 6000€

EV Clinic: 1000-3000€

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Electric Assmart 453 (2017-2022) – DCDC Inverter defect


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

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Nissan Leaf – source of all stereotypes

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 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.
OEM Price : 44000€
EVC: 400€
Part number: 295B05SH6E, 295B05SH0A, 295B95SH0A, 293405SH2C
Errors: P31E7-00, P0AA6-1A HV battery voltage system isolation

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Mercedes EQV – “May the defect be with you”


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€