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Seabob F5 – Battery repair

Water scooter priced at 14900€. Fun and enjoyment are priceless, but this high-quality toy comes with one drawback: unreliable protection against battery overheating and deep discharge. The system consists of 12S 6P Samsung SDI Q30 high-quality cells arranged in an aluminum tube cooled through the casing powered by a 4kW electric motor.

The BMS (Battery Management System) has protection against tampering; if you disconnect the BMS to replace cells or if the battery discharges to 0V, the BMS resets and the whole unit must be discarded. The manufacturer does not sell batteries separately; instead, the entire device, namely the Seabob, must be purchased.The BMS is equipped with a locked ARM STM32F103 processor and 24C32 EEPROM, communicating via a low-power Canbus controller SN65HVD1040. There are two types available, one with a smaller and one with a larger battery, both experiencing the same issue. It is recommended not to leave the Seabob empty overnight or for several days after use at 0% charge because cells at this state of charge have the highest internal resistance and self-discharge; the cells act as their own load. It is advised to charge immediately when at 0% to avoid deep discharge. One unit could not be salvaged because the BMS entered self-erase mode with “pljačka.exe.”The system is straightforwardly constructed, and expandable; there are empty slots with additional cells where, for testing purposes, we installed Tesla S Panasonic cells into one tube that wasn’t salvaged, increasing capacity from 0.8kWh to 1.2kWh. Thus, tuning is possible, entering “stage 2 straight pipe”.

Vodeni scooter od 14900€. Zabava i uzitak nema cijenu ali ova jako kvalitetna igračka je i sa jednom manom, nepouzdana zaštita baterije od pregrijavanja i dubokog praznjenja. Sustav ima 12S 6P Samsung SDI Q30 ćelije visoke kvalitete složene u aliminijskoj tubi koja se i hladi preko kućišta kojeg pogoni elektromotor snage 4kW.

BMS ima zaštitu od reparacije, ako odpojite BMS da ćelija da zamjenite ċelije ili ako se baterija isprazni na 0V onda se BMS izbriše i mora sve u smeće. Proizvodjač ne prodaje baterije posebno vec se mora cijeli uredjaj tj Seabob kupiti.

BMS je sa zaključanim ARM STM32F103 procesorom i 24C32 eeprom, sa inverterom komunicara preko low-power Canbus kontrolerom SN65HVD1040.

Postoje dvije vrste sa manjom i vecom baterijom. Na obje se desava isti problem. Preporuka je da nakon koristemja kad je Seabob na 0%, ne ostavljati preko noci ili na par dana da stoji prazana jer su celije na tom SOCu sa najvecim otporom i same sebe prazne, celije su same sebi potrosac. Preporuka je da na 0% punite odmah na punjač kako nebi doslo do dubokog praznjenja. Jedan nismo uspjeli spasiti jer je BMS otišao u selferase sa pljačka.exe

Sustav je jako jednostavno napravljen, čak i proširiv jer postoje prazne saće sa još ćelija gdje smo za probu u jednu koja nije spasena ugradili Tesla S Panasonic celije i dobili po tubi sa 0.8kWh na 1.2kWh. Tako da je u tjuning moguć stage 2 strejtpajp.

OEM Repair 14900€

EVC 800-2000€

Processor: STM32F103

Part number: CAYAGO, SEABOB

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Fiat 500e battery defect- Stelantis warranty R-A-P-E

WARRANTY R-A-P-E # A word we had to invent because it didn’t exist, but which OEM EU manufacturers use very skillfully. In short:

EV is great for everyone, you brag to your neighbor, wife, mistress, you drive cheaply, no maintenance, no breakdowns until you go to the service and realize that you are a citizen of the EU which nurtures nepotism towards manufacturers and users become fifth-class citizens. There are no EU institutes questioning quality, factory defects, owners’ rights, or calling for recalls. And so, one day at 11,000km, you realize that your €20,000 battery has died, the authorized service invents that there is a missing stamp in the service record and that you scratched the battery. Warranty denied, a bill of €20,000 that you don’t have, and you have to go home in a diesel taxi so that your neighbor doesn’t see you because he will ask where that “electric supercar better than diesel” is. Of course, mainstream media, for years, terrorizing public opinion based on incorrect data, created that shame that owners don’t even want to address publicly that the problem that arose is total robbery and injustice. Owners solve the same problem quietly because they need to pass by neighbors for the next 20 years. That shame or warranty r-a-p-e is very intense even with fossils, hybrids.

Europe is heavily contaminated by lobbies; in Europe, EU owners have no rights. The same vehicles are recalled in China, the US, Norway, but in Europe, factory defects are paid for by owners. This must stop. Do not be ashamed. The Fiat 500e stopped due to a programmed error P0AA1 and P0AA4, stuck contactors. An error programmed not to be able to be erased and the battery must be changed because of it. The battery stopped sporadically, unrelated to a scratch on the battery of 2-3 mm. Otherwise, most manufacturers tolerate battery indentation, for example, Tesla does not challenge the warranty for up to 8mm indentation. Some up to 4mm. But having no tolerance at all is unsustainable from the perspective of CO2 and environmental protection agendas. Total nonsense because this is not the first time that Stellantis rapes owners, not once with injustice but with a series of injustices. First, they tie the general warranty to the powertrain warranty, pointlessly added wiper fluid service intervals every 10,000km, if you miss, you lose the warranty, there is no tolerance for dents, they do not have an adequate development team to solve factory defects, they have programmed errors, and unnecessarily change entire batteries. This Fiat 500e with a 42kWh battery has 12,000km and hasn’t been driven for almost a year, the service changed the OBC and inverter, and now the battery needs to be replaced, or it was supposed to, but not anymore. After 18 working hours, we managed to clean the BMS and enable the battery to drive again with a 0 CO2 footprint. We had about 20 vehicles from the PSA group with -R-A-P-E warranties that we couldn’t solve. Also, Fiat Peugeot Citroen Opel Toyota Mercedes. In addition to having a battery with a programmed defect and unjustly denied warranty, Fiat also implemented protection of the OBD port with the so-called SGW (secured gateway) so that no one but them can access diagnostics and erase errors. Otherwise, the Fiat 500e is a very good car and one of my favorites, very comfortable, LFP quality batteries but Stellantis managed to mess it up. The car is recommended but do not count on the warranty because you will get R-A-P-E.

Errors: P0AA1, P0AA4
Part numbers: P46351292, V024-00054A, 2045742
OEM: €20,000
EVC: €1200+Tax

WARRANTY R-A-P-E # Riječ koju smo morali izmisliti jer nije postojala, a s kojom se OEM EU proizvodjači vrlo vješto koriste. O čemu se ukratko radi:

****EV je super svima, pohvalis se susjedu, zeni, ljubavnici, jeftino voziš, nema odrzavanja, nema kvarova dok ne odes u servis skuzis da si drzavljanin EU koja njeguje nepotizam prema proizvodjacima a korisnci postaju gradjani petog reda. Ne postoje instituti u EU koji propitkuju kvalitetu, tvornicke greske, prava vlasnika ili da traze opozive. I tako jedan dan na 11000km skuzis da ti je baterija od 20000€ crkla, ovlasteni servis izmislja da fali neki žig u servisnoj i da si ogrebao bateriju. Garancija odbijena, racun 20 somača kojih nemaš, i treba ici kuci dizel teksijem da te susjed ne vidi jer će pitati gdje je taj “superauto na struju bolji od dizela”. Naravno, mainstream mediji su godinama terorizirajuci javno mjenje na osnovu netocnih podataka stvorili taj sram da se vlasnici istih niti ne zele obratiti javno da je nastali problem totalna pljacka i nepravda. Vlasnici isti rijesavaju problem tiho jer narednih 20godina treba prolaziti kraj susjeda. Taj sram ili warranty r-a-p-e je jako intezivan i sa fosilcima, hybridima.****

Europa je jako kontaminirana lobijima, u europi EU vlasnici nemaju nikakva prava. Ista vozila imaju opoziv u kini americi norveskoj ali u europi tvornicke greske placaju vlasnici. To mora stati. Ne sramite se.

Fiat 500e je stao zbog programirane greske P0AA1 i P0AA4, zaglavljeni kontaktori. Greska koja je isprogramirana da se ne moze brisati i da se mora mjenjati baterija zbog toga. Baterija je stala sporadicno, nevezano za ogrebotinu baterije od 2-3 mm. Inace vecina proizvodjaca tolerira udubljenje baterije, recimo Tesla ne osporava garanciju do 8mm udubljenja. Neki do 4mm. Ali da nema uopce toleranciju je neodrzivo sa aspekta co2 i agende zastite okolisa. Totalna budalastina, jer ovo nije prvi put da Stellantis siluje vlasnike, ne jednom nepravdom vec serijom nepravde. Prvo vezu opću garanciju za garanciju pogona, bezveze dodali servisne intervale tekucine brisaca svakih 10000km, ako fulas gubis garanciju, nema tolerancije na dent, nemaju adekvatan razvojni tim da rijesava tvornicke greske, imaju programirane greske i nepotrebno mjenjaju cijele baterije. Ovaj Fiat 500e sa 42kWh baterijom ima 12000km i vec skoro godinu dana ne vozi, servis mjenjao OBC i inverter, i sad treba mjenjati bateriju, tj trebalo je ali vise ne. Nakon 18 radnih sati uspjeli smo ocistiti BMS i osposobiti bateriju da ponovno vozi za 0 co2 otiska. Mi smo imali jedno 20ak vozila iz PSA grupacije sa -R-A-P-E garancijama, koje nismo uspjeli rijesiti. Takodjer Fiat Peugeot Citroen Opel Toyota Mercedes. Osim toga sto je baterija sa programiranim kvarom i neopravdano odbijena garancije, Fiat je takodjer implementirao zastitu OBD porta sa takozvanim SGW (secured gateway) da nitko osim njih ne moze uci u dijagnostiku i obrisati greske. Inace Fiat 500e je jako doba auto i jedan od mojih omiljenih, jako udoban, LFP kvalitetne baterije ali Stellantis je to uspio za**bati. Auto je preporuka ali ne racunajte na garanciju, jer ce te dobiti R-A-P-E

Errors: P0AA1, P0AA4

Part numbers: P46351292, V024-00054A, 2045742

Oem: 20000€

EVC: 1200€+Tax

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Renault Twizy – BMS Defect

Electric mopeds, there is no more logical and sustainable way of transportation. Small battery, low weight, minimal consumption, simple system, cheap to charge and cheap to move. The Renault Twizy, a veteran and one of the favorite “buzz boilers”. Suddenly stopped, the cause unknown, diagnosis for a couple of days and in the end, we conclude that the Battery shows no signs of life. The dealers would get excited if the cells had died, however, it’s not the case; it’s the BMS controller with the MPC5516 RTOS processor Dumro. Attempts to read it were unsuccessful. And now the unsustainable part of the story where manufacturers reinvent the wheel, so they put a processor in the BMS that is not commercially available, it’s made to order and you can order it, but a minimum of 500 pieces which is an investment of €30,000 for us. So, it’s not worth it. Therefore, we were forced to order a new BMS, which believe it or not is sold separately but it’s €1,000 + VAT. Whereas, for example, Tesla’s BMS is €200 + VAT. Unrealistically expensive for the Twizy. The buzz boiler saved and restored without changing the entire battery (horror story). Also, if possible, could you call the owner from Zagreb and have them pick up the vehicle because we don’t have their phone number or know who left the vehicle.

Errors: DF512, DF313, DF314, DF192, DF193, DF496 Part numbers: 293A06820R, 293A00066R, 293A08221R, 293A07396R OEM: €4000 + tax EVC: €1000 + tax


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Moped na struju, ne postoji logicniji i održiviji način kretanja. Mala baterija, mala masa, mala potrosnja, jednostavan sustav, punis jeftino i krećeš se jeftino. Renault Twizy veteran i jedan od omiljenih “fen bojler” zujalica. Stao iznenada, uzrok nepoznat, dijagnostika par dana i na kraju zaključimo da Baterija ne šalje nikakve znakove života. Dezalaši bi se napalili da su celije crkle, medjutim nije do toga već je BMS kontroler sa MPC5516 RTOS procesorom Dumro. Pokušaji izčitacanja neuspješni. A sad neodrzivi dio price gdje proizvodjači izmisljaju toplu vodu pa u BMS stave procesor koji nije komercijalno dostupan, tj radi se po narudzbi i kogu ga naruciti ali minimalno 500 komada sto je ulog od 30000€ za nas. Znaci ne isplati se. Pa smo bili prisiljeni naruciti novi BMS koji se vjerovali ili ne prodaje posebno ali je 1000€+pdv. Dok recimo Teslin BMS je 200€+pdv. Nerealno skup za Twizy. Zujalica spašena i osposobljena bez izmjene cijele baterije (horor prica).
Takodjer ako moguce da na vlasnik iz Zagreba nazove i da pokupi vozilo, jer nemamo ni broj telefona niti znamo tko je ostavio vozilo.

Errors: DF512, DF313, DF314, DF192, DF193, DF496
Part numbers: 293A06820R, 293A00066R, 293A08221R, 293A07396R
OEM: 4000+tax
EVC: 1000+tax

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R240 Powertrain – Renault worst EV project!

Renault Zoe, Twingo, and Smart 453 share Renault-designed propulsion systems that have proven efficient but unreliable. The motor is air-cooled by intake air behind the vehicle, and the bearings suffer from probable overheating. Service for these electric motors is required approximately every 100,000 km; this is the seventh one coming to us due to grinding and buzzing for preventive servicing. The oil in the differential needs to be changed every 100,000 km. The designation of this propulsion system is R240 and it was introduced in 2017.

A new motor at an authorized service center costs €4,500.

EVC Restoration: €900 + VAT

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Renault Zoe, Twingo i Smart 453 dijele Renault dizajniranj pogonski sustav koji se pokazao efikasnim ali nepouzdanim. Motor se hladi zrakom kojeg usisava iza vozila i stradaju lezajevi koji se vjerovatno pregriju. Servis ovih elektromotora je potreban svakih 100,000km u prosjeku, ovo je sedmi koji nam dolazi zbog drobljenja i zujanja na preventivni servis. Ulje u diferencijalu je potrebno svakih 100,000km. Oznaka ovog pogonskog sustava je R240 i predstavljen je 2017godine.

Nov motor u ovlastenom servisu je 4500€

EVC Restauracija : 900€+PDV

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Dont ignore signs of failure on Tesla Large Drive Unit !

EVC is vertically integrated startup, from research & development for repair solutions, electronic and mechanic defects, giving customers unique experience “All in one” service solution. We have exponential growth demand across all of europe, we have customers coming even from Greece for preventive repairs and we give advantage to non-driving EV’s. Soon we will expand more, we are trying to find best model to open first fully owned EVC in Austria or even sustainable franchise model. We are overbooked 1 month in advance, so we nicely ask for patience. This customer waited 1 month with defect Large Drive Unit commonly known for premature failure on coolant seal. But surprisingly this LDU is not RMN (Reman), it was originally built P-TECH MECH and car made 250t km with original motor. It didnt leak coolant, but rotor jackshaft ballbearing metal jacket failed and damaged 2 gears inside. Oil was very dirty and contaminated. This confirms our theory from first LDU repair video from our youtube channel, that you should change Oil in gearbox at 200t km (Dexron VI). With oil change this ballbearing probably wouldnt fail. Second observation is that ballbearing had lot of arc dents from rotor discharge, that means this motor probably had buzzing noise comming from it during acceleration or normal driving. Rotor discharge is big automotive problem, it kills non-ceramic ballbearing, and this one suffer first. So listen your LDU, if it needs care, dont wait.

(model 3, Y not affected. Model S dual drive with letter D not affected)

And second important topic we will write about is Coolant delete for LDU which was released by Tesla and one USA company. I am afraid that might be downgrade, because Model S uses LDU for ehat scavenging in winter to heat up battery, that means you might lose some range, second most concerning issue is rotor ballbearing cooling, because squirrel cage rotor is producing heat similar tor stator, and it is overheating rotor ceramic ballbearing. Without cooling it might fail prematurely because we have seen on cars without cooling issue on rotor. Rotor spins over 10000rpm (tesla 18000) and in those cases rotor kills ballbearings below 100k km. Our rotor coating , coolant drain and teflon seal is roadtested and we can cofirm it is bulletproof solution for 200000km and still driving. No need for coolant delete downgrade.

In case when you destroy gears, that will cost more.

Part number: 1056681-00-P

Flatrate Reman price 2800€+tax

+Gears 800€

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Example of other prices:

Phase board burnt: 800€

Stator tuning 3000€

PCB Inverter controler: 600€

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EVC je vertikalno integrirani start-up, od istraživanja i razvoja za rješenja popravka, elektroničke i mehaničke greške, pružajući kupcima jedinstveno iskustvo “Sve u jednom” servisnom rješenju. Imamo eksponencijalni rast potražnje širom Europe, imamo kupce koji dolaze čak iz Grčke radi preventivnih popravaka i dajemo prednost nevoženim električnim vozilima. Uskoro ćemo se proširiti više, pokušavamo pronaći najbolji model za otvaranje prvog potpuno vlasničkog EVC-a u Austriji ili čak održivog franšiznog modela. Imamo predbukiranost od 1 mjeseca unaprijed, pa ljubazno molimo za strpljenje. Ovaj kupac je čekao 1 mjesec s defektom Velikog pogonskog modula koji je općenito poznat po prijevremenom otkazu brtve rashladnog sredstva. Ali iznenađujuće, ovaj LDU nije RMN (obnovljen), već je izvorno izgrađen od strane P-TECH MECH-a i automobil je napravio 250 tisuća km s originalnim motorom. Nije curio rashladno sredstvo, ali metalna ovojnica kugličnog ležaja glavnog vratila rotora propala je i oštetila 2 zupčanika unutra. Ulje je bilo jako prljavo i kontaminirano. Ovo potvrđuje našu teoriju iz prvog videa popravka LDU-a s našeg YouTube kanala, da biste trebali promijeniti ulje u mjenjaču na 200 tisuća km (Dexron VI). S promjenom ulja ovaj kuglični ležaj vjerojatno ne bi propao. Druga zapažanja su da je kuglični ležaj imao puno lukova od pražnjenja rotora, što znači da je ovaj motor vjerojatno imao zujanje tijekom ubrzanja ili normalne vožnje. Pražnjenje rotora je veliki problem u automobilskoj industriji, uništava kuglične ležajeve bez keramike, a ovaj je prvi pretrpio. Stoga slušajte svoj LDU, ako mu je potrebna njega, ne čekajte.

(model 3, Y nije pogođen. Model S dual drive s oznakom D nije pogođen)

I druga važna tema o kojoj ćemo pisati je brisanje rashladnog sredstva za LDU koje je Tesla i jedna američka tvrtka objavila. Bojim se da bi to mogao biti korak unatrag, jer Model S koristi LDU za skupljanje topline zimi kako bi zagrijao bateriju, što znači da biste mogli izgubiti neki doseg, drugo najvažnije pitanje je hlađenje kugličnog ležaja rotora, jer rotorski kavez proizvodi toplinu sličnu statoru, i pregrijavanje rotorskog keramičkog kugličnog ležaja. Bez hlađenja može prijevremeno propasti jer smo na automobilima bez problema s hlađenjem na rotoru vidjeli problem s rotacijskim kugličnim ležajem. Naše premazivanje rotora, odvod rashladnog sredstva i teflonski brtveni prsten testirani su na cesti i možemo potvrditi da je to neprobojno rješenje za 200.000 km i još uvijek vozi. Nema potrebe za smanjenjem brisanja rashladnog sredstva.

U slučaju uništenja zupčanika, to će koštati više.

Fiksna cijena za obnovu 2800 € + porez

+Zupčanici 800 €

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Primjer drugih cijena:

Oštećena faza ploče: 800 €

Podešavanje statora 3000 €

PCB inverter kontroler: 600 €

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YOYO XEV Battery deep discharge

Finally, YOYO XEV has arrived. Battery defect due to deep discharge and cell imbalance. Very simple design with LiFePo4 cells and a 12S configuration, totaling 3 such modules. The modules are compact without contactors. Each weighs 24 kilograms with a total capacity of 10.5 kWh, meaning more than all Toyota hybrids (except the new Prius). Owners should pay attention if the vehicle remains unattended for more than 2 months without any connected USB consumers or other consumers within the vehicle (lights), as this constantly drains the battery. The battery seems easily repairable, with terminals welded by lasers, which means we with a laser can also replace individual cells. Batteries can be repaired within 3-4 working hours for a total of €100.

New OEM battery price: unknown (contact us if you know)

Part number: 2101200-Y01, GSP42173166F

Hefei Yoyao Technology Co., LTD


Stigao napokon i YOYO XEV. Defekt baterije zbog deep discharge i cell imbalance. Vrlo jednostavan dizajn sa LiFePo4 ćelijama i 12S konfiguraciji i ukupno 3 takva modula. Moduli su kompaktni bez kontaktora. Svaki tezak 24 kilograma i ukupnog kapaciteta od 10.5kWh, znaci vise nego svi Toyotini hybridi (osim novog priusa).

Vlasnici trebaju obratiti paznju ukoliko vozilo ostaje bez nadzora duze od 2 mjeseca da nema prikljucenih USB potrosaca ili nekih drugih potrosaca u sklopu vozila (rasvjeta) jer to konstantno prazni bateriju. Baterija izgleda lako popravljiva, terminali su vareni laserom, sto znaci mi sa laserom mozemo zamjenuti i individualne celije. Baterije osposobljene u roku 3-4 radna sata i ukupno 100€.

Cijena nove baterije: nepoznato

Kataloski: 2101200-Y01, GSP42173166F

Hefei Yoyao Technology Co., LTD

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Who founded us? Factory defect ICE cars ofcourse! 7GTronic Cloning.

Regres + Christmas bonus: Mercedes 7G Tronic 772.9, one of our toughest and most expensive projects completed in 2013 for the Chinese. One of the regular guests “never anything.” Reset and cloning on the table through offline scn with the Vediamo Developer tool that leaked publicly from the department in Singelfinden somewhere in 2015. Flashing directly with CFF flash file from the Mercedes update database, rev 0009020247 which is suitable for that VIN. There are about 2000 versions just for that one gearbox, and about 2000 configurations for each firmware. To pair a used 7G module to the vehicle, first, it must be reset via the connector with the service key 39CF819CCBED3A23 (unique, not visible), which is calculated from the service base key 529271EC7E3EA8A9 (visible on CANbUS) with RipeMD64 encryption at n-100 (100 rotations of encryption backwards is the reset key). Brute force on an RTX graphics card with cudadll for only one rotation takes about a month. And you’re brute-forcing technology from 1995 when it was patented for the first w210. A used 7G to prepare for a new vehicle besides reset requires an old sample, old data that must be transferred to the new one (SCN EHS, etc.), then assembly and key learning, because they implemented key storage in the gearbox against theft. After that, adaptation of upshift and downshift speeds. Also, many get messed up and buy another used module without checking which one is original, if it’s not cataloged the same then module programming is not possible (technically it is, but it’s a more expensive pastry than from the bakery). If the old module is VGS-NAG2 you must get another VGS-NAG, if it’s VGS2-NAG2 then you look for another VGS2. Most Mercedes sponsor drivers, meaning most buy the wrong one off the top of their heads, then they buy the one they need. So that’s another unspoken cost at the bar “never anything” that is not accounted for… buying the wrong parts. VGS4 last generation is not possible to reset or clone, which are under FBS4 encryption (RipeMD128 + random seed key) and which are found on all MB vehicles from 2014 onwards, this means to crack the reset of used electronics with a service key you need a GPU farm and 100 years. Currently, these vehicles have no solution for the brakes, nor for the gearboxes, computer of the engine to reset them with a service key, this means that all Mercedes owners will be sentenced to buy new parts because Mercedes has protected the used ones. The 9G tronic gearbox with Renesas and FBS4 has no idea for breaking protection. New 9G electronics are no longer sold separately through legal channels, only the whole gearbox for €10,000. So, fellow mechatronics engineers, if you’re waiting for some miraculous tool to come out so you can solve and reset all MB FBS4 components, you’re mistaken, that tool may never come out.

Clone & Reset price list:
“Absolutely nothing ever failed” – €600
“It never left me stranded” – €800
“Just fill and drive” – €1000
“When will it be finished?” – €1200
“Can I come pick it up on Sunday” – €1400
“Car is taking my wallet with a shovel” – €200

OEM 2000€

Part number:
A 0335456632
A 0335456732
A 0335457232
A 0335457332
A 0034460310

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Regres + Božićnica : Mercedes 7G Tronic 772.9 jedan od naših najtežih i najskupljih projekata završenih 2013 godine za kineze. Jedan od redovnih gostiju “nikad ništa”. Reset i kloniranje na stolu kroz offline scn sa Vediamo Developer alatom koji im je javno procurio iz odjela u Singelfinden negdje 2015 godine. Fleshanje direktno sa CFF flesh file iz Mercedes update baze, rev 0009020247 koji je adekvatan za taj VIN. Postoji oko 2000 verzija samo za taj jedan mjenjač, i oko 2000 konfiguracija za svaki firmware. Da bi uparili vozilu rabljen 7G modul, prvo se mora resetirati preko konektora sa servisnim kljucem 39CF819CCBED3A23 (unikatan, nije vidljiv), koji se kalkulira iz servisnog baznog kljuca 529271EC7E3EA8A9 (vidljiv na CANbUS) sa RipeMD64 enkripcijom na n-100 (100 rotacija enkricpije unazad je kljuc za reset). Brute force na grafičkoj RTX kartici sa cudadll samo jedne rotacije traje oko mjesec dana. A brutforsaš tehnologiju iz 1995 kad je patentirana za prvi w210. Rabljen 7G da bi pripremio za novo vozilo osim reseta potreban je stari uzorak, stari podaci koji se moraju prenijeti u novi (SCN EHS itd) nakon toga motaža i učenje ključeva, jer su u mjenjač implementirali i spremanje kljuceva protiv kradje. Nakon toga adaptacija upshift i downshift brzina. Takodjer mnogi se zeznu pa kupe drugi rabljen modul a nisu provjerili koji je original, ako kataloski nije isti onda prijava modula nije moguca (tehnicki je, ali skuplji burek od pekare). Ako je stari modul VGS-NAG2 takav isti moras i drugi VGS-NAG, ako je VGS2-NAG2 onda drugi trazis VGS2. Vecina mercedes sponzor fahrera, znaci vecina kupi pogresan na pamet, pa onda kupuju koji treba. Tak da to je jos jedan od prešućenih troskova za šankom u birtiji “ nikad nista” koji se ne racunaju… kupnja pogresnih dijelova. VGS4 zadnje generacije nije moguce ni resetirati ni klonirati koji su pod FBS4 enkricijom (RipeMD128 + random seed key) i koji se nalaze na svim MB voziloma od 2014 pa dalje, to znači da bi provalio reset rabljene elektronike servisnim kljucem potrebna je farma GPU i 100 godina. Trenutno ta vozila nemaju rijesenje ni za Brave, ni za mjenjace, komp motora da ih resetiras servisnim kljucem, to znaci da ce svi vlasnici Mercedesa biti osudjeni na kupnju novih dijelova, jer rabljene je mercedes zastitio. 9G tronic mjenjac sa Renesas i FBS4 ne postoji ni misaona ideja za provalito zaštitu. Novu 9G elektroniku ne prodaju vise posebno legalnim kanalima, samo cijeli mjenjač 10000€. Tako da kolege mehatronicari ako čekate neki čudesni alat koji ce izaci pa da mozete rijesiti i resetirati sve MB komponente FBS4 se varate, taj alat mozda nikad nece izaci.

Clone&Reset cijenik:

“Evo nikad nista”- 600€

“Nikad stao nije”- 800€

“Samo toci i vozi” – 1000€

“Kad ce biti gotovo” – 1200€

“Mogu li u nedjelju doci po to” – 1400€

“Uzima me auto lopatom” – 200€

OEM cijena 2000€

Part number:

A 0335456632

A 0335456732

A 0335457232

A 0335457332

A 0034460310

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Is possible to save Kia Soul battery?

🇺🇸Possible, but not without detailed measurement and materials. This Soul, at 100k km, has a State of Health (SOH) of around 50%, which is not accurate; degradation is closer to 70%, or SOH 30%. Many mistakenly believe it’s just one or two cells that are faulty, but after DCIR measurements, it’s clear it’s not just one. In this case, the Soul had 28 groups, totaling 56 cells to replace, out of 95 groups, roughly 30% of the battery replaced with used and better cells. Previously, the range was about 40km, but after the repair, we managed to achieve around 105km in very cold conditions, while in warm conditions, it should be around 150km. Unlike the Nissan Leaf, this battery has active air cooling from the cabin and heating. Additionally, there’s PTC foil on all blocks to heat the battery if it’s below 0 degrees. Where exactly the problem arises, causing overheating to damage the upper cells of all blocks, is not clear to us either. This Soul is one of the most neglected EVs on the market, completely overlooked and forgotten by the media, yet it’s a very good EV, better equipped than all others from that time. Steering wheel heating, ventilated seats, CarPlay, comfortable seats, spacious, and without any faults except battery degradation. The cells are 35Ah SK Innovative, some strange chemistry, with a form factor without substituting replacement cells. But all of that is not important, because besides the Twizy, eGolf, and Smart Valhalla projects, we will design a battery for the Kia Soul with at least a 36kWh capacity.

OEM Kia : 22000€+tax

EVC: 3200€tax

🇭🇷 Reparacija baterije KIA Soul 2015 ? Može, ali ne bez detaljnog mjerenja i materijala. Ovaj Soul na prijedjenih 100k km ima SOH na 50% što od prilike nije tocno, jer je degradacija blize 70% tj SOH 30%. Mnogi se varaju da je samo jedna ili dvije celije neispravne, medjutim nakon DCir mjerenja ćelija očigledno je da nije samo jedna. U ovom slučaju Soul je imao 28 grupa tj. ukupno 56 ćelija za izmjenu, od okupno 95 grupa. Što je od prilike 30% baterije izmjeneno rabljenim i boljim celijama. Domet je prije bio oko 40km a mi smo uspjeli nakon reparacije dobiti oko 105 km dometa u jako hladnim uvjetima, dok bi u toplim uvjetima trebao imati oko 150km. Ova baterija za razliku od Nissan Leaf promašaja, ima aktivno hladjenje zrakom iz kabine, isto tako i grijanje. Osim toga na svim blokovima ima PTC foliju koja grije bateriju ako je uspod 0 stupnjeva. Gdje problem tocno nastane da pregrijavanje osteti gornje celije svih bolokova, nije ni nama jasno. Ovaj Soul je jedan od najzanemarenijih EV na tržištu, totalno zapostavljen i zaboravljen od medija, a u biti je jako dobar EV, bolje opremljen opremom od svih ostalih iz tog vremena. Grijanje volana, ventilirajuca sjedista, carplay, udobna sjedista, pregledan, prostran i bez ikakvih kvarova osim degradacije baterije. Ćelije su 35Ah SK Innovative neke čudne kemije a formfactor bez substitucije zamjenskih celija. Ali to sve nije bitno, jer osim Twizy, eGolf i Smarta Valhala projekta, budemo jednu bateriju dizajnirali i za Kia Soul sa bar 36kWh baterijom.

OEM Kia : 22000€+tax

EVC: 3200€tax

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Can a Tesla battery be repaired for €1000?

🇺🇸 Of course, it can, depending on the severity of the damage. Recently, we mentioned how important it is to inspect and perform a “reseal” on the battery after 6-7 years. Here, the original battery from a 2015 Tesla Model S P85D had water ingress directly into the high-voltage part where the pyrofuse is located. The vehicle shut down immediately and was brought from Austria through our partner channels for vehicle towing service. Tesla offered a complete new battery for around €20,000 (cheaper than a new CRT Audi 3.0 TDI diesel engine), even though the procedure could have been simple for them if they had removed and inspected it; they probably would have offered a Reseal, as we did. We won’t even use the word “repair” here because that procedure wasn’t even performed. We replaced the fuse cover, installed a new pyrofuse, new valves, and performed a full EVC reseal (business secret), so this battery, with 250k km on it, is ready for at least another 300k km.

Alert: BMS_F123

Tesla OEM: 20000€

Tesla with commitment: 2000€

EVC: 1450€ + tax

🇭🇷Može li se Tesla baterija reparirati za 1000€? Naravno da može i ovisi o težini kvara. Nedavno smo spominjali kaoliko je važno nakon 6-7 godina pregledati, ispitati i napraviti “reseal” baterije. Ovdje je originalna baterija iz 2015 sa Tesla Model S P85D imala prodor vode direktno u visokonaponski dio gdje se nalazi pyrofuse. Vozilo je se ugasilo odmah i doveženo je iz Austrije putem naših partner kanala za dovoz vozila. Tesla je u ponudi tražila kompletno novu bateriju nekih 20000€ (jeftinije od novog CRT Audi 3.0 TDI dizel motora) iako je zahvat i njima mogao biti jednostavan da su je skinuli i pregledali, vjerovatno bi ponudili Reseal kao i mi. Ovdje “reparacija” riječ necemo ni koristiti, jer taj zahvat nije ni napravljen. Ovdje smo izmjenili poklopac osiguraca, stavljen je novi pyrofuse, novi ventili i napravljen je puni EVC reseal (poslovna tajna) tako da je ova baterija da sa predjenih 250k km spremna za sledećih bar 300k km.

Tesla OEM: 20000€

Tesla with commitment: 2000€

EVC: 1450€ + tax

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Smart 453EQ fire hazard – Recall needed

🇭🇷🇺🇸Smart 453EQ sa zapaljenim inverterom. Zasto EU ne štiti EU vozače od tvorničkih grešaka? Ne samo na strujićima već i na fosilcima/hybridima. Ona vozila koja su sa razlogom u opozivu jer je tvornička greška, ista je opasnost u Americi, Norveškoj, Kini i u opozivu je, besplatno mjenjaju dio o svom trošku. Kao nissan leaf sa škart opasnom baterijom zbog napuhavanja ćelija i kratkog spoja, kao što je Kia Soul u opozivu za bateriju i opasnost od napuhavanja ćelija pa mjenjaju besplatno, kao Stellantis OBC i baterije… i 50 drugih primjera, vozila su opozivu i mjenja se tvornicka greska svagdje osim u EU. Unutar EU vlasnici placaju tudje greške. Smart 453EQ ima osim programiranih kvarova i ne evidentiranu tvornicku gresku DCDC invertera koji je se u 5 evidentiranih slučajeva zapalio samo u Zagrebu, za dva vozila iz njemačke znamo da su i vozila nagorila kompletno. DCDC se nalazi u modulu motora (powertrain jedinica), osim glupog i nefunkcionalnog dizajna gdje za svaki kvar skidas kompletan zadnji kraj takodjer je i preskup, totalno neodrživ. DCDC je ovom vozilu “alternator” za punjenje malog akumulatora, sto se tocno desi niie jasno ali osim programirane greske kad se izbriše, poremeti, nije moguce ni fleshanjem online SCN osposobiti. Samo reparacija na stolu pomaže. Ustanovili smo da i loš akumulator ga ošteti. Takodjer ga ošteti ako antifriz nije pravilno ozračen, jer on se nalazi u samom vrhu sustava a hladi se sa antifrizom. A najzanimljivije je to što vecina vlasnika u garanciji ni nezna da im se zapalio DCDC, a sam razvoj horora ide ovako: ujutro se probudite smart ne vozi, odvezes u servis, javljaju da je velika baterija neispravna… ok garancija, čekaš, oni montiraju i zovu da je JOS NEŠTO NEISPRAVNO(to je znak). U nekim slučajevima ako je nagoreni dcdc zalijepio kontaktore i skurio bateriju/osigurac moguce da je DCDC i dalje u kratkom spoju od 0 ohm. Decki ugrade novu bateriju pa spale i nju. Nekad znaju dva puta mjenjati bateriju, dok ne skuže da je šlus i na autu. Onda zamjene powertrain jedinicu i bateriju pa Smart proradi. Ovlasteni servisi vracaju stare dijelove tvornici i niti ne znaju da je požar bio u modulu, koji srećom nije eskalirao dalje. Proizvodjač zna za problem ali od 2017 godine nitko nije napravio opoziv. Isti se problem desava na Twingu, Zoe i elektricnom Smartu 453EQ. Vrlo opasan problem za koji bi netko od proizvodjača trebao u zatvor. Problem je jako kompleksan jer dovodi u problem sve, i radi ogromnu stetu svima. Prvo mi ugradjujemo nove original komponente u DCDC kad je neispravan, medjutim on je i dalje tvornicka greška dizajnom, jer je i nov tvornička greška. Odgovornost prenose na nas da se čak razmišljamo kompletno obustaviti radove na ovom tipu vozila kao i za Nissan Leaf bateriie. Ovo je wakeup call vlasnicima da ipak kontaktiraju zastitu potrosaca i prijave problem jer na ovim temama i istazivanjima ne radi niko. Možda čak i NHTSA prijaviti. I vrlo bitno za napomenuti je da tehnicari ovlastenog servisa imaju vezane ruke, ne smiju otvarati powertrain za provjeru, odgovornost je najmanje na njima, samo na proizvodjuču. Ovo vozilo je za totalni opoziv DCDC invertera.

Part number: 292A05698R, A4533404500

Supplier: Delta

Engineering: Renault

🇺🇸 Smart 453EQ with a burning inverter. Why doesn’t the EU protect EU drivers from factory defects? Not only in electric vehicles but also in fossil fuel/hybrids. Vehicles that are rightfully recalled due to factory defects pose the same danger in America, Norway, China, and they are recalled and parts are replaced for free. Like the Nissan Leaf with a dangerous defective battery due to cell swelling and short circuit, or the Kia Soul recalled for battery danger and cell swelling, they are replaced for free, as well as Stellantis OBC and batteries… and 50 other examples, vehicles are recalled and factory defects are fixed everywhere except in the EU. Within the EU, owners pay for others’ mistakes. Besides programmed faults, the Smart 453EQ also has an undocumented factory defect of the DCDC inverter, which has caught fire in 5 documented cases only in Zagreb, with two vehicles from Germany completely burned. The DCDC is located in the engine module (powertrain unit), besides being stupidly and non-functionally designed where you have to remove the entire rear end for each fault, it is also excessively expensive, totally unsustainable. The DCDC is the “alternator” for charging the small battery in this vehicle, exactly what happens is not clear, but besides the programmed fault when it is cleared, it malfunctions, it is also not possible to enable it by flashing online SCN. Only repair on the table helps. We found that a bad battery also damages it. It also damages it if the antifreeze is not properly ventilated because it is located at the very top of the system and is cooled with antifreeze. And the most interesting thing is that most owners don’t even know that their DCDC caught fire during the warranty period, and the horror unfolds like this: you wake up in the morning, the Smart doesn’t drive, you take it to the service, they say the big battery is faulty… okay, warranty, you wait, they install it and call to say that SOMETHING ELSE IS STILL FAULTY (that’s a sign). In some cases, if the burnt DCDC has soldered the contacts and burned the battery/fuse, it is possible that the DCDC is still short-circuited at 0 ohms. The guys install a new battery and then burn it too. Sometimes they change the battery twice before realizing that there is a problem with the car. Then they replace the powertrain unit and the battery, and the Smart starts working. Authorized services return old parts to the factory and don’t even know that there was a fire in the module, which fortunately did not escalate further. The manufacturer is aware of the problem, but since 2017, no recall has been made. The same problem occurs in the Twingo, Zoe, and electric Smart 453EQ. A very dangerous problem for which someone from the manufacturers should go to jail. The problem is very complex because it affects everyone and causes huge damage to everyone. First, we install new original components in the DCDC when it is faulty, however, it is still a factory defect by design because even the new one is a factory defect. Responsibility is shifted to us to the point where we are considering completely suspending work on this type of vehicle as well as for Nissan Leaf batteries. This is a wakeup call for owners to contact consumer protection and report the problem because no one is working on these issues and investigations. Maybe even report to the NHTSA. This R240 is for total recall of DCDC inverter.

Part number: 292A05698R

Supplier: Delta

Engineering: Renault

Example when DCDC inverter destroys electric Smart 453EQ but battery survives:

Example when DCDC catch fire and destroys Renault Zoe in Croatia Varazdin:

OTHER PICTURES