Author: Strom Trooper

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VW ID3 & ID4 – Abbreviations for design flaws

VW ID3 & ID4 – skraćenice za IDzajnerske greške. Sve ID3 ID4 imaju vrlo ozbiljan “design flaw” koji nikad neće biti opozvan, jer nema “automobilista” koji nisu kupljeni lovom da pričaju o tome, bitnije je dezinformirati publiku clickbait naslovima. Ovo je slučaj gdje su Onboard Charger (OBC) smjestili izmedju swaybar šipke i podnice, Mcdonalds style. U slučaju da vas bilo tko pipne od zadnje strane vozila, prvo swaybar se naslanja i gura OBC tanki poklopac na 400V unutarnji vod. U tom momentu moze doci do ozljeda putnika u dodiru sa šasijom vozila, zabrinjavajuce je što PCB nema niti zastitu od vlage ni zastitu od deformacija i na 2 mm je od poklopca, a poklopac nema ni isolation protection (ostali proizvodjaci zastite HV spojeve plastikom/gumim/itd). Nebrojeno slučajeva EU škart proizvoda prolazi ispod radara medija (brojaci, greske, neopozvani defekti, ra-pe garancije itd) i ovo je jedan od tih. Problem je takodjer sto su napravili da se ne otvara, poklopac je varen “friction stir welding” metodom. Kvar smo uspjesno sanirali (vjerovatno) ali loš dizajn nemožemo popraviti i nazalost to nije nista novo, dizele rade redovno sa nekoliko serijskih grešaka koji ljudi sa guštom placaju (dizne, dpf, egr, addblue, scr, lanac, nox itd)

Nov OBC: 1300€+pdv

Reparacija EVC* :

*Struja je bolja 150€

*Hybrid je bolji 2000€

*Kad će biti gotovo 4000€

Rabljen OBC: xxx € , potrebno online kodiranje, navodno nije moguce prijaviti vozilu. S obzirom da je TMS unutra nema ni kloniranja.

Kataloski: 1EA915684BF

Dijelovi: Sumida e00628318a 7100904300 12046639-01, Click 300720 12049308-03 pq50-114,

Procesor: F280041PZQ Texas Instruments

VW ID3 & ID4 – Abbreviations for design flaws. All ID3 ID4 have a very serious and possible fatal “design flaw” that will never be recalled, because there are no “media” who were not corrupted to talk about it.. This is a case where they placed the Onboard Charger (OBC) between the swaybar bar and the floor behind rear bumper, Mcdonalds style . In case anyone touches you from the rear of the vehicle, first the swaybar press and pushes the OBC thin cover on the 400V inner wiring. At that moment, passengers may be injured in contact with the chassis of the vehicle, it is worrying that the PCB has neither moisture protection nor deformation protection and is 2 mm from the cover, and the cover does not have isolation protection either (other manufacturers protect HV joints with plastic/rubber /etc). Countless cases of EU scrap products pass under the radar of the media (counters, errors, non-revoked defects, ra-pe revoked warranty claims, etc.) and this is one of them. The problem is also that they made it impossible to open, the lid was welded with a tig and then the weld was removed by cnc. We have successfully repaired the malfunction (probably), but we cannot fix the bad design.

New OBC: €1300+VAT

Repair EVC*:

*EV is better €150

*Hybrid is better €2,000

*When it will be finished? €4,000

*i have seen how to repair it on forum 4500€

Used OBC: xxx €, online coding required, apparently it is not possible to recode to the vehicle. Given that TMS is inside, there is no cloning.

Catalog: 1EA915684BF

Parts: Sumida e00628318a 7100904300 12046639-01, Click 300720 12049308-03 pq50-114,

Processor: F280041PZQ Texas Instruments

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VW eGolf Charge port defect

VW eGolf Charge port defect – They make everything perfect (no clutch, dpf, diesel, CR pump with metal shavings, addblue and other scraps) and then they come up with a “soap in prison” sudden money grab on the eGolf 😅 to bend you down. The “charge port latch” defect will cost you 2000€ minimum, because engineers with 20 doctorates and a billion working hours in Wolfsburg came up with the idea of ​​making the entire port from one part with a complete high-voltage installation up to the battery, charger and low-voltage wiring loom with mandatory dismantling the complete battery off the car, because why not spend another 200 working hours on screwing 2 screws and you. And for this fellow in the picture, the port actuator broke during charging in front of the house, so it still remained nailed to the wall, in order to deliver vehicle to our service center they had to bring the charger with it, because the excellent VW engineers forgot to put “Emergency release” cable for releasing the charge cable 🤦🏻‍♂️. So that this does not happen to you, now that we have analyzed the “soap falling out” defect in more detail, the first indication is that it starts to connect or disconnect the cable in the charging port from time to time. , sometimes you have to disconnect and connect several times for it to work, the problems are more intense when there is humidity and rain. At the first symptoms, contact the EVC office for mental pain or contact VW “engineers”.
Part number: 5QE915651 5QE915525A
VW “soaping” at an authorized dealer: €1,500 + €500 hands approx
EVC therapy: €400 minus a €200 discount financed by Marko, the sponsor, with “hybrid savings”
Errors: B126301 P33E100 P33E500

Sve naprave top (nema kuplunga, dpf-a, dizni, CR pumpe koja se peruta, addblue i ostalog škarta) i onda smisle jedan “sapun” na eGolfu😅 da se sagnete. Defekt “charge port latch” će vas koštati 2000€ minimum, jer inženjeri sa 20 doktorata i milijardu radnih sati u wolfsburgu su smislili da cijeli port bude iz jednog dijela sa kompletnom Highvoltage instalacijom do baterije, chargera i lowvoltage wiring loom sa (vjerovatno) i demontazom kompletne baterije, jer zašto ne natući jos 200 radnih sati na zavrtanje 2 šarafa. A ovom kolegi sa slike crko je aktuator porta za vrijeme punjenja ispred kuće pa je jos ostao prikovan na zid, da bi ga dostavili u servis sa slepom morali su i punionicu sa njim dovesti jer su se vrsni inženjeri sjetili, osim da je to sve iz jednog dijela da ne postoji ni “Emergency release” sajla za otpuštanje kabela 🤦🏻‍♂️. Da vam se to ne desi, sad kad smo analizirali “ispadanje sapuna” detaljnije, prve nagovjesti da ce te kupiti nekom “Hansu” i “Jurgenu” vikendicu a ne nama, je to da pocne povremeno stekati spajanje ili odpajanje kabela u portu za punjenje, ponekad morate vise puta odpojiti pa spojiti da proradi, problemi su iintezivniji kad je vlaga i kiša. Kod prvih simptoma javite se u EVC ordinaciju za duševne boli ili se obratite VW “inženjerima”.

Part number: 5QE915651 5QE915525A

VW “sapunjanje” u ovlastenom: 1500€+500€ ruke cca

EVC terapija: 400€ minus popust 200€ kojeg financira Marko sponzor sa “uštedama hybrida”

Greške: B126301 P33E100 P33E500

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Tesla battery repair BMS_U029

Nikola Tesla, happy birthday and thank you for all your innovations that you gifted to civilization. We chose this day for a stress test of the restored battery and a short get-together with DEMS in Smiljan, at your birthplace. After 2 months of defect research and distractions from faulty “just pour and drive” Hybrids we finished the second Tesla P85 2013 battery from Switzerland. Colleagues tried to solve the problem before, but without success, they don’t have Štrom Trooper Zlatni. In short, Tesla has the most rigorous BMS safety features ever seen in battery systems, it took us some time to figure out how the problem they call “weak short” or “short to brick” works (because we were the first to encounter it among all colleagues). The rule that says (I usually charge secret info) for the BMS_u029 error is: If the battery in idle state for a period longer than xx (approx. 8 or more hours) when checking any of the 96S bricks shows a linear voltage drop over time, then activate w117 and u029. That means, the check is activated ONLY if the vehicle is not used and in the system is one BRICK out of 76x 18650 cells in parallel and one of them has turned into a consumer. The damage is in principle €2-4. The problem is that we didn’t know which processor and memory saved the error flag/log and where the error transmission came from.
We located the block with “weekshort”, we put a ready second block with almost the same capacity and internal resistance in tausch and that fault was eliminated, there was still a BMS error u029 which we had to solve by changing the BMS board in the end because we don’t have a service seedkey reset command, i.e. there is no is none other than the refurbish factory in Tilburg. With error u029 he still drives and charges, but only up to 35% of the battery, preventive protection.
Failure: one 18650 Panasonic cell €2-4
Error: BMS_u029 and BMS_w117
BMS: 1021970-00-B rev3 €500
Mileage: 187,000 km (saving 13,000 L of diesel)
Model S p85 free charging lifetime
Authorized Full refurbish battery: €9,200+VAT
New Mercedes 320cdi engine: €27000 + VAT
New Mercedes 7729 gearbox: €10,000 + VAT
EV Clinic restoration: €4000 – €1000 discount
Discount sponsors:
Marko from Germany with a w212 hybrid
Josip with B47 Defect edc17 (hasn’t caught fire yet)
Ante Delco Opel does not see the cam sensor.
*battery system of any type almost never needs to be changed entirely, but the problem of individual components is eliminated.

Nikola Tesla sretan ti rodjedan i hvala ti na svim tvojim inovacijama koje si poklonio civilizaciji. Ovaj dan smo izabrali za stress test restaurirane baterije i kratko druženje u Smiljanu, tvojoj rodnoj kući. Nakon 2 mjeseca istraživanja defekta i ometanja od strane neispravnih “samo toči i vozi” Hybrida završili smo drugu Tesla P85 2013 bateriju iz Švicarske. Kolege su probale prije riješiti problem ali bezuspješno, nemaju Štrom Troopera Zlatnog. Ukratko, Tesla ima najrigoroznije BMS safety features ikad vidjene u baterijskim sustavima, trebalo nam je vremena da skužimo kako funkcionira problem koji oni zovu “weak short” ili “short to brick” (jer smo prvi se susreli medju svim kolegama). Pravilo koje glasi (ovo inače naplaćujem da peku oči) za BMS_u029 grešku je: Ako baterija u stanju mirovanja u periodu dužem od xx (cca 8 ili vise sati) prilikom provjere bilo kojeg od 96S bricka pokaže linearan pad napona kroz vrijeme tad aktiviraj w117 i u029. Tj provjera se aktivira SAMO ako se vozilo ne koristi a u sistemu postoji jedan BRICK od 76x 18650 ćelija u paralili i jedna medju njima se pretvorila u potrošač. Šteta je u principu 2-4€. Problem je što nismo znali koji procesor i memorija sprema provjeru i odakle je transmisija greške.

Blok sa “weekshort” smo locirali, spreman drugi blok skoro istog kapaciteta i unutarnjeg otpora smo stavili u tausch i taj kvar eliminiran, ostala jos BMS greška u029 koju smo na kraju morali riješiti promjenom BMS ploče jer nemamo service seedkey komandu za reset, tj nema je niko osim refurbish tvornice u Tilburgu. Sa greškom u029 on i dalje vozi i puni, ali samo do 35% baterije, preventivna zaštita.

Kvar: jedna 18650 Panasonic ćelija 2-4€

Greška: BMS_u029 i BMS_w117

BMS: 1021970-00-B rev3 200€

Kilometraža: 187000km (ušteda 13000L dizela)

Model S p85 besplatno punjenje lifetime

Ovlašteni Full refurbish baterija: 9000€+pdv

Nov Mercedes 320cdi motor: 6500€ + pdv

Nov Mercedes 7729 mjenjac: 10000€ + pdv

EV Clinic restauracija: 4000€ -1000€ popust

Sponzori popusta:

Marko iz Njemacke sa hybridom w212

Josip sa B47 Defekt edc17 (jos se nije zapalio)

Ante Delco Opel nevidi senzor bregaste.

*baterijski sustav svakog tipa skoro nikad se nemora mjenjati cijeli, vec se eleminira problem individualne komponente.

You can order repair service for your bms at our shop:

BMS_u029 BMS_u025 BMS Reset
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Hybrid – Placebo za uštedu

Lexus 450h Hybrid – Defekt NIMH “jeftine” baterije na 220000km. Malo dublja analiza i mjerenje sa “Rimac Assistance”. Već drugi iz našeg lipog Splita (vjerovatno zbog vrućina) sa kvarom baterijskom sistema koji u defektu vozi ali troši 15-20 litara na 100km (kod pucanja celije auto ni ne pali). System ima 3 bloka sa 30 ćelija, svaki blok ima po 10 ćelija i od njih 10 stradaju te u sredini zbog pregrijavanja. Nakon mjerenja sva 3 bloka su pokazala degradaciju od 68%, a najgori oštećeni blok je onaj u sredini (vizualno 3 a numericki u sistemu blok 1) sa 6 losih ćelija. Jedina prednost ovog sistema je sto nije zapaljiv, sve ostalo je promasaj. Ovaj sistem se hladi zrakom iz kabine (usis ispod putnickih nogu), ako vam klima ljeti ne radi ili je štedite, tad pod jakim opterecenjima pregrijavate sistem, tj najvise “kurite” srednji blok i srednje ćelije u ostalim blokovima. Drugi problem je nestabilna kemija samih (zastarjelih) NIMH ćelija koje osim sto je problem izmjeriti, osjetljive su na temperaturu. Hladna se moze na prvo mjerenje pokazati prazna a mozda je vec puna. Imaju svoj “rest” period odmaranja, gdje nakon tog mjerenja opet pokaze drugi kapacitet ili cak neispravnost. Treći zaključak je da je ovaj sistem u principu neispravan vjerovatno vec nakon 120t-150tkm jer degradacija nastupa postepeno ali ne izbacuje gresku, neki Natakote inženjer iz Lexusa vjerovatno je skužio da ce biti problem pa da ne mjenjaju dizajn samo su povecali toleranciju izmjedju ćelija. Treći problem je da je ovo serija ne od 30 blokova na 350 volti, već je ovo serija od 30×8 ili 240 ćelija, svaka osma ćelija ima voltage sense za balansiranje i mjerenje, tje svaka ta jedna “ćelija” od 12V je u biti serija 8 malih ćelija u seriji zapakovano u foliju, ali potpuno bez nadzora balansiranja i mjerenja. Znaci ako jedna otkaze od tih 8 sistem ih ne vidi, dok kod EV svaka celija u seriji ima nadzor. Sve u svemu logika rada sistema je nesto bolja nego kod “svabi”, baterija nema progamiranih kvarova i dodje nova oko 4100€ u servisu za 1.5kWh kapaciteta, što je oko 18 puta skuplje nego za isti kapacitet nove baterije na električnom vozilu (Model 3 LR). S obzirom da sistem otkaze vec na 200tkm to znaci da uz potrosnju od 7-9 litara dodatno u protuvrijednosti troši baterije oko 2€ svakih 100km. Poznati kvar mjenjača po prethodnim statistikama nastupa nakon 250000km. Vožnja na bateriju je do 50kmh od 1.5 do 2.5 km uz ometanje prometa, usteda je u biti spremanje kineticke enrgije od semafora do semafora gdje je najefikasniji elektricni auto i najmanja potrosnja struje, na većin brzinama baterija nema nikakav utjecaj na potrosnju, tj minimalan.

Kataloški broj: G9280-48040

Greška: P0A80

Nova baterija: 4100€

EVC hybrid je promasaj: 1300€

EVC hybrid je super : 3000€

#čistastruja#čistibenzin

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7G and FCVT factory defect for 12 years

FCVT 722.8 i 7G 722.9 Sponzori – Tu i tamo naleti neki “sokrat” da nam “objasni” kako baterijski sustav ne radi ako ima samo jednu grešku u sistemu i tako samo jedan kondenzator zaustavi vozilo pa je to eto velika mana na 300000km sa besplatnim punjenjem. A sad da mi pokažemo kako već 20 godina jedna žičica od 4mm (duži je u zeca) i jedan hall effect senzor zaustavi hrpu metalnog “prdeža” svakih 100000-150000km i košta kao 3000 kondenzatora. Jedna ova mala žičica sponzorira besplatan popravak električnog vozila, poznato u narodu kao “nikad ništa” trošak. 7G Tronic je zapoceo Siemens VDO pa kad su propali nastavio je Conti, u 4 serije (vgs vgs2 vgs3 vgs4) i zamisli 20 godina ne rade reviziju ni opoziv vec nastavljaju proizvoditi defektan proizvod sa istim problemom punih 20 godina, kako u narodu kažu za električna vozila sa “dječijim bolestima” tako ovdje Mercedes može 7G mjenjac upisati i u Školu, srednju jer je prikladnije “tinejdzerske bolesti” koje traju i traju.

722.9 Greške:

0717 Das Signal aus der Komponente Y3 / 8n1 (Turbinendrehzahlsensor (VGS)) nicht verfügbar

0718 Komponente Y3 / 8n1 (Turbinendrehzahlsensor (VGS)) defekt

0722 Das Signal von der Komponente Y3 / 8N3 (Ausgangsdrehzahlsensor (VGS)) nicht verfügbar

0723 Komponente Y3 / 8N3 (Ausgangsdrehzahlsensor (VGS)) ist defekt

2766 Zu hohe Drehzahlen sind auf Komponenten Y3 / 8n2 aufgetreten (interne Drehzahlsensor (VGS))

2767 Das Signal von der Komponente Y3 / 8n2 (Interne Drehzahlsensor (VGS)) nicht verfügbar

2768 Komponente Y3 / 8n2 (Interne Drehzahlsensor (VGS)) ist defekt

Kataloški:

A 0335456632

A 0335456732

A 0335457232

A 0335457332

A 0034460310

Cijena:

OEM: 2000€

EVC struja je bolja: 250€

EVC dizel je bolji: 1800€

722.8 Greške:

P 0793 – The rpm signal from component Y3/9b4 (CVT (continuously variable automatic transmission) secondary rpm sensor) is not available

– P 0722 – The rpm signal from component Y3/9b5 (CVT (continuously variable automatic transmission) output rpm sensor) is not available

– P 0717 – The rpm signal from component Y3/9b3 (CVT (continuously variable automatic transmission) primary rpm sensor) is not available

– P 0896 – impermissible adjustment of the step down ratio in the continuously variable automatic transmission (CVT)

– P 0730 – The gear ratio in the continuously variable automatic transmission (CVT) is not permissible

– P 2722 – Impermissible closing of hydraulic brake ‘Reverse gear’ has occurred in the continuously variable automatic transmission (CVT) when selector lever ‘N’ was engaged

– P 2731 Impermissible closing of hydraulic clutch ‘Forward gear’ has occurred in the continuously variable automatic transmission (CVT) when selector lever ‘N’ was engaged

Kataloški:

MERCEDES A0034462410 TEMIC 00403159A5

MERCEDES A1685451032 TEMIC 00107205A8

MERCEDES A1693700406 TEMIC 0

MERCEDES A1693700506 TEMIC 0

MERCEDES A1693700606 TEMIC 0

MERCEDES A1693700706 TEMIC 0

MERCEDES A1693700806 TEMIC 0

MERCEDES A1693701006 TEMIC 0

MERCEDES A1693701106 TEMIC 0

MERCEDES A169545103

Cijena:

OEM: 2000€

EVC struja je bolja 300€

EVC dizel je bolji 1000€

EVC hybrid je jos bolji 4000€

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Tesla battery repair BMS_F123

Our mission is proceeding as planed, aftermarket support for EV’s is in “3rd gear”. New German customer sent his Tesla P85+ from Tesla Service center to Zagreb Croatia, to try save the 9 years old battery. All battery defects are received over the line, waiting time is zero because in situation where is internal isolation or cell imbalance defect more you wait repair cost is increased.

This one had rotten fuse cover which leaked water inside fuse and fuse box. Owner responded on time, delivered vehicle and we repaired it same day.

Message to all owners to share this note:

All older Model s 2013 and 2014 if they never visited Tesla Service center to service any kind of battery issue, you probably have same problem waiting to happen (Tesla almost always change fuse cover if they remove battery for servicing).. Contact your service (Tesla or 3rd party) to make visual inspection and change the fuse cover.

There is one more preventive service what should be done is called “cleaning of umbrela valve cover and umbrela valves”

Errors: BMS_w123 and BMS_f123

Vehicle : Model S P85+ 2013

Mileage: 120000km

Warranty: out of 8 year warranty

Tesla battery cost: 9200€ + tax

EVC ISO repair : 1000€ + tax

Tesla Umbrela valve service :1200€+ tax

EVC umbrela valve service : 700€ + tax

In this case of ISO repair because of fuse cover, warranty is only for fuse cover resealing and fuse. Warranty for the rest of battery is not applied.

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STELLANTIS – Warranty ra-pe bully

STELLANTIS – Toyota Proace, Citroën ë-Jumpy, Peugeot e-Expert, Opel Vivaro-e, etc.: Consumer Concerns About Warranty and Service Practices

Electric vehicles (EVs) have transformed the automotive industry, promising lower maintenance and environmental benefits. However, as with any emerging technology, challenges arise—particularly with certain manufacturers. Recent reports highlight issues with Stellantis EVs, raising questions about warranty policies and service practices.

Concerns Over Warranty Denial
A notable case involves the Citroën ë-Jumpy, where a battery defect occurred within 14 months and only 1,600 kilometers driven. The warranty claim was denied because the vehicle was purchased at auction from a bankrupt company, and despite the first service being completed, the lack of paper documentation was cited as the reason for rejection. This decision left the owner with a repair bill of €25,000 for a new battery.

Further compounding the frustration, the authorized service center charged €200 for diagnostics and initially refused to provide a printout of the error codes. Upon insistence, they eventually produced the documentation but offered conflicting justifications for denying the warranty. Their explanation ranged from a missing “initial action” to the absence of a trivial service action—filling 1 liter of wiper fluid. This incident highlights a lack of transparency and consumer-friendly processes.

Technical Analysis
The battery in question was later inspected independently, revealing that the cells were functional, but the Battery Management System (BMS) had triggered a “LOCK lvl2 error,” rendering the pack unusable. This issue appears to be a potential serial defect that could warrant a recall. Despite this, the manufacturer offered a used battery replacement for €9,000, which is still under consideration.

Broader Issues with Stellantis EVs
This case is not isolated. Stellantis’ general warranty ties vehicle coverage to powertrain maintenance, an approach not followed by many other manufacturers like Tesla, Renault, or Ford, which maintain separate systems for general and drivetrain warranties. This policy has reportedly led to denied warranty claims for minor omissions unrelated to the drivetrain.

Owners and independent workshops have also reported other recurring issues across Stellantis EVs, including software and hardware faults that result in disproportionately high repair costs.

Recommendations for EV Buyers

  1. Research Warranty Terms: Before purchasing an EV, confirm whether the general warranty is separate from the drivetrain warranty. Avoid models where minor service omissions can void essential coverage.
  2. Stay Informed: Be cautious of promotional materials and paid reviews that may not fully disclose potential drawbacks.
  3. Advocate for Change: Consumer protection agencies and regulatory bodies must address practices that unfairly burden owners with the costs of factory defects.

Conclusion
While the future is undoubtedly electric, it is critical to hold manufacturers accountable for their products and warranty practices. Stellantis, in particular, should reevaluate its policies and invest in transparent, customer-focused service systems to regain trust. Until these issues are addressed, prospective buyers may wish to consider alternatives.

Catalog: 1677671480, 9841848180, 9694347580, 9835785980, 9840685180
Error: P1069
Battery: new €25,000, used €9,000
Malfunction: serial error of the BMS system
Processor: SAK-TC275

STELLANTIS – Toyota Proace, Citroën ë-Jumpy, Peugeot e-Expert, Opel Vivaro-e, itd.: Problemi s jamstvima i servisnim praksama

Električna vozila (EV) revolucionirala su automobilski sektor, obećavajući niže troškove održavanja i ekološke prednosti. Međutim, kao i kod svake nove tehnologije, pojavljuju se izazovi – posebno kod nekih proizvođača. Nedavna iskustva korisnika ukazuju na probleme s EV vozilima Stellantisa, osobito vezano uz jamstvene uvjete i servisne prakse.

Problemi s odbijanjem jamstva

Jedan značajan primjer uključuje Citroën ë-Jumpy, kod kojeg je došlo do kvara baterije unutar 14 mjeseci i nakon samo 1.600 prijeđenih kilometara. Zahtjev za jamstvom je odbijen jer je vozilo kupljeno na aukciji od tvrtke u stečaju. Iako je prvi servis obavljen, nedostatak papirnatih dokaza o tom servisu iskorišten je kao razlog za odbijanje jamstva. To je vlasnika ostavilo s troškom popravka od 25.000 € za novu bateriju.

Situaciju je dodatno pogoršalo to što je ovlašteni servis naplatio 200 € za dijagnostiku, ali isprva nije htio dostaviti ispis kodova grešaka. Nakon opetovanih zahtjeva, dokumentacija je ipak dostavljena, ali razlozi za odbijanje jamstva ostali su nejasni. Objašnjenja su varirala od “neizvršene početne akcije” do toga da nije nadolivena 1 litra tekućine za brisače, što ukazuje na manjak transparentnosti i poštenja u procesu.

Tehnička analiza

Neovisna inspekcija baterije pokazala je da su sve ćelije ispravne. Međutim, sustav upravljanja baterijom (BMS) aktivirao je “LOCK lvl2 grešku”, koja je trajno onemogućila korištenje baterijskog paketa. Ovaj problem izgleda kao serijska greška koja bi trebala biti riješena opozivom. Unatoč tome, proizvođač je ponudio rabljenu bateriju za 9.000 €, ostavljajući vlasnika s ograničenim opcijama.

Širi problemi sa Stellantis EV vozilima

Ovaj slučaj nije izoliran. Opća jamstvena politika Stellantisa povezuje pokriće vozila s održavanjem pogonskog sustava, za razliku od proizvođača poput Tesle, Renaulta ili Forda, koji odvajaju jamstva za opće komponente i pogonski sustav. Ta praksa navodno je dovela do odbijanja jamstva zbog manjih propusta koji nisu povezani s pogonskim sustavom.

Vlasnici i neovisni servisi također su prijavili druge ponavljajuće probleme s EV vozilima Stellantisa, uključujući softverske i hardverske kvarove koji uzrokuju visoke troškove popravka. Ti problemi, u kombinaciji sa strogim uvjetima jamstva, narušavaju povjerenje potrošača u brend.

Preporuke za buduće kupce EV vozila

  1. Provjerite uvjete jamstva: Prije kupnje EV vozila, provjerite je li opće jamstvo odvojeno od jamstva za pogonski sustav. Izbjegavajte modele kod kojih trivijalni propusti mogu poništiti ključna pokrića.
  2. Istražite reputaciju proizvođača: Budite oprezni prema promotivnim materijalima i recenzijama koje možda izostavljaju potencijalne nedostatke.
  3. Zagovarajte odgovornost: Potičite veću transparentnost i odgovornost proizvođača te zahtijevajte aktivniju ulogu agencija za zaštitu potrošača u rješavanju nepoštenih praksi.

Zaključak

Iako je budućnost nesumnjivo električna, proizvođači moraju dati prioritet poštenim i transparentnim politikama servisa i jamstva. Stellantis, posebice, trebao bi riješiti ove probleme i posvetiti se rješenjima usmjerenima prema korisnicima kako bi povratio povjerenje. Dok se ti problemi ne riješe, potencijalni kupci možda bi trebali razmotriti alternative.

Kataloski:1677671480, 9841848180, 9694347580, 9835785980, 9840685180

Greška: P1069

Baterija: nova 25000€, rabljena 9000€

Kvar: serijska greska BMS sustava

Procesor: SAK-TC275

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HYBRID -‘najgluplji proizvod od početka industrijske revolucije’

HYBRID S400 Mercedes W222.157 – Ako postoji medalja za najgluplji proizvod od početka industrijske revolucije, to je onda HYBRIDNI pogon, a ako postoji trofej najgoreg onda je to Mercedes Hybrid. Hybrid bilo koje marke je osmisljen da sve što uštedite na gorivu (skoro ništa) donesete meni kad nešto “crkne”, tako da u prosjeku troši više od Ferrarija. Da nema onih koji voze Mercedese i Hybride mi bi se morali baviti politikom, kopanjem nosa ili nekom drugom partijskom uhljeb funkcijom. Hybrid baterija na Mercedesu košta od 8000-16000€ ovisno koji model, implemetirano je nekoliko programiranih kvarova od brojača koliko puta date kontakt do single-point-od-failure OTP grešaka koje nije moguće izbrisati niti jednom OBD dijagnostikom. Ovaj koji radimo je iz Finske, jedna ćelija redni broj 35 je oštećena, napon je pao ispod 2.5 volta i aktivirao je grešku P18051C i P180D3 koje apsolutno niti factory/dev level dijagnostika sa svim seedkey access pristupima ne mogu deaktivirati. Greška osmisljena da je baterija nepopravljiva cak iako zaMjenite tu jednu neispravnu ćeliju.

Kataloški: A7893402302 789902920 A7893407302 A7893405302 A7893405202 A7893400303
Greške: P18051C P180D13 P0DE6FA P1D7800 P1D799A

Cijena BMS reparacije (bez ćelija):

Ako je vlasnik teški hybrid fan: 6000€
Ako je vlasnik shvatio da je hybrid čista glupost: 1000€

Cijena nove baterije u servisu : 16000€

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Tesla Battery “Recycling” in 64 kW Solar UPS system

Tesla saves and conserves your money even when it completes its cycle on the road by continuing its new cycle in a stationary solar system. A battery that is no longer suitable for a vehicle is still fully functional for other “second life” applications. In this example, we refurbished defective Tesla modules from a 2012 Tesla S85 that had an average of around 300,000 km on the road and repurposed them as a battery UPS system for solar inverters, creating a fully autonomous energy system for a household where the city grid serves only as a backup generator. The cycle of a battery in a vehicle endures far greater stresses, electrical loads, vibrations, thermal expansions, moisture, and more. None of these conditions exist in a stationary system, making the conditions for automotive batteries in a stationary system completely relaxed. In a stationary setup, the batteries are connected in parallel at a lower voltage, and all current loads are up to 100 times lower than in a vehicle. The larger the system, the longer the projected lifespan of the battery. The biggest mistake in designing such systems is integrating a small battery where it is exposed to high currents and rapid charging/discharging cycles. Automotive batteries are at least twice as good as any commercially available ones because they are made with far superior materials, processes, and quality checks.

Our SOLAR Tesla project includes a 3D printed CROBMS and custom LCD housing by T.S. Custom. The solar panel installation was carried out by Ivan Perić, and the inverters and MPPT are by Victron Energy B.V. After six months of planning, designing, and organizing parts, the project is finally complete. Though it still requires some fine-tuning, it has successfully passed thermal and functional testing at 900 amps over two days.

The system comprises:

  • 3x MPPT 250/100
  • 10kWp + 3x 13KW Victron Quattro (15000VA) hybrid UPS
  • Recycled defective and used 32 pieces of 24V 200Ah Tesla Model S blocks, providing a total net capacity of 147kWh (usable range) and a gross capacity of 170kWh.
  • The battery system is controlled by the CROBMS EV Clinic (Made in Croatia) master system in a box, functioning as a LowVoltage JunctionBox. This includes DVCC, balancing, temperature control, 1200A contactors, overload protection, over-temperature protection, low-temperature protection, cell imbalance protection, undervoltage protection, short circuit protection, and 20 more security features.

The system features 56 temperature sensors and 21,312 fuses on the cells, along with an additional 15 heavy-duty fuses on the busbars.


In addition to the Victron 36kW “baseload” system, there are on-grid LG panels connected to AC OUT1, providing 10kWp and a 10kW 3-phase SolarEdge system. This system primarily shares the load with the house consumers, with any surplus energy being stored in the Victron batteries (no energy is returned to the grid).

The third additional power source (aka generator) is the grid itself, which boosts the system from the controlled 18kW power(with overload protection and limiter) through the Victron transformer, combining grid power and battery power. This boosts the basic load from the grid-limited 18kW to 54kW, resulting in a total peak system power of 64kW. The system is galvanically isolated from the grid, ensuring that no energy is fed back into the network. Surplus solar energy is consumed by a Bitcoin miner (with BTC network purchase over €0.13 per kWh).

The expected lifespan of the battery is an additional 6-10 years. The operating conditions for the repaired batteries are much milder than those in a working vehicle—there are no vibrations, moisture, or thermal expansion due to varying temperatures, and the amperage is lower. The 14kW resistance of the AC system is 340A on the battery, equivalent to the power of about 9.9kW in a vehicle. This means that even under heavy household consumption, the batteries work under conditions twice as easy as in a vehicle. There is no DC ripple or violent amperages like in a vehicle, which can reach up to 800A. To simulate vehicle conditions (acceleration up to 100 km/h), this system would need to load with 9600A in these 2s12p configurations (12s912p 18650).

The system avoided the need to extend the grid connection from 18kW to 30kW, as the request was rejected by the government, where They asked for €27,000 for the extension of the transformer station. It also avoided the red tariff of €0.33 per kWh, the lease of excellent power, and the payment of electricity connection fees of €200 per kW.

The full investment repayment is expected in 18-30 months, with the current average consumption of 3000kWh per month and current kWh prices. The cost of the system provides energy independence and cheap energy, which is priceless.

System Specifications:

64kW three-phase power
22kW of solar panels
150kWh net Tesla battery
This example demonstrates that the end of life for an electric vehicle is not mandatory. Every part of an EV can be reused. Even degraded batteries can be effective for storage systems when they are no longer suitable for EVs and mobility.


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EV CLINIC and EV HUB joint venture enters “Beast Mode”

Our mission to accelerate EV 3rd party support across Europe enters 2nd gear and we do not joke about it, even batteries are shaking when they hear Štrom Trooper steps entering workshop, almost unbolting itself to comply with our repair demands. If Tom Cruise had us before, we would watch mission possible 8.

Project “Thor” 23.8.2022 : EV Hub customer from Oslo was stuck in Inssbruck at vacation, Tesla S85 with 9 years under belt and some 220 000km on clock took last breath and died. Then Nassir from EVHUB took some networking skills at test to deploy remote repair at rented/borrowed jacklift in FALCH BOSCH CAR SERVICE in Austria. Battery had cell imbalance at block #7. Job was started at 08:00h and finished completely at 17:00 o’clock. This task wasnt easy because we had unplanned setback. Someone before opened HVJB and damaged thread for interloop lidswitch. After battery defect detection and after full completion we had new error, BMS_F036 which means safety Interloop (HVIL) was broken. We suspect at first that maybe we made mistake and damaged rapidmate battery connector, but that was not the case, we needed 4 hours more to trace complete wiring to find lidswitch defect. Lidswtich bolt moved little bit and triggered error unrelated to battery defect, but we did it. Workshop owner was awesome,really helpful and Martin regional Bosch tech. That day Štrom Trooper went to Zagreb and “me” to Erlangen near Nurnberg


Project “Nik the mighty” 24.8.2022: This was training and repair task, not on one but on two hardest cases P85 called “weak short” or “short to brick” with doomsday error BMS_u029 which we researched before for 3 months. One car with defect block #10 and second with defect block #5. We took step by step, taking all safety measures and teaching Nikolas how to take proper steps from diagnose, opening the lid to repair and closing the lid. We started one by one Tesla at 09:00 and finished at 17:30 both Battery packs, and that could be guinness world accomplishment. Now our support and repair tasks are available at Niks Garage, all bookings and prices are managed by Nikolas.




In 2 days EV Clinic technicians accomplished 3 repairs and 1 training.

Dont wait, join EV world together with us.

Cheers