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Poruka o tome kako imati sve, a zapravo nemati ništa. Trenutno smo u Oslu, u Bosch servisu, kod naših novih partnera, gdje ih obučavamo (o tome više u sljedećem postu). Ovaj put odlučujem zapisati memoar prije nego što zaboravim – jer kako to uvijek biva, ne može proći bez problema. Naravno, pod nos nam stiže legendarni 651 dizelski motor, primjer tehničkog škarta koji je u svakom pogledu “poseban”. Pukao lanac na 200.000 km. Eto vam te “njemačke kvalitete” – čista ironija!
Da budemo realni, njemačka kvaliteta nije samo oslabila – od 2010. godine praktički je mrtva. A cijene? Utrostručile su se. No, to ne sprječava razne internet trolove da iskaču iz svake rasprave o električnim vozilima, uspoređujući troškove fosilnog pogona s EV-ovima. Najdraži im je argument da je održavanje fosilaca “jeftinije,” naravno, pritom računajući cijene popravka kod nekog “majstora iz susjedstva,” dok s druge strane vade najskuplje moguće primjere cijena baterija u ovlaštenim servisima (oko 13.000 €). A onda kreće igra clickbait argumenata i skakanja s teme na temu, bez ikakve povezanosti s praksom.
Kad se stvarno usporede brojke, sve postaje jasno: svaka komponenta EV-a u ovlaštenim servisima dvostruko je jeftinija od one kod fosilaca, a ukupni troškovi vožnje također su barem dvostruko manji. Imamo svjež primjer iz Osla – popravak 651 motora iznosi nevjerojatnih 27.000 €, a još ga nemaju na stanju i ne znaju kada će ga dobiti. Ponuda iz Zagreba? “Samo” 20.000 €, ali bez uvoza i – naravno – bez ruku. I oba računa odnose se na renovirani motor.
Zaključak? Tko ima novca da vozi i održava ovakav škart, taj ima dovoljno za tri električna vozila i da na kraju izađe na nulu. Fosilci, vrijeme vam je isteklo.
Concerns with Mercedes EQC and Potential Costly Repairs
We’ve recently received our second inquiry in three weeks regarding an issue with the Mercedes EQC. Another customer is reportedly facing a €35,000 repair bill due to a fault, leaving them without viable support or solutions.
Reported Issue: P1D2800 Error
The error code P1D2800 suggests an internal counter (e.g., for HV contactor cycles) has reached its limit, triggering a non-resettable fault. This effectively forces a full battery replacement (~€35,000) even if the battery is otherwise healthy.
Long-Term Concerns
From our research into Mercedes-Benz over the past 15 years, we’ve observed the introduction of error counters and programmed limitations in several components, such as:
SBC pumps
ELV (Electronic Steering Locks)
EIS (Electronic Ignition Switches)
7G and VGS4 transmissions
More recently, this pattern has extended to components in hybrid and electric vehicles, such as the Smart ED and EQC. While we had hoped that such practices would not affect newer EQ models, this case suggests otherwise.
Potential Implications for EQ Owners
If this issue is confirmed as a non-removable BMS flag triggered by a programmed error counter, owners could face costly battery replacements—even if the battery itself is fully functional. The reported repair costs of €35,000–€40,000 are not sustainable for consumers and raise serious concerns about ownership costs outside warranty coverage.
Our Recommendation
We strongly advise caution for anyone considering the purchase of a new or used Mercedes EQC—or other EQ models like EQS, EQA, or EQB—until these concerns are addressed. For current owners, regular maintenance and early detection of potential issues may help mitigate the risk of encountering similar problems.
A Call for Transparency
The automotive industry must prioritize transparent and consumer-friendly practices. Issues like these undermine trust and highlight the importance of robust consumer protections. We encourage Mercedes-Benz and other manufacturers to provide clear resolutions for such errors and offer cost-effective repair solutions.
Preporuka IZBJEGAVAJTE EQ SERIJU
Programmed defect error: P1D2800 – The frequency counter “switching cycles of contactor” of the HV battery module has reached its finale value
If you’ve never stood as a guarantor for a questionable loan, never had a less-than-pleasant experience in a high-security facility, never borrowed money from a less-than-official lender, or never owned a temperamental Citroën, VW, or BMW hybrid but want to experience all of that at once—this exceptional vehicle might be your perfect introduction.
German engineering, once renowned for its excellence, hasn’t just declined slightly—it seems to have reached an entirely new dimension. To perform a simple task like inflating the tires, one must first remove the entire engine, as the valve is ingeniously placed inside the motor’s stator. But before even attempting that, you’ll need to split the car in half—yes, literally!
Repair costs for this masterpiece don’t start at €1,000, nor €2,000, or even €3,000. Instead, every significant issue demands an eye-watering €5,500, because the solution is always the same—replace the entire powertrain module. If your windshield wipers stop working, you might as well contact an industrial machinery specialist to weld a whole new front end of the car—because, apparently, that’s the more practical approach.
But wait, there’s more! This vehicle boasts not just one, but four distinct faults that require full module replacements, two of which appear to be software-related. And the fun doesn’t stop there—battery defects? Of course! Not just a minor issue, but six different recurring serial faults. Out of those, three are seemingly software-triggered (contactor counter, impact detection, and cell imbalance OTP error), leading to the inevitable replacement of a perfectly functional battery—at a staggering cost of €15,000.
The challenges associated with this vehicle remained unresolved until it arrived at EV Clinic. Over the course of 12 months, we conducted extensive research across three different fleets and multiple vehicles, identifying and addressing numerous technical issues. Through this process, we uncovered a range of design choices that significantly impact repairability and maintenance.
For instance, the high-voltage cable incorporates integrated cylindrical 40A fuses, meaning that if a fuse fails, the entire cable must be replaced instead of a simple fuse swap. Additionally, we observed a recurring issue with the internal instrument in the Battery Management System (BMS) responsible for measuring insulation resistance. In its current design, the standard repair approach requires replacing the entire battery pack rather than just the affected BMS component.
One notable aspect of this vehicle is that body parts are relatively affordable, which may provide some cost benefits in certain repair scenarios.
Let’s go through the serial defects:
DCDC hardware defect: €5500 DCDC programmed fault: €5500 Inverter: €5500 Charger: €5500 Motor bearing: €5500 Fuse in the type 2 cable port: €800 Battery after a crash – programmed fault: €15,000 Battery “unable to charge” internal bug never resolved by the manufacturer: €25 million BMS ISO error: €15,000 BMS programmed fault P18051C: €15,000 Front headlight Daylight LED DCDC: €350
To highlight the positives, this car is an excellent choice for city driving. Its compact size makes parking and maneuvering effortless, making it a practical urban vehicle. However, when it comes to long-term ownership and maintenance, it is best suited for those with deep expertise—like us at EV Clinic—or for someone with close ties, such as a family member, trusted friend, or colleague. For the average owner, maintaining this vehicle can present significant challenges.
At EV Clinic, this model will serve as our future replacement vehicle for clients, but we do not recommend purchasing it unless the price is low enough to account for the potential high repair costs. If there’s one thing we firmly stand against, it’s unreliable vehicles—regardless of whether they are electric, hybrid, or combustion-powered. In contrast, the first-generation Smart 451 ED is a well-designed and durable electric vehicle, offering far better engineering solutions and fewer faults, making it our recommended choice.
EV Clinic’s Perspective on Repairability:
While electric mobility has great potential, certain design choices can make repairs unsustainable. Models such as the Smart 453 EQ, Renault Twingo, and Renault Zoe R240 appear to have been designed in a way that leads to recurring failures, often at intervals as low as 50,000 km—or, in some cases, as little as 10,000 km. While we cannot change the original design, our goal is to help customers avoid unnecessary spending on non-sustainable repair solutions.
A particularly concerning issue is the use of non-repairable onboard charging (OBC) systems. Instead of using commercially available and serviceable components, these models incorporate the FS200T12A1T4 Infineon HybridPACK1 IGBT—a component typically designed for driving electric motors but repurposed here for handling 22kW charging power. Unfortunately, this IGBT is not available for purchase separately, nor is the Battery Charger Box (BCB) module itself. As a result, when a fault occurs, the only option offered by the manufacturer is to replace the entire powertrain box, leading to excessive costs.
Additionally, testing repairs on these systems requires full disassembly and reassembly—an intricate process that can take up to eight labor hours just to verify whether the fix was successful. Our mission at EV Clinic is to introduce sustainable repair solutions where possible, even when the original design does not prioritize serviceability. While this is not always easy and can be time-consuming, we are committed to making electric vehicle repairs more practical and cost-effective.
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.
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.
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”
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:
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.
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
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
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.
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
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.
Stay Informed: Be cautious of promotional materials and paid reviews that may not fully disclose potential drawbacks.
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
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.
Istražite reputaciju proizvođača: Budite oprezni prema promotivnim materijalima i recenzijama koje možda izostavljaju potencijalne nedostatke.
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.
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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”.
