“AIRBNB for EV charging stations, even in your own garage. The statement ‘There are no charging stations’ only existed because there was no solution, but now there is a solution available. Not for 10% market share, but for 90% of potential charging station providers. So far, monetizing charging stations has been too expensive, and the return on investment was never given because a regular AC charging station with integrated billing costs €3000 plus several fees and subscriptions. In addition, those who already own charging stations had to replace them to monetize them. Who wants to make money with a €30 investment and show diesel drivers that the stereotype ‘There are no chargers’ is incorrect? With the WATT system, monetization is possible for any source of electrical energy and existing charging stations without additional investment (hotels, etc.). WATTcontrol fits into a Schuko socket and only works when someone has bought time on it. The same applies to any other three-phase socket, wall charger, or DC hypercharger. No intermediaries and no commissions, the owner of the energy source becomes the owner of the charger, which is an active private wallet. So far, this has been impossible because the charging station must have an integrated billing system and an integrated POS terminal, cloud-based subscriptions, and card fees. In addition, the charger owner can only be a company. With this system, anyone can become the owner of the WATT control system, and any socket can be made available to everyone. Energy for all? Who is interested? The entire platform is based on the Ethereum blockchain with wallet balance control/explorer. Revolut has the most expensive transaction, payments can also be made through Coinbase, Wirex, Bitpanda, Status, etc., literally any wallet. Soon XRP and Apple Pay. The early access beta is now active.” The system works very simply; the reward for a completed transaction is not in kWh but in the active charging time, the operation of the charging station. To simplify the correlation of time values with payments, the payment is fix 0.001ETH, while the session duration is dynamic. The charging station owner adjusts the session duration based on the station’s power and the value of ETH so that the approximate price of kWh is higher than the actual cost of kWh to the station owner. Charging control is directly managed by the transaction itself, wallet receiver is charger owner, and the session duration is declared in the transaction without any intermediaries. The WATT cloud only checks the status of a specific wallet and sends the status to the WATT black box device. Users can verify the station’s status through the WATTcheck Cam web app, which provides information on session cost, duration, and approximate kWh value.
GERMAN
“AIRBNB für Elektroauto-Ladestationen, sogar in Ihrer eigenen Garage. Die Aussage ‘Es gibt keine Ladestationen’ existierte nur deshalb, weil es keine Lösung gab, aber jetzt steht eine Lösung zur Verfügung. Nicht für 10% Marktanteil, sondern für 90% der potenziellen Ladestationsanbieter. Bisher war die Monetarisierung von Ladestationen zu teuer und die Investitionsrendite war nie gegeben. Eine herkömmliche AC-Ladestation mit integrierter Abrechnung kostet 3000€ plus mehrere Gebühren und Abonnements. Außerdem mussten diejenigen, die bereits Ladestationen besitzen, sie ersetzen, um sie zu monetarisieren. Wer möchte mit einer Investition von 30€ Geld verdienen und den Dieselfahrern zeigen, dass das Stereotyp ‘Es gibt keine Ladestationen’ nicht stimmt? Mit dem WATT-System ist die Monetarisierung für jede Energiequelle und bestehende Ladestationen ohne zusätzliche Investitionen möglich (Hotels usw.). WATTcontrol passt in eine Schuko-Steckdose und funktioniert erst, wenn jemand Zeit darauf gekauft hat. Gleiches gilt für jede andere Dreiphasensteckdose, Wandladegerät oder DC-Hyperladegerät. Keine Vermittler und keine Provisionen, der Eigentümer der Energiequelle wird zum Eigentümer des Ladegeräts, das ein aktiver privater Geldbeutel ist. Bisher war das unmöglich, da die Ladestation ein integriertes Abrechnungssystem und ein integriertes POS-Terminal, Cloud-basierte Abonnements und Kartengebühren haben muss, außerdem kann der Ladegerätebesitzer nur ein Unternehmen sein. Mit diesem System kann jeder Eigentümer des WATT-Steuerungssystems werden, und jede Steckdose kann für alle zugänglich sein. Energie für alle? Wer ist interessiert? Die gesamte Plattform basiert auf der Ethereum-Blockchain mit Wallet-Balance-Control/Explorer. Revolut hat die teuerste Transaktion, Zahlungen erfolgen auch über Coinbase, Wirex, Bitpanda, Status usw. Jedes Wallet, buchstäblich. In Kürze XRP und Apple Pay. Das Frühzugriffs-Beta ist ab sofort verfügbar.”
Das System funktioniert sehr einfach; die Belohnung für eine abgeschlossene Transaktion besteht nicht aus kWh, sondern aus der aktiven Ladezeit, dem Betrieb der Ladestation. Um die Korrelation von Zeitwerten mit Zahlungen zu vereinfachen, ist die Zahlung festgelegt, während die Sitzungsdauer dynamisch ist. Der Besitzer der Ladestation passt die Sitzungsdauer anhand der Leistung der Station und des ETH-Werts an, damit der ungefähre Preis pro kWh höher ist als die tatsächlichen Kosten pro kWh für den Besitzer der Ladestation. Die Ladekontrolle wird direkt über die Transaktion selbst gesteuert, und die Sitzungsdauer wird in der Transaktion deklariert, ohne Zwischenhändler. Die WATT-Cloud überprüft nur den Status eines bestimmten Wallets und sendet den Status an das WATT-Black-Box-Gerät. Benutzer können den Status der Station über die WATTcheck Cam-Web-App überprüfen, die Informationen zur Sitzungskosten, -dauer und zum ungefähren kWh-Wert bereitstellt.
This was a mission of 3 months, a mission of a personal nature, a mission with the goal of saving the most beloved and highest quality small city EV from global cannibalization for parts. The Smart 451ED, first made by Tesla with its drive system in early 2008/09 for Daimler, was later produced by Daimler itself with the BOSCH drive system SMG180 electric motor, BOSCH AccuMotive, and “made in Germany” LiTec pouch 50Ah cells which were a fairly high technological achievement at the time. However, 10 years have passed and there are no adequate replacement cells available for these vehicles anywhere. This is also a story of the unsustainability of the automotive industry that doesn’t offer a long-term solution for replacement, and even “component level” parts, as this Smart 451ED chronically suffers from a lack of parts, especially for the battery system. The battery system, in addition to having integrated programmed BMS errors meant to bankrupt the owner, also has the long-term problem of degradation of the edge cells, which, despite active cooling and heating of the battery with antifreeze, leads to the crystallization of the electrolyte and damage to the cell layers themselves. As shown in the image below, where the edge of the cell has crystallized, risen, and started to cut into the layers of the adjacent cell.
A degraded battery pack typically has around 12 cells that need replacement to restore about 90% of the battery’s health. This is only possible if you have the materials on hand, and here lies the problem: there are no materials available. The only material that can be obtained is by cannibalizing one electric 451ED to repair 4-8 vehicles, of course, if only about 10 cells need replacement. However, in practice, the situation is even more dire because we’ve encountered cases where up to 80 out of 93 cells were damaged, which is essentially a total loss.
But for months we’ve been devising a plan and have found a solution. The solution came about quite accidentally in the form of recycled cells from a Ford Hybrid. The Ford Hybrid ended up as junk, where every hybrid arguably belongs, and we used its cells to design an entirely new battery assembly with a “block to pack” homologated and certified system that already had an integrated voltage sense PCB connector, steel housing, insulation, stress and drop test, and most importantly, state-of-the-art Samsung SDI Prismatic cells with a 6C discharge rate and 50Ah capacity. These cells perfectly match the old design in capacity, but with a significant improvement in cell body cooling, and crucially, a reduction in the overall battery weight by 50 kilograms while retaining the original battery capacity.
Thus, through mathematics, dimension measurements, and even before the start of the project, we concluded that this is the only adequate and safe solution for the reincarnation of the Smart 451ED. At the same time, it’s a solution that turns the Hybrid, the biggest misstep of the automotive industry, into something with a more noble and useful purpose than wasting resources on placebo “savings” and “cost-effective movement.” The project began as follows:
And in the end, it concluded like this and successfully operated from the first attempt:
In the entire process, we recycled absolutely everything. We utilized the original protective aluminum cage which served as the edge shield and holder for the original cells. The original “coolant plates” radiators were used, as were the original wiring for the 451 battery and the original wiring of the Ford block with “Voltage Sense wiring.” We incorporated the original busbar, BMS system, contactors, HV connector, fuses, and the entire protective structure with added reinforcement for the bottom and top parts of the battery system.
Before assembly, we conducted an OBD test on the table to ensure that we correctly connected all “voltage sense wiring” from Ford cells to the CSE slave balance board controllers.
Now, the most crucial part: the battery that served as a donor for this project had around 50 damaged cells and was deemed a total loss since the number of cells for replacement exceeded the vehicle’s value. The remaining functional cells were tested and recycled for the restoration of 3 vehicles from Croatia, each having about 10 damaged cells. Thus, we maintained a sustainability loop without the unsustainable cannibalization of another vehicle.
Now, some statistics, estimated prices, and our future plan. First: This battery reduced the vehicle’s weight by 50 kilograms, which will inherently reduce consumption and extend range. Second: It reduced the internal cell resistance from the old 1.1 mOhm to a new 0.98 mOhm, while the DCir was lowered from 3 mOhm to 1.2mOhm. This result is the holy grail of the entire project, as this reduces battery heating, thermal losses under load, and charging losses, all of which add a performance and range bonus. Third: Cell cooling is more efficient because it cools with a larger contact surface than before, where previously only copper bridges were cooled after battery terminals and small welds on connections. Fourth: We didn’t design the battery just to make it and then be unable to repair it ourselves or by a third party. The sustainability of any automotive product is based not on how expensive it is to fix, but on how simple it is to repair and replace a part. We configured blocks in the original casing with CSE wiring such that a few screws and some connector unhooking will easily replace the block. You don’t need an astronaut to fix the system as you would with a Hybrid or Hydrogen nonsense.
The system’s price will be between 6000 and 8000€ including VAT, where you leave your old unopened battery for exchange and receive a tested EVC battery. We’ll streamline the process to 3 work hours for battery service. Your old battery goes for EVC reincarnation, and the old cells are used to rescue other vehicles on the road, permanently halting cannibalization. Considering that the MB service asks for 14000e for another used battery and allegedly 28000e for a new one, this is more than an acceptable price for a far better, longer-lasting, and higher quality solution.
And now, the most important question is, “how many ‘million kilometers on a single tank with a catheter connected to the pee pipe’ does it go?” The range that, in practice, with a 10-year-old battery and somewhat healthy cells was around 90km in summer, and 60 in winter, we have raised it to a realistic 140 km range in summer at moderate temperature. We will test the winter range as it had the most significant losses due to the increased internal resistance of the cells at lower temperatures. This is a project I did for myself and my vehicle, so the effort invested in details is primarily focused on meeting my high demands for quality and sustainability. Driven by the goal to make it better than the original and to have a sustainable solution in the entire circular economy. I have closed that circle; it’s up to you to continue it with me.
And in conclusion, a point we’ve emphasized several times is that the European automotive industry is highly deceptive and unsustainable. They manufacture vehicles without providing a sustainable solution for sourcing/producing replacement parts, integrate programmed faults, and limit access to service information. Promoting eMobility as sustainable while selling unsustainable products is akin to the Dieselgate scandal, just dressed in silk.
Rest assured, EVC won’t let that slip under the radar.
HRVATSKI
PROJEKT “VALHALA”
Ovo je bila misija od 3 mjeseca, misija personalne prirode, misija u kojoj je bio cilj da najdraži i najkvalitetniji mali gradski EV spasimo od globalne kanibalizacije za dijelove. Smart 451ED kojeg je prvo Tesla napravila sa svojim pogonskim sustavom rane 2008/09 za Daimler, kasnije ih je radio sam Daimler sa BOSCH pogonskim sustavom SMG180 elektromotorom , BOSCH AccuMotive i “made in germany” LiTec pouch 50Ah celijama koje su u to vrijeme bile poprilično visoko tehnološko postignuće. Medjutim prošlo je 10 godina i za ta vozila nigdje nije moguće kupiti adekvatne zamjenske ćelije. Ovo je i priča o primjeru neodrživosti automobilske industirije koja ne nudi dugoročno riješenje za zamjenske pa čak i “component level” dijelove, jer ovaj Smart 451ED kronično boluje od nedostatka dijelova, najviše za baterijski sustav. Baterijski sustav osim što ima intergrirane programirane greške BMS-a kako bi vlasnika bankrotiralo, također je i dugorocni problem degradacije rubnih ćelija, koje i pored aktivnog hladjenja i grijanja baterije antifrizom dolazi do kristalizacija elektrolita i oštećenja samih slojeva ćelije. Kao što je prikazano na donjoj slici gdje je rub ćelije kristalizirao, uzdigao se i počeo rezati slojeve susjedne ćelije.
Jedan degradirani battery pack ima od prilike oko 12 ćelija za izmjenu kako bi se vratilo u obim 90% zdravlja baterije. To je moguće samo ako imaš materijal na stanju i tu nastaje problem, jer materijala nema. Jedini materijal koji se moze dobiti je kanibaliziranjem jednog elektricnog 451ED kako bi popravio 4-8 vozila, naravno ako je samo 10ak celija za izmjenu. Medjutim u praksi je priča još žalosnija jer imali smo primjere gdje je bilo oštećeno i 80 od 93 ćelije, što je ujedno i totalna šteta.
Ali zato smo mi mjesecima kovali plan i došli do riješenja. Riješenje koji je naišlo sasvim slučajno u obliku reciklirani ćelija iz Ford Hybrida, ford hybrid je zavrsio na smeću gdje je svakom hyridu i mjesto a mi smo ćelije iskoristili u dizjaniranje kompletno novog baterijskog sklopa sa “block to pack” homologiranim i atestiranim sustavom koji je imao već intergriran voltage sense PCB konektor, čelično kućište, izolaciju, stress i drop test i ono najbitnije, state of the art Samsung SDI Prismatic ćelijema sa 6C discharge rate i 50Ah kapaciteta koje u potpunosti kapacitetom odgovaraju starom dizajnom, ali sa jedni velikim poboljšanjem hlađenja tijela ćelije i ono najvažnije smanjenjm ukupne mase baterije za 50 kilograma zadržavajuci isti originalni kapacitet baterije.
Tako smo matematikom , mjerenjem dimenzija i prije samog početka projekta došli do zaključka da je ovo jedino adekvatno i sigurno riješenje za reinkarnaciju Smart 451ED. Ujedno i riješenje da Hybrid kao najveći promašaj autoindustrije ipak ima neku plemenitiju i korisniju svrhu od trošenja resursa na placebo “uštedu” i “jeftinije kretanje”. Projekat je ovako počeo:
A na kraju je ovako završio i uspješno proradio od prvi put:
U kompletnom procesu reciklirali smo apsolutno sve. Koristili smo original zaštitni kavez od aluminija koji je bio rubni štit i nosač za original ćelije, korišteni su original “coolante plate” hladnjaci, originalno ožičenje i 451 baterije i original ožičenje Ford bloka sa “Voltage Sense wiring”. Original busbar, BMS sustav, kontakotri, HV konektor, osigurači i kompletna zaštitna konstrukcija sa dodanim ojačanjem donjeg i gornjed dijela baterijskog sustava.
Prije samo sastavljanja napravili smo OBD test na stolu da potvrdimo da smo spojili pravilno sve “voltage sense wiring” sa Ford ćelija na CSE slave balance board kontrolere.
A sada ono najbitnije, baterija koja je bila donor ovom projektu imala je oko 50 oštećenih ćelija i baterija je progašena totalnom štetom jer broj ćelija za izmjenu prelazi vrijednost vozila. Ostatak ispravnih ćelija smo ispitali i reciklirali za resturacija 3 vozila iz Hrvatske koji su imali po 10 oštećenih ćelija. Tako da smo krug održivosti zadržali bez neodržive kanibalizacije drugog vozila.
A sad malo statistike, okvirne cijene i koji nam je plan za dalje. Prvo:Ova baterija spustila je masu vozila za 50 kilograma što će samo po sebu smanjiti potrošnju i povecati domet, Drugo: Smanjila je unutarnji otpor ćelije sa starih 1.1 mOhm na nove od 0.98 mOhm, dok je DCir smanjen sa 3 mOhm na 1.2mOhm. Taj rezulat je sveti gral cijelog projekta jer ovim smanjujemo grijanje baterije i termalne gubitke pod opterećenjima i gubitke na punjenju što paralelno dodaje plus na performanse i domet. Treće: Hladjenje celija je efektivnije jer se hladi vecom dodirnom površinom nego prije, gdje je prije hladilo samo bakarne mostove poslje baterijskih terminala i malih varova na spojevima. Četvrto: Bateriju nismo osmislili da je napravimo a da je ne možemo mi ili neko treći popraviti. Održivost bilo kojeg automotiv proizvoda temelji se na činjenici ne koliko je skup za popraviti, već koliko je jednostavan za popraviti i zamjeniti dio. Blokove smo konfigurali i originalnom kućištu zajedno sa CSE wiringom tako da je odvijanjem par vijaka i odpajanjem konekotra blok vani i jednostavno ga zamjenite. Ne treba vam astronaut da vam popravi sustav kao na Hybridu ili Hydrogen budalaštini.
Cijena sustava ce biti izmedju 6000 i 8000€ sa PDV, gdje vi ostavljate svoju staru neotvaranu bateriju na razmjenu a dobijate EVC bateriju testiranu. Proces ćemo svesti na 3 radna sata za servis baterije. Vaša stara baterija ide na EVC reinkarnaciju a stare ćelije idu za spašavanje drugih vozila na cesti tako da ćemo kanibalizaciju trajno zaustaviti. S obzirom da MB servis trazi 14000e za drugu rabljenu bateriju i navodno 28000e za novu, ovo je i vise nego prihvatljiva cijena za daleko bolje, dugotrajnije i kvalitetnije rijesenje.
A sada ono najbitnije pitanje je, koliko to ide “milijuna kilometara sa jednom rezervarom i spojenim kateterom na pipi”. Domet koje je u praksi sa 10g starom baterijom i koliko toliko zdravim celijama bio oko 90km ljeti, i 60 zimi, mi smo ga digli na realnih 140 km dometa ljeti na umjerenoj temperaturi. Domet zimi tek budemo testirali jer tu je imao najvece gubitke zbog porasta unutarnjeg otpora celija na nizim temperaturama. Ovo je projekat koji sam radio sebi za svoje vozilo, tako da ulozeni trud u detalje je primarno fokusiran da zadovolji moje visoke zathjeve kvalitete i održivosti. Vodjen ciljem da se napravi bolje nego je original i da je riješenje održivo u kompletnoj kružnoj ekonomiji. Ja sa taj krug zatvorio, na vama je da ga skupa nastavimo.
I na kraju kompletan zakljucak koji vec nekoliko puta naglasavamo je da je europska autoindustrija izrazito obmanjujuca i neodrziva, proizvode vozila za koje nemaju odrzivo rijesenje nabave/proizvodnje zamjenskih dijelova, integriraju programirane kvarove i limitiraju pristup servisnim infomarmacijama. Put kojim promoviraju eMobility kao odrziv a prodaju neodrzive prozivode je isto što i dizelgate afera, samo u svilenom ruhu.
Used OEM battery: 14000 Euro NEW OEM battery: 28000 Euro EVC NEW battery: 8000 Euro
You ask and we deliver. Smart 451ED BMS repair and reset operation manual is available in EVC Academy and in 15 steps you can stop robbing policy where OEM request complete battery change because there is programmed defect which lock out battery pack. Sometimes even healty one must be changed because there is programmed defect in BMS. So if you are in trouble with programmed defect inside BMS unit we can successfully program it so your battery can live again.
Electric SMART 451ED with BRUSA NLG664 Onboard Charger repair operation manual by EVC Academy pursue 99% success rate of repairs on those units. We know there are forums and some free DIY instructions and everybody knows that capacitators are problem but they are not complete and without tips&tricks how to prevent total damage during repair process. We had 20 inquires for repair of those devices but owners tried to repair it themselves and they destroyed PCB and other components which are not produced anymore. In most cases after DIY attempt, repair is not possible. Problem is that this OBC is 8000€ in Mercedes workshop and 20 owners with DIY repair attempts from FREE Forum instructions ended up with total 160,000€ of damage and 20 immobilised vehicles. Which is is unsustainable path to maintain EV. I can freely say that total EV Killer is free forum repair. We made full repair instruction with full part list and webshop link, because thise parts are not produced anymore and hard to find and only same dimension fits inside.
Model 3 LR 2170 Cell Extraction – Finally, an opportunity arose for a new project, to purchase and save the entire battery pack, demonstrating that the entire battery is never replaced as whole (except in Nissan Leaf or Mercedes with programmed defects). One faulty cell in the structural block of 25S was discharging one group, not disabling the vehicle but reducing the range and charging level. In situations where the group’s discharging is permanent, it is crucial to repair/remove the faulty cell as quickly as possible. If the voltage of that group drops completely and remains empty for more than a month below 2.5V, it leads to permanent damage to the parallel group and permanently irreparable condition of that particular block (out of a total of 4). We bought the battery for the purpose of developing repair solutions, creating tools, and repair methods. For the first time, we attempted and succeeded using the highest quality tools and materials to assemble the battery and later perform a road test to confirm proper balancing, charging, discharging, and that there were no other damaged cells except that one. Recently, we were contacted by the French LeMonde tabloid to give our opinion on possible EU regulations on battery design, where they directly obstruct Tesla’s and other NON-EU manufacturers’ innovation, directing how bureaucrats would want the battery pack to be designed, allegedly in fear of how repairs will be done and to “protect customers” whom they do not protect from domestic profiteers. There is no irreparable battery, there is no problem that cannot be solved, it may be a more or less complex procedure, but it can never be impossible (except in the case of Nissan Leaf). The repairability problem does not lie in the design, such as the “structural pack,” but in the availability and accessibility of parts for repair, designing battery systems without programmed failures, availability of electronic controllers for battery systems, cells, and similar approaches to a sustainable circular economy… the ones that EU manufacturers do not implement.
Model 3 LR 2170 Cell Extraction – Napokon nam se ukazala prilika za novi projekat da kupimo i spasimo cijeli baterijski paket, demonstriramo da se nikad ne mjenja cijela baterija (osim na Nissan Leaf ili Mercedesu sa programiranim kvarom). Jedna neispravna ćelija u strukturnom bloku od 25S je praznila jednu grupu, nije onesposobila vozilo vec je smanjila domet i razinu punjenja. U situacijama gdje je pražnjenje grupe trajno, izuzetno je bitno u sto kracem roku sanirati kvar, ako se desi da potpuno padne napon te jedne grupe i ostane prazno duze od 1og mjesec ispod 2.5V tada dolazi do trajnog ostecenja paralelne grupe i trajnog nepopravljivog stanja tog jednog bloka (od ukupno 4 koliko ih ima). Bateriju smu otkupili u svrhu razvoja riješenja za reparaciju, izradu alata i metoda reparacija. Prvi put smo pokušali i uspjeli korištenjem najkvalitetnijih alata i materijala kako bi bateriju sklopili i napravili roadtest da potvrdimo da se pravilno balansira, puni, prazni i da nema još oštećenih drugih ćelija osim te jedne. Nedavno su nas zvali iz Francuskog LeMonde tabloida da damo svoje mišljenje na mogucu EU regulativu dizajna baterija gdje se direktno obstruira inovativnost Tesle i drugih NON EU proizovdjača gdje bi dirigirali kako bi birokrati zeljeli da se dizajnira battery pack jer tobože su u strahu kako će se popravljati i da “zaštite kupce” koje ne štite od domaćih lihvara. Ne postoji nepopravljiva baterija, ne postoji problem koji je ne riješiv, može biti zahvat teži ili lakši ali nemoguć ne moze biti nikada (osim kod nissan leaf). Problem popravljivosti ne leži u dizajnu, “structural pack” recimo, već dobavljivosti i dostupnosti dijelova za reparaciju, dizajniranjem baterijskih sustava bez programiranih kvarova, dostupnosti elektroničkih kontrolera baterijskih sustava, ćelija i slicnih olakotnih pristupa odrzivoj kruznoj ekonomiji… onoj koju EU proizvodjači ne provode.
Part number: Errors: BMS_A064, BMS_A079, BMS_A066 Tesla Price: 8900Eur EVC: 4500Eur
We were visited by “Multi Millionaire” Hansjörg von Gemmingen-Hornberg, a millionaire in kilometers driven with his first Tesla S P85 from 2013. One of the most important figures in the eMobility sphere, as with every kilometer he drove, he shattered prejudices and stereotypes, leaving a legacy of trust in EVs for future generations. He achieved something that some wouldn’t dare with a fossil-fuel car in 9 years. He drove the vehicle when charging stations were scarce. Back in 2008, he was one of the first Tesla Roadster owners and possibly the only one who drove a Roadster for 700,000 km. After that, with the Model S, he broke records not only his own but also worldwide.
Recently, we’ve been writing about how RMN motors (repaired in Tesla Tilburg) have become completely unreliable, as confirmed by other clients and by Hansjorg, who replaced 13 RMN motors in 1800000 km, while the first original PTrain Mech lasted 800,000 km. Following the recommendation we published in a letter to Tesla that preventive repairs were necessary, our colleague realized that it might be time for an overhaul or towing. He had a good feeling, because if he hadn’t contacted us, the last motor would have failed at 1,000 km, at 150,000 km (beyond our recommendation), as the coolant seal had already failed and leaked antifreeze into the bearing area where the only barrier was the bearing grease to prevent it from entering the stator and causing a “short circuit.” He came just in time, and we saved the motor, restored it, installed some of our “patch” improvements, and permanently resolved the antifreeze leakage. This EVC Reman motor is ready for the next half a million kilometers at least.
We are grateful for the invaluable trust placed in us, but from our side, we felt the need to send a message. A message that Tesla and Elon forgot, that his achievement deserves official recognition, reward, and acknowledgment because what he accomplished is something no one else will even attempt for generations. As a small EVC, we will do what Tesla didn’t; we will reward him with free service for the electric motor that outlasts their RMN motors.
If you need EVC Academy full training at our facility to learn complete know-how you can order training here:
Stigao nam je “Multi Milijunaš” Hansjörg von Gemmingen-Hornberg, milijunaš u predjenim kilometrima sa prvom Teslom S P85 iz 2013 godine. Jedan od najbitnijih osoba iz eMobility sfere jer je svakim svojim kilometrom rušio predrasude i stereotipe, njegov footprint će ostaviti nasledje povjerenja u EV svim budućim generacijama. Postogao je nesto sto se neki nebi usudili ni sa fosilcem u 9godina. Kretao je se vozilom kad nigdje nije bilo ni punionica. Davne 2008 godine jedan je od prvih Tesla Roadster vlasnika i moguće jedini koji je sa roadsterom napravio 700000km. Nakon toga sa Model S ruši rekorde ne samo svoje već i svjetske. Kako smo počeli pisati zadnje vrijeme da su RMN motori (reparirani u Tesla Tilburgu) postali totalno nepouzdani, sto smo potvrdili i sa drugim klijenti a i sa Hansjorg koji je promjenuo 13 RMN motora u 1.800.000 km, dok je prvi PTrain Mech originalni napravio 800.000km. Po preporuci koju smo objavili u pismu Tesli da je preporuka da se preventivno repariaju tako je i nas kolega skuzio da je mozda vrijeme ili za remont ili za šlepu. Imao je dobar feeling, jer da se nije javio ovaj zadnji motor bi otkazao za 1000km na 150000km (sto je preko nase preporuke) jer je coolant seal vec probio i pustio antifriz u zonu ležaja gdje je jedina prepreka mast u lezaju da udje u stator i napravi “kurzschluss”. Na vrijeme je dosao, motor smo spasili, restaurirali, ugradili par naših “patch” unaprijedjenja i trajno rijesili prodor antifriza. Ovaj EVC Reman motor je spreman za sledećih pola milijuna minimalno. Nama je neprocjenjivo ukazano povjerenje, ali ipak sa nase strane nedostajalo je poslati i jednu poruku. Poruku koju su Tesla i Elon zaboravili da njegovo postignuce ipak zasluzuje i sluzbenu potvdu, nagradu, odgovor, jer ovo što je on uspio još niko generacijama neće ni pokušati. Mi kao mali EVC napravit ćemo ono što Tesla nije, nagradit ćemo ga besplatnim servisom elektromotora koji izdrzi vise od njihovog RMN.
To present you first ‘Model S 100’ RWD in Europe, upgraded from healthy 85 to 100 kWh battery pack. We didnt stop there, we upgraded Large drive unit electric motor from problematic RMN to EVC tuned and optimized one for higher range and higher reliability. BMS Calculated range is lower than expected until it calibrates fully, and expected autonomy should be above 500km. Model S is Autopilot AP1 2014 with 379000km on clock with free supercharger. This project was “tuned” for my own pleasure. Thanks goes to wk057 coding tip. System is safe from SuC deactivation.
*NOT FOR SALE
Predstavljamo prvi ‘Model S 100’ sa stražnji pogonom u Europi, nadograđen s zdrave baterije od 85 na 100 kWh. No, nismo stali samo na tome, ugradilo smo i poboljšani električni motor LDU s problematičnog RMN-a na EVC model, prilagođen za veći doseg i pouzdanost. BMS trenutno prikazuje manji doseg od očekivanog dok se potpuno ne kalibrira, a očekivana autonomija trebala bi biti iznad 500 km. Model S je Autopilot AP1 iz 2014. s 379.000 km na satu i besplatnim punjenjem doživotno. Ovaj projekt je “prilagođen” za vlastiti gušt i trenutno smo spremni za Homos Balkanikus olimpijadu Zagreb Split bez odpajanja katetera i stajanja. Stavljena je Popcorn mapa za Netflix za nedaj može, stage 2 zavojnica i kondenzator, bakraći… deaktivirana je VodaUStrujiOFF, straightpipe klima u kabini filterOFF da skida i ženin puder sa lica.
2010-2019 “Electric vehicles are no good because there’s nowhere to repair them, who will fix them?” Then came EV Clinic: 2019 – “Electric vehicles are no good, you see, they need repairs once every 8 years.” “You see, they’re no good as soon as you repair them, how would you make a living?” Trolls and bots always have the easiest argument as an excuse, but they don’t know that I make a living precisely from fossil-fuel “never fails anything” service. Every summer, for the past 10 years, we’ve been dealing with an invasion of automatic gearboxes falling apart at just 100,000 km due to planned material fatigue and intense heating, leading to ruptured pipes, sensors, and other components. There’s no comment needed, it’s a well-known “peon’s” excuse, “the more you maintain it, the better it is.” Because junk cannot be improved even if you sleep next to it, no “regular maintenance by a skilled mechanic” helps, only a redesign of the system where the manufacturer intentionally weakened the material or planned the failure of a component. The only gearboxes that come very little or not at all are Japanese ones – Mazda, Mitsubishi, Toyota, Honda, etc. And why is that? Because they don’t have planned design defects that people love, especially in the Balkans. They don’t have them because the manufacturers have a completely different, less greedy strategy. With this European “fair” strategy, fewer and fewer parents are sending their children to college because they’ve had to replace the turbine three times, the mechatronic gearbox twice, and now the DPF is clogged. That’s why our future is secure because every day we have 10 gearboxes coming in, more and more defective fossil powertrains, parts getting more expensive and harder to obtain, and our hourly rate is getting higher. Some gearboxes are statistically the worst and most often irreparable, and DSG DQ200 stands out here. Most defects cannot be resolved if there’s a kurzschluss on the ceramic of the baradie chips. Some have brought in already opened “electronic cabbages” expecting miracles, but only a few defects can be repaired. Surely the junk king here is Mercedes with its 7G and FCVT gearboxes. The 724 7G is irreparable. Also, the 9G, it has a fault counter, and if one fault appears more than 20 times, it activates the OTP lock, and you have to buy a new electronic unit, but Mercedes martyrs don’t know that it’s no longer possible to buy just the electronic unit, you have to buy the whole gearbox (10,000€). Used 9G modules in the FBS4 crypto immo system cannot be cloned because of the Renesas baradie Jtag lock processor. As I said, some will buy the new generation of fossil vehicles for the last time, no need to bother with education. Education will be a minus in the bank account.
HRVATSKI
2010-2019 “Elektricna vozila nevaljaju jer nemaš gdje popraviti, tko će to popravljati”
Došao EV Clinic:
2019- “Električna vozila nevaljaju vidis da se moraju popravljati jednom u 8 godina”
“Vidis da nevaljaju cim ih popravljate, od čega bi živjeli.
Trolovima i botovima je izgovor uvjek najlakši argument samo oni neznaju da ja živim upravo od fosilnog “nikad ništa” servisa. Svako ljeto nas vec 10 godina poprati invazija automatskih mjenača koji se raspadaju vec na 100k KM jer zbog planiranog zamora materijala i intezivnijeg grijanja dolazi do pucanja vodova, senzora i ostalih komponenti. Ne postoji tu nikakva opaska, dobro poznata kmetska traljava opaska, “kolko ga odrzavas toliko je bolji”. Jer skart ne moze biti bolji ni da spavaš kraj njega, nikakvo “redovno odrzavanje kod pravog majstora” i ne pomaze nista osim redizajna sustava gdje je proizvodjac namjerno stanjio materijal ili isplanirao otkazivanje komponente. Jedini mjenjaci koji vrlo malo ili uopce ne dolaze su Japanski. Mazda, Mitsubishi, Toyota, Honda itd… a zasto, zato jer nema planirano dizajniranih defeksta koje narod voli, pogotovo na balkanu. Nema ih jer proizvodjači imaju totalno drugu strategiju, manje lihvarsku. Sa ovom europskom “pravednom” strategijom sve manje roditelja salje klince na fakultet, jer vec 3 puta mjenja turbinu, 2 puta mehatronik mjenjaca i sad jos se i dpf začepio. Zato je nama buducnost osigurana jer dnevno dolazi i 10 mjenjača, sve je vise defektnijih i učestalijih fosilnih pogonskih sustava, dijelovi sve skuplji i teže dobavljivi a nasa satnica sve skuplja. Neki mjenjaci su po statistikama najgori i najcesce nepopravljivi, tu se ističe DSG DQ200. Vecina defekata se ne moze rijesiti, ako je kurzschluss na keramici na baredie čipovima. Neki su donosili kupus od elektronike vec otvaran ocekivali čuda, medjutim nekolicina kvarova je samo popravljiva. Svakako škart king je tu Mercedes sa 7G i FCVT mjenjacima. 724 7G je nepopravljiv. 9G takodjer, ima brojač za pojavljivanje greske, ako ae jedna greska pojavi vise od 20 puta aktivira OTP lock i moras kupiti novu elektroniku, samo sto Mercedes mučenici ne znaju da više nije moguce kupiti samo elektroniku vec morate cijeli mjenjač (10000€). Rabljen 9G modul u FBS4 crypto immo sustavu nije moguce klonirati jer je Renesas baredie Jtag lock processor. Kao što rekoh, neki će fosilce nove generacije kupiti zadnji put, ne treba se ni truditi oko edukacije. Edukacija ce biti minus na računu banke.
AUTOMOTIVE OPTIMIZATION is becoming increasingly aggressive throughout the automotive industry. To the general public, it may mean “potential” savings, to us, a potential “sponsor,” and to manufacturers, a “pat on the back” and abundant profits. Your vehicle is 2 kilos lighter, you are on a diet, and you have 2000 square meters less of inherited land (approximately 1200€ less). This is because the Li-ion 12V 70Ah battery, which replaced the old lead-acid one, discharged while the vehicle was at the service, and you cannot recharge it as it is not designed for non-invasive charging. Although this battery has proven to be extremely reliable, its BMS lacks an OTP lock like VW, Mercedes, and other junk, which would require a BMS reset. Fortunately, in this case, it is sufficient to unscrew the cover, recharge it directly at the terminals, and physically disconnect the BMS connector for a reset.
As people do not complain about the increasing junk in the automotive industry, especially in fossil-fuel-powered vehicles, we expect that soon the light switch will cost 8000€, a spark plug 20€ but malfunctioning, which the mechanic mounts at his own expense six times, the MAF and MAP sensors with Bluetooth will cost 5600€, and we will also follow the “acceptable prices” for the labor time. #peopleloveit
AUTOMOTIVE OPTIMIZACIJA, na latinskom “Ipsum Ti’metnem”, je popraćena kroz automotive industriju sve agresivnije i agresivnije. Običnom narodu to znači “potencijalna” ušteda, nama potencijalni “sponzor” a proizvodjačima “pršut na čelo i love u izobilju”. Vaše vozilo je lakše 2 kile, vi na dijeti i 2000 kvadrata djedovine manje (cca 1200€). Jer Li-ion 12V 70Ah akumulator koji je zamjenuo stari olovni se isprazni u mirovanju jer je vozilo bilo na servisu, i ne možete ga napuniti jer nije dizajniran da ga punite bez invazivne metode otvaranja i punjenja. Iako je se ovaj aku pokazao ultrapouzdanim, BMS nema OTP lock kao VW Mercedes i ostali skart pa da se mora i BMS resetirati sto je poprilicno pohvalno (inace bmw je tu najmanji lihvar po pitanju programiranih kvarova, ali ne znaju napraviti pouzdan dizel motor). Ovdje je dovoljno odsarafiti poklopac , dopuniti direktno na terminalima i fizicki odpojiti konektor BMS da se resetira. S obzirom da se narod ne buni na sve vise skarta u autoindustriji, pogotovo u fosilnim pogonima, uskoro ocekujemo da ce prekidac za svijetla biti 8000€, zamasnjak 20€ ali neispravan kojeg mehanicar o svom trosku montira vec 6 puta, MAF i MAP senzor na bluetooth 5600€ a i mi cemo popratiti “prihvatljive cijene” radnog sata. #narodtovoli
Error: 0Volt on terminals
Part number: 61218092859, 194064-10 JP,
Capacity: 0.9kWh
Supplier: Lithium Energy Japan
OEM Cijena : 1000-1200€
EVC Cijena:*
*natankam dizlo za 5 sekundi – 2000€
*natankam dizlo za 5 minuta – 1900€
*natankam dizlo za 10-15 min – 200€
*natankam dizlo ak je ispravan – 0€
*vozim dizlo bez odmaranja 1200km na kateter: 6900€
*vozim dizlo 1200km ali stajem odmoriti 3 put : 5€
Dear Balkan people (and other), the path to electrification and sustainability, as paid propaganda reviews bashing EVs and praising hybrids told you, is a global deception and a path to poverty. Commercial electrification of “dinosaurus” powertrainds, where the worst solutions from both worlds reside, with underdesigned ultracomplex drivetrains lacking redundant protection against overheating, wear, and harmful operation, is not the way to the sustainable electrification but the oposite. Communicating with colleagues in the mechatronics industry, the situation is no better with the latest generation fossil fuel car offerings from the EU “scrap” market, and service demands are growing, leaving every workshop overwhelmed. Many refuse to even accept anything produced from 2019 onwards (as we have already recommended), as even oil changes are risky due to poor oil flow systems that can destroy an engine costing which costs €32,000 (CRT) for an Audi. The “moderate quality” of junk and “prototype” ideas funded and tested by owners is beyond the reach of anyone’s budget.
Now I am 100% sure that banning the sale of fossil vehicles is NOT NECESSARY; it’s pure EU nonsense. I am 100% certain that the EU fossil vehicles with Euro norms and hybrids will be bought by domestic customers for the LAST TIME because the gold lesson “hitting the pocket” is best within our mentality. Mainstream media, through moderate disinformation and bought reviews by legacy car makers, imposed the general misconception of “hybrids” and that manufacturers and their quality offerings are completely fine. However, they are not, and it will backfire on everyone. Remember, banning is not necessary because you have purchased fossil fuel junk for the last time. Shortages of junk parts, increasing frequency of component/sensor failures, and other issues, waiting for parts for months, and the lack of “right to repair” and “parts supply” are your path to driving a Golf 4 SDI, Honda Civic ’95, or something from the EV lineup.
I repeat, repairing EVs, old fossil vehicles, or even REX hybrids is far easier. However, all PHEVs, MHEVs, and new fossil vehicles have become bottomless pits and a recipe for self-destruction (fossil rape syndrome when you are ashamed of maintanance costs). From the beginning, I have no emotional attachment to anything except quality drivetrains; we call out junk even when it comes to EV powertrains. With this approach, we have attracted a large number of colleagues in the industry, from apprentices to shop owners. A large number of “whistleblower” teams have come forward with incredible data and statistics, even those that Toyota skillfully conceals, which we will publish in a mega edition. We invite all of you from authorized service centers to come forward in large numbers, so we can debunk the mythology of hollow mainstream stories and the “modern quality” that no longer exists. Perhaps it is even time for a podcast with industry experts, mechanics, and mechatronics professionals whose voices have been taken away by “car enthusiasts,” denying them access to field information and real statistics from the workshop lift, not some ADAC statistics or other car portal nonsense.
The collection of images from the post represents damages totaling around €400,000 to the Hybrid owners where not any possible “fuel savings” can save them. Some failures are irreparable, making the vehicles fit for scrap. I have been digging through the records for four hours, and this is only a portion of the requests, with an exponential increase. We cannot respond to all of you, and we fail to repair a small number of vehicles. We work 12 hours a day, and besides the repairs, stress comes from owners who don’t follow guidelines, calling us without knowing the vehicle’s make, model, year, or error code printouts from diagnostics. Taking a photo of the tachometer IS NOT AN ERROR CODE PRINTOUT. We will have less time to respond, and the recommendation is to contact us only via email with all the necessary information; otherwise, you may not appreciate “our approach” of communicating. The path to electrification is directly through EVs (from the recommended list), and “German or EU quality” has not existed for years. Now imagine the complexity of hydrogen propulsion, where you will need an even more complex service center with 30 certificates and 2 astronauts to fix a stuck valve, while the electric drive is powered by electricity produced three times more expensively, “filled up in 5 minutes,” but you spend 2 months in the service (a topic for the future).
HRVATSKI
Dragi balkanski ( i ostali) narode, put do elektrifikacije i održivosti kako su vam plaćene propagandne recenzije koje pljuju EV a veličaju hybride govorile da je to putem hybrida je svjetska navlakuša i put do siromaštva. Medjutim elektrifikacija nije kroz komercijalnu elektrifikaciju dinosaura gdje je u pogon smješteno najgore riješenje iz oba svijeta sa poddizajniranim ultrakompleksnim pogonskim sustavima bez redudantne zaštite od pregrijavanja, trošenja i pogrešnog štetnog rada. Komunicirajući i sa kolegama mehatroničarima iz branše situacija nije ništa bolja ni sa fosilcima zadnje generaciie iz EU skart ponude a posla po servisima je sve više i svi se sve zatrpaniji. Mnogi ne žele ni primiti nista u servis sto je proizvedeno od 2019 godine do sada (sto smo vec preporucili), jer sama izmjena ulja je rizicna zbog lošeg sustava protoka ulja gdje overpressure razbije motor koji za Audija kosta nov 32000€ (CRT). “Umjerena kvaliteta” škarta i “prototip” ideja koju financiraju vlasnici je izvan bilo čijeg balkanskog budžeta. Sad sam 100% siguran da zabrana prodaje fosilaca UOPĆE NIJE POTREBNA i čista je EU nebuloza. 100% sam siguran da EU fosilce sa Euro normama i Hybride domaća ekipa kupuje ZADNJI PUT jer lekcija “po džepu” najbolja funkcionira na naš mentalitet. Mainstream mediji umjerenim dezinformiranjem i kupljenim recenzijama su nametnuli “hybridno” opće mijenje da je ponuda proizvodjaca i kvaliteta sasvim ok, medjutim nije i razbit ce se svima o glavu. Zapamtite, zabrana nije potrebna, jer škart ste kupili zadnji put. Nestašica škart dijelova, frekventnost sve veceg broja kvarova komponenti/senzora i ostalih dijelova, čekanje dijelova mjesecima i ostali problemi na koje nemate pravo “right to repair” i “parts supply” je vaš put da ponovno vozite Golf 4 SDI, Hondu Civic 95’ ili nešto od EV ponude. Ponovno ponavljam, daleko je lakse repariti EV, starog fosilca ili cak i REX hybrida, medjutim svi PHEV, MHEV i Novi fosilci su postali rupa bez dna i recepat za samoubistvo (fosilni rape sindrom). Od početka nemam emotivnu povezanost ni sa čim osim sa kvalitetnim pogonima, škart prozovamo i kad je struja u pitanju. Sa tim pristupom privukli smo veliki broj kolega iz struke od segrta do vlasnika servisa, veliki broj “whistleblower” ekipe je se javilo sa nejvjerovatnim podatcima i statistikama koje čak i Toyota vjesto krije koje cemo objaviti u mega izdanju. Mi vas pozivamo da se javite u sto vecem broju iz svih ovlaštenih servisa da razbijemo mitologiju šuplje mainstream priče i “moderne kvalitete” koja vise ne postoji. Mozda je čak i vrijeme za podcast sa stručnjacima branše mehanicara i mehatronicara kojima su “automobilisti” oduzeli pravo na glas, oduzeli pristup informacijama sa terena i realne statistike sa dizalice ne neke ADAC statistike ili autoportal lupetanja. Kolekcija slika iz posta od prilike predstavlja stetu vlasnicima oko 400.000,00€, neki su kvarovi nepopravljivi i vozila za smeće. Kopam vec 4 sata po evidenciji i ovo je samo dio zahtjeva, a porast je eksponencijalan. Ne stignemo vam svima odgovoriti, mali broj vozila ne uspijemo ni rijesiti, radimo 12 sati dnevno i stres nam rade osim kvarova i vlasnici koji ne slusaju smjernice da ne zovu ako ne znaju koje vozilo i model voze, godinu i ispis gresaka sa dijagnostike. Slikanje tacho sata NIJE ISPIS GRESAKA. Sve manje vremena ćemo imati da vam odgovaramo i preporuka je samo kontakt putem email sa svim informacijama, u protivnom vam se nece svidjeti “nas pristup” . Put do elektrifkacije je direktno na EV (sa liste preporuka) a “svabska kvaliteta” ne postoji vec godinama. Sad jos zamislite kompleksnost hydrogen pogona gdje ce vam trebati jos kompleksniji servisni centar, sa 30 certifikata i 2 astronauta da poprave jedan ventil koji je zastekao gdje je elektropogon pokretan 3x skuplje proizvedenom strujom “koju tankas 5 minuta” ali visis u servisu 2 mjeseca (buduca tema)
