PART 1 – The king of the asphalt and the icon of eMobility has arrived, the only vehicle without a single programmed failure and, in our opinion, the best drive system in the world. The only EV that goes over thousands of kilometers, on which it is possible to fix absolutely every fault up to 20x cheaper than for any other EV. The only vehicle that does not need any multiplexer and diagnostics, because the vehicle is a laptop with its own integrated diagnostics, i.e. the display system is Linux Ubuntu. Defects like the one that came up, battery failure are also the cheapest to solve of all EVs on the market. Breakdowns start from €200 to €4,500 and occur only at 200,000-30,000 km. I mean that exclusively on the S85 battery pack. The other S75 90 and 100 are almost indestructible even at 500,000 km. This one came with a breakdown of the insulation from the High Voltage system to the chassis. In a microsecond the system activated PERMANENT ISO F123 to protect the rest of the system. After testing the HV distribution box, we found that it is not the external insulation, but the internal insulation in the battery. In such scenarios, it is VERY IMPORTANT to remove the battery IMMEDIATELY, meaning IMMEDIATELY, not tomorrow or the day after tomorrow or in a month, because total damage occurs. The owner immediately brought the vehicle to the EV Clinic LAB as recommended. The battery was immediately removed and further damage stopped. This battery pack has 4 damaged modules and we will restore them all, the BMS must be repaired and reprogrammed. This is also one of the worst cases we have had and fast delivery was key. Battery failed on 260000km
Workshop is located in Croatia. We can organize repair in our franchise in Germany, Istanbul, Montenegro, Serbia, Romaniaor we can send tow truck to pick it up and deliver it to our lab in Zagreb.
PART 1 – Stigao kralj asfalta i ikona eMobility-a, jedino vozilo bez ijednog programiranog kvara i po nama najkvalitetnijim pogonskim sustavom na svijetu. Jedini EV koji prelazi tisuće kilometara na kojem je moguće apsolutno svaki kvar otkloniti i do 20x jeftinije nego za bilo koji drugi EV. Jedino vozilo kojemu ne treba nikakav multiplexer i dijagnostika, jer je vozilo laptop sa svojom integriranom dijagnostikom tj sustav zaslona je Linux Ubuntu. Defekti kao ovaj što je došao, kvar baterije su i najjeftiniji za rijesiti od svih EV na trzistu. Kvarovi pocinju od 200€ do 4500€ i javljaju se tek na 200000-30000km. To mislim iskljucivo na S85 battery pack. Ostali S75 90 i 100 su skoro pa neunistivi i na 500000km. Ovaj je došao sa probojem izolacije sa Highvoltage sustava na šasiju. Sustav u mikrosekundi je aktivirao PERMANENT ISO F123 da zastiti ostatak sustava. Nakon ispitivanja HV razvodne kutije ustanovili smo da nije vanjska izolacija već unutaranja u bateriji. Kod takvih scenarija VRLO JE BITNO da se baterija skida ODMAH, znači ODMAH, ne ni sutra ni prekosutra ni za mjesec dana jer nastupa totalna šteta. Vlasnik je odmah dovezao vozilo po preporuci u EV Clinic LAB. Baterija odmah skinuta i daljnja šteta zaustavljena. Ovaj battery pack ima ostecena 4 modula i sve ih budemo restaurirali, BMS moramo reparirati i reprogramirati. Ovo je ujedno i jedan od najgorih slučajeva koje smo imali i brza dostava je bila ključna. Vozilo je 9 godina staro, baterija je bilo jednom na servisu i ima 260000km sa jos originalnim diskovima i plocicama. S obzirom da ima besplatno punjenje dozivotno ovaj je ustedio bar 35000€ samo na gorivu. Takodjer po nasim procjenama i dosadasnjim iskustvom cak i ova stara S85 se moze preventivno 2-3 komponente zastiti da do kvara uopce ni ne dodje.
Troy fell because of horses and EV trust will fall because of this Smart 453 (not 451 which is 10x better). There is nothing worse to work on, repair and pay for defects. Each breakdown is €5,000 starting price up to €15,000. This one came from Belgrade with only 2000 km on the clock. The battery went into programmed BMS failure for unknown reasons. After that, the BMS is permanently locked, it cannot even drive or charge. This failure was unsolvable until we were the first in the world, after 6 months of work, (4 years ago) to crack the OTP programmed failure for the first time, to manually fix it in the eeprom of the SPC564 processor. Programming the BMS controller alone is not enough, as the newly created deep discharge failure was not resolved, recovery charging and balancing needed. The removal of this defect to an authorized service center costs €15,000 and there was no alternative before. This battery normally has 4 serial errors: internal instrument ISO ohmmeter defect, processor defect, programmed failure with amplifier how many times you activate the contact (180000), hardware error boot sector on 12V powerglitch bug, voltage drop due to low SOC discharge…etc etc. Most of the crying happens already at 20,000-30,000 km. It is advisable to recommend the vehicle to the mother-in-law, stepmother, ex-wife and other enemies.
Troja je pala zbog konja a EV povjerenje će zbog ovog Smarta 453 (ne 451 koji je 10x bolji). Nema goreg za raditi, popravljati i plaćati defekte. Svaki kvar je 5000€ start cijena pa sve do 15000€. Ovaj je došao iz Beograda sa samo 2000 km na satu. Baterija je otišla iz nepoznatih razloga u programirani BMS kvar. Nakon toga se BMS trajno zaključa, ne može ni voziti ni puniti. Ovaj kvar je bio ne riješiv dok nismo prvi u svijetu nakon 6mj posla (prije 4 godine) uspjeli provaliti po prvi put OTP programirani kvari, ručno ga otkloniti u eeprome SPC564 procesora. Samo programiranje BMS kontrolera nije dovoljno ukoliko se ne rijesi i novo nastali kvar dubokog praznjenja, zatim punjenja i balansiranja. Otklon ovog defekta u ovlastenom servisu košta 15000€ i nije bilo alternative. Ova baterija inače ima vise od 4 serijeske greške: defekt ISO ohmmeter unutarnjeg instrumenta, defekt procesora, programirani kvar sa projačom koliko puta aktivirate kontakt (180000), hardwerska greška boot sector na 12V powerglitch bug, voltage drop zbog low SOC discharge… itd itd. Većina plakanja se dešava već na 20000-30000km. Vozilo je poželjno preporučiti punici, maćehi, bivšoj i ostalim dušmanima.
Interesting, day by day, the invasion of defective hybrids of all EU models. The “never nothing failed” error occurs from 30,000 km to 200,000 km. Also interesting are the excuses of hybrid propagandists that “But I am driving 200kKM while it’s under warranty and I’m selling it” x “and it’s all under warranty, factory defects repaired for free”. According to this logic, only a small minority of owners have the right to buy a “working and reliable” fossil/hybrid vehicle, according to statistics, 8,000 of them are sold new in Crotia per year, while the other 1,500,000.00 owners have to drive that garbage after them and pay enormous maintenance and parts costs, both hybrids and pure Euro6 diesels (DPF EGR SCR INJECTORS ADDBLUE…). And it is even less clear to me why this is subsidized by Governments. This Peugeot 3008 is almost a carcass with boiled midle cells of a freakishly bad designed system, it still drives but makes poor “fuel savings”. Degradation of individual cells is 80% and damage after a three-day measurement of all 42 cells, and 19 of them were for replacement. A new battery is €5,500 for a 1.3 kWh capacity. We also received a report from a follower that the offer we received was wrong and that the battery was not €5,500 but somewhere around €10,000. The system does not have insight into the cell voltage parameters to measure the voltage drop while driving, but the approach to repair is complete disassembly and measurement to determine wear and malfunction. This cost is nonrefundable, we charge in advance. After the analysis, we create the repair cost and cost sheet for the vehicle in question.
HRVATSKI
Zanimljivo iz dana u dan, invazije defektnih hybrida svih EU modela. Crkotina “nikad ništa” se javlja vec od 30000km pa do 200000km. Zanimljivi su i izgovori propagandista hybrida da “pa sta 200kKM vozim dok je u garanciji i prodam” x “i sve je to u garanciji nek crkaje kolko hoće”. Po toj logici pravo na kupovinu “ispravnog” fosilnog/hybrid vozila ima samo mala manjina vlasnika, po statistikama njih 8000 novih u HR godisnje dok ostalih 1,500,000.00 vlasnika mora voziti to smeće posle njih i plaćati enormne troškove održavanja i dijelova, kako hybridi tako i čisti Euro6 dizeli (DPF EGR SCR INJEKTORI ADDBLUE…). A još mi je manje jasno zašto se ovo subvencionira. Ovaj Peugeot 3008 je skoro pa crkotina sa dagradacijom skuhanih ćelija nakaradno dizajniranog sustava, vozi jos ali slabo “štedi”. Degradacija pojedinih ćelija je 80% i šteta nakon trodnevnog mjerenja sve 42 ćelije ja na njih 8, koje su za izmjenu. Nova baterija je 5500€ za 1.3 kWh kapaciteta. Dobili smo i dojavu pratitelja da je ponuda koju smo dobili pogresna i da je baterija ne 5500€ vec negdje oko 10000€. Sustav nema uvid u parametre voltaži ćelija da se mjeri pad napona u voznji, već pristup reparaciji je komplet rasklapanje i mjerenje da bi se uopce utvrdio trosak i neispravnost. Taj trošak je nonRefundable, naplaćujemo unaprijed. Nakon analize trošak reparacije i troškovnik formiramo za predmetno vozilo.
How biased journalists deceive buyers for €30,000? Mainstream media and “car enthusiasts” posing as “experts” base their existence on income from biased opinions about the vehicle, a superficial review that doesn’t question the drive quality or sustainability. Manufacturers simply pay off the audience owners who instrumentalize mass access and impose superficiality in purchasing and choosing vehicles. Therefore, vehicle selection has boiled down to how many bling bling lampa there are in the cabin, where guys can rest their dildos and how much a person gets hurt touching the steering wheel’s leather. Since we don’t have sponsors except for hybrid owners, and the review is exclusively based on scraps, it’s up to us to regularly highlight what’s wrong, as apparently, no one else does that. Here in the picture is a pile of faulty and expensive junk; this battery from the Range Rover Hybrid 3.0d L494 from 2015 costs €30,000 new at authorized service centers. The vehicle has around 150,000km where the battery, with only 1.7kWh capacity, provided an equivalent range of about 2-3 kilometers. The system has several faults: cell isolation, slave BMS, master BMS, overheating, etc. Many are mistaken, thinking a hybrid can run while the battery is faulty; however, that’s not true since on almost all models, it’s not possible. The “ready state” and driving are somehow conditioned by the battery system being operational. In most cases, these vehicles don’t have an alternator, so the large 400V hybrid battery powers their 12V battery and low-voltage system. It’s a constant encounter with the fact that batteries in hybrids ranging from 2-8kWh are more expensive than purely EVs with large batteries of 60-70kWh. Also, hybrid electric drives are mostly more expensive than electric motors in purely electric EVs. So, buying a hybrid to try electricity is like licking a socket before tasting ice cream; you won’t get the ice cream, but you’ll say it’s bad. The worrisome trend in media is the consecutive buying of influence to shove fossil and hybrid garbage to customers, resulting in a year-on-year decline in drive quality and, moreover, interiors that go unquestioned. EU vehicles are becoming more expensive and worse in quality; ADAC statistics and other surveys attempt to portray that everything else is bad except European vehicles, while the after-sale truth is completely different. Vehicles from the last 4-5 years have so many recurring and expensive faults that an average Balkan person will have to take new loand just to fix all the indicators and check engine lights.
If it weren’t for Mercedes, this Rover would be the worst Hybrid since the creation of a single-celled organism, but that’s why it’s the most low-quality and most expensive that exists. There is nothing worse in the world than a PKW hybrid. The difference between the 3.0 Diesel Hybrid and the NONHybrid is that one has 200g of CO2 and 7.5L of consumption, and the other has 184g of CO2 and 7L of consumption, guess which one is which and which one is “making fuel savings”. Given that hybrids have a freakishly bad designed battery system, winter, low temperatures and lack of use are their killers. At the first announcement of the minus temperatures in the EU, we immediately had 3 calls and 1 from Croatia. As the temperature drops, the internal resistance increases and at higher amperages permanent damage occures to the BMS monitoring system. 4 different vehicles with similar/same problem. The 1.8kWh battery in the service center costs €30,500 with a 33% discount, including VAT, and it is not new, but factory refurbished. The used one on the ad is from €12,000-17,000, and the reparation at some other workshops is €6,000-17,000. The cells are cylindrical Li-Ion NMC 3.7V 6.5Ah dimensions 40×180. Totally non-standard and non-existent on sale and impossible to find, combination for sucking hybrid propaganda. When the battery system fails, the “Fuel saving car” will not go far because the 12V system does not have an alternator, it is charged via the Hybrid battery DCDC buck converter (as with most Hybrids) so that the drive lasts until the voltage of the main acid 12V battery drops. In addition, the air conditioner does not work either, because it does not go through the belt, but is powered by a 300V hybrid battery. So there is no DPFoff BatteryOFF EgrOFF BrainOFF MoneyOFF to eliminate the system, there is only the HomelessON map tampering. Now if some facebook expert calculates for me, how much fuel savings does this hybrid have to make in order to pay off the battery of 30 kilos of “hybrid sucking propaganda” in €. And how much does this diesel engine have to produce fuel while driving to justify the 0.5L savings based on the additional cost of the batteries. All batteries went to defect state at 200,000 km and before. We refused 2 owners and 2 gave an appointment, and considering the introduction of Euro, we will not raise the price like some other shops, we do these jobs with a 50% discount, which means €15,000.
HRVATSKI
Kako novinari prevare balkance za 30000€? Mainstream mediji i “automobilisti” kakti ”stručnjaci” svoju egzistenciju baziraju na prihodu od potkupljenog mišljenja o vozilu, površnim osvrtom koji ne propitkuje kvalitetu pogona ili održivost, proizvodjaci samo plate posjednicima auditorijuma koji instrumentiziraju pristup masama i nametnu površnost u kupnji i odabiru vozila. Tako da je se odabir vozila sveo na to koliko lampica ima po kabini, gdje decki mogu odloziti britvicu za noge i koliko se dečkić ozljedi na dodir kože na volanu. S obzirom da mi nemamo sponzora osim vlasnika hybrida i osvrt je baziran iskljucivo škartom, na nama je da naglašavamo redovno što nevalja, jer očigledno to niko ne radi. Ovdje je na slici hrpa neispravnog i skupog smeća, ova baterija sa Range Rover Hybrida 3.0d L494 godina 2015 košta 30000€ nova u ovlatenom servisu, vozilo je na nekih 150000km gdje je baterija sa samo 1.7kwh kapaciteta radila ekvivalent dometa oko 2-3 kilometra. Sustav ima nekoliko kvarova, izolacija celija, slave bms, master bms, overheat itd. Mnogi zive u zabludi misleci da hybrid moze voziti dok je baterija neispravna, medjutim to nije tocno jer na skoro svim modelima to nije moguce, “ready state” i voznja su na neki nacin uvjetovani da je baterijski sustav ispravan. Kod velike vecine ta vozila nemaju alternator pa im 12V bateriju i low voltage sustav napaja velika 400V hybrid baterija. Konstatno se srecemo i sa cinjenicom da baterije na hybridima koje su od 2-8kwh su skuplje od čisto EV velike baterije od 60-70kwh. Takodjer i elektro pogoni hybrida se vecinom skuplji od elektromotora čisto električnih EV. Tako da kupovati hybrida da bi probali struju je kao lizanje utičnice prije probe sladoleda, znaci sladoled nećeš ni vidjeti ali pricat ces da ne valja. Zabrinjavajući je trend medija što se uzastopno kupuje utjecaj da se fosilno i hybrid smeće uvali kupcima pa uzastopno iz godine u godinu imate pad kvalitete pogona a bome i interijera koji ne propitkuje niko. EU vozila su sve skuplja i sve lošija, ADAC statistike i ostale ankete pokusavaju docarati da nevalja sve ostalo osim europskih dok je aftersale istina totalno drugacija. Vozila zadnji 4-5 godina imaju toliko ponavljajucih i skupih kvarova da prosječan balkanac će morati na gastarbajter bauštelu u njemacku kao 90tih da poplaca sve lampice i check engine.
Da nema Mercedesa ovaj Rover bi bio najgori Hybrid još od nastanka jednostaničnog organizma, ali zato je najnekvalitetniji i najskuplji koji postoji. Ne postoji ništa gore na svijetu od PKW hybrida. Razlika 3.0 Dizel Hybrida i NEHybrida je sto jedan ima 200g CO2 i 7.5L potrosnju a drugi 184g CO2 i 7L potrošnju, pogodi koji je koji i koji je “štediša”. S obizrom da hybridi imaju nakaradno dizajniran baterijski sustav tako je zima, niske temperature i nekoristienje njihov ubica. Kod prve najave minusa u EU odmah smo imali 3 poziva i 1 iz Zagreba. Padom temperature raste unutarnji otpor i na vecim amperazama nastaje trajna steta vidljiva BMS sustavu za nadzor. 4 razlicita vozila sa slicnim/istom problemom. Baterija od 1.8kWh u servisu košta sa rabatom 33% 30500€ sa PDV, i nije nova vec tvornički refurbish rabljena. Polovna na oglasu je od 12000-17000€ a reparacija kod nekih drugih kolega je 6000-17000€. Ćelije su cilindrične Li-Ion NMC 3.7V 6.5Ah dimenzija 40×180. Totalno nestandardne i nepostojeće u prodaji i nemoguće za naći, kombinacija za sisanje motike. Kad otkaže baterijski sustav, neće “miško” nikud daleko jer 12V sustav nema alternator, puni se preko Hybrid baterije DCDC buck konvertera (kao kod vecine Hybrida) tako da voznja traje dok ne padne napon glavnog kiseliš 12V akumulatora. Osim toga ni klima ne radi, jer ni ona ne ide preko remena vec se napaja sa 300V hybrid baterije. Tako da nema ni nekakav DPFoff BatteryOFF VolanOFF MozakOFF da se sustav eliminira, ima samo BeskućnikON mapa. Sad da mi neki facebook išijas ekspert izracuna, koliko uštede goriva mora ovaj hybrid napraviti da bi otplatio bateriju od 30 somova sisanja motike €. Tj koliko ovaj dizel motor mora proizvesti destiliranog dinosaura u vožnji da opravda 0.5L uštedu na osnovu dodatnog troška baterija. Sve baterije su pocrkale na 200000km i prije. 2 vlasnika smo odbili a 2 dali termin a s obzirom na uvodjenje Ojra nećemo poskupiti kao neki, ove poslove radimo sa popustom 50%, znaci 15000€ 🙂
Part number : EPLA-14C257-AC, EPLA-14C268-AG, EPLA-14C197-AF, EPLA-14C198-AH, LR154747, LR070873, LR154746, L494 Error: Р0ВЗC-62, P0A1F-49 , P0AF9-00, P0B53-00, P0C47-31, P0C47-39, P0A1F Price OEM: 30,000€ Price EVC* *hybrid is better than EV: 696969€ *hybrid is crap: 5000-15000€ (half price)
For the last 10 years in the EU auto industry, when we hear “optimization” we turn a deaf ear because for us (ie you) it means “a new more expensive problem”. Just as they “optimized” the euro3 engine to the euro7 engine at your expense (dpf egr scr addblue nox), we have come to the point that nothing can be repaired (only replaced) and that each part costs at least €2000. Or as they would understand us here: with the new “optimization” new “savers” arrive. The 12V battery that is used in the wider VAG and Mercedes group (PSA also?) is based on LiFePo4 cells of the manufacturer A123 with MM9Z1J battery controller, closed with the “anti-Balkan” method, with all safety systems: contactor, current sensor via shunt, cell balancing, LIN and Canbus communication, etc., etc. However, this is again a saving of 1 kilo, which costs €1400, because it goes away very often, it does not even last a year. Recalls work totally useless because the revisions they did didn’t solve the problem. The battery is discharged due to a vehicle system error and goes into a complete BMS lock without any backdoor access system for replenishing the cells and reactivating the BMS of the battery (as well as Robbery Motives). You must take your “optimized savings” to an authorized service center so that they can re-install the same programmed fault until the next “savings”. BMW uses the same type of battery from the Japanese manufacturer and there is no “irreparable” error of this type. And if you have this A123 battery, see you
We managed to barely read the software (Pflash 128kb and ee 4kb), now we are in the final phase to locate the error flag and prepare the battery until the next visit.
CROATIAN
Zadnjih 10 godina u EU auto industriji kad čujemo “optimizacija” pretvorimo se u uho jer to za nas (tj vas) znači “novi skuplji problem”. Kao što su euro3 motor “optimizirali” do euro7 motora na vaš trošak (dpf egr scr addblue nox), došli smo do toga da se ništa nemože popraviti (samo mjenjati) i da svaki dio košta min 2000€. Ili kako bi nas ovdje razumjeli: kod nove “optimizacije” stižu nove “štediše”. 12V Akumulator koji se koristi u široj VAG i Mercedes grupaciji (PSA takodjer ?) je baziran na LiFePo4 ćelijama proizvodjača A123 sa MM9Z1J battery controller, zatvoren “antibalkan” metodom, sa svim safety sustavima: kontaktor, current sensor preko šenta, cell balansing, LIN i Canbus komunikacija itd itd. Medjutim ni manje ni više ovo je ponovno ušteda od 1 kile koja košta 1400€ jer odlazi vrlo često, ne izdrži ni godinu. Opozive rade totalno beskorisno jer revizije koje su radili nisu riješile problem. Baterija se isprazni greškom sustava vozila i ode u potpuni BMS lock bez ikakvog backdoor access sustava za dopunu ćelija i reaktivaciju BMSa akumulatora (kao i Pljačkamotive). Morate svoju “optimiziranu uštedu” odnijeti u ovlašteni servis da vam ponovno stave isti programirani kvar do sledeće “uštede”. BMW koristi isti tip akumulatora Japanskog proizvodjaca i ovakvog tipa “nepopravljive” greške nema. A ako imate ovaj A123 akumulator, vidimo se
Software smo uspjeli jedva pročitati (Pflash 128kb i ee 4kb) sad smo u finalnoj fazi da lociramo error flag i osposobimo akumulator do sledeće posjete.
Vehicles: Seat VW Audi Škoda Porsche (Panamera, Cayenne, Taycan) , Rimac Nevera itd.
There is no end to the nonsense of the self-destructive “greenwash” of the auto industry, nonsense like “clean diesel”, addblue, dpf, scr, euro 5/6/7, self-charging hybrid fraud, etc… now the word “hybrid” has taken over the peak and we are waiting for some “current filter” like Regular service. The word “hybrid”, which is more expensive than the entire battery on pure EV, is a word for placebo savings and higher service costs than the LaFerrari V12, because they believed that the road to electrification was paved with a hybrid solutions through the imposed fear of EVs. However, it is a media charlatan’s fraud, because there is only a path from Gasoline to pure Electricity, there is nothing in between. Every day we have at least 10 calls for hybrids (and a couple of diesel scraps), and every month there are 30 on hold. Even now, while I’m writing, owner from Switzerland is calling that the €32,000 hybrid battery is dead, and one taxi driver from the Croatia is waiting for a tow truck with a Mercedes. Hybrid is an expensive deception to remain slave to even higher maintenance costs, in the belief that you are saving while carrying the obligation of eco norms on your shoulders and you pay for it, not the manufacturer. We received a Suzuki Swift or Ignis 12V Li-ion Start Stop Hybrid (abundant eco word) 9Ah battery for repair, which costs €2,700 (KN 20,000). It is used to reduce CO2 at traffic lights, to turn off the fart engine and to start it with generator on green light. Otherwise, it always starts on the starter. The battery is measured by characteristics and it is LTO, 2.7V max voltage level and 5 prismatic cells in a series that is monitored and controlled by the Denso Renesas system, which apparently, in addition to the top cells, they didn’t know how to make it to last over 15,000km on this car and a couple of other vehicles. The system has a random Hw defect that seems to randomly trigger cell discharge and battery deactivation. This means that this Kamasutra fuel saving costs 0.13€ per kilometer in the “dirty dancing” pose, i.e. in order for this hybrid to save fuel for battery defect cost, the vehicle must produce at least 8 liters every 100 km, in addition to the consumption of 12 liters, so that the owner is at least zero with 12l regular consumption in case without battery. While for €2,700 you can buy 1/4 of an 85,000 Wh (not 120) battery for an EV, or with €2,700 you can drive with electricity in Croatia for about 80,000 km of the domestic tariff, or 20,000 km on a fast charger and 0 liters of distilled dinosaurs consumed. Do not live in delusion, “savings” is neither diesel nor hybrid, and the path to electrification is not Hybrid. Either clean gasoline or clean electricity is solution. Everything else is armageddon for owners, service centers and mechanics.
Suzuki “Start stop hybrid” – Kako je narod POSISAO VESLO
Glupostima samouništavajuće “greenwash” autoindustrije nema kraja, glupostima poput “cistog dizela”, addblue, dpf, scr, euro 5/6/7, samopunjivi hybrid prevara itd… sad je vrhunac preuzela rijec “hybrid”i iščekujemo neki “filter struje” kao redovni servis. Riječ “hybrid” koja je skuplja od cijele baterije na čistom strujiću, riječ za placebo uštedu i veće troškove od LaFerrari V12 jer su nametnutim strahom od EV povjerali da je put elektrifikacije popločan hybridnim riješenjem. Medjutim to je medijska šarlatanska prevara, jer postoji samo put od Benzina do ciste Struje, nema nista izmedju. Svaki dan imamo bar 10 poziva za hybride (i par dizel škartova), i svaki mjesec je 30 na čekanju. Čak sad dok pišem zove zemo iz Švicarske da je crkla baterija hybrida od 32000€ a taksista iz rijeke čeka šlepu sa Mercedesom. Hybrid je skupa obmana da ostanete robovi još većih troskova odrzavanja, u uvjerenju da štedite dok obvezu eko norme nosite na svojim ramenima i vi je placate a ne proizvodjac. Nama na reparaciju je stigao Suzuki Swift ili Ignis 12V Li-ion Start Stop Hybrid (obilje eko riječ) akumulator od 9Ah koji košta majko mila “siso veslo” 2700€ (20000kn). Služi da na semaforu smanji CO2 tj ugasi prdilicu i kad krene da zavergla ne na starter vec alternator. A inace pali uvjek na starter. Baterija je po mjerenju LTO, 2.7V max naponski nivo i 5 prizmatičnih ćelija je u seriji koje pazi i kontrolira Denso Renesas sustav koji naizgled pored top ćelija nisu znali napraviti da izdrži preko 15000km na ovom i jos par drugih vozila. Sustav ima random Hw defekt koji izgleda slucajno aktivira praznjenje ćelija i deaktivaciju baterije. To znači da ova kamasutra ušteda na gorivu košta 1kn po kilometru u “dirty dancing” pozi, tj da bi ovaj hybrid uštedio za bateriju vozilo mora svakih 100 km pored potrosnje od 12litara proizvesti na neku aladinovu pipu bar 8 litara tako da je vlasnik bar na nuli sa 12l redovnih bez baterije. Dok za 2700€ sa EV kupite 1/4 85000 Wh (ne 120) baterije za EV, ili sa 2700€ možete preći na struju u HR oko 80000km kucne tarife, ili 20000km na brzom punjacu i 0 litara destiliranih dinosaura.
Ne živite u zabludi, usteda nije ni dizel ni hybrid, a put do elektrifikacije nije Hybrid. Ili cisti benzin ili cista struja. Sve ostalo je armagedon i za vlasnike, servise i mehaničare.
We see this “thing” for the first time, and we are repairing it for the first time. USA import without any support in Europe because GM/Chevrolet has completely withdrawn so there is no one to help but us. The call comes through an agency to see if we can help and arrange delivery through the HAK tow service. The battery, in addition to having a recall for defective cells, also has a phantom problem of “cell undervoltage” on all cells, and the voltage is correct but the vehicle does not start or drive. After a three-day analysis of data, errors and service bulletins, something is definitely not right with the HPCM2 or BMS module. According to recalls, HPCM2 has 2-3 serial errors hw and sw. In addition to the recalled cells, the battery also has a serial defect on the BMS hardware. One of the most difficult tasks to solve so far, the search starts from locating the HPCM2 (no moisture) then preparing and disassembling the battery system. The cover is made of plastic material with screws. At first there is no penetration of moisture or water. The contactors have not been arched or welded, the fuse is correct. The antifreeze did not penetrate anywhere. Dead end. Returning to the “school desk” and scrolling through the documentation, we find that there is a “shadow” error that permanently deactivates the battery in case of excessive deviation of critical parameters. We manage to find the command to delete the OTP error and the vehicle works again. The cause of the deactivation is unknown, but there are indications that the HPCM errors are false positives because the firmware is scrap and activates the battery safety mechanism by mistake. Some people in the USA have had their batteries changed 4-5 times unnecessarily and they were not the cause of the failure. GM engineers are like these Mercedes engineers when they screw up therapy. For 4 years, they changed the batteries for the owners because they did not know that if you press both the brake and the accelerator pedal at the same time, the battery is deactivated. The battery is 57kWh, manufactured by LG. New BMS ordered and we are looking for HPCM, it is nowhere to be bought. We repaired the vehicle for FREE because the costs are financed by the Hybrids with their placebo savings.
Po prvi put vidimo i ovo čudo, po prvi put ga i radimo. USA import bez ikakvog supporta u Europi jer je se GM/Chevrolet u potpunosti povukao tako da nema tko pomoći osim nas. Poziv stiže preko neke agencije da li možemo pomoći i dogovorimo dostavu preko HAK šlep službe. Baterija osim što ima opoziv na defektne ćelije takodjer ima i fantomski problem “cell undervoltage” na svim ćelijama a napon je ispravan, vozilo ne pali ni ne vozi. Nakon trodnevne analize podataka, grešaka i service bulletin-a nesto definitivno ne štima sa HPCM2 ili BMS modulom. HPCM2 po opozivima ima 2-3 serijeske greske hw i sw. Baterija osim opozvanih ćelija ima i serijsku gresku na hardware BMS-a. Jedan od najtežih zadataka do sada za riješiti, potraga kreće od lociranja HPCM2 (nema vlage) zatim pripreme i demontaže baterijskog sustava. Poklopac je od plastičnih materijala na vijke. Na prvu nema prodora vlage ili vode. Kontaktori nisu navarili ni zavarili, osigurac ispravan. Antifriz nije nigdje probio. Slijepa ulica. Ponovno u “školsku klupu” i listanjem dokumentacije nadjemo da postoji “shadow” greška koja trajno deaktivira bateriju u slučaju prevelikog odstupnja kritičnih parametara. Uspijemo naći komandu za brisanje OTP greške i vozilo ponovno proradi. Uzrok deaktivacije je nepoznat ali postoje indikacije da su HPCM greške false positive jer je firmware škart i aktivira sigurnosni mehanizam baterije greskom. Nekima su u USA uzastopno mjenjali baterije 4-5 puta nepotrebno a nisu bile uzrok kvara. GM inženjeri su kao ovi Mercedes inzenjeri kad fulaju terapiju. Oni su 4 godine mjenjali baterije vlasnicima jer nisu znali da ako pritisnes i kocnicu i pedalu akceleracije u isto vrijeme, umjesto screenshota, baterija se deaktivira. Baterija ima 57kWh, proizveo LG. Novi BMS naručen i HPCM trazimo, nema ga nigdje za kupiti. Vozilo smo osposobili besplatno jer troskove financiraju Hybridaši sa svojim placebo uštedama.
A small city EV conqueror came with a charge error and 5% SOC. The owner tried to replace the Onboard charger (new), but it still does not charge. After a little deeper analysis and advice from colleagues from France, the suspicion shifted to a possible defect in the battery. We open this 52V battery pack for the first time and immediately after lifting the lid it was clear that something was “cooked”. One would suspect that a clogged DPF or plastic EGR of the B47 engine was the main culprit, but miraculously it was not, for the first time. Unfortunately for diesel fans, the battery cell did not catch fire nor was it the cause of the defect, but some factory worker apparently forgot to tighten the nut on the fuse to the prescribed 9Nm, so it overheated and melted like when the DPF clogged on a Mercedes. A new cable with pressed copper lugs was made, a new fuse and everything tightened. Twizy has driven with this defect before because the battery has a separate input for charge and another for discharge (motor). After installation, everything worked immediately and the “Undervoltage” errors disappeared. Battery system is LG Chem with 14S 3S Pouch configuration. Cells LGX 6.1kWh. Very very similar and maybe the same as in one type of hybrid. One of our future projects that seems extremely simple is to expand the battery and increase the range using Tesla’s 18650 and 2170 cells. We missed one in the ad this summer, but we are getting one soon.
Twizy is definitely recommended (it can be driven by 16 years old) and is easily repairable.
CROATIAN
Mali gradski osvajač došao sa greškom punjenja i 5% SOC-a. Vlasnik probao zamjenuti Onboard charger (nov) ali opet ne puni. Nakon malo dublje analize i savjeta kolega iz Francuske sumnja je se preselila na mogući defekt u bateriji. Prvi put otvaramo ovaj 52V battery pack i odmah nakon dizanja poklopca jasno je bilo da se nešto “kuhalo”. Čovjek bi posumnjao da je bio začepljen DPF ili plastični EGR B47 motora glavni krivac ali za čudo nije, po prvi put. Baterijska ćelija se na žalost dizel fanova nije zapalila niti je bila uzrok defekta vec je neki gastarbajter izgleda zaboravio stegnuti maticu na osiguraču na propisanih 9Nm, pa se pregrijao i istopio kao kad se DPF začepio na Mercedesu. Napravljen je novi kabel sa naprešanim bakarnim šlapama, novi osigurač i sve stegnuto. Twizy je i prije vozio sa ovim defektom jer baterija ima odvojeni ulaz za charge i drugi za discharge (motor). Nakon montaže sve je odmah proradilo i greške “Undervoltage” su nestale. Baterijski sustav je LG Chem sa 14S 3S konfiguracijom Pouch. Cells LGX 6.1kWh. Vrlo vrlo slične a mozda i iste kao u jednoj vrsti hybrida. Jedan od naših budućih projekata koji se cine izuzetno jednostavni da se baterija proširi i domet poveća sa korištenjem teslinih 18650 i 2170 celija. Jedan nam je promakao u oglasimo ljetos, ali uskoro nabavljamo jednog.
Error : DF137 , DF174 , DF176
Part number: 296050463R, 296055206R, 634A44115, GER-40RN, 296156226R, 295B93949R, 293A01412R
Processor: MPC5516E
Price Renault: 4900€
EVC: 800€
Twizy je definitivno preporuka (moze ga se voziti sa 16god) i lako je popravljiv.
Aircompressor repair – Sustainability and circular economy are our primary obsession, while for legacy manufacturers are just a dead letters on paper. One conclusion of our four years of “soldering and repairing” EVs and 14 years of repairing and soldering “fossil cars” is that there is a noticeable difference in the level of maintenance and financial ease of EV owners. First, there are far fewer parts and far fewer consumable parts on the EV, and in addition, owners have more freedom and time to take care of their “metal pets” in detail. A repairable battery and a repairable electric motor are not enough for us, we take the time to deal with other details to further reduce ownership costs. Here, we disassembled the Mercedes airmatic continental system compressor (yes, Tesla uses Mercedes system) after 9 years of use and we dealt with the procurement of parts to restore it. The plastic pressure piston in the compressor broke, which cannot be ordered separately from Tesla or Continental, of course it is available in the China. The compressor was cleaned, defective parts were replaced and part was made ready for further use on the vehicle.
Aircompressor repair – Održivost i kružna ekonomija, nama je primarna opsesija a legacy proizvodjačima samo slovo na papiru. Jedan zaključak četverogodišnjeg “lemljenja i šarafanja” EV i 14 godina šarafanja i lemljenja “fosilaša” je taj da se primjeti osjetna razlika u nivou održavanja i financijskoj ležernosti EV vlasnika. Prvo daleko manji broj dijelova i daleko manji broj potrošnih dijelova je na EV i uz to dotano vlasnici imaju više slobode i vremena detaljnije paziti na svoje limene ljubimce do krajnih detalja. Nama nije dovoljna popravljiva baterija i popravljiv elektromotor, damo si vremena pozabaviti se drugim detaljima da još smanjimo troškove vlasništva. Ovdje smo kompresor Mercedes airmatic continental sistem (da, Tesla koristi od Merđe) rasklopili nakon 9 godina korištenja i pozabavili se nabavom dijelova da ga restauriramo. Došlo je do pucanja plastičnog tlačnog klipa u kompresoru kojeg nema posebno naručiti ni u Tesli ni u Continentalu, naravno ima u kini. Kompresor očistili, neispravne dijelove zamjenuli i dio osposobili za daljnje koristenje na vozilu.
Partnumber: Continental 6006403 Vehicle: Tesla Model S 2013 – 2016 Tesla OEM: 910 EURO Aftermarket: 500 EURO EVC: 150 EURO Refurbish
Napokon i prvi elektromotor sa nekim kvarom. Legenda kaze da na 100000 defektnih N47 lanaca i milijon probušenih DPF-ova crkne jedan elektromotor. Ovdje je Sport Large Drive Unit od 310kW snage za vrijeme jakih kiša prethodnih dana na HV kabelu kraj brtve propustio vlagu u kućište invertera i došlo je do proboja izolacije i permanentne deaktivacije BMS sustava (repeated Isolation fault). Zadnji pogon se skida kompletno sa zadnjim Subframe. Odpuste se amortizeri i čeljusti, zatim 4 vijka i 2 crijeva od antifriza i sve je dolje u roku sat vremena. Motor je tezak nekih 150 kila i potreban je kran za vadjenje. Nakon otvaranja kućišta invertera bili su vidljivi tragovi vlage i proboja izolacije. Na motoru je bilo 1mOhm ISO a minimalno smije biti 5MOhm. Iako nije velika razlika bilo je vidljivo zaštitnom sustavu u BMS. Proboj izolacije znaci da 400V dira šasiju. Takodjer za napomenuti da je ovo vrlo često “ispiran” demant protiv ovog motora kako se “cesto u garanciji mijenjaju”. Tesla ima userfriendly praksu da bez obzira na bilo koji lako otklonjiv kvar, vlasniku montira reparirani refurbish motor a stari vraca u Itlburg na refurbish (da smanji cekanje). Neke preventivne operacije su se mogle implementirati da ovoj motor bez problema prelazi i 1mil kilometara.
Greške: BMS_w158 , BMS_w035 , BMS_w142 , BMS_f071
Kilometraza: 150000km
Kataloški: 1056681-00-P
Tesla nov: 3900€ + PDV (cijeli motor bez n47 lanca)
EVC: 600-2000€
EVC: (dizel je super) 6000€
ENGLISH
Finally, the first electric motor with some malfunction. Legend has it that for every 100,000 defective N47 chains and a million punctured DPFs, one electric motor fails. Here, the Sport Large Drive Unit of 310 kW power, during the heavy rains of the previous days, on the HV cable near the seal, leaked moisture into the inverter housing and there was a breakdown of the insulation and permanent deactivation of the BMS system (repeated Isolation fault). The rear drive is removed completely with the rear Subframe. The shock absorbers and calipers are released, then 4 bolts and 2 antifreeze hoses and everything is down within an hour. The engine weighs about 150 kilos and requires a crane to remove it. After opening the inverter housing, traces of moisture and insulation breakdown were visible. There was 1mOhm ISO on the motor, and the minimum must be 5MOhm. Although not a big difference, it was visible to the protection system in the BMS. Insulation breakdown means that 400V touches the chassis. It should also be noted that this is a very often “washed out” claim against this engine that “they are often changed under warranty”. Tesla has a user-friendly practice that, regardless of any easily rectifiable malfunction, it installs a repaired refurbished engine for the owner and returns the old one to Itlburg for refurbish (to reduce the wait). Some preventive operations could have been implemented so that this engine could easily exceed 1,000 kilometers.
