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Renault Twizy – BMS Defect

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

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


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

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

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R240 Powertrain – Renault worst EV project!

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

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

EVC Restoration: €900 + VAT

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

Nov motor u ovlastenom servisu je 4500€

EVC Restauracija : 900€+PDV

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Dont ignore signs of failure on Tesla Large Drive Unit !

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

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

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

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

Part number: 1056681-00-P

Flatrate Reman price 2800€+tax

+Gears 800€

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Example of other prices:

Phase board burnt: 800€

Stator tuning 3000€

PCB Inverter controler: 600€

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

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

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

U slučaju uništenja zupčanika, to će koštati više.

Fiksna cijena za obnovu 2800 € + porez

+Zupčanici 800 €

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Primjer drugih cijena:

Oštećena faza ploče: 800 €

Podešavanje statora 3000 €

PCB inverter kontroler: 600 €

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YOYO XEV Battery deep discharge

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

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

Part number: 2101200-Y01, GSP42173166F

Hefei Yoyao Technology Co., LTD


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

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

Cijena nove baterije: nepoznato

Kataloski: 2101200-Y01, GSP42173166F

Hefei Yoyao Technology Co., LTD

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Is possible to save Kia Soul battery?

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

OEM Kia : 22000€+tax

EVC: 3200€tax

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

OEM Kia : 22000€+tax

EVC: 3200€tax

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Can a Tesla battery be repaired for €1000?

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

Alert: BMS_F123

Tesla OEM: 20000€

Tesla with commitment: 2000€

EVC: 1450€ + tax

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

Tesla OEM: 20000€

Tesla with commitment: 2000€

EVC: 1450€ + tax

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Smart 453EQ fire hazard – Recall needed

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

Part number: 292A05698R, A4533404500

Supplier: Delta

Engineering: Renault

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

Part number: 292A05698R

Supplier: Delta

Engineering: Renault

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

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

OTHER PICTURES

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32000€ Battery repaired for 500€ – VW eUP

The repair, costing €32,000, was resolved for €500 on a 2015 VW eUp. It generally doesn’t require major interventions and has proven extremely reliable with very few issues. The owner reported the vehicle being immobilized for a couple of months. An authorized service performed a diagnosis and determined a new battery was needed.

Due to a backlog of diesel Mercedes Bravas, DSG transmissions, and other activities, there was barely any time to inspect the eUp that arrived over two weeks ago. However, a detailed OBD analysis was done before removing or opening the battery.

Interestingly, the battery error was an interlock issue. Interlock is a safety mechanism that creates a short circuit in all high-voltage components and cables (orange-colored) to disconnect the battery in case someone tries to manipulate or open a module that’s under voltage. This prevents accidents. Initially suspected to be the BMS (Battery Management System), it was confirmed not to be the battery after testing the interlock lines.

Further examination revealed irregular values on the interlock lines towards the vehicle on the BMS connector pins 4 and 11. It was then discovered that the issue was not with the battery but with the “service” interlock switch used to safely disconnect the vehicle for maintenance. A pin had broken within the connector. Replacing this switch allowed the eUp to indicate readiness and operate again.

While the cause of the problem wasn’t crucial, this specific switch, designed by the Germans for EVs, proved intricate to handle. It required a high level of expertise to manipulate safely, taking two hours of work. The needle broke while attempting to disconnect the switch for maintenance or by someone not equipped to handle EVs.

After replacing a second small battery and the interlock switch, totaling about 10 working hours, €31,000 was saved. The notion that battery repairs are always costly becomes even more dubious. The VW eUp, one of the most sought-after small urban cars, has had no major issues with its batteries or engines. Only three vehicles were serviced in total. Known issues include the Charging Module (BD), gear lever not detecting the parking position for charging, and faults in the OBC (On-Board Charger). OBC issues are mostly caused by external network influences like short circuits or lightning strikes.

The new OBC costs around €4000, used ones around €800, and repairs around €600. The earliest 2015 models had only AC charging and lacked CCS DC. The small 18kWh battery is sensitive in winter, reducing the range to 60-70km. Among all small vehicles on the market, the eUp stands out as a top choice alongside others like C0, Smart, Ami, Twingo, etc.

HRVATSKI

Kvar od 32,000€ riješen za 500€ na VW eUp 2015, koji generalno uopće ne dolazi na lobotomiju i koji je se pokazao izuzetno pouzdanim, sa vrlo malim brojem kvarova. Vlasnik javlja da je vozilo nepokretno već par mjeseci, da je ovlasteni servis napravio dijagnostiku i da je procjena nova baterija. Kako smo pretrpani dizel mercedes bravama, DSG mjenjačima i ostalim sponzorskim dinosaur aktivnostima jedva nadjemo koji dan da pregledamo eUp koji je stigao orije 2 tjedna, da napravimo OBD detaljnu analizu prije skidanja i otvaranja baterije. Gle vraga, greška u bateriji je interlock. Interlock je “safety loop” mehanizam koji ima kratkospojku u svim visokonaponskim komponentama i kablovima (narandzaste boje) da ako mehaničar ili neko treći proba čačkati po istim, odpajati ili otvarati modul koji je pod naponom , da baterija izvrši odpajanje kontaktora u bateriji, tj interlock zaštitu. S obzirom da je taj mehanizam zaštite u bateriji, postoji sumnja da je baterija tj BMS. Ali prvo treba potvrditi da je BMS ili ostatak vozila. Nakon ispitivanja interlock linije na prema vozilu na žicama od BMS konektora, na pinu 4 i 11 , vrijednosti nisu pravilne. Ohoooo momenat, 100% nije baterija. Sad ispitati SVE HV kablove i komponente. Sve u redu. Na kraju dodjemo do “servisnog” interlock prekidača koji služi sa odpajanje vozila za rad na siguran način, i gle vraga opet, pukla igla u konektoru. Stavimo odmah drugi servisni prekidač i eUp pokaza Ready i vozi. Kako je došlo do ovog, nije ni bitno, tko radi taj i griješi, medjutim ovo je jedan od prekidača koji su Njemci izmislili za EV i treba vam doktorat da ga otvorite. Ponovno ogledalo nesposobnosti dizajnirati “fail proof” prekidač da mehaničar u servisu može početi sa radom tj da može odpojiti visoki napon za siguran rad bez trošenja 2 radna sata. Igla je pukla nekom dok je pokusavao odpojiti prekidač i raditi na vozilu. Ili neko tko uopce nije spreman da radi na EV. Nakon drugog malog akumulatora, drugog interlock prekidača i 10ak radnih sati spašeno je 31000€, a priča da su kvarovi na bateriji uvjek skupi postaju samo još bljeđi mainstreem stereotip. VW eUp je jedan od najpoželjnijih malih gradskih vozila, do sada pravih kvarova na baterijema ili motorima je bilo ukupno 0. Ukupno vozila na servisu je bilo 3. Poznati kvarovi su Modul punjenja (BD) , ručica mjenjača koja ne vidi parking poziciju da bi se punio, kvar OBC. Kvar na OBC najčešće je uzrokovan vanjskim utjecajem na mreži, kratak spoj, grom ili slično. Nov je oko 4000€, rabljen oko 800€ a reparacija oko 600€. Postoje prvi 2015 modeli koji imaju samo AC punjenje, nemaju CCS DC. Mala baterija od 18kWh je osjetljiva zimi i domet pada na 60-70km. Od svih malih vozila koja postoje na tržištu, mali eUp je definitvno najbolji izbor pored ostalih C0, Smart, Ami, Twingo itd.

Part number: 12E915590L

Error: P0B3700, P0A0A00

OEM Price: 31500€

EVC Price: 500€

Savings: 31000€

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EV Pioneers Achilles’ heel- ION ZERO iMiev OBC

Peugeot Ion, Citroën C-Zero, and Mitsubishi i-MiEV – one and the same vehicle, one of the unbreakable pioneers and one of the few that outlasted most of the competition in that segment. Back in 2012, at the age of 24, while I was dreaming of buying a Tesla that was just being promoted, I didn’t even have enough money for this Ion, but it would have been sufficient for most needs if my diesel didn’t swallow up everything I earned. With the Ion, we do absolutely nothing except for the OBC module, which is an integrated ‘rectifier’ module in the vehicle, converting 220 AC to DC 400. Many mainstream disinformants would be surprised if they managed to ‘digest’ the fact that in almost all EVs (except the Nissan Leaf), the biggest problem isn’t the battery but rather the electric motors or OBC, depending on the model. OBC usually fails due to overheating, unstable power grid interruptions, lightning strikes, or simply material fatigue in the chips, causing one component to burn half of the controller. The OBC for this vehicle, at an authorized service center, costs an incredible €8000 new, which makes it no longer profitable for many to even repair these old power units. Finding a used one is nearly impossible, and there are 3 different series that are not cross-compatible.

Last week, we received two units, one from ZG and one from VŽ, both with the same problem but this time with an issue we hadn’t encountered, meaning we have to spend another 20-30 hours investigating the cause and how to solve it. After 2 weeks, both owners were saved from the guillotine, and the OBC was repaired. The vehicle doesn’t have to go to the scrapyard, and the mission of the vehicle continues to prove that the lifespan of an EV isn’t just 7 but over 11 years with the original battery and motor. A fairly solid, not overly luxurious EV, but excellent for city commutes and short distances to work without clogging your DPF every Friday.

HRVATSKI

Peugeot Ion Citreon C0 i Misubishi iMiev – Jedno te isto vozilo, jedan od neslomljivih pionira i jedan od rijetkih koji je nadživio vecinu konkurencije iz tog segmenta. Te davne 2012 sa 24 godine dok sam sanjario kako kupiti Teslu koja se tek promovirala, nisam ni za ovaj Ion imao love ali bio bi dovoljan za vecinu potreba samo da mi dizelas ne guta sve sto zaradim. Na Ionu ne radimo apsolutno nista osim OBC modula, koji je integrirani modul “ispravljac” u vozilu a koji pegla 220AC u DC400. Mnogi mainstream dezinformatori bi se začudili kad bi uspjeli “progutati” činjenicu da na skoro svim EV (osim nissan leaf) nije najveci problem baterija već elektromotori ili OBC ovisno od modela do modela. OBC strada najčešće zbog nekog uzroka pregrijavanja, nestabilne mreže napajanja/prekidanja, grom ili samog zamora materijala u čipovima pa jedna komponenta skuri pola kontrolera. OBC za ovo vozilo, u ovlastenom servisu košta novo nevjerovatnih 8000€ zbog čega mnogima nije isplativo vise ni popravljati ove stare strujice. Rabljen je skoro nemoguce naci i postoje 3 razlicite serije i nisu kompatabilne unakrsno.

Prosli tjedan dobili smo dva komada, jedan iz ZG i jedan i VŽ, oba sa istim problemom ali ovaj put sa problemom sa kojim se nismo sretali sto znaci opet moramo potrositi 20-30 sati istrazivati sto je uzrok i kako rijesiti. Nakon 2 tjedna oba vlasnika su spašena giljotine i OBC repariran, vozilo ne mora na otpad a misija vozila nastavlja i dalje dokazivati da vjek EV nije 7 vec preko 11 godina sa original baterijom i motorom. Sasvim solidan, ne pretjerano luksuzan EV ali odličan za grada i na posao par kilometara a da vam se ne začepi DPF svaki petak.

Part number: Nichicon 9499A437

Error: AC Charging not starting

OEM: 8000€

EVC: 800+tax

https://evclinic.eu/product/ion-c0-imiev-obc-9499a437-nichicon-repair-servi/?fbclid=IwAR2sDYnaCmdkjickO0lkC6SiJ5nccXSEg9-o7DDvNDBLUl9vjfzqV2-S6OM

EVC Academy: 1440€+tax

https://evclinic.eu/evc-knowhow-academy/psa/ev-ion-c0-miev/obc-9499a437-nichicon-repair-operation-manual-0712202341234/?fbclid=IwAR1IB25sxnH3j7EJfdD1KrMz7gGmx-mP0RvuszD_qDgTCq5W0Vi9LPEDMjI

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Smart 453EQ – 8000€ fuse defect – No charging

Die Smart 453 EQ hatte einen schweren Ausfall, und der Hersteller in Deutschland verlangte 8000 € für Reparaturen, obwohl die tatsächlichen Kosten für Teile nur 2 € betrugen. Der Ausfall hing mit der Unfähigkeit zusammen, an Typ 2 zu laden. OEMs ersetzen in der Regel den gesamten Antriebsstrang, ohne zu versuchen, das fehlerhafte Teil zu ersetzen oder weitere Untersuchungen durchzuführen, aber hier setzt EV Clinic an – um tiefer einzutauchen und Lösungen auf Komponentenebene zu finden. Die europäische Automobilindustrie neigt dazu, auffällige Außen- und Innenräume über gut gestaltete Autos und qualitativ hochwertige Antriebsstränge zu stellen und belastet letztendlich Besitzer und Käufer mit schlecht gestalteten Produkten. Im Fall des 453EQ deutete der Fehler auf ein mögliches Problem mit dem OBC hin. Nachdem der gesamte Antriebsstrang untersucht und keine Probleme festgestellt wurden, entdeckten wir eine versteckte Sicherung im Ladekabelanschluss. Wenn diese Sicherung durchbrennt, gibt es kein redundantes Sicherheitssystem, um dies zu melden. OEMs berechnen 8000 €, um später festzustellen, dass es eine 2 €-Sicherung im Kabel ist, und verlangen zusätzlich 850 € für die Enthüllung. Damit die europäische Automobilindustrie nachhaltig ist, besteht ein dringender Bedarf an mehr Investitionen in Fehlersuche und besseres Produktdesign.

Besorgniserregend ist, dass beim Austausch des gesamten Antriebsstrangs für 8000 € 4-5 weitere verschiedene Defekte auftreten. Das bedeutet, dass ein DCDC-Ausfall 8000 € kostet, ein OBC 8000 € kostet, ein Wechselrichter 8000 € kostet. Deshalb neigen wir eher zum älteren 451ED, der eine deutlich höhere Qualität aufweist und nachhaltigere Servicemöglichkeiten bietet.

<<<<<<<<ENGLISH>>>>>>>>>

The Smart 453 EQ experienced a severe breakdown, and the manufacturer in Germany demanded €8000 for repairs when the actual cost for parts was only €2. The failure was related to the inability to charge on type2. OEMs typically replace the entire powertrain without attempting to replace the faulty part or conduct further investigation, but that’s where EV Clinic steps in – to delve deeper and find solutions at the component level. The European automotive industry tends to prioritize flashy exteriors and interiors over well-designed cars and quality powertrains, ultimately burdening owners and buyers with poorly designed products. In the case of the 453EQ, the error indicated a probable issue with the OBC. Upon investigating the entire powertrain and finding no problems, we discovered a hidden fuse within the charge port cable. If this fuse burns out, there’s no redundant failsafe system to report it. OEMs charge €8000 only to later realize it’s a €2 fuse in the cable, adding an extra €850 for the revelation. For the EU automotive industry to be sustainable, there’s a crucial need for increased investment in troubleshooting and better product design.

Concerning is that they have 4-5 more different defect when they change complete powertrain for 8000€. That means DCDC failure is 8000€, obc is 8000€, inverter is 8000€. That’s why we lean towards the older 451ED, which boasts significantly higher quality and offers more sustainable servicing options.

Part number: 4539019900, 4539029007

OEM Reparatur: 8000€

EVC Reparatur: Teile 2€ und Arbeit 798€.

Fehler: P07A023