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Although the procedure may sound simple, when it comes to BMW, it is an overengineered process that is more complex than in any other EV currently on the market. In the event of a crash, the vehicle triggers four fuses — one on the 12V battery terminal and three inside the high-voltage battery — along with a software lockout of the battery system.
All three fuses inside the battery are deeply embedded within the Sbox system, which is designed in a way that “homologation-compliantly” requires replacement of all electronic modules in the battery system under the guise of safety standards. The cost of such a replacement is around €1,800 for the modules, €200 for the positive terminal, and approximately 20 labor hours.
In order to complete the recovery, all other vehicle systems must be fully functional, as ISTA does not allow programming if any errors are present. All ECU Certificates valid. You cant use second hand components. Must have origibal ICOM and original IMIB (25000€).
For comparison, the same issue in a Tesla Model 3/Y can be resolved for about €100 and one labor hour — only the fuse is replaced, and the system is reset online via the Toolbox3 tool using a standard LAN cable and a €20/hour access fee.
With great support from a colleague who is a BMW expert, we successfully reactivated the SME and updated the vehicle through ISTA AOS diagnostics, ensuring that everything is certified and ready for an official BMW service center visit. Sometimes, even we need a little assistance. 🥂
We resolve all types of high-voltage system faults on BMW EV and PHEV vehicles, regardless of version.
Model 3 (2017–2023) uses an AGM 12V battery that needs to be replaced every 3–4 years. Recently, the need for replacement has become more frequent, as Tesla vehicles have a built-in system for monitoring the capacity of the 12V battery and will notify the owner in advance when a replacement is required.
However, we are increasingly receiving inquiries—especially during the winter months—from owners who have replaced the battery themselves, but the error message remains on the screen. In most of these cases, two serious and potentially dangerous mistakes are made:
The first critical mistake is replacing the battery without consulting the instructions. Users change the battery while the system is still active and under voltage. In several cases, this has led to a short circuit and damage to the DCDC converter. It’s important to emphasize: just because the vehicle is parked and “turned off” (meaning the electric motor isn’t idling), does not mean the vehicle is actually powered down. The correct procedure involves first disconnecting the 12V battery, followed by disconnecting the gray connector located under the right-hand side of the passenger seat. Only after this is the vehicle officially “dead” and ready for a safe 12V battery replacement.
The second critical mistake turns a simple issue into a dead end—the use of aftermarket batteries, which appear to be completely incompatible. The battery is replaced, the error disappears, everything works for 2–3 days, and then the same error reappears: “12V battery not functioning properly.” The battery is returned under warranty, a new one is installed, and the cycle repeats. After several attempts, users become frustrated and conclude that the car must have an issue, possibly drawing excessive power while idle. What starts as a simple task quickly becomes an agonizing, costly, and service-clogging problem.
The real issue lies with the aftermarket battery itself—its chemical composition and voltage levels are not suitable for Tesla’s system, which automatically detects this as a fault. In communication with several Tesla Service Centers, it has been confirmed that this is a well-known and common issue. The only reliable solution is to install the original battery, part number 1129182-00-B, which can be ordered through Tesla’s online parts catalog—even as a private individual—at epc.tesla.com. The cost of the original battery is €125 + VAT.
Our recommendation is to either visit an authorized service center for the replacement using the original battery or to register on Tesla’s EPC catalog as a private individual, order the correct part (which arrives in 4–5 days), and replace it yourself. After installation, enter Service Mode, select the battery model, and reset the system. After that, the error will be permanently resolved.
Model 3 (2017–2023) koristi AGM 12V akumulator koji je potrebno mijenjati svakih 3–4 godine. Sada se sve češće javlja potreba za izmjenom, jer Tesla sustav ima ugrađeno praćenje kapaciteta 12V akumulatora te vlasnika na vrijeme upozorava da će uskoro biti potrebna zamjena.
Međutim, sve češće zaprimamo upite – osobito tijekom zimskih mjeseci – od vlasnika koji su samostalno zamijenili akumulator, ali se greška i dalje prikazuje na zaslonu. U tim slučajevima najčešće se događaju dvije ozbiljne i potencijalno opasne pogreške:
Prva fatalna pogreška je izmjena akumulatora bez prethodnog proučavanja uputa – korisnici mijenjaju akumulator dok je sustav još aktivan i pod naponom. U nekoliko slučajeva to je dovelo do kratkog spoja i oštećenja DCDC pretvarača. Važno je naglasiti: to što je vozilo parkirano i “ugašeno” jer elektromotor ne vrti u “leru”, ne znači da je zaista isključeno. Ispravan postupak uključuje najprije odspajanje 12V akumulatora, a zatim odspajanje sivog konektora ispod desne strane putničkog sjedala. Tek tada je vozilo službeno “mrtvo” i spremno za sigurnu zamjenu 12V akumulatora.
Druga zadnja fatalna pogreška vodi cijeli slučaj u slijepu ulicu – zamjenski akumulatori izgleda uopce nisu kompatibilni. Vlasnici zamijene akumulator, greška nestane, sve funkcionira 2–3 dana, ali se zatim ponovno pojavi ista greška: “12V akumulator nije ispravan”. Nakon toga se akumulator reklamira, zamijeni, ponovno ugradi – i opet ista situacija. Nakon nekoliko pokušaja, korisnici gube strpljenje i zaključuju da je s vozilom nešto neispravno, odnosno da ono “vuče struju” u stanju mirovanja. Pa se sasvim jednotavan zahvat pretvori u agoniju i skupu proceduru te zagusivanje servisa.
Pravi uzrok problema je sam zamjenski akumulator – njegov kemijski sastav i naponski nivo nisu adekvatni za Teslin sustav, koji to automatski detektira kao grešku. U komunikaciji s nekoliko Tesla Service Centara potvrđeno je da je to čest i poznat problem, te da se greška može trajno ukloniti isključivo ugradnjom originalnog akumulatora oznake 1129182-00-B (Clarios ili Atlas), koji je moguće naručiti putem Teslinog online kataloga čak i ako niste tvrtka, putem linka: epc.tesla.com. Cijena originalnog akumulatora je 125 € + PDV.
Preporuka je da se posjetite ovlasteni servis za izmjenu 12V akumulatora sa originalnim ili da se registrirate na EPC katalog kao privatna osoba, narucite dio koji korz 4-5 dana stigne na adresu i sami ga zamjenite. Nakon toga udjete u service mode i podesite model akumulatora i resetirate sustave. Nakon toga više nema greške.
If your Renault Zoe R240 (and old Q210) isn’t charging at a AC station – don’t panic, something probably “exploded.” but we can repair it.
Every month, we receive over 10 vehicles with various symptoms and causes of charging failure. The charging system consists of three key components: rotor windings (electric motor), EMI filter, and BCB module – and the fault can be in one, or even all of them.
If only the BCB is replaced and the new charging issue reappears, warranty does not cover the typical complaint “it’s not charging again,” because the root cause could be something on other components in the rotor or the EMI filter. If we followed the approach of authorized services and replaced everything blindly, the repair cost for the Zoe’s onboard charger would reach around €8000 + VAT – just for parts.
Our mission is to make Renault Zoe repairs sustainable, so we approach the issue sequentially: we analyze the entire system and only repair what’s actually defective.
Example: The EMI filter (MAHLE, new unit: €3400 + VAT) had a melted precharge resistor sealed in epoxy – making it irreparable. New units are overpriced, and used ones are rare and still expensive.
Another common issue is the Infineon IGBT module FS200T12A1T4, which is not commercially available. If we don’t have it in stock, we’re forced to replace the entire BCB and program it manually.
The design flaw of the entire system lies in poor thermal dissipation: the IGBT is cooled directly to an aluminum casing that must dissipate 22 kW of power (converting AC to DC to charge the high-voltage battery) across a surface of just 13 cm x 7 cm – leading to overheating and failure. Also, if you’re charging with an empty or faulty A/C system, it’s only a matter of time before we meet.
A dangerous side effect of OBC system failure in the Zoe – one that even charging station operators may not be aware of: The Zoe can destroy the charger itself, and sometimes even all vehicles plugged in within a 20-meter radius (we’ve witnessed this multiple times).
Prevention? Other than ensuring the air-conditioning system is properly filled and functioning flawlessly – none.
ANALYSIS AND MYTHBUSTING – What is cheaper to maintain? What is the price of a new battery? What is the price of a new motor, a new transmission?
Short and clear: incompetent journalists and mainstream media have been misleading you for years, and this should have been their job. In the Excel sheet we are making publicly available, you will find individual prices for all drivetrain components. On the far right, there are catalog numbers, “parts” images from the catalog, and other parameters. Price fluctuations for parts are possible in different countries. Corrections can be sent to us. Some prices are missing because manufacturers conceal them, so U.S. catalogs were used.
We have put in the effort for both ourselves and you, digging deep into every corner of sustainability by researching several authorized service catalogs. After a month of searching, the data we collected is both interesting and alarming. Reflecting on the struggle we went through to gather this information—submitting aftermarket support requests, waiting for activations, paying for each access, dealing with broken links—it has become crystal clear which manufacturers will survive the rise of next-generation specialized workshops and which won’t. It all boils down to three parameters: Simple, Serviceable, and Accessible!
These three parameters also apply to owners of all future ICE, Hybrid, and EV vehicles because, without them, there will be NO WORKFORCE to maintain your vehicle because nobody wants to use complex system to service complex powertrains. Relying on authorized services means replacing entire drivetrain components and incurring high costs.
A critical mistake by manufacturers is the use of pouch cells, which have proven unreliable and, in some cases, dangerous (EQB, Leaf, Kona). One of the parameters you should consider when buying a vehicle is “What type of cells does the vehicle have?” The priority should be cylindrical or prismatic/blade cells.
For those unaware, the most critical EV component is not the battery (though it is for hybrids). The most critical components are:
Electric Motors
On-Board Charger (OBC)
Heat Pump
Battery comes in last place.
Therefore, the prices of these components in this order should concern you most, along with the quality of the Right-to-Repair system.
The most expensive batteries per kWh are found in hybrids, of any type. On average, the total kWh cost for hybrids is 40% higher than that of EV battery systems. The most expensive complete drivetrain systems, on average, are hybrids, followed by ICE vehicles, while EV systems are the cheapest. (This refers to the average cost!)
The worst parts procurement systems, right-to-repair access, and support (backend/frontend) are from: Xpeng, MG, BYD, Stellantis, Honda, Nissan, Volvo, Rivian, Lucid, Mazda, Hyundai, Kia.
MG and BYD have not yet activated their RMI systems.
Lucid and Rivian have no RMI systems at all.
Hyundai does not issue invoices, leaving accounting departments with nothing to process.
Kia has not yet approved RMI accounts and discriminates against Croatian and Slovenian owners by blocking access to Kia Connect.
Warranties you cannot rely on if you purchase vehicles from: Stellantis, Mercedes, Kia, Hyundai.
KMAG shortens factory-recommended service intervals and ties the warranty to drivetrain maintenance.
Another concerning factor is the price difference for parts between Germany, France, and the Balkans.
All parts sold under Grand Automotive (covering MG, Renault, Dacia, Nissan) are 20–40% more expensive. It’s cheaper to buy a vehicle locally and service it in Italy or Austria.
Dacia Spring is alarming, with a potentially artificial price boost on parts to push new car sales due to uneconomical repairs. Practically every damage leads to a total loss, raising concerns for insurance companies. A comprehensive insurance policy for this car should cost more than one for a Porsche Panamera.
In-house component-level repair:
Tesla, despite leading in statistics, unfortunately lacks an internal system for servicing battery modules or components.
BMW, Hyundai, Kia, Ford, Mazda, Nissan, VAG, Volvo allow the purchase and replacement of individual components within the service network.
Cheapest components:
Tesla has the lowest kWh cost.
VW has the cheapest OBC.
Tesla has the cheapest electric motors.
Tesla also has the best right-to-repair (RMI) system.
Tesla and BMW offer the best powertrain value and cheapest powertrain parts.
Porsche has the most expensive parts globally.
Best RMI systems (critical for sustainability and cost-effectiveness): Tesla, BMW, Mercedes, VAG, Ford, Toyota. Worst systems:Stellantis, Kia, Hyundai, Xpeng, MG, BYD. The most expensive systems (unsustainable for servicing): BMW, Xpeng, BYD—this significantly increases the total cost of vehicle ownership and reduces ROI. Lucid, Rivian, and others have no support systems, meaning these vehicles should be avoided as they could become unusable and not servicable at any moment.
Tesla offers the cheapest RMI system, EPC accessible even to individuals without needing a business. It’s even free, and the total cost for full access is only €612.
Chinese brands have proven completely unprepared for European expansion and lack scalable systems for corporate and aftermarket needs. Some EU representatives of these brands are already considering withdrawal due to non-functional EPC catalogs and even worse support.
And when all is said and done, it becomes clear why Tesla is the king of the road and the only truly sustainable and financially accessible vehicle manufacturer—unlike legacy automakers who have become mere “assemblers of outsourced parts” produced by 100 different external companies. Other statistical favorites are BMW, Mercedes, Hyundai, Polestar, Volvo, and of course, Toyota.
For those considering a hybrid instead of an EV, there’s no need to look at anything other than Toyota and Lexus. Oherwise, you are looking into bankruptcy.
Source for part prices: OEM Catalogs, Online USA catalogs, OEM Invoices and quotes, partslink24.com
Warranty Rape: The Industry’s Neglect of Accountability
In recent years, the automotive industry has increasingly faced criticism for its mishandling of warranty claims, leading to what we at EV Clinic call potential “warranty abuse”—a systematic exploitation of customers who trust manufacturers to uphold their commitments. This term encapsulates the severe disregard for consumer rights, particularly in cases involving factory defects, global recalls, and manipulative tactics that leave owners stranded once warranties expire.
Case Studies and Scenarios
Analyzing various incidents, a pattern emerges: manufacturers prioritizing cost-cutting over customer satisfaction and safety. Here are notable examples:
Delay Warranty Tactics
Our deep dive into some EOM reveals troubling practices. Customers report their vehicles returning from dealerships with error codes erased instead of repairs being conducted. This tactic delays addressing underlying issues until warranties expire, leaving owners with costly repairs.Despite global recalls for systemic defects, some OEM has frequently avoided proactive repairs, shifting the financial burden to customers. Such behavior undermines the purpose of recalls, which should prioritize safety and transparency.
“planned obsolesence”
Some OEM, a symbol of luxury, has faced backlash for its handling of high-end EV models. The model serves as a glaring example where inherent defects are either denied under warranty or downplayed, forcing customers to pay exorbitant repair costs out-of-pocket. This premium brand’s failure to take responsibility tarnishes its reputation and compromises trust. Programmed defects triggered by accident by owners and cant be erased with OEM dealership tool and demands for example complete healthy battery pack change but not under warranty.
Critical cell inflation issue
Kia’s hybrid models have garnered attention for their innovative designs but also for their dual failures: technical shortcomings and subpar warranty service. Instead of resolving issues, customers often encounter roadblocks when seeking coverage, further exacerbating frustration. Such practices show a lack of commitment to their product’s longevity and customer satisfaction. And what we mosly see is that females are affected with warranty decline.
Across these cases, automakers employ similar strategies that erode consumer rights:
Error Code Erasure: Clearing diagnostic trouble codes (DTCs) without addressing the root cause creates an illusion of functionality until warranty periods expire.
Warranty Claim Rejections: Claims for factory defects are often denied under vague justifications such as “wear and tear” or improper usage. For example Stellanits has for complete EV fleet one mandatory service intervall at 10,000km called “First service” where they change fill in windshil fluid. If you miss that, you lose warranty on the battery pack.
Global Recall Avoidance: Some manufacturers delay or ignore global recalls, exposing drivers to safety risks while avoiding financial liability.
Technical Documentation Ambiguity: Customers are often unable to provide sufficient evidence due to opaque documentation and inaccessible technical details. Common practice is that dealerships do not log any major warranty parst change and they do not log it into digital service book.
The Broader Implications
The consequences of these practices extend beyond financial burdens for individual customers:
Safety Risks: Neglected recalls and ignored defects pose severe safety hazards on public roads.
Environmental Damage: Faulty hybrid and electric vehicle components contribute to waste and environmental degradation.
Erosion of Trust: Long-term damage to brand reputation as customers become disillusioned with deceptive practices.
Demanding Accountability
To address these issues, EV Clinic proposes the following steps:
Enforce Regulatory Oversight: Governments and regulatory bodies must hold manufacturers accountable for warranty claims, particularly in cases involving safety.
Increase Transparency: Automakers should provide clear documentation for all repairs, defects, and recall procedures.
Enhance Consumer Protection Laws: Strengthen legal frameworks to ensure warranties are honored and manipulated tactics like error code erasure are penalized.
Conclusion
The automotive industry must confront its systemic failings and prioritize customer welfare over short-term profits. At EV Clinic, we remain committed to exposing and challenging these injustices while advocating for fair treatment for all vehicle owners. The term “warranty abuse” may be provocative, but it reflects the harsh reality faced by countless customers left vulnerable by manufacturers’ exploitative practices. Owners often do not have money and time to fight those issues.
It’s time for automakers to uphold their promises and restore integrity to their warranties.
The significant drop in the price of the used Tesla Model S has attracted the attention of many EV enthusiasts. However, some models with the Large Drive Unit (LDU) hide higher costs for owners who expected a 12-year-old vehicle to require no maintenance for a modest purchase price. The Tesla LDU, found in all Tesla Model S and X vehicles with PxxD or RWD configurations (P85, P90, S85, S90, S75, S70, S60), is one of the most demanding and expensive components to repair.
Nearly two years ago, we already discussed the flaws and reasons for the low reliability of these motors. Read the full article below:
We followed up with a guide on which Tesla models are the most reliable and recommended for new EV enthusiasts. However, if an LDU failure occurs, the current repair cost at EV Clinic is €2,400 for motor rewinding and €2,800 for a complete motor remanufacturing, bringing the total cost to €5,200 + VAT. In comparison, the price at a Tesla service center is currently around €6,500 + VAT.
Unfortunately, our pricing at EV Clinic reflects our commitment to delivering the best possible quality and maintaining the highest level of trust. This includes a 2-year warranty with no mileage limit. The results of our work speak for themselves, with real-world testing proving the durability of our repairs.
One notable example is Hansjörg von Gemmingen-Hornberg’s Tesla P90, which had accumulated 1,800,000 km. After we repaired his motor using all of our advanced technological expertise, the motor has now covered 450,000 km without a single issue, breaking the streak of 13 previously replaced motors. This achievement underscores the unparalleled reliability of our repairs and he is the man who gave us reason to assemble and name eDrive kit a “Holy Grail”. LINK HERE
After three years and several hundred repaired LDUs, we can confidently say that we have the most durable long-term solution for these electric motors. It’s important to highlight from our findings that RMN stators in LDU motors are of very poor quality, often causing significant damage to the entire motor. Eventually, they lead to insulation failure, resulting in the vehicle coming to a halt and bearing arcing due high rotor discharge.
To address this issue permanently, we have developed an improved solution by rewinding the stator with enhanced industrial-grade materials, ensuring reliability and longevity. LINK HERE . And to openly offer our kit and know-how we assembled “holy grail” kit for all independent workshops LINK HERE
The Model 3 and Model Y vehicles feature one of the most compact and technologically advanced battery systems. In most cases, these systems are repairable at the component level, including the replacement of one or more cylindrical cells—something that was previously considered impossible. However, this is only true if the owner understands the urgency of the issue. We’ve observed several cases of defective batteries succumbing to moisture ingress or retention within the housing. In many instances, owners have mechanically damaged the battery housing—puncturing it or damaging other parts of the casing. If the repair of the cylindrical cell-based battery systems on the Model 3 or Y is delayed for several months, restoration often becomes impossible. Why is delay a problem? The battery consists of 96 cell groups, each containing 31 or more cells in parallel. And if one cell in paraller is damaged, it will damage complete group. Changing all cells in a group is not possible. One recurring design flaw in the 2170 cylindrical cells is their orientation—all are installed upside down in the modules. The cells are not entirely encapsulated in foam; instead, the thermal gap filler is applied only at the bottom of the cell. Condensation and moisture, which form in conditions of extreme temperature fluctuations, drip down onto the shoulder of the cell, where the – and + terminals are located. This leads to electrolysis, permanent cell damage, and subsequent discharge of the entire group. The battery housing has also proven insufficiently robust against impacts from road debris or curbs. Deformations at the rear often damage the vent valve, while impacts at the front can crack the entire housing, allowing water to enter directly into the battery system. Aftermarket manufacturers or Tesla itself should consider designing steel reinforcements to protect the front and rear of the housing. Similar issues have been observed with VAG, Mercedes, and Renault batteries, although the Tesla Model S housing has so far demonstrated superior durability. Vehicles that are frequently charged at DC fast chargers have shown greater resistance to cell oxidation and other moisture-related issues. Rapid heating during DC charging drives out even minimal residual moisture through the “umbrella valve” vents, contributing to improved battery longevity. If your battery is damaged in any way, it’s highly recommended to perform a “pressure test” to check for leaks. If you encounter imbalance errors, insulation faults, or limited charging capabilities, do not wait weeks to address the issue. Acting promptly significantly increases the chances of saving the battery because this one from picture could not be saved.
Alert: BMS_A066, BMS_A107, BMS_a156 Partnumber: 1104429-00-N OEM: 9155€ +TAX EVC: (no SR module on stock)
An interesting case where a Twingo was written off due to damage to the battery “housing,” with the cost of replacing a new battery quoted at €16,000 + VAT, just for the materials. However, this was entirely unjustified since Renault, unlike many others, follows a policy similar to BMW and Tesla in their openness, allowing the purchase of all individual components of the entire drivetrain.
For the battery, Renault’s authorized service centers sell every single part, enabling targeted repairs. In this case, the Twingo had sustained damage on the curb—a heater, protective plastic, and the aluminum end cap of the battery cooler, through which coolant flows to maintain the battery system’s temperature.
Without hesitation, we contacted Renault to check the availability of part number 295R64407R. To our surprise, the part was available and could be delivered within 10 days. We ordered, installed it, and resolved a €20,000 issue for approximately €340.
This is a textbook example of an unjustified cost estimate and the typical media demonization of battery systems, driving up insurance premiums. In reality, EV battery systems cause the least problems and are often the cheapest to repair!
Advice to insurers: Seek a second opinion on fault assessments!
Renault, by the way, is one of the few manufacturers that genuinely offers every individual part of their drivetrain without inflating prices, making them the absolute leader in the EU. They deserve full praise for this transparency, but it also raises the question—why wasn’t this issue addressed properly in the first place and why 22kw battery is so expensive?
Renault Twingo – Kasko? 20,000€ totalna šteta zbog baterijskog sustava? Zanimljiv slučaj gdje je na Twingu zbog oštećenja baterijskog “kućišta” otpisano vozilo jer je izmjena nove baterije 16,000€+PDV samo za materijal. Medjutim potpuno neopravdano jer Renault jedan od rijetkih, sličan BMW i Tesla politici otvorenosti, koji prodaju sve pojedinačne dijelove kompletnog pogonskog sustava. Tako i za Bateriju putem služenih servisa možete kupiti svaki pojedinačni dio i riješiti problem. Ovaj Twingo je negdje na nešto slomio, grijač, zaštitnu plastiku i aluminijski završetak hladnjaka baterije kroz čije kanale rashhladna tekućina prolazi i održava temperaturu baterijskog sustava. Ne budi lijen, pozovemo Renault da li je kataloški 295R64407R dostupan… iznenadjenje, dio je dostupan i dolazi kroz 10 dana. Naručimo, ugradimo i riješimo kvar od 13000€ za cca 340€. Školski primjeri neopravdanog troškovnika i klasičnog medijskog demoniziranja baterijskih sustava i dizanja premija a u principu EV najmanje problema imaju na baterijskim sustavima i najčešće su to i najjeftiniji kvarovi!!! Savjet osiguranjima: tražite drugo tumačenje kvara! Renault je inače jedan od rijetkih koji zaista nudi temeljno pojedinačne dijelove svakog pogonskog sklopa bez napuhavanja cijena i tu je apsolutni EU lider i zaslužuje svaku pohvalu ali se i postavlja pitanje zašto nisu riješili problem!ž
There’s no greater entrepreneurial headache than maintaining a fleet of vehicles. One of the pioneers that has proven to be both indestructible and highly cost-effective is the Kangoo ZE, introduced back in 2013. Its only drawback is the lack of fast charging. Owners never had to worry about employees or third-party drivers wrecking the crankshaft, breaking the flywheel, or damaging other components due to carelessness or neglect, as EVs simply don’t have those parts.
However, a catastrophic mistake was made when Renault partnered with Nissan and adopted their poor-quality battery system components, particularly their cells. The battery has no thermal management system and uses cells with the worst chemistry, highly prone to degradation and swelling. A new battery costs around €12,500 with taxes for a 22kWh capacity, which is utterly unsustainable. Despite the ultra-reliable Q210 Continental powertrain, the battery has been Kangoo ZE’s Achilles’ heel.
Entrepreneurs grappling with EU regulations and other imposed obligations often have no choice but to electrify their fleets (like GLS). Yet, what the EU offers is garbage by any measure of common sense or financial feasibility. The most logical choice, instead of Stellantis junkyards, VW ABT factory defects, the Mercedes eVito, and similar options, is to refurbish the Kangoo ZE or purchase a Chinese EV that doesn’t come with problems for which there are no parts, solutions, documentation, diagnostics, or similar challenges—unlike EU models. Given what the EU offers for entrepreneurial electrification, it’s often better to stick with a Euro 3 Diesel.
For this particular Kangoo ZE, the first failure occurred after 10 years and 115,000 km. That’s why we decided to offer entrepreneurs an alternative: by recycling new automotive modules (Samsung SDI, CATL, Panasonic) from other vehicles in a sustainable way, we developed a new battery system to save the Kangoo from the scrapyard.
We used 50Ah 4C 12S Samsung SDI modules, recycled the original wiring, and designed a new module layout and wiring system. We also successfully reset the BMS to clear the LBC battery system error and remove the vehicle from limp mode. What some refer to as “battery trash” or “who will recycle this” has been repurposed for automotive use as part of a second-life cycle.
At an external temperature of 5°C, the vehicle now achieves a range of about 94 km before complete shutdown (at 2.8V). While we haven’t tested it in warm weather yet, the range should reach approximately 120 km under optimal conditions.
Do we always have to be the last line of defense? The line between sustainability and unsustainability is very thin, and when it comes to designing utterly stupid, unsustainable, expensive, and complex maintenance systems, European engineers and manufacturers are absolute global leaders—as evident in diesel engines, gasoline engines, hybrid systems, and now EV powertrains. Customers feel extremely deceived when these powertrains fail, which is one of the reasons behind the declining sales of European EVs.
This is the third recorded case where the drivetrain system becomes soaked with coolant on high-voltage components inside a hermetically sealed box meant to protect against water ingress. This box also houses the coolant plate channel for cooling the OBC charger, DCDC charger, inverter, and EMI filter. It’s almost the same nonsense as found in the Smart 453EQ.
The box is bolted onto the electric motor and designed in such a way that the cover cannot be opened while the car is assembled because a motor mount is placed over it. For any operation, you have to disassemble everything down to the last bolt, including the suspension, driveshafts, motor wiring, hoses, etc., which takes €1,000 worth of labor hours. Just for a mechanic to “take a look,” it’s 5–10 hours of work. In this case, to even identify the issue, we had to first spend 6 hours of labor disassembling everything to find out where the coolant was leaking.
Under just 2 bar of pressure, coolant began showing bubbles from a factory-drilled hole for a bolt securing the inverter. This is a manufacturing defect, where the person drilling the hole pierced the coolant channel. The problem with the Valeo inverter is that it’s the bottom component, the first to fail, and also the most expensive one. In this case, replacement is the only option. However, the issue arises if we can’t extract data from the processor because the IMMOBILIZER key code is stored there. The authorized service center (which can retrieve the data) refuses to replace just the inverter and insists on replacing the entire drivetrain.
We need the IMMO data for the new inverter to even start the electric motor. So, in cases of coolant flooding, we must first disassemble and analyze whether it’s even possible to repair or recover the data. If it’s not possible, the owner incurs a cost of €400 + VAT for disassembly and analysis at our facility, only to then go back to the authorized service center and pay €9,500–13,000.
One recent case on the Smart 453EQ involved a Tricore TC1782 processor from which we couldn’t recover the data (DATA FLASH was burned), forcing the owner to replace the entire drivetrain and electric motor. Later, even the replacement electric motor’s stator was found to be burnt. This is one of the worst and most expensive failures in the automotive industry on one of the most poorly designed systems in 120 years of automotive history—the infamous R240 drivetrain.
After Stellantis’s disasters, this is the next system that has cost us the most in wasted time and resources, with nearly all vehicles failing under 100,000 km. It’s still not as critical as Stellantis, but everything depends on recovering the inverter data. We are currently developing a tool for fast and secure data recovery, but it’s uncertain whether we’ll be able to save every drivetrain from a €9,500 bill.
Authorized service centers must become more flexible and offer repair attempts, replacing components (as is possible on the Twingo), rather than pushing owners towards the most expensive option. Another preventative measure could involve loosening the bolt on the inverter and soaking it with Loctite adhesive to provide additional protection against material cracks in the threads.
Our lab is located on a secured site with access control and closed gates, spontaneous visits are not possible!
Due to high demand and our limited capacity, we may not be able to respond to your requests immediately. Delays of up to 2 weeks are possible due to multiple employees being sick and a shortage of workforce.
📅 Please schedule an appointment in advance via email so we can register your access. Visits without invitation is forbiden.
