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EV u startu ima 10 do 15 puta manje ciklusa održavanja. Kada nakon 10 godina i 160.000 km prvi put preventivno servisiraš pogonski sklop EV Kia Soul jer je počeo zujati, to je 10 do 15 puta manje odlazaka u servis u odnosu na fosilca, kojeg redovno voziš na zamjenu ulja, filtera i vodene pumpe – da se ne bi pokvario.
EVC eDrive kit za Kia Soul EV uskoro dostupan u shopu.
Ein E-Auto hat von Anfang an 10- bis 15-mal weniger Wartungszyklen. Wenn du nach 10 Jahren und 160.000 km zum ersten Mal den Antriebsstrang deines Kia Soul EV vorbeugend warten lässt, weil er zu surren beginnt, ist das 10- bis 15-mal weniger Werkstattbesuche im Vergleich zu einem Verbrenner – den du regelmäßig wegen Ölwechsel, Filtern und Wasserpumpe in die Werkstatt bringst, damit er nicht kaputtgeht.
Kupujete električno vozilo i pitate se – kako provjeriti stanje baterije? I sami smo neko vrijeme bili u dilemi. Pokazatelj SOH (State of Health) često se koristi kao mjerilo zdravlja baterije, no on je samo jedan od brojnih parametara. U praksi se događalo da vozilo, iako je “prošlo” battery test, ostane na cesti već na putu do kuće. Upravo zbog takvih neugodnih situacija, dugo smo izbjegavali nuditi ovu uslugu.
Prvo smo htjeli dublje razumjeti problematiku, a zatim educirati sadašnje i buduće vlasnike EV vozila. Na temelju našeg iskustva, zaključili smo sljedeće:
Za realnu procjenu zdravlja baterije potreban je alat koji očitava:
• napone po ćelijama,
• preostali kapacitet,
• unutarnje otpore,
• prijeđenu kilometražu.
• devijaciju napona
• devijaciju kapaciteta
• devijaciju unutarniu otpora
Po našem mišljenju, ovi su parametri ključni kako bi se procijenilo u kojoj fazi EOL (end of life) se baterijski sustav nalazi.
Tko nas prati već zna – ključno pitanje kod svakog kvara nije “što je neispravno”, već je li kvar popravljiv. Sam kvar baterije često nije veliki problem. Problem nastaje ako nema dijelova i ako je baterija već u fazi EOL – tada rast unutarnjeg otpora i pad kapaciteta prelaze granice u kojima je reparacija isplativai dugorocno odrziva. U takvom slučaju jedino rješenje je zamjena cijelog paketa, što značajno mijenja vrijednost vozila.
Tu nastaje dodatna komplikacija – jer ne postoji službena definicija EOL parametre za razlicite modele, već se oslanjamo na vlastitu bazu dokumentiranih slučajeva.
Zato se postavlja pitanje – što uopće nudi battery health test?
Odgovor: po nama najbitnije daje uvid u trenutačno stanje baterije i pomaže u procjeni koliko je blizu EOL faze.
Ako je EOL tek u početnoj fazi, a problem je lokaliziran (npr. samo jedna ćelija), velika je vjerojatnost da se kvar može sanirati održivo i povoljno.
Osim digitalnih parametara zdravlja, kod nekih baterijskih sustava važni su i:
• tlak (pressure test) unutar paketa da se utvrdi da nema prodora vlage i vode,
• mehanička oštećenja i udubljenja (tzv. mehaničko zdravlje baterije).
Primjer:
Ako postoji trag prodora vlage u bateriju, SOH može i dalje pokazivati 100%, ali baterija objektivno nije ispravna.
Tesla tolerira udubljenja od 4–8 mm, Fiat i Mercedes 0 mm – i zbog takvih razlika u tolerancijama, garancija na bateriju može postati nevažeća osim toga moze biti i sigurnosni rizik (kao EQB)
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Zbog toga sada nudimo uslugu digitalne provjere baterijskog sustava, a kao druga posebna usluga mehaničke provjere baterijskog sustava:
Očitavanje ključnih parametara sustava
Procjena faze EOL-a
Battery Certificate
Dodatni izbor:
Vizualna inspekcija donje strane baterije
Pressure test ako je moguć
Ovaj certifikat pruža jasan uvid u trenutno stanje baterije. Ovisno o očitanim podacima i kilometraži, daje se okvirni uvid ispravnsti baterije, te može li se baterija popraviti u slucaju ako je neispravna u skorijem periodu ili je potrebna zamjena.
Za kraj – vrijednost vozila značajno ovisi o stanju baterije, a uz naš certifikat, odluka o kupnji ili prodaji EV vozila postaje djelomično jednostavnija, ali nije definitivna garancija.
Naružbe za test iskljucivo putem online CMR sustava na franšiznim lokacijama:
Sie möchten ein Elektrofahrzeug kaufen und fragen sich – wie lässt sich der Zustand der Hochvolt-Batterie zuverlässig prüfen? Auch wir standen anfangs vor dieser Herausforderung. Der sogenannte SOH-Wert (State of Health) wird oft als Maß für die Batteriegesundheit verwendet, stellt jedoch nur einen Teil der relevanten Parameter dar. In der Praxis kam es vor, dass Fahrzeuge trotz bestandenem „Battery Test“ bereits auf dem Heimweg liegenblieben. Aus genau diesen Gründen haben wir diese Dienstleistung lange bewusst nicht angeboten.
Zunächst wollten wir das Thema in der Tiefe verstehen – und anschließend aktuelle sowie zukünftige EV-Besitzer sachlich aufklären. Unsere Erfahrung zeigt:
Für eine aussagekräftige Beurteilung des Batteriezustands ist ein Werkzeug erforderlich, das folgende Parameter ausliest:
• Zellspannungen
• Restkapazität
• Innenwiderstände
• Kilometerstand
• Spannungsabweichung
• Kapazitätsabweichung
• Abweichung der Innenwiderstände
Nach unserer Einschätzung sind dies die entscheidenden Werte, um beurteilen zu können, in welcher Phase des EOL-Zyklus (End of Life) sich das Batteriesystem befindet.
Wer uns bereits länger folgt, weiß: Die zentrale Frage bei einem Defekt ist nicht was kaputt ist – sondern ob es reparabel ist. Ein Batteriedefekt an sich ist selten das Hauptproblem. Kritisch wird es, wenn Ersatzteile fehlen oder sich die Batterie bereits in einer fortgeschrittenen EOL-Phase befindet – dann steigen Innenwiderstände und die Kapazität fällt unter kritische Grenzwerte, sodass eine nachhaltige Reparatur nicht mehr wirtschaftlich ist. In solchen Fällen bleibt meist nur der Austausch des gesamten Batteriepakets – was den Fahrzeugwert erheblich beeinflusst.
Eine weitere Komplexität besteht darin, dass es keine offiziellen EOL-Grenzwerte pro Modell gibt – hier stützen wir uns auf unsere interne, dokumentierte Fall-Datenbank.
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Was bringt ein „Battery Health Test“ überhaupt?
Aus unserer Sicht: Er liefert einen klaren Überblick über den aktuellen Zustand und hilft einzuschätzen, wie nah die Batterie am EOL-Zustand ist.
Wenn sich die Batterie erst am Beginn des EOL-Zyklus befindet und der Defekt lokal begrenzt ist (z. B. eine einzelne Zelle), bestehen gute Chancen auf eine nachhaltige und kostengünstige Reparatur.
Neben den digitalen Parametern sind bei bestimmten Batteriesystemen auch folgende Punkte entscheidend:
• Drucktest im Inneren der Batterie, um möglichen Feuchtigkeitseintritt zu erkennen
• Mechanische Beschädigungen und Verformungen (das sogenannte mechanische Batterie-Gesundheitsbild)
Beispiel:
Auch wenn der SOH-Wert 100 % anzeigt – ein Feuchtigkeitseintritt macht die Batterie objektiv defekt.
Tesla toleriert Verformungen von 4–8 mm, Fiat und Mercedes dagegen 0 mm – je nach Hersteller können solche Abweichungen zur Ablehnung der Garantie führen. Zudem besteht ein Sicherheitsrisiko, wie z. B. beim EQB-Modell.
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Deshalb bieten wir jetzt zwei gezielte Prüf-Dienstleistungen an:
Auslesen der digitalen Batteriedaten
Einschätzung der EOL-Phase
Ausstellung des Battery Certificate
Optional zusätzlich:
Visuelle Inspektion der Batterie-Unterseite
Drucktest (falls durchführbar)
Dieses Zertifikat bietet eine transparente Bewertung des Batteriezustands. Anhand der ausgelesenen Parameter und des Kilometerstands geben wir eine grobe Einschätzung zur Funktionstüchtigkeit – sowie zur Reparaturfähigkeit bei möglichen zukünftigen Ausfällen.
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Fazit:
Der Fahrzeugwert hängt maßgeblich vom Zustand der Batterie ab.
Mit unserem Zertifikat wird die Entscheidung für einen Kauf oder Verkauf deutlich erleichtert – es ersetzt jedoch keine Herstellergarantie.
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Buchungen ausschließlich über das Online-CRM-System an unseren Franchise-Standorten:
The eDrive Kit we had to design, assemble, and test for functional electric motor repairs was born out of necessity – a practically forced engagement in mechanical repair work that we hadn’t initially planned.
At first, we thought it would be simple: inspect the motor, list the bearings, go shopping – 15 minutes, and you’re done. However, it quickly turned into a costly problem. Vehicles were disassembled down to the last screw, only to discover that 2 to 4 critical parts were completely unavailable. There was no matching term or catalog number to even find them on Google. The issue became so expensive that every hour a car sat idle on a lift halted our “production” and significantly increased operating costs.
That’s when we decided to aggressively tackle the problem. Every incoming vehicle now has a pre-prepared eDrive kit in stock, specific to its motor type. This approach solves the initial issue we ourselves encountered. But even that wasn’t easy – manufacturers have gone out of their way to ensure that at least two crucial components of each motor are simply not available on the market, making repair efforts almost impossible and indirectly contributing to the generation of electronic waste.
For each motor type, we had to invest further – designing, sourcing, or manufacturing the missing parts to ensure eMobility remains sustainable. This is especially critical for European and Korean manufacturers, whose systems are often the worst engineered, with the most non-standard and inaccessible components.
Currently Available EVC eDrive Kits ;bearings, seals, orings (Rotor + Gearbox):
EVC eDrive Kit uskoro dostupan u Intercars veleprodajama i trgovinama – EVC s najvećom EV ponudom!
eDrive Kit koji smo morali osmisliti, dizajnirati, sastaviti i testirati za funkcionalnu reparaciju elektromotora nastao je iz stvarne potrebe – gotovo prisilnog angažmana u mehanici, iako to nije bila naša početna namjera.
U početku smo mislili da je dovoljno pregledati motor, popisati ležajeve i otići u kupovinu – 15 minuta posla. No, ubrzo se pokazalo da se situacija pretvara u vrlo skup problem: vozilo je rastavljeno do posljednjeg vijka, a 2 do 4 ključna dijela jednostavno ne postoje u nabavi. Ne postoji ni termin ni kataloški broj koji bi Google prepoznao. Problem je toliko ozbiljan da svaki sat čekanja na dizalici zaustavlja “proizvodnju” i drastično povećava operativne troškove.
Zato smo odlučili agresivno pristupiti rješavanju problema. Svako vozilo koje dolazi u servis sada ima unaprijed pripremljen eDrive kit za svoj tip motora. Tako rješavamo izvorni problem koji smo i sami imali. No ni to nije bilo jednostavno – pokazalo se da je za svaki motor proizvođač pažljivo “izostavio” barem dva ključna dijela iz javne ponude, čime se praktički onemogućuje reparacija i potiče generiranje elektroničkog otpada.
Za svaki tip motora morali smo dodatno ulagati – dizajnirati, pronaći ili čak proizvesti dijelove koji nedostaju kako bismo e-mobilnost učinili održivom. Poseban izazov predstavljaju europski i korejski proizvođači, čiji su sustavi često najlošije konstruirani s najviše nestandardnih i teško dostupnih dijelova.
Trenutno dostupni EVC eDrive Kitovi (rotor + reduktor):
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.
IF YOU NEED CRASH CLEAR AND PRESERVE OLD DATA FOR PLUG&PLAY , DONT USE FORUM VIRGIN FILE:
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
EV u startu ima 10 do 15 puta manje ciklusa održavanja. Kada nakon 10 godina i 160.000 km prvi put preventivno servisiraš pogonski sklop EV Kia Soul jer je počeo zujati, to je 10 do 15 puta manje odlazaka u servis u odnosu na fosilca, kojeg redovno voziš na zamjenu ulja, filtera i vodene pumpe – da se ne bi pokvario.
Očitavanje ključnih parametara sustava
Buchungen ausschließlich über das Online-CRM-System an unseren Franchise-Standorten:
