Category: EV

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If you drive a STELLANTIS vehicle, may God help you! PART 3

Ever wondered why sales of EU-manufactured EVs are declining in Europe while global EV sales, particularly in China and the U.S., are booming? It’s because these vehicles are complex and unreliable designed to push you back to diesel! Across these three articles, it should be clear that STELLANTIS produces and sells vehicles that systematically make ownership an ordeal. You’re forced to replace entire drivetrains for minor faults, and even minor software errors can mean replacing the entire battery due to non-resettable deactivation codes that OBD tools cannot clear. To add insult to injury, warranties are often denied for absurd reasons, like not having the first service receipt stamped or missing a wiper blade change.

STELLANTIS has done the unthinkable by tying the general warranty of the vehicle to the warranty of the drivetrain, ensuring that any failure places you at the mercy of authorized service centers that might refuse to honor warranties over technicalities hidden in the fine print. This makes owning a STELLANTIS EV an ongoing source of stress, from charging to servicing. Standard service shops shy away from touching these cars for fear of damage. Specialized service centers are few and far between across Europe, while authorized centers often resort to replacing entire batteries or drivetrains for every issue. The ownership experience of a STELLANTIS EV or PHEV becomes agonizing, especially after the warranty expires, and aftermarket servicing is even more torturous.

One of the most peculiar and legally questionable reasons for warranty refusal, which conflicts with EU single market regulations, is Fiat’s policy of rejecting warranty claims if the vehicle is ‘imported.’ This practice, seen in certain authorized service centers, undermines the principle of free movement of goods within the EU. According to EU laws, such policies are not supposed to discriminate against vehicles bought in other member states, as all consumers should be entitled to the same level of service and warranty coverage regardless of the vehicle’s country of purchase.

This approach not only challenges the EU directive aimed at ensuring non-discriminatory practices in the automotive industry but also raises concerns among consumers and consumer protection bodies. If manufacturers or service providers deny warranty claims based solely on the origin of the vehicle within the EU, they may be acting against the essence of the single market, which guarantees that goods legally sold in any EU country are entitled to move freely and receive equal treatment across borders.

Case in point: this is the 14th 2022 Fiat 500e we have serviced for the same problem—battery failure with warranty denied at only 10,000 km. The service center demanded the owner pay €13,000 for a new battery. The nightmare begins with Fiat’s so-called SGW (Security Gateway) system, which prevents anyone but authorized service centers from clearing errors via OBD. First, Fiat must unlock the port for me to access and clear errors or use special functions. This absurd system seems designed to prevent anyone but authorized services from repairing the vehicle, supposedly to prevent theft. However, when repairs are this expensive, it would have been better to leave the system unlocked—it’s cheaper for the owner to have the car stolen and buy a used one!

Unlocking SGW involves navigating through a maze of redirects and approvals to get Aftermarket authorization. We waited two months on Fiat’s site and paid over €200 for multiple accounts. We also had to order a MICROPOD II OBD tool that’s impossible to find. The FCA MDP tool from Maverick UK costs €3,000. We tried Autel, submitted the SGW Auth request, and have been waiting for two months—a waste of money. For one Fiat repair, we needed the circuit diagram and SGW access just to clear a HVIL fault. Two months of waiting, and Fiat’s account was still unresolved.

Three days ago, we accessed Fiat eLearn, found the pinout, and confirmed the HVIL issue was in the battery, not the car itself. However, the fault was neither in the battery nor the BMS, but a software problem. After 100 work hours, 20 battery removals, and EEPROM modifications, the car no longer had the active fault. But we still had to deal with SGW. We contacted a remote technician (an American of Russian descent) who used his Fiat SGW account through my Xiaomi Pad Launch5 to unlock it. Finally, we cleared the errors, and the car showed “READY” status. Another car had a “Pack B deterioration” error that locked a DTC.

The fact that it takes this much effort to fix an issue that should be covered by warranty is proof of how unreliable and unsustainable these overcomplicated, expensive systems are. And none of these cars have more than 20,000 km on them. In 2-3 years, when warranties expire, Europe will face a massive problem: a surge of broken EVs that no service center can handle due to manufacturer-imposed restrictions.

STELLANTIS also imposes exorbitant parts costs. The Continental electric motor used across their models costs €14,000 and can’t be purchased separately from the inverter. The OBC is priced at €3,800 in the catalog. There is no straightforward protocol to reprogram a used inverter, making repair unsustainable and generating unnecessary waste. Replacing an inverter or motor requires disassembling the entire front end. The system is so poorly designed that the process is excessively complex—unlike BMW, Audi, and Tesla, which offer much simpler access.

Although the Fiat 500e has its issues, I can’t say it’s a bad car. On the contrary, it’s one of the best small European electric cars. The battery problem is solvable, but we choose not to address it because it is the manufacturer’s responsibility to fix such defects. The Fiat 500e is not something to avoid, but the risk of a battery fault appearing for unknown reasons is always present. Personally, it’s one of my favorite EVs, far better than the Smart 453 or eUp. But this is explanation what Fiat closed factory and why sales are going down… customers do not believe EU manufacturers with those EV products, and they are completely right.

Our recommendations to manufacturers:

  1. Remove the policy tying general vehicle warranties to drivetrain warranties.
  2. Design drivetrains for easy disassembly – programming – repurposing.
  3. Make drivetrains modular and easy to replace.
  4. Electric motors should not cost €14,000.
  5. BMS, wiring, and other battery components must be available for purchase.
  6. Permanently eliminate the SGW, and send engineers to prison.
  7. Simplify the EPC catalog, documentation access, and diagnostic tools at reasonable prices (ask Tesla how).
  8. Simplify software updates, resetting, and programming of used units; allow public access to engineering diagnostics.
  9. Publicly release all .dbc protocol files.

Recommendations for owners:

  1. Support manufacturers that prioritize sustainable and reliable systems.
  2. We don’t work on DS, Citroen, Peugeot, or Opel—permanently.

ERROR CODES: P0EDD, P0A0A,

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If you’re driving a STELLANTIS, may God be with you!! PART 2#

DS3 eTense with 23,000 km: 20 Months of Repairs and Ongoing Challenges

Our repair shop has encountered significant difficulties with a DS3 eTense, purchased with high expectations but plagued by engineering and warranty issues. After just 23,000 km, the vehicle required repairs that have stretched over 20 months, highlighting several systemic challenges in the EV industry.

One key issue we face is the lack of support for independent repair shops, including limited access to diagrams, software, updates, parts, and specialized tools. Requests for assistance often go unanswered, with claims that it is “not their responsibility.” This lack of access appears to conflict with EU Regulation 2018/858, Article 61, which mandates fair access to vehicle repair information for independent workshops.

While manufacturers such as Tesla and Mercedes grant access within a day, we have waited weeks for Fiat and Citroën accounts to clear faults. Authorized service centers, meanwhile, often lack adequate training and resources, leading to prolonged repair times and increased costs for vehicle owners. In this case, the vehicle remains non-functional despite extensive repairs, including replacing the motor, inverters, and MCU at a cost of €5,000. The suggested further repairs would cost an additional €12,500, with no guarantee of resolving the root cause.

A significant concern is that the extended warranty is tied to minor services. For example, missing a wiper replacement can reportedly void the battery warranty, which appears disproportionate and adds to owner frustration. Additionally, the diagnostic tools available, whether OEM or aftermarket, do not provide adequate access for advanced troubleshooting, making repairs unnecessarily complex and costly.

This vehicle, like many others, may become unrepairable once out of warranty due to the high costs of parts and the lack of repair infrastructure. This poses a risk of EVs prematurely ending up in scrapyards, undermining the transition to sustainable mobility.

Part number: 9839833580
Supplier: Continental
OEM Repair: 12500€
Case: Warranty r-a-p-e

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If you drive a STELLANTIS vehicle, may God help you! PART 1

It’s time for an honest review: With Stellantis OBC we have observed frequent technical issues with several EV models, which raises questions about their long-term reliability. The level of questionable engineering in their designs borders on the absurd, and it’s time to highlight the issues where owners ultimately pay the price. We’re all aware of the shortcomings in their diesel, gasoline, and hybrid vehicles, but what’s happening with their EVs is truly unacceptable. These problems could discourage buyers from EVs and lead them back to diesel – an unfortunate outcome that benefits no one

Our experience has exposed a range of problems, from restricting “right to repair” access for independent workshops (blocking schematics, software, updates, parts) to the absence of essential tools and documentation. Their support practices appear to violate the spirit of EU Regulation 2018/858, Article 61, by limiting independent repair access. Warranty conditions are extremely strict – for instance, skipping a minor service (like a wiper change) can void the battery warranty – which customers find unreasonable.

The situation is even worse for official service centers, whose technicians receive inadequate training, lack reliable hotline support, and often resort to blindly swapping parts at the owner’s expense. And even when they can identify the problem, replacement parts are frequently unavailable, leading to delays of 2-6 months, which is especially damaging for businesses left without a replacement vehicle under warranty. Worst of all are the warranty terms—these conditions border on extortion. They tie the vehicle’s overall warranty to specific components; for example, skipping a windshield wiper change could void the battery warranty, even during critical recalls where they refuse to replace faulty parts.

We’ve documented three cases of catastrophically flawed MAHLE OBC and DCDC units integrated into a single module, with eight circuit boards that overcomplicate the system to an extreme. The final IGBT board is epoxy-bonded to the cooling plate along with the DCDC inverter, with almost every board running its own microcontroller. In two cases, damage was undetectable, but Type 2 charging simply didn’t work. In one case, an inductor wire to the IGBT output burned out. We couldn’t repair any of these units after three attempts. For the second part, we’ve been waiting six months, and despite it being a factory defect, it’s neither covered by warranty nor recognized in a recall, leaving owners no option but to switch manufacturers or face potential financial ruin. This issue affects all Peugeot, Citroën, Opel, Toyota, and DS vehicles—and it’s just the beginning.

It’s as if they’re making EVs so that you’ll hate them.

Part number: H-20679-01, 03196727, MAHLE

Processor: Sak-TC234L

Error: Type2 doesnt charge

OEM : 2200€ (6 months waiting time)

EVC: –

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“Huston, we have a problem” with BMW i3

After 8 months, we have not been able to resolve the issue with the restoration of the PMSM electric motor for a BMW i3 with 183,000 km on the odometer. The motor stopped working after the outer bearing near the resolver sensor failed. The owner ignored the motor’s whining noise until the bearing completely failed, damaging the entire resolver sensor and the resolver hub on the rotor. Unfortunately, the resolver cannot be purchased separately, and the same applies to the resolver hub.

The bearings are commercially available, but the problem is further complicated by the unsustainable design of the electric motor. The resolver is unnecessarily fixed in place instead of using a keyway, as other manufacturers do, which would allow for safe disassembly and servicing of the motor. Although the motor is extremely reliable, designing systems that are not maintainable makes no sense; in short, such designs should be completely prohibited.

We even managed to adjust the clearance for the position and found another original sensor, but the vehicle still throws the error “2223E0 – Inverter, Controller voltages” precisely at 60 km/h. This adds to the confusion, suggesting that there is an additional fault in the inverter, which turned out to be an inaccurate diagnostic assessment by the system itself.

BMW has been a leader in e-mobility in Europe. By contrast, many other legacy manufacturers have struggled to produce EVs at the same reliability level. However, poor decisions in manufacturing powertrain systems that are not sustainable in the long term could permanently jeopardize the prospects of the only true EV leader in Europe.

Interestingly, this drive unit is still being produced and is found in the Dacia Spring. Besides Tesla, BMW is the only manufacturer offering realistic prices for EV parts, with this motor selling for around €4,500 including VAT (Stellantis €13,000, VAG €10,000, etc.).

In this case, the repair of the BMW failed; the owner purchased a used motor, which we installed, and everything worked immediately. If your motor is making a loud whining noise, you might consider preventive repair before the bearing and resolver are damaged. Several colleagues have reported experiencing the same problem, with repairs also being unsuccessful when resolver damage occurred. It is therefore to be expected that the lifespan of the electric motor in the BMW i3 is around 200,000 km, and repair outcomes may be uncertain. This is first electric motor nobody succeeded to repair it.

DTC Code: 2223E0 – Inverter, Controller voltages

Part number: 27217613560-06, 12377626083, 0-2177512-1, 1237762607603,

OEM : 4500€
EVC: –

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Tesla’s 100kWh – Achilles’ Heel Uncovered

I can’t believe it, but the 100 kWh pack, which has been refined from previous generations, has failed on me (and it’s not the cells causing the issue). The problem lies in a flaw we’ve been observing in fossil-fueled vehicles for the past 20 years: aluminum wire bonding. The same problem that TEMIC has failed, either by accident or on purpose, to resolve in the automatic transmissions of VAG and MB over the last 20 years, affecting 80 million vehicles, is now appearing in the 100 kWh battery. The only manufacturer we’ve noticed who has nearly perfect ultrasonic wire bonding is BOSCH, as they adhere to some “secret” recipes for long-term reliability that we observe in the aftermarket. Meanwhile, Temic, Conti, and others continue to make the same mistakes, as does Tesla in this specific case, where they didn’t account for the thermal expansion of the battery module both in width and length, nor the potential galvanization of the “wire sense” flat cable connection. Designing a battery system without any flaws is impossible, but if you ask me, I certainly wouldn’t have failed in these connections, where the wire is too short from the terminal plate to the flat cable used to measure the voltage of one group. All 16 modules in the battery system had 5 to 7 damaged connections, and the ones that suffered the most were those parallel to the longer part of the module (red line), where the expansion was greatest, resulting in the most damaged groups. Based on previous documented cases, which we couldn’t address because they were under warranty, it seems that all 100 kWh batteries will fail between 150,000 and 250,000 km. The good news is that they will never suffer from classic moisture penetration, as they have a new generation of vapor-permeable valves, lack fuse covers on the top side, and don’t have some of the other faults of previous generations (our trade secret). Furthermore, the “batteries” will never fail, i.e., the individual cells, as we estimate that the cells themselves can last over 600,000 km. However, a repair of the entire battery due to unaccounted thermal expansion will likely be necessary, but after that, it will never have this problem again because we fix it permanently!

This 100 kWh battery system has a black metal cover, meaning it is a REMAN battery (already serviced), but the problem has been documented on non-REMAN systems as well. The side effects I’ve noticed include the range dropping overnight more than usual, but this is not a rule. The only clear indication is the drop in BMS parameters by 4 kWh, from 88 to 84 usable. As a result, the range parameter in kilometers on the dashboard decreased after two consecutive charges. A third parameter was visible through measurements with our EVC Explorer tool, where one module showed noise in the voltage measurement. The worst part is that the battery started failing on the highway, but AIDBOX saved the day, acting as life support to get us to our destination. For all other Tesla 100 kWh battery owners, most of whom are still under warranty, an essential battery system service awaits them, which we have only just discovered.

Repair is not easy and cheap, soldering is not possible because it is aluminium (thermal expansion cracks soldering attempts), 10000-15000€ equipment needed beside 40-60 labor hours to finish it. This should not be done by any DIY workshops or any other untrained personel. You risk destroying battery pack.

Error code: BMS_f107, BMS_w177

Affected cars: Model X and S from 2016 – 2021
100D P100D Longrange

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Importance of EVAL CARD – EV Access License

If we recall how our PC world began with “Hello World!”, the next generation of EV engineers should start with “Hello Evalus!” and “Hello EVCLINIC”. EVALUS is the pioneering company in safety and consulting, offering comprehensive learning about high-voltage (HV) systems and electric vehicles. Their training blends theory with real-world experiences, developed over years by a team of experts. What we offered was EVC Academy and it is extension of specialization for each dedicated defect of the HV system, but with participants without EVAL card we encountered that training of un-skilled personel is extremely dificult and probably dangerous.

EV Clinic, previously guided informally by engineers from Rimac and Tesla, recognized the need to enhance our expertise in HV safety. We pursued Level 3 EV Access Licenses to become the first third-party workshop to offer joint trainings with expert Deniz Kartal. Together, we created a curriculum combining theory with hands-on experience and real-world repair scenarios, following HV safety protocols such as disconnecting, securing, and voltage verification. This training has set a foundation for advanced knowledge in HV systems.

Example of critical approach HV troubleshooting (DONT DO THAT):

Our step toward this partnership is simply driven by our own experience, where we have encountered that a lot of “internet” people are trying to repair EVs and mostly end up destroying the entire system. It doesn’t matter what type of system—they were guided by forums or other falsely represented members, merely copying some comments on how things should be done. What has been happening in the last 12 months is that DIYers are making a “Who Killed the Electric Car 2” scenario.

The sad reality is that DIYers are accelerating the destruction of EVs, where you now find many EVs without batteries or motors, being sold in parts. But this needs to be understood clearly to grasp why. The reason is the high price of OEM parts and the high cost of third-party repairs. Lastly, it’s driven by the “internet,” where complex problems are presented as easy, but the reality is they are extremely complex, even for us, to make them reliable and sustainable. A Model S battery defect may seem easy, but it is not—where we have only a 90% success rate and need 40-80 labor hours to complete the job. That’s why we have nearly “open-sourced” our EVC Academy, which was originally intended to train only our employees to accelerate and optimize internal operations. We see the need to offer our know-how to everyone in an effort to stop the DIY path of EV destruction.

To continue developing solutions and guidelines, we can’t offer this knowledge for free. To make our mission sustainable, we’ve opened it up for a fee to accelerate our efforts.

EVALUS is now the foundation of our mission, where every DIYer or workshop can learn the fundamentals of every HV system and EV logic. Yes, you’ll learn how every EV operates, how to trouble shoot and how to follow safety guidelines to prevent injury, damage, or secondary defects (which DIYers usually cause).

The Level 1, 2, and 3 training courses from evalus.at cover increasing levels of expertise in working with high-voltage electrical systems, particularly in the context of electric vehicles (EVs) and with EV CLINIC we evelated this with our skills and expertize based on high lvl of experience from various EV HV Systems.

  • Level 1 focuses on fundamental knowledge and safety awareness for working near high-voltage components.
  • Level 2 emphasizes performing basic tasks like disconnecting or replacing components in a de-energized state.
  • Level 3 equips participants with skills to perform advanced work on live high-voltage components, including diagnostic and repair activities on EV powertrains

The session of trainings we organized in the EV CLINIC lab was a pilot project with EVALUS, and we now realize that every new participant of the EVC Academy will need to first complete the mandatory LVL3 EVAL CARD training. This ensures proper introduction to HV systems and operating logic before proceeding with specialized operation manual guidance for individual, extremely complex defects in EVs. We aim to set a new benchmark and standard to help DIYers and third-party workshops survive this transition, alongside EV owners.

Next appointement training for LVL1 LVL2 and LVL3 EVAL Card expert training is booked for 2025 February – max 12 participants.

Example of wrong bolt torque on Model S battery from Germany:

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HIGH VOLTAGE TRAINING SAFETY AND HV LEARNING! EVALUS and EV CLINIC joint venture for 3rd party!

We are proud to announce our cooperation with the EVALUS GmbH company in the field of high-voltage safety training for EV aftermarket workshops with #evalcard. Join us for our first HV-3 training from October 7-9 at EV Clinic and receive your personal Evalcard (EV-Access-License). This is the first mission of its kind in the aftermarket sector, where we jointly form a department for education, awareness, and protection of all future EV workshops. For more information about the TGE Evalcard, visit evalcard.com.
Please send all training applications in both HR language and English directly to the email: evalus-evc@evclinic.eu.

Ponosno najavljujemo našu suradnju s EVALUS GmbH kompanijom u području obuka o sigurnosti visokonaponskih sustava za servise u EV aftermarketu uz #evalcard. Pridružite nam se na našem prvom HV-3 treningu od 7. do 9. listopada u EV Clinic i preuzmite svoju osobnu Evalcard (EV-Access-License). Ovo je prva takva misija na aftermarket tržištu gdje zajednički formiramo odijel za edukaciju, upoznavanje i zaštitu svih budućih EV servisa. Za više informacija o TGE evalcardu posjetite evalcard.com.
Sve prijave za trening saljite na našem jeziku i na engleskom direktno na email: evalus-ev AT evclinic.eu

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Renault Zoe Q210 – Inevitable EMI Charger failure


Unstable grid conditions are the most common cause of OBC failure, especially on the Renault ZOE with the Q drive system. A case from Serbia a few months ago remained unresolved because an explosion destroyed a significant part of the EMI filter PCB. At the time, we assumed it was an isolated incident. However, another case has recently come from Bosnia with the same problem. The OBC consists of the FS200T12A1T4 Infineon HybridPACK1 IGBT, which is no longer manufactured, and the EMI filter. The system is incredibly poorly designed, using an IGBT typically meant for driving electric motors, directly connected through the EMI filter to the Type 2 port without a fuse. Any overvoltage in the grid or short circuits in the microgrid cause short circuits in the EMI filter, BCB, and the car’s battery, leading to damage of the varistor, which burns out the PCB and other components. All other manufacturers use fuses on the AC input of the OBC in their vehicles. Whoever designed this system should be fired immediately.

Due to its design, the Zoe faces numerous issues with charging, overheating during charging, and OBC charger failures. The worst part is that the OBC is so complexly designed that it is extremely difficult to service. The components are clumsily arranged in an aluminum box, with wires running through small holes in the box to the BCB, and every part of the charger is designed to make servicing difficult. This design approach by the engineers fails to consider sustainability or affordable repairs, and the replacement parts are unjustifiably expensive. Additionally, their parts are unjustifiably expensive. A new EMI filter costs around 1800€ (with the BCB adding 1500€ for the entire OBC assembly), while a used one ranges from 1000€ to 1400€. Buying a used part is very risky as there are several versions, and most of them are faulty (we bought one to fix the first case, but it didn’t fit and was defective). Statistically, the Renault Zoe is the vehicle with the most faults we haven’t been able to fix, and even authorized service centers haven’t been able to resolve many of the issues.


Catalog number: 296G94241R
OEM: 2500€
EVC: 1400€

Due to the high number of cases where vehicles are located far away, we have included a procedure for repair with all the necessary parts, chips, and steps so you can repair it yourself with the help of EVC Academy:
https://evclinic.eu/evc-knowhow-academy/renault/obc-bcb-emi/renault-zoe-bcb-emi-filter-296g94241r-repair-operation-manual-202409259586/

Nestabilna mreža najčešći je uzrok kvara OBC-a, osobito na Renault ZOE s Q pogonskim sustavom. Imali smo slučaj iz Srbije prije nekoliko mjeseci, koji nismo uspjeli riješiti jer je eksplozija uništila veliki dio PCB-a EMI filtera. Tada smo pretpostavili da je riječ o izoliranom incidentu. Međutim, nedavno smo dobili još jedan slučaj iz BiH s istim problemom. OBC se sastoji od FS200T12A1T4 Infineon HybridPACK1 IGBT-a, koji se više ne proizvodi, te EMI filtera. Sustav je nevjerojatno loše dizajniran – koristi IGBT koji se inače primjenjuje za pogon elektromotora, direktno spojen kroz EMI filter na Type 2 port bez osigurača. Bilo kakav prenapon u mreži ili kratki spoj u mikromreži uzrokuje kratki spoj na EMI filteru, BCB-u i bateriji vozila, što rezultira oštećenjem varistora koji uništava pločicu i ostale komponente. Svi ostali proizvođači imaju osigurače na AC ulazu OBC punjača u vozilu. Onaj tko je dizajnirao ovaj sustav, zaslužuje trenutačni otkaz.

Zoe, zbog svog dizajna, ima niz problema s punjenjem, pregrijavanjem tijekom punjenja i kvarovima OBC punjača. Najgore je što je OBC kompleksno dizajniran, što ga čini vrlo zahtjevnim za servisiranje. Komponente su nespretno raspoređene u aluminijskoj kutiji, s vodovima provučenim kroz male otvore u kutiji prema BCB-u. Svaki dio punjača je dizajniran tako da otežava servisiranje. Dizajnerski pristup francuskih inženjera zaslužuje kaznu, jer ne pridonosi održivosti niti omogućava prihvatljive troškove servisiranja. Osim toga, njihovi su dijelovi neopravdano skupi. Novi EMI filter košta oko 1800€ (BCB dodatno 1500€ za cijeli OBC sklop), dok polovni košta između 1000€ i 1400€. Kupnja polovnog dijela je vrlo rizična, postoji nekoliko verzija, a većina ih je neispravna (mi smo kupili jedan za rješavanje prvog slučaja, no nije odgovarao i bio je neispravan). Renault Zoe je statistički vozilo s najviše kvarova koje nismo uspjeli riješiti, a čak ni ovlašteni servisi nisu uspjeli otkloniti mnoge probleme.

Kataloški broj: 296G94241R

OEM: 2500€

EVC: 1400€

Zbog učestalih slučajeva vozila koja se nalaze daleko, uvrstili smo proceduru za reparaciju sa svim potrebnim dijelovima, čipovima i koracima, kako biste sami mogli popraviti pomoću EVC Academy:

https://evclinic.eu/evc-knowhow-academy/renault/obc-bcb-emi/renault-zoe-bcb-emi-filter-296g94241r-repair-operation-manual-202409259586

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VW eGolf 2014 – First eMotor service at 260,000km

When you plan pessimistically but it turns out the opposite, like the EU legacy plans to fight against electrification, which ended up being completely the opposite, a debacle. Two years ago, we had a plan to buy a faulty EV and restore everything, the motor and battery, for materials and documentation. By chance, we ended up getting an eGolf from Slovenia with 240,000 km on the clock, a worn-out electric motor, degraded battery, and broken CCS charging, for a lower price. The plan was to drive it hard and wear it out as quickly as possible so that it would break down, and we’d have something to work on. However, we’ve been driving it for 2 years now, and the damn thing just won’t part ways with the asphalt. From the looks of it, it won’t for a long time, so we gave up on waiting. We even tried putting a BMW N47 chain, a TSI turbo, a 2.0 water pump, a Renault clutch, an EGR, and a Mercedes DPF in the trunk as talismans, but none of them worked. We had to forcefully euthanize it at 257,000 km to take out the electric motor, analyze its condition, record the dimensions of the internal parts, and figure out how it’s possible that first-generation electric motors never need servicing. The first-generation eGolf is incredibly well-made; the only downside is its small battery and low range. It differs from the new generation in a few bearings; it doesn’t have the double-row bearing that the newer generations have, which tends to fail. The middle and output transmissions are on standard tapered roller bearings, and the rotor is on classic SKF ball bearings—6008 and another one. So, the motor that wasn’t over-engineered by 300 ‘expert engineers’ is currently five times more reliable than the newer generation. We completed the job together with a repair kit and a colleague from Schaeffler. The eGolf was back on the road in less than 2 days, once again driving with the original motor from 2012 for another 250,000 km. This is probably one of the most reliable electric VAG cars ever made, and maybe the last. It lacks a bigger range, but we are working with the Chinese on making a 60 kWh battery for this old model, which will elevate this Golf to a new level.

Motor code: EAG
OEM price: €9600
Reman EVC: €1800

Kad planiraš pesimistično pa završi obrnuto, nešto kao EU legacy planovi da se bore protiv elektrifikacije a završi totalno suprotno, kao debakl. Tako nam je prije 2 godine bio plan da kupimo neispravan EV i restauriramo sve, motor i bateriju zbog materijala i dokumentacije. Tako slucajno dobijemo sa manjim cijenom iz Slovenije eGolf sa 240,000km na satu sa prozujanim elektromotorom, degradiranom baterijom i neispravnom CCS punjenjem. Plan je bio da ga vozimo i istrošimo čim prije da crkne pa da imamo šta raditi. Medjutim evo vozimo ga već 2 godine i neće dušman da se rastane od asfalta, a kako je izgledalo neće još jako dugo pa smo odustali od čekanja. Čak smo probali u gepek staviti lanac od bmw n47, turbinu TSI, vodenu pumpu od 2.0, kuplung od Renaulta, EGR, DPF od mercedesa ali niti jedan talisman nije pomogao. Morali smo ga prisilno eutanizirati na 257,000km da izvadim elektromotor i analiziramo stanje, popisemo dimenzije unutarnjih dijelova i da vidimo kako je moguce da elektromotori prve generacije uopce ne dolaze na servis. eGolf prve generacije je nevjerovatno kvalitetno napravljen, jedini nedostatak je mala baterija i nizak domet. Razlikuje se od nove generacije u par ležajeva, nemaju dvoredni lezaj kojeg imaju nove generacije koji inace i odlazi. Srednji i izlazni prijenos je na standardnim konusno valjkastim lezajevima a rotor na klasicnim SKF kuglicnim lezajevina, 6008 i jos jedan. Znaci motor koji nije izfilozofiran sa 300 misljenja “stručnih inzenjera” je za sada x5 pouzdaniji od novije generacije. Zahvat samo skupa prošli sa reparaturni setom i kolegom iz Schaeflera. eGolf je bio gotov za manje od 2 dana i ponovno vozi sa original motorom iz 2012 godine za sledecih 250,000km. Ovo je vjerovano jedan od najpouzdanijih VAG strujicq koji su ikad napravili, mozda i zadnji. Nedostaje mu veci domet ali radimo sa kinezima na izradi 60kWh baterije za ovaj stari model koji ce ovog golfa dignuti na novi tron.

Motor code : EAG

Oem price: 9600€

Reman EVC: 1800€

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Maximizing Tesla S/X Battery Life: The Critical Role of Resealing

🇺🇸Why is Tesla the king of the road? Because it is the only vehicle that enters our garage doors with an average of over 300,000 km and the only vehicle on which we have documented that the ORIGINAL batteries from the first installation exceed 600,000 km. All other vehicles struggle significantly to achieve even half of that, while some EU manufacturers enter garage doors with just 10,000 km (Mercedes, Stellantis, Renault). Thus, Tesla is the absolute record holder where even today some legacy manufacturers fail to “copy” Tesla’s system designed in 2009. But there is a BIG BUT…

For a battery, specifically the Model S and X, to exceed 600,000 km, it must not suffer from long-term minor moisture intrusion, significant water ingress, or overheating due to a faulty climate control system. In dozens of samples, we have observed that damaged cells, degraded modules, and faulty battery systems are directly linked to these factors. For example, one battery system in block 1 had a damaged umbrella valve, where over 5-6 years, a small amount of moisture damaged the module, causing it to degrade 5% more than others and additionally damaged the wiring system in the module. All samples show repetitive patterns leading to the conclusion: moisture is enemy #1 for cylindrical cells, and these battery systems must undergo preventive maintenance every 6-8 years or the so-called “RESEALING” process. The pictures show the demonstration of 3 critical points, and in practice, there are about 10, the rest being a business secret, as there is a defect that is undetectable even in the pressure test process. Therefore, we recommend to the Tesla management team to introduce “reseal” into their offerings and explain how important it is, and for all other owners who want their battery to exceed 500,000 km before replacement, mandatory battery housing service should be done every 6-8 years.

An example is the battery from the picture where the first series of batteries from 2012 to 2015 have a Fuse Cover on the top side, where oxidation damages the cover. This one has already let in moisture and water, and the next rain would likely disable the battery. We have also noticed in several samples that owners who are unaware their battery is leaking moisture through vents have avoided system damage by frequently charging at a supercharger or fast charger, where the heating of the battery and wires pushed the moisture out, indirectly extending the battery life but increasing the overall degradation by 3-8%.

In the “Resealing” process, we use only original parts and do not open the battery cover. It is very important to use original parts and perform the job professionally because if the owner decides to go to Tesla to buy a new battery, they will refuse the replacement if they find that the old battery’s Fuse cover is not original or if other non-original parts have been used. The same applies to changing the BMS serial number, as such a request is also denied. So colleagues, do not change the BMS and use original parts from the Tesla EPC catalog.

Tesla’s powertrain: Defying limits, rewriting legacies for 600000km on original battery.

🇭🇷Zašto je Tesla kralj asfalta? Zato sto je to jedino vozilo koje ulazi na garažna vrata sa vise od 300,000km u prosjeku i jedino vozilo na kojima smo dokumentirali da ORIGINAL baterije iz prve ugradnje prelaze preko 600,000km. Sva ostala vozila se jako jako trude da bar pola toga uspiju, dok neki EU proizvodjači ulaze na garažna vrata i sa prijedjenih 10,000km (Mercedes,Stellantis,Renault), tako da je Tesla apsolutni rekorder gdje ni dan danas neki Legacy ne uspjevaju “kopirati” Teslin sustav dizajniran 2009 godine. Ali postoji i jedno VELIKO ALI… ALI da bi baterija , iskljucivo Model S i X, prešla 600,000km ona ne smije trpiti dugoročni manji prodor vlage, veliki prodor vode i ne smije biti pregrijana zbog neispravnog klimatizacijalog sustava. Na desetinama uzoraka smo primjetili da su oštecene celije, degradirani moduli i neispravni baterijski sustavi direktno povezani baš sa time. Primjer: jedan baterijski sustav na bloku 1 imao je ostecen ventil, gdje je kroz period od 5-6 godina mala kolicina vlage ostetila modul da je degradirao 5% vise od ostalih i dodatno ostatio wiring sustav na modulu. I tako svi uzorci su ponavljajujuci da je krajnji zakljucak: vlaga je enemy #1 cilindricnim celijama, i da ti baterijski sustavi moraju proci preventivni servis svakih 6-8 godina ili takozvani “RESEALING” proces. Na slikama je demonstracija 3 kriticne tocke a u praksi je oko 10i ostatak je poslovna tajna, jer postoji nedostatak koji je neprimjetan cak i na pressure test procesu. Tako da preporučujemo i Tesla management ekipi da uvede “reseal” u svoju ponudu a svi ostali vlasnici koji žele da im baterija prelazi preko 500,000km prije izmjene obavezno svakih 6-8 godina naprave servis kućišta baterije. Primjer i baterija sa slike gdje prve serije baterije od 2012 do 2015 imaju Fuse Cover sa gornje strane i gdje zbog oksidacije dolazi do ostecenja poklopca. Ovaj je vec pustio vlagu i vodu, i sledeća kiša bi vjerovatno onesposobila bateriju. Takodjer smo primjetili na više uzoraka, da vlasnici koji niti ne znaju da im baterija propusta vlagu na odušcima, su izbjegli oštećenja sustava jako cestim punjenjem na superchargeru ili brzom punjacu, gdje je zagrijavanje baterije i vodova izguravalo vlago vani, gdje je brzo punjenje indirektno pomoglo da produzi vijek baterije ali je povecalo ukupnu degradaciju za 3-8%. U procesu “Resealing” koristimo iskljucivo original dijelove i ne otvaramo poklopac baterije. Jako bitni je koristiti original dijelove i napraviti posao profesionalno jer ako nekad vlasnik odluci otici u Teslu kupiti novu bateriju, oni bateriju staru kad skinu i vide da Fuse cover nije original ili da su koristeni neki drugi ne-originalni dijelovi onda klijentu odbijaju izmjenu. Isto vazi i za izmjenu BMS serijskog broja, tada je zahtjev isto odbijen. Tako da kolegam, ne mjenjajte BMS i koristite original dijelove iz Tesla EPC kataloga.