Category: EV

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451ED Battery Reincarnation and Tuning – DIE HARD A7893407201

PROJECT “VALHALA”

This was a mission of 3 months, a mission of a personal nature, a mission with the goal of saving the most beloved and highest quality small city EV from global cannibalization for parts. The Smart 451ED, first made by Tesla with its drive system in early 2008/09 for Daimler, was later produced by Daimler itself with the BOSCH drive system SMG180 electric motor, BOSCH AccuMotive, and “made in Germany” LiTec pouch 50Ah cells which were a fairly high technological achievement at the time. However, 10 years have passed and there are no adequate replacement cells available for these vehicles anywhere. This is also a story of the unsustainability of the automotive industry that doesn’t offer a long-term solution for replacement, and even “component level” parts, as this Smart 451ED chronically suffers from a lack of parts, especially for the battery system. The battery system, in addition to having integrated programmed BMS errors meant to bankrupt the owner, also has the long-term problem of degradation of the edge cells, which, despite active cooling and heating of the battery with antifreeze, leads to the crystallization of the electrolyte and damage to the cell layers themselves. As shown in the image below, where the edge of the cell has crystallized, risen, and started to cut into the layers of the adjacent cell.

A degraded battery pack typically has around 12 cells that need replacement to restore about 90% of the battery’s health. This is only possible if you have the materials on hand, and here lies the problem: there are no materials available. The only material that can be obtained is by cannibalizing one electric 451ED to repair 4-8 vehicles, of course, if only about 10 cells need replacement. However, in practice, the situation is even more dire because we’ve encountered cases where up to 80 out of 93 cells were damaged, which is essentially a total loss.

But for months we’ve been devising a plan and have found a solution. The solution came about quite accidentally in the form of recycled cells from a Ford Hybrid. The Ford Hybrid ended up as junk, where every hybrid arguably belongs, and we used its cells to design an entirely new battery assembly with a “block to pack” homologated and certified system that already had an integrated voltage sense PCB connector, steel housing, insulation, stress and drop test, and most importantly, state-of-the-art Samsung SDI Prismatic cells with a 6C discharge rate and 50Ah capacity. These cells perfectly match the old design in capacity, but with a significant improvement in cell body cooling, and crucially, a reduction in the overall battery weight by 50 kilograms while retaining the original battery capacity.

Thus, through mathematics, dimension measurements, and even before the start of the project, we concluded that this is the only adequate and safe solution for the reincarnation of the Smart 451ED. At the same time, it’s a solution that turns the Hybrid, the biggest misstep of the automotive industry, into something with a more noble and useful purpose than wasting resources on placebo “savings” and “cost-effective movement.” The project began as follows:

And in the end, it concluded like this and successfully operated from the first attempt:

In the entire process, we recycled absolutely everything. We utilized the original protective aluminum cage which served as the edge shield and holder for the original cells. The original “coolant plates” radiators were used, as were the original wiring for the 451 battery and the original wiring of the Ford block with “Voltage Sense wiring.” We incorporated the original busbar, BMS system, contactors, HV connector, fuses, and the entire protective structure with added reinforcement for the bottom and top parts of the battery system.

Before assembly, we conducted an OBD test on the table to ensure that we correctly connected all “voltage sense wiring” from Ford cells to the CSE slave balance board controllers.

Now, the most crucial part: the battery that served as a donor for this project had around 50 damaged cells and was deemed a total loss since the number of cells for replacement exceeded the vehicle’s value. The remaining functional cells were tested and recycled for the restoration of 3 vehicles from Croatia, each having about 10 damaged cells. Thus, we maintained a sustainability loop without the unsustainable cannibalization of another vehicle.

Now, some statistics, estimated prices, and our future plan. First: This battery reduced the vehicle’s weight by 50 kilograms, which will inherently reduce consumption and extend range. Second: It reduced the internal cell resistance from the old 1.1 mOhm to a new 0.98 mOhm, while the DCir was lowered from 3 mOhm to 1.2mOhm. This result is the holy grail of the entire project, as this reduces battery heating, thermal losses under load, and charging losses, all of which add a performance and range bonus. Third: Cell cooling is more efficient because it cools with a larger contact surface than before, where previously only copper bridges were cooled after battery terminals and small welds on connections. Fourth: We didn’t design the battery just to make it and then be unable to repair it ourselves or by a third party. The sustainability of any automotive product is based not on how expensive it is to fix, but on how simple it is to repair and replace a part. We configured blocks in the original casing with CSE wiring such that a few screws and some connector unhooking will easily replace the block. You don’t need an astronaut to fix the system as you would with a Hybrid or Hydrogen nonsense.

The system’s price will be between 6000 and 8000€ including VAT, where you leave your old unopened battery for exchange and receive a tested EVC battery. We’ll streamline the process to 3 work hours for battery service. Your old battery goes for EVC reincarnation, and the old cells are used to rescue other vehicles on the road, permanently halting cannibalization. Considering that the MB service asks for 14000e for another used battery and allegedly 28000e for a new one, this is more than an acceptable price for a far better, longer-lasting, and higher quality solution.

And now, the most important question is, “how many ‘million kilometers on a single tank with a catheter connected to the pee pipe’ does it go?” The range that, in practice, with a 10-year-old battery and somewhat healthy cells was around 90km in summer, and 60 in winter, we have raised it to a realistic 140 km range in summer at moderate temperature. We will test the winter range as it had the most significant losses due to the increased internal resistance of the cells at lower temperatures. This is a project I did for myself and my vehicle, so the effort invested in details is primarily focused on meeting my high demands for quality and sustainability. Driven by the goal to make it better than the original and to have a sustainable solution in the entire circular economy. I have closed that circle; it’s up to you to continue it with me.

And in conclusion, a point we’ve emphasized several times is that the European automotive industry is highly deceptive and unsustainable. They manufacture vehicles without providing a sustainable solution for sourcing/producing replacement parts, integrate programmed faults, and limit access to service information. Promoting eMobility as sustainable while selling unsustainable products is akin to the Dieselgate scandal, just dressed in silk.

Rest assured, EVC won’t let that slip under the radar.

HRVATSKI

PROJEKT “VALHALA”

Ovo je bila misija od 3 mjeseca, misija personalne prirode, misija u kojoj je bio cilj da najdraži i najkvalitetniji mali gradski EV spasimo od globalne kanibalizacije za dijelove. Smart 451ED kojeg je prvo Tesla napravila sa svojim pogonskim sustavom rane 2008/09 za Daimler, kasnije ih je radio sam Daimler sa BOSCH pogonskim sustavom SMG180 elektromotorom , BOSCH AccuMotive i “made in germany” LiTec pouch 50Ah celijama koje su u to vrijeme bile poprilično visoko tehnološko postignuće. Medjutim prošlo je 10 godina i za ta vozila nigdje nije moguće kupiti adekvatne zamjenske ćelije. Ovo je i priča o primjeru neodrživosti automobilske industirije koja ne nudi dugoročno riješenje za zamjenske pa čak i “component level” dijelove, jer ovaj Smart 451ED kronično boluje od nedostatka dijelova, najviše za baterijski sustav. Baterijski sustav osim što ima intergrirane programirane greške BMS-a kako bi vlasnika bankrotiralo, također je i dugorocni problem degradacije rubnih ćelija, koje i pored aktivnog hladjenja i grijanja baterije antifrizom dolazi do kristalizacija elektrolita i oštećenja samih slojeva ćelije. Kao što je prikazano na donjoj slici gdje je rub ćelije kristalizirao, uzdigao se i počeo rezati slojeve susjedne ćelije.

Jedan degradirani battery pack ima od prilike oko 12 ćelija za izmjenu kako bi se vratilo u obim 90% zdravlja baterije. To je moguće samo ako imaš materijal na stanju i tu nastaje problem, jer materijala nema. Jedini materijal koji se moze dobiti je kanibaliziranjem jednog elektricnog 451ED kako bi popravio 4-8 vozila, naravno ako je samo 10ak celija za izmjenu. Medjutim u praksi je priča još žalosnija jer imali smo primjere gdje je bilo oštećeno i 80 od 93 ćelije, što je ujedno i totalna šteta.

Ali zato smo mi mjesecima kovali plan i došli do riješenja. Riješenje koji je naišlo sasvim slučajno u obliku reciklirani ćelija iz Ford Hybrida, ford hybrid je zavrsio na smeću gdje je svakom hyridu i mjesto a mi smo ćelije iskoristili u dizjaniranje kompletno novog baterijskog sklopa sa “block to pack” homologiranim i atestiranim sustavom koji je imao već intergriran voltage sense PCB konektor, čelično kućište, izolaciju, stress i drop test i ono najbitnije, state of the art Samsung SDI Prismatic ćelijema sa 6C discharge rate i 50Ah kapaciteta koje u potpunosti kapacitetom odgovaraju starom dizajnom, ali sa jedni velikim poboljšanjem hlađenja tijela ćelije i ono najvažnije smanjenjm ukupne mase baterije za 50 kilograma zadržavajuci isti originalni kapacitet baterije.

Tako smo matematikom , mjerenjem dimenzija i prije samog početka projekta došli do zaključka da je ovo jedino adekvatno i sigurno riješenje za reinkarnaciju Smart 451ED. Ujedno i riješenje da Hybrid kao najveći promašaj autoindustrije ipak ima neku plemenitiju i korisniju svrhu od trošenja resursa na placebo “uštedu” i “jeftinije kretanje”.
Projekat je ovako počeo:

A na kraju je ovako završio i uspješno proradio od prvi put:

U kompletnom procesu reciklirali smo apsolutno sve. Koristili smo original zaštitni kavez od aluminija koji je bio rubni štit i nosač za original ćelije, korišteni su original “coolante plate” hladnjaci, originalno ožičenje i 451 baterije i original ožičenje Ford bloka sa “Voltage Sense wiring”. Original busbar, BMS sustav, kontakotri, HV konektor, osigurači i kompletna zaštitna konstrukcija sa dodanim ojačanjem donjeg i gornjed dijela baterijskog sustava.

Prije samo sastavljanja napravili smo OBD test na stolu da potvrdimo da smo spojili pravilno sve “voltage sense wiring” sa Ford ćelija na CSE slave balance board kontrolere.

A sada ono najbitnije, baterija koja je bila donor ovom projektu imala je oko 50 oštećenih ćelija i baterija je progašena totalnom štetom jer broj ćelija za izmjenu prelazi vrijednost vozila. Ostatak ispravnih ćelija smo ispitali i reciklirali za resturacija 3 vozila iz Hrvatske koji su imali po 10 oštećenih ćelija. Tako da smo krug održivosti zadržali bez neodržive kanibalizacije drugog vozila.

A sad malo statistike, okvirne cijene i koji nam je plan za dalje.
Prvo:Ova baterija spustila je masu vozila za 50 kilograma što će samo po sebu smanjiti potrošnju i povecati domet, Drugo: Smanjila je unutarnji otpor ćelije sa starih 1.1 mOhm na nove od 0.98 mOhm, dok je DCir smanjen sa 3 mOhm na 1.2mOhm. Taj rezulat je sveti gral cijelog projekta jer ovim smanjujemo grijanje baterije i termalne gubitke pod opterećenjima i gubitke na punjenju što paralelno dodaje plus na performanse i domet.
Treće: Hladjenje celija je efektivnije jer se hladi vecom dodirnom površinom nego prije, gdje je prije hladilo samo bakarne mostove poslje baterijskih terminala i malih varova na spojevima.
Četvrto: Bateriju nismo osmislili da je napravimo a da je ne možemo mi ili neko treći popraviti. Održivost bilo kojeg automotiv proizvoda temelji se na činjenici ne koliko je skup za popraviti, već koliko je jednostavan za popraviti i zamjeniti dio. Blokove smo konfigurali i originalnom kućištu zajedno sa CSE wiringom tako da je odvijanjem par vijaka i odpajanjem konekotra blok vani i jednostavno ga zamjenite. Ne treba vam astronaut da vam popravi sustav kao na Hybridu ili Hydrogen budalaštini.

Cijena sustava ce biti izmedju 6000 i 8000€ sa PDV, gdje vi ostavljate svoju staru neotvaranu bateriju na razmjenu a dobijate EVC bateriju testiranu. Proces ćemo svesti na 3 radna sata za servis baterije. Vaša stara baterija ide na EVC reinkarnaciju a stare ćelije idu za spašavanje drugih vozila na cesti tako da ćemo kanibalizaciju trajno zaustaviti.
S obzirom da MB servis trazi 14000e za drugu rabljenu bateriju i navodno 28000e za novu, ovo je i vise nego prihvatljiva cijena za daleko bolje, dugotrajnije i kvalitetnije rijesenje.

A sada ono najbitnije pitanje je, koliko to ide “milijuna kilometara sa jednom rezervarom i spojenim kateterom na pipi”. Domet koje je u praksi sa 10g starom baterijom i koliko toliko zdravim celijama bio oko 90km ljeti, i 60 zimi, mi smo ga digli na realnih 140 km dometa ljeti na umjerenoj temperaturi. Domet zimi tek budemo testirali jer tu je imao najvece gubitke zbog porasta unutarnjeg otpora celija na nizim temperaturama. Ovo je projekat koji sam radio sebi za svoje vozilo, tako da ulozeni trud u detalje je primarno fokusiran da zadovolji moje visoke zathjeve kvalitete i održivosti. Vodjen ciljem da se napravi bolje nego je original i da je riješenje održivo u kompletnoj kružnoj ekonomiji. Ja sa taj krug zatvorio, na vama je da ga skupa nastavimo.

I na kraju kompletan zakljucak koji vec nekoliko puta naglasavamo je da je europska autoindustrija izrazito obmanjujuca i neodrziva, proizvode vozila za koje nemaju odrzivo rijesenje nabave/proizvodnje zamjenskih dijelova, integriraju programirane kvarove i limitiraju pristup servisnim infomarmacijama. Put kojim promoviraju eMobility kao odrziv a prodaju neodrzive prozivode je isto što i dizelgate afera, samo u svilenom ruhu.


Used OEM battery: 14000 Euro
NEW OEM battery: 28000 Euro
EVC NEW battery: 8000 Euro


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Smart 451 ED P18051C Programmed Battery Lockout Defect

You ask and we deliver. Smart 451ED BMS repair and reset operation manual is available in EVC Academy and in 15 steps you can stop cost policy where OEM request complete battery change because there is programmed defect which lock out battery pack. Sometimes even healty one must be changed because there is programmed defect in BMS. So if you are in trouble with programmed defect inside BMS unit we can successfully program it so your battery can live again.

Errors: P18051C, P0DE71C, P0DE763, P0DE697, P0DE663, P0DE61C, P0B3B62, P0DE616, P1D2771, P1D2777, P1D2785, P1D2877, P1D2885, P056216, P0B4487, P0AA100, P0AA400

Part numbers: 0442001001, A7899010100-003, A7893407201 and other,

OEM : 14000 € REMAN BATTERY, 28000€ NEW BATTERY

EVC Repair: 800€

EVC Academy 2000€

If you want to buy know-how online operation manual training, you can visit our link:
https://evclinic.eu/evc-knowhow-academy/smart/451ed/battery-451eq-bms-software-reset-repair-manual-3108202369/

If you want to send us your BMS and we repair it you can order it at the link below:
https://evclinic.eu/product/smart-451-ed-bms-a7899010100-repair/

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BRUSA NLG664 Onboard Charger repair

Electric SMART 451ED with BRUSA NLG664 Onboard Charger repair operation manual by EVC Academy pursue 99% success rate of repairs on those units. We know there are forums and some free DIY instructions and everybody knows that capacitators are problem but they are not complete and without tips&tricks how to prevent total damage during repair process. We had 20 inquires for repair of those devices but owners tried to repair it themselves and they destroyed PCB and other components which are not produced anymore. In most cases after DIY attempt, repair is not possible. Problem is that this OBC is 8000€ in Mercedes workshop and 20 owners with DIY repair attempts from FREE Forum instructions ended up with total 160,000€ of damage and 20 immobilised vehicles. Which is is unsustainable path to maintain EV. I can freely say that total EV Killer is free forum repair. We made full repair instruction with full part list and webshop link, because thise parts are not produced anymore and hard to find and only same dimension fits inside.

Error: P0DAA00, P0D5700 and other

Partnumber: A4519822821, NLG664

OEM Price: 8000€

EVC Academy 1400€

EVC Repair 1000€

DIY : Total damage

If you want to get training on BRUSA Reman process you can buy it on link:
https://evclinic.eu/evc-knowhow-academy/smart/451ed/obc-451eq-brusa-22kw-operation-repair-manual-080920236969/

If you want to send us your BRUSA and we repair it, you can buy service of it on the link:
https://evclinic.eu/product/repair-a4519822221-brusa-22kw-smart-451/

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Model 3 Shortbrick 2170 Cell Extraction – Structural block mythbusting BMS_A066

Model 3 LR 2170 Cell Extraction – Finally, an opportunity arose for a new project, to purchase and save the entire battery pack, demonstrating that the entire battery is never replaced as whole (except in Nissan Leaf or Mercedes with programmed defects). One faulty cell in the structural block of 25S was discharging one group, not disabling the vehicle but reducing the range and charging level. In situations where the group’s discharging is permanent, it is crucial to repair/remove the faulty cell as quickly as possible. If the voltage of that group drops completely and remains empty for more than a month below 2.5V, it leads to permanent damage to the parallel group and permanently irreparable condition of that particular block (out of a total of 4). We bought the battery for the purpose of developing repair solutions, creating tools, and repair methods. For the first time, we attempted and succeeded using the highest quality tools and materials to assemble the battery and later perform a road test to confirm proper balancing, charging, discharging, and that there were no other damaged cells except that one. Recently, we were contacted by the French LeMonde tabloid to give our opinion on possible EU regulations on battery design, where they directly obstruct Tesla’s and other NON-EU manufacturers’ innovation, directing how bureaucrats would want the battery pack to be designed, allegedly in fear of how repairs will be done and to “protect customers” whom they do not protect from domestic profiteers. There is no irreparable battery, there is no problem that cannot be solved, it may be a more or less complex procedure, but it can never be impossible (except in the case of Nissan Leaf). The repairability problem does not lie in the design, such as the “structural pack,” but in the availability and accessibility of parts for repair, designing battery systems without programmed failures, availability of electronic controllers for battery systems, cells, and similar approaches to a sustainable circular economy… the ones that EU manufacturers do not implement.

Model 3 LR 2170 Cell Extraction – Napokon nam se ukazala prilika za novi projekat da kupimo i spasimo cijeli baterijski paket, demonstriramo da se nikad ne mjenja cijela baterija (osim na Nissan Leaf ili Mercedesu sa programiranim kvarom). Jedna neispravna ćelija u strukturnom bloku od 25S je praznila jednu grupu, nije onesposobila vozilo vec je smanjila domet i razinu punjenja. U situacijama gdje je pražnjenje grupe trajno, izuzetno je bitno u sto kracem roku sanirati kvar, ako se desi da potpuno padne napon te jedne grupe i ostane prazno duze od 1og mjesec ispod 2.5V tada dolazi do trajnog ostecenja paralelne grupe i trajnog nepopravljivog stanja tog jednog bloka (od ukupno 4 koliko ih ima). Bateriju smu otkupili u svrhu razvoja riješenja za reparaciju, izradu alata i metoda reparacija. Prvi put smo pokušali i uspjeli korištenjem najkvalitetnijih alata i materijala kako bi bateriju sklopili i napravili roadtest da potvrdimo da se pravilno balansira, puni, prazni i da nema još oštećenih drugih ćelija osim te jedne. Nedavno su nas zvali iz Francuskog LeMonde tabloida da damo svoje mišljenje na mogucu EU regulativu dizajna baterija gdje se direktno obstruira inovativnost Tesle i drugih NON EU proizovdjača gdje bi dirigirali kako bi birokrati zeljeli da se dizajnira battery pack jer tobože su u strahu kako će se popravljati i da “zaštite kupce” koje ne štite od domaćih lihvara. Ne postoji nepopravljiva baterija, ne postoji problem koji je ne riješiv, može biti zahvat teži ili lakši ali nemoguć ne moze biti nikada (osim kod nissan leaf). Problem popravljivosti ne leži u dizajnu, “structural pack” recimo, već dobavljivosti i dostupnosti dijelova za reparaciju, dizajniranjem baterijskih sustava bez programiranih kvarova, dostupnosti elektroničkih kontrolera baterijskih sustava, ćelija i slicnih olakotnih pristupa odrzivoj kruznoj ekonomiji… onoj koju EU proizvodjači ne provode.

Part number:
Errors: BMS_A064, BMS_A079, BMS_A066
Tesla Price: 8900Eur
EVC: 4500Eur

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Real Tesla Multimilionaire is P85 with 1.800.000 km under the belt

We were visited by “Multi Millionaire” Hansjörg von Gemmingen-Hornberg, a millionaire in kilometers driven with his first Tesla S P85 from 2013. One of the most important figures in the eMobility sphere, as with every kilometer he drove, he shattered prejudices and stereotypes, leaving a legacy of trust in EVs for future generations. He achieved something that some wouldn’t dare with a fossil-fuel car in 9 years. He drove the vehicle when charging stations were scarce. Back in 2008, he was one of the first Tesla Roadster owners and possibly the only one who drove a Roadster for 700,000 km. After that, with the Model S, he broke records not only his own but also worldwide.

Recently, we’ve been writing about how RMN motors (repaired in Tesla Tilburg) have become completely unreliable, as confirmed by other clients and by Hansjorg, who replaced 13 RMN motors in 1800000 km, while the first original PTrain Mech lasted 800,000 km. Following the recommendation we published in a letter to Tesla that preventive repairs were necessary, our colleague realized that it might be time for an overhaul or towing. He had a good feeling, because if he hadn’t contacted us, the last motor would have failed at 1,000 km, at 150,000 km (beyond our recommendation), as the coolant seal had already failed and leaked antifreeze into the bearing area where the only barrier was the bearing grease to prevent it from entering the stator and causing a “short circuit.” He came just in time, and we saved the motor, restored it, installed some of our “patch” improvements, and permanently resolved the antifreeze leakage. This EVC Reman motor is ready for the next half a million kilometers at least.

We are grateful for the invaluable trust placed in us, but from our side, we felt the need to send a message. A message that Tesla and Elon forgot, that his achievement deserves official recognition, reward, and acknowledgment because what he accomplished is something no one else will even attempt for generations. As a small EVC, we will do what Tesla didn’t; we will reward him with free service for the electric motor that outlasts their RMN motors.

If you need EVC Academy full training at our facility to learn complete know-how you can order training here:


https://evclinic.eu/evc-knowhow-academy/tesla/large-drive-unit-ldu/ms-mx-large-du-miling-buzzing-sound-and-degraded-isolation-repair-manual-bms_w035-bms_f07120236118124/

HRVATSKI

Stigao nam je “Multi Milijunaš” Hansjörg von Gemmingen-Hornberg, milijunaš u predjenim kilometrima sa prvom Teslom S P85 iz 2013 godine. Jedan od najbitnijih osoba iz eMobility sfere jer je svakim svojim kilometrom rušio predrasude i stereotipe, njegov footprint će ostaviti nasledje povjerenja u EV svim budućim generacijama. Postogao je nesto sto se neki nebi usudili ni sa fosilcem u 9godina. Kretao je se vozilom kad nigdje nije bilo ni punionica. Davne 2008 godine jedan je od prvih Tesla Roadster vlasnika i moguće jedini koji je sa roadsterom napravio 700000km. Nakon toga sa Model S ruši rekorde ne samo svoje već i svjetske. Kako smo počeli pisati zadnje vrijeme da su RMN motori (reparirani u Tesla Tilburgu) postali totalno nepouzdani, sto smo potvrdili i sa drugim klijenti a i sa Hansjorg koji je promjenuo 13 RMN motora u 1.800.000 km, dok je prvi PTrain Mech originalni napravio 800.000km. Po preporuci koju smo objavili u pismu Tesli da je preporuka da se preventivno repariaju tako je i nas kolega skuzio da je mozda vrijeme ili za remont ili za šlepu. Imao je dobar feeling, jer da se nije javio ovaj zadnji motor bi otkazao za 1000km na 150000km (sto je preko nase preporuke) jer je coolant seal vec probio i pustio antifriz u zonu ležaja gdje je jedina prepreka mast u lezaju da udje u stator i napravi “kurzschluss”. Na vrijeme je dosao, motor smo spasili, restaurirali, ugradili par naših “patch” unaprijedjenja i trajno rijesili prodor antifriza. Ovaj EVC Reman motor je spreman za sledećih pola milijuna minimalno. Nama je neprocjenjivo ukazano povjerenje, ali ipak sa nase strane nedostajalo je poslati i jednu poruku. Poruku koju su Tesla i Elon zaboravili da njegovo postignuce ipak zasluzuje i sluzbenu potvdu, nagradu, odgovor, jer ovo što je on uspio još niko generacijama neće ni pokušati. Mi kao mali EVC napravit ćemo ono što Tesla nije, nagradit ćemo ga besplatnim servisom elektromotora koji izdrzi vise od njihovog RMN.

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Model S85 upgrade to S100 with prototype tuned motor.

To present you first ‘Model S 100’ RWD in Europe, upgraded from healthy 85 to 100 kWh battery pack. We didnt stop there, we upgraded Large drive unit electric motor from problematic RMN to EVC tuned and optimized one for higher range and higher reliability. BMS Calculated range is lower than expected until it calibrates fully, and expected autonomy should be above 500km. Model S is Autopilot AP1 2014 with 379000km on clock with free supercharger. This project was “tuned” for my own pleasure. Thanks goes to wk057 coding tip. System is safe from SuC deactivation.

*NOT FOR SALE

Predstavljamo prvi ‘Model S 100’ sa stražnji pogonom u Europi, nadograđen s zdrave baterije od 85 na 100 kWh. No, nismo stali samo na tome, ugradilo smo i poboljšani električni motor LDU s problematičnog RMN-a na EVC model, prilagođen za veći doseg i pouzdanost. BMS trenutno prikazuje manji doseg od očekivanog dok se potpuno ne kalibrira, a očekivana autonomija trebala bi biti iznad 500 km. Model S je Autopilot AP1 iz 2014. s 379.000 km na satu i besplatnim punjenjem doživotno. Ovaj projekt je “prilagođen” za vlastiti gušt i trenutno smo spremni za Homos Balkanikus olimpijadu Zagreb Split bez odpajanja katetera i stajanja. Stavljena je Popcorn mapa za Netflix za nedaj može, stage 2 zavojnica i kondenzator, bakraći… deaktivirana je VodaUStrujiOFF, straightpipe klima u kabini filterOFF da skida i ženin puder sa lica.

*TESLA NIJE NA PRODAJU

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

Finally, the embodiment of what we already knew was possible but were waiting for the physical manifestation of the argument: a Tesla with its original battery and 600,000 km on the clock. A complete stranger entrusted us with a Tesla from Vienna, arriving on a tow truck without any supervision, solely based on trust from Google. Although the car was still drivable, it had a limited range of 100 km. It was the first time we personally documented such an event, and you have the honor of being acquainted with it. We were able to confirm through multiple analyses and verifications, following the owner’s statement that the battery remained untouched, as we were curious about its maximum lifespan threshold.

We had an inkling that the first-generation 1.5 battery could handle around 400,000 km before requiring servicing. However, this was mostly in cases where moisture infiltration or wiring damage were expected causes of failure. But this situation goes beyond all previous scales because the battery, hermetically sealed and free from moisture infiltration for the first time, arrived with only 10 degraded cells out of a total of 7,104 cells. These cells, due to increased internal resistance, caused significant “voltage relaxation” oscillations after periods of rest, resulting in a “brick short” discharge of one group of 74p cells, triggering the BMS_u029 flag. Without completely dismantling the entire block, these 10 cells will be replaced through a special extraction process and prepared for a bench test on a Solar UPS system. The block from the previous Tesla, which passed the gladiator bench test with an approximate capacity of 200 Ah, will be inserted into this battery pack, thus closing the loop of recycling and repair.

The battery currently operates at a capacity of 67 kWh or 195 Ah CAC, which represents approximately 11% degradation or 89% state of health (SOH). Interestingly, the first motor, previously mentioned as the P-Train MECH (not RMN), was only replaced at 500,000 km due to a humming bearing, and a new RMN motor was installed under warranty. This serves as further confirmation that Tesla’s LDU is an extraterrestrial overkill, ensuring the same quality even in the RMN model (Remanufactured). Tesla truly reigns as the king of the road and the automotive revolution, disrupting the entire legacy mindset of “moderate quality” and other imposed criteria by legacy groups, where the goal is to manufacture a vehicle that lasts only until the warranty expires, forcing you to discard and purchase a new one.

Today, fossil vehicle components are manufactured and tested up to 180,000 km in simulated environments. If they surpass this threshold, the system is deemed unsuitable for commercial sales because there is “no owner on a subscription.” On the other hand, everything we have seen, analyzed, repaired, and dismantled from Tesla demonstrates an absolute open-source contrast. Here, after 9 years and 600,000 km, the battery remains usable, having amortized the entire vehicle, and there was no need to replace the entire battery pack, as the infodemic often claims. Furthermore, we considered that the vehicle’s air conditioning was malfunctioning, and the lack of adequate cooling could have caused damage to a few cells. Currently, there is no powertrain in the world that surpasses their quality standards, and for the past 10 years, they have been relentlessly advancing, innovating, and raising the bar that not even the most established manufacturers can keep up with.

For the past 10 years, we have been hearing from mainstream infodemic spreaders that batteries cannot be repaired, that they are entirely discarded, that they cost more than the vehicle (only with the Nissan Leaf), that their lifespan is only 200,000 km, that they only last a few years… However, when we transitioned from maintaining diesel junk to EVs, every day of exploration brought enlightenment. We needed tangible confirmation, and for you, who sought the herald, here it is.

HRVATSKI:

Napokon utjelovljenje onog sto smo već i znali da je moguće ali smo čekali materijalizaciju argumenta u fizičkom obliku: Tesla sa original baterijom i 600000km na satu. Stigla nam ja Tesla od potpunog neznanca u punom povjerenju sa googla bez ikakvog nadzora na šlepi iz Beča, iako je još vozila ali limitiranim dosegom od 100km. Prvi put da smo osobno dokumentirali, da vi imate čast da je upoznate i da smo to mogli višestrukom analizom i provjerom potvrditi nakon izjave vlasnika da je baterija uistina netaknuta jer nas je zanimalo koji je to maksimalni prag zivotnog vjeka. Imali smo predozbu da prva baterija v1.5 drzi oko 400000km i da ju je potrebno servisirati, ali to je bilo vecinom kad je očekivani uzrok kvara prodor vlage ili oštećenje ožičenja. Ali ovo je izvan svih dosadasnjih skala jer baterija je bez greske hermetički zatvorena i bez prodora vlage po prvi put došla sa degradiranih 10 ćelija od ukupno 7104 ćelije, koje su zbog povećanog unutarnjeg otpora izazvale jaku oscilaciju “voltage relaxation” nakon mirovanja sto je ujedno “brick short” praznjenje jedne grupe od 74p a samim time aktiviralo i flag BMS_u029. Bez razvaljivanja kompletnog bloka 10 ćelija ce se mjenjati specijalnom extrakcijom i pripremiti za bench test na Solarnom UPS sustavu, a blok iz prethodne Tesle koja je prosla gladijator benchtest pribliznim kapacitetom od 200Ah ubaciti u ovaj battery pack tako da je zatvoren krug reciklaze/reparacije. Baterija je trenutno na kapacitetu od 67kWh ili 195Ah CAC što je oko 11% degradacija ili 89% SOH. Zanimljivo je i da je prvi motor koji smo vec spomenuli ranije P-Train MECH (Nije RMN) mjenjan tek na 500000km i samo zbog zujanja jednog lezaja je stavljen novi RMN u garanciji. Ponovno potvrda da je Teslin LDU vanzemaljski overkill samo da su zadrzali istu kvalitetu i na RMN modelu (Remanufacured). Tesla je uistinu kralj asfalta i kralj automotive revolucije, ometajući kompletan legacy mindset “umjerene kvalitete” i ostalih nametnutih kriterija legacy grupcija gdje je cilj napraviti vozilo da izdrzi garanciju pa da moras baciti i kupiti novo. Danas se proizvode sve komponente fosilca i testiraju do 180000km u simuliranom okruzenjima i ako izdrzi preko toga sustav je neprkiladan za komercijalnu prodaju jer “nemas vlasnika na pretplati”, dok sve dosad sto smo iz Tesle vidjeli analizirali probali popravljali rastavljali itd pokazuje apsolutnu opensource suprotnost. Ovdje je baterija nakon 9 godina i 600000km i dalje upotrebljiva, amortizirala je cijelo vozilo, nije bilo potrebno mjenjati cijelu kako to inače infodemičari tvrde i reparacija nije naučna fantastika. Dodatno smo uzeli u obzir da je na vozilu klima neispravna i da je mogući uzrok ostecenja par celija upravo nedostatak adekvatnog hladjenja. Trenutno po svim mjerilima ne postoji kvalitetniji powertrain na svijetu od njihovog i tu se bez kompromisa asevi već 10 godina i nemoljivo idu dalje, inoviraju i dižu skalu koju ne mogu pratiti ni najetaboliraniji proizvodjači. Slušamo već 10 godina mainstream infodemicare kako se baterija ne popravlja, kakao se cijela baca, kako je cijela skuplja od vozila (samo kod nissan leaf), kako je vjek samo 200000km, kako traje samo par godina… its medjutim kad smo sa održavanja dizel škarta prešli na EV svaki dan istrazivanja je bio prosvjetljenje. Nama je trebala materijalzirana potvrda, a vama tko je tražio vjesnik.

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Letter to Tesla – Large Drive Unit RMN failure

Dear Tesla, we have previously sent you a private letter, but this one is being made public on behalf of all Tesla owners and we know why your RMN LDU Fails. And sorry TESLA, but this time we have improved LDU to more power and more range. While conducting the EVC refurbishment process, we have observed degraded quality on REMAN drive units in 25 different instances. The newest problem where you switched from one probleb to another is COOLANT DELETE solution, which is one the worst decisions because rotor 6007 bearing fail due overheat. Same what happens to all motors without rotor cooling like Kia, Hyundai, BMW, Renault, Smart and other.

When the drive unit was initially designed in early 2012, Tesla incorporated a slightly different rotor, superior wire winding isolation, and a more efficient thermal conductive epoxy. The coolant seal on the rotor was also better, and the only issue encountered at that time was milling pitch noise, which some early Tesla supporters may remember, and it was solely due to a single ball bearing made by SKF in India.

Subsequently, Tesla made design changes to certain components, but the most significant aspect is the quality of the critical parts, namely the rotor shaft seal and the stator. In the older Large Drive Units (LDUs) labeled with “P-TRAIN,” if the seal failed and coolant entered the unit, it didn’t cause irreparable damage to the stator windings. However, the new LDUs that were replaced under warranty suffered permanent damage upon any coolant ingress. We conducted several probe tests on local cars (in HR, SLO, AT) to explore different drying processes, but unfortunately, they were unsuccessful. Some cars experienced immediate failures, while others faced failures at a later stage, as depicted in the attached picture, where one phase winding almost exploded and caused a short circuit with the vehicle chassis.


We were particularly concerned about the situation that arose regarding the availability of used or new drive units. Our concern stems from the need to prioritize sustainability and repairability. The new drive units, which are priced at approximately 7000€, were not being sold to third-party workshops, raising questions about the accessibility and availability of these crucial components for repairs and maintenance.

Subsequently, we received a few drive units from Germany that had experienced significant coolant ingress, resulting in stator damage beyond repair. The isolation of these units fell below the threshold of 4.9 Mohm per drive unit or 16 MOhm per disconnected phase terminal. This situation further highlighted the importance of maintaining proper coolant sealing and ensuring the integrity of the stator to prevent such irreparable damage.

EXAMPLE WHERE ORIGINAL TESLA LDU FAILED AFTER 51KM

Out of the units we examined thoroughly, we discovered three pieces that were in a state of complete defect, leaving us with no viable options for repair. Through extensive research and analysis, we documented various failures in both RMN and P-TRAIN LDUs. Our findings revealed that RMN LDUs had a maximum lifespan of approximately 100,000 kilometers, while the older P-TRAIN LDUs were capable of lasting over 300,000 kilometers. The primary cause of failure in the new RMN LDUs was predominantly attributed to coolant seal issues. Additionally, we identified instances where the Reman facility had utilized a coolant seal with a single lip (it should have 3), which resulted in even faster deterioration of the LDUs (within 30,000 kilometers).


This 1002713-00-D coolant seal was with only 1 lip, and it failed on almost NEW RMN LDU from Italy.

It is important to highlight the experience of our friend Hansjörg Gemmingen, who reported having eight drive unit replacements within a mileage of 2 million kilometers. Interestingly, the first drive unit managed to last nearly 800,000 kilometers. This revelation left us puzzled 2 years ago, prompting us to delve deeper into understanding the reasons behind these variations and what we could anticipate as we embarked on research and development for the remanufacturing and lifetime repair of these complex and heavy LDU units. We must acknowledge that this project poses significant challenges due to its intricate nature and the high expectations of durability and longevity.

Repairing 100 battery packs with complex issues may seem easier compared to achieving sustainable quality and high mileage in repairing LDUs. The intricate nature of LDUs and the need for long-lasting performance make the repair process more challenging. Ensuring the drive unit reaches new high mileage requires meticulous attention to detail, quality control, and continuous improvements in the repair and remanufacturing processes. It is a demanding task that requires expertise and a commitment to delivering sustainable and reliable results.

During the initial stages of our research and development process, we conducted extensive testing by repeatedly removing, disassembling, and reassembling the drive unit approximately 16 times. This rigorous testing allowed us to evaluate the performance, durability, and reliability of the drive unit under various conditions. Through these iterative steps, we aimed to refine our repair and remanufacturing techniques to ensure optimal functionality and longevity of the drive units. We failed to repair 3 drive units completely and complexity was beyond imagination, and we know other 3rd party workshops failing too, even Tesla is failing to refurbish them.

And now we assembled that to “holy grail” opeartion manual eTraining at EVC Academy and we redesigned coolant seal issue and we redesigned, optimised and tuned stator winding.

https://evclinic.eu/evc-knowhow-academy/tesla/large-drive-unit-ldu/ms-mx-large-du-miling-buzzing-sound-and-degraded-isolation-repair-manual-bms_w035-bms_f07120236118124/

Our new coolant system cant ever ever again let coolant inside stator.
Our new stator cant ever ever get low isolation or overheating problems
Our new stator should increase range and power, decrease heating of the system
Our complete LDU assembly should last at least 700000km

This process is not just repairing the stator winding but improving it significantly and it costs pretty much as high as 3000€ with Tax included, just to repair on part.

Tesla with 2 million kilometers has driven 265,000 km with our latest, most durable Drive Unit refurbishment. The rotor cooling was kept within specs for bearing cooling and heat scavenging, which is crucial for ball bearing longevity and high-speed driving. We took out the Drive Unit and disassembled the rotor side just to check the state of the rotor and seal, conducting scientific analysis and documentation. This is the reason why the “bandaid” coolant delete is not a solution and proof that it can be made reliable within the original design and with proper materials even if rotor cooling is kept. Rotor coating, polishing, and graphite seal are lifetime solutions. Coolant delete will cause rotor ball bearings to overheat and will reduce range. The solution is to do it right.



What Owners should do and how to prevent all of this happening:
1- If you got RMN label on LDU, it will fail at 100K. You should make preventive service on stator/rotor side.
2-If you got P-Train label and you just got pitch noise comming from it, you should make preventive service on stator/rotor side or complete reman.
3-If your RMN LDU failed, consider that you are buying even lower quality LDU from Tesla.
4- COOLANT DELETE IS SOMETHING WHAT WE DONT SUPPORT because it is not sustainable nor reliable longterm. Solving one problem and generating second one is again issue, because rotor without cooling will destroy ballbearings. We already repaired 1 LDU with coolant delete, rotor destroyed ballbearing at 30,000km. So same pattern repeats every day of our job, all motors without rotor cooling prematurely kills rotor bearing.

What Tesla Inc. should do:

1-Change coolant seal supplier
2-Change stator reman supplier
3-Redesign coolant drain after seal
4-Change isolation at winding wire
5-Change thermal conductive epoxy

This drive unit can be found in:
RWD S60 S70 S75 S85 S90 P85 P90
4×4 P85D P90D P100D

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The Significance of Training and Proper Remanufacturing for BMS_U029: Beyond a Simple BMS Reset

Understanding the Risks and Importance of Resetting BMS_u029 and not repairing battery pack/blocks/cells.

We have been working on an issue related to BMS_u029 at EV CLINIC since March 2022 (https://evclinic.eu/2022/10/03/tesla-battery-repair-bms_u029/) , and we believe it’s crucial to share the findings.

The attached graphic displays four modules, two of which are from separate battery packs that came to us with a BMS_u029/Weak Short cell defect, and the other two from separate packs with a BMS_u018/Capacity Imbalance error.

These illustrations reveal something remarkable. Each red dot represents a cell that is experiencing self-discharge, occurring at a rapid rate of up to 20 mV per hour or more. When isolated from the rest of the brick, these cells discharge completely within 1 day, reaching 0 volts. (Typically, a healthy cell would discharge at a rate of <0.5 mV per day, which is a thousand times slower.)

Interestingly, the red dots are only present on the left side in the BMS_u029 column, while there are none on the right side in the BMS_u018 column. This is not a coincidence. It’s worth noting that these modules are not unique, as we have observed the exact same behavior across numerous modules.

What’s intriguing is that both the BMS_u029 and BMS_u018 modules exhibit noticeable capacity imbalances, with differences of up to 15 Ah or more in the case of the BMS_u018 modules, but it is usualy 6-10Ah. However, they manifest in two distinct failure modes.

In the case of the BMS_u018 modules, the cells themselves function fine with minimal self-discharge and can continue to operate, albeit with reduced capacity. These cells can even be repurposed or recycled for secondary use, just not in their current configuration as Model S battery modules.

On the other hand, each red dot in the BMS_u029 modules represents a potential runaway thermal event .

The top left module, apart from resembling chickenpox, is particularly alarming. Having this module in your pack would be highly undesirable, and resetting BMS errors on it is strongly not recommended if you didnt find and repair defect brick / cell.

Even the lower left module has one cell that poses a risk. If that cell shorts, it could trigger a potential runaway thermal event.

Furthermore, the BMS can identify even a single cell with the potential “weak short” and flag it as such. It latches the error to prevent inadvertent resetting or overlooking during unrelated firmware updates, system reboots, etc.

Additionally, the BMS can distinguish cells with potential weak shorts from worn and tired cells with capacity imbalances. It correctly recognizes the latter as being worn and tired, but not posing a significant threat. In fact, if the charge balance improves between cycles, the BMS will clear the BMS_u018 error and restore the battery’s normal operation, albeit at a diminished capacity.

In summary, Tesla’s BMS features are known to be exceptionally stringent when it comes to safety in battery systems. Understanding the problem referred to as “weak short” or “short to brick” took time, as it was a novel issue encountered initially by ourteam. For the BMS_u029 error, the rule is activated only when the battery remains idle for an extended period (approximately 8 hours or more) and exhibits a linear voltage drop in any of the 96S bricks. Activation triggers the w117 and u029 processes. This check is performed exclusively when the vehicle is not in use, and one out of the 76x 18650 cells in parallel becomes a consumer. The resulting damage is estimated to be in the range of €2-4. Initially, it was unclear which processor and memory stored the error flag/log and where the error transmission originated from.

It is important to say after all work and research, there is no easy way to address those issues without proper training and thats why we offere it to our partners and franchises.
https://evclinic.eu/evc-knowhow-academy/tesla/hv-battery/s-x-battery-master-training-operation-manual-2023612001/

Tesla Model S X Battery Master training

Therefore, a couple of key takeaways emerge:

  1. Tesla is not bricking these packs inoperable with OTA software updates(it is not programmed defect like found in Mercedes vehicles) or by surreptitiously modifying thresholds during MCU upgrades. The BMS_u029 weak short conditions in the latest BMS firmware are genuine and implemented for your safety. We have observed this behavior in all the BMS_u029 packs we have received. We have numerous decommissioned modules with identical results. The BMS_u029 modules have cells experiencing self-discharge, while the BMS_u018 cells are worn and tired.

During the decommissioning process, we remove the collector plates, as shown in the attached photos, to isolate each cell. We then dismantle the module as necessary to repurpose any good cells for secondary use.

  1. It is extremely important not to reset these BMS_u029 errors without addressing the underlying issues with cells.
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Renault Zoe – R240 milling sound

R240 is a newer generation drivetrain that many of us have been eagerly awaiting outside of the warranty period to see what fails on the air-cooled electric motor and the transmission differential. Two years ago, we received the first call from Varaždin regarding an EQ 453 Čmart, reporting that the motor had started milling and that the warranty claim was denied. The price of a new motor with replacement was around €4000, with only 90,000 km driven. At first, this seemed unusual for such a low mileage, but on the other hand, it wasn’t surprising considering it’s a French factory defect powertrain from the Renault Cléon factory, as if it was designed by some straight pipe, turbo diesel, DPF off, EGR off, EV-hating engineer, where not a single component was intended to be serviced or repaired (apparently, they haven’t heard of the Balkans). They even managed to fit brushes on the rotor of the three-phase motor for exciting the windings, so that there’s something to wear out. This is probably the only electric drivetrain on the planet that is both the worst and the most expensive.

For any operation on the drivetrain, the entire assembly must be removed from the vehicle. This is the first time we’re repairing the buzzing and turning defect in the drivetrain, and the restoration process is relatively straightforward. The procurement of parts, bearings, seals, and other materials is a slightly more complicated part, as one particular bearing on the jacksaft extension in the gearbox is produced by only one company in France. Fortunately, Lageros had one in stock specifically for this project.

In addition to the mentioned Smart from Varaždin and this Zoe from Slovenia, we have received several inquiries from Germany, Slovenia, and Norway on similar car mileage arround 100000km, but we haven’t had the opportunity to work on one yet. This particular case was successfully resolved at 1/4 of the cost of an authorized service at 118,000 km. The largest expense was the time required for disassembly and reassembly, followed by the cost of parts. In some cases, if there is turning and material wear in the differential, it may result in the wearing of the differential gears, where even after the complete drivetrain repair, a slight buzzing noise may remain, which is transmitted into the cabin. Gear replacement is not possible as they are not available, but in such cases, the entire restoration is still usable for the next 100,000 km until the next restoration.

It is strongly recommended to address any buzzing or turning sounds from the electric drivetrain immediately to prevent further damage.

HRVATSKI:

Renault Zoe – R240 pogon novije generacije koji već dugo iščekujemo izvan garancije da vidimo što to odlazi na zračno hladjenom elektromotoru a što na prijenosnom diferencijalu. Prije 2 godine prvi poziv smo dobili iz Varaždina za EQ 453 Čmart da je motor počeo zujati i da nisu prihvatili garanciju a cijena novog motora sa izmjenom je bila oko 4000€ na prijedjenih 90000km. Sto je na prvu čudno za tako malan broj kilometara ali na drugu i nije čudno jer to je francuski škart pogon iz Renault Cléon tvornice kojeg kao da je dizajnirao neki strejt pajp turbo dizel dpfoff egroff EV hejter inženjer gdje niti jedna komponenta nije osmišljena da se servisira i popravlja (valjda nisu čuli za balkan) gdje su na trofazni motor uspjeli uglaviti i četkice na rotoru za pobudu namotaja da se ima šta trošiti. Ovo je vjerovatno jedini električni pogon na kugli zemaljskoj koji najgori i najskuplji. Za svaku operaciju na pogonu, kompletan pogon se mora vaditi vani iz vozila. Na ovom prvi put repariramo defekt zujanja i tokarenja u pogonu i što se tiče same restaturacije proces je poprilično jednostavan. Nabava dijelova, lezajeva, brtvi i ostalog materijala je malo kompliciraniji dio jer na jacksaft produžetku rotora u mjenjaču jedan ležaj ne proizvodi nitko osim jedne firme u Francuskoj. Imali smo sreću da je Lageros imao na stanju jedan baš za ovaj projekat. Osim ovog spomenutog Smarta iz Varaždina i ovog Zoe iz Slovenije, imali smo nekoliko upita iz Njemačke, Slovenije, Norveške ali nismo imali priliku da i radimo na jednom. Ovaj je uspješno riješen za 1/4 troška ovlaštenog servisa na 118000km, najveci trosak je vrijeme demontaže i montaže a zatim trošak dijelova. U nekim slučajevima ako dodje do tokarenja i trosenja materijala u diferencijala, može se desiti da dodje do trošenja zubi diferencijala gdje i nakon reparacije cijelog pogona i dalje ostane manji zvuk zujanja zubi koji se prenosi u kabinu. Izmjena zubčanika nije moguća jer ih nema u nabavi, ali u tom slucaju kompletne restauracije cak iako ostane zujanje zubčanika cijeli sustav je realno upotrebljiv narednih 100000km do sledece restauracije. Svakako je preporuka da se svaki zvuk zujanja i tokarenja iz električnog pogona otkloni odmah kako nebi doslo do veće štete.

SLOVENSKI:


Renault Zoe – R240 je pogon nove generacije, ki smo ga že dolgo čakali, a je zunaj garancije, da vidimo, kaj odpove na zračno hlajenem elektromotorju in kaj na prenosnem diferencialu. Pred 2 letoma smo prejeli prvi klic iz Varaždina za EQ 453 Čmart, da se je motor začel ropotati, vendar garancije niso sprejeli, cena novega motorja z zamenjavo pa je bila približno 4000 € pri prevoženih 90000 km. Na prvi pogled je to nenavadno za tako majhno število prevoženih kilometrov, vendar pa na drugi strani tudi ni presenetljivo, saj je to francoski slabo narejen pogon iz Renaultove tovarne Cléon, ki ga je oblikoval nek strejt pajp turbo dizel dpfoff egroff EV sovražni inženir, pri čemer nobena komponenta ni bila zasnovana za servisiranje in popravilo (verjetno niso slišali za Balkan), kjer so uspeli v trifazni motor vgraditi še ščetke na rotorju za vzbujevalno navijanje, da se ima kaj za obrabiti. To je verjetno edini električni pogon na svetu, ki je najslabši in najdražji. Za vsak poseg na pogonu je treba celoten pogon odstraniti iz vozila. Tokrat prvič popravljamo okvaro ropotanja in vibriranja pogona, kar se tiče same restavracije, je postopek precej preprost. Težje je pridobiti dele, ležaje, tesnila in drugi material, ker nihče ne proizvaja enega ležaja, ki ga potrebujemo za ta projekt, razen enega podjetja v Franciji. Imeli smo srečo, da je Lageros imel na zalogi enega ravno za ta projekt. Poleg omenjenega Smarta iz Varaždina in tega Zoeja iz Slovenije smo prejeli nekaj povpraševanj iz Nemčije, Slovenije, Norveške, vendar nismo imeli priložnosti delati na nobenem od njih. Ta primer smo uspešno rešili za 1/4 stroška pooblaščenega servisa pri 118000 km, največji strošek je čas demontaže in montaže, nato pa strošek delov. V nekaterih primerih, če pride do vibriranja in obrabe materiala v diferencialu, se lahko zgodi, da pride do obrabe zobnikov diferenciala, pri čemer kljub popravilu celotnega pogona še vedno ostane manjši zvok ropotanja zobnikov, ki se prenaša v kabino. Zamenjava zobnikov ni mogoča, saj jih ni na voljo, vendar je v tem primeru celoten sistem dejansko uporaben še naslednjih 100000 km do naslednje restavracije. Vsekakor je priporočljivo, da se vsak zvok ropotanja in vibriranja v električnem pogonu odpravi takoj, da ne pride do večje škode.

Fault: Grinding, milling, buzzing
Part numbers: R290106596R, 290H88657R, 290H20130R, 290628587R, 290103231R, 296053480R,
OEM Renault: 3500€ + Tax
EV Clinic: 1100€ + Tax