Category: EV

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Nissan Leaf – Source of all EV stereotypes and factory defect dangerous battery!

Nissan’s careless approach to isolation issues and potential short circuits in their batteries is an engineering disaster waiting to happen, posing an extreme danger to vehicle safety and passengers.

Nissan Leaf 2gen – What can I say except that Nissan, in its efforts to do something under the leadership of Carlos Ghosn, successfully ruined both the first and second generation of the electric pioneer Nissan Leaf. The first time I forgive that they made a scrap battery without active cooling and heating of the cells, but the second time I don’t forgive that the battery is in the service for same reason at 130000km. It was not technology that does not exist, cooling plates and other successful methods of active thermal management. They have already routed the antifreeze pipes to cool the OBC, which means they could also go into the battery. The story also becomes controversial with the authorized service because in an effort to use the owner’s lack of knowledge of the vehicle on a 130tkm vehicle whose battery is still under warranty to force him to change the Onboard charger, which was not the cause at all. The problem is that the OBC on the Nissan Leaf is the most expensive in the world and costs around €7,000-8,000. First, they would charge for the component that is not covered by the warranty, after that, because there is no refund, they would have to search further… but the man would have to spend €8,000 on diagnostics!!! there are cases when you have to change the parts with “artillery halfing” in order to trace the defect, but this is not dificult breakdown of the insulation on the EV. It’s like an oil leak from a Mercedes, you see a spot and look for where it’s leaking from. There is a tool and a method for quite simply searching for ISO defects. After 20 minutes of measurement, it was quite clear to us that the OBC and the rest of the system do not have a problem, but that the problem is with the battery itself. We expected moisture or water inside, but it wasn’t either. The problem literally pierced the eyes, the overheated cells in the rear part of the battery case, which stand vertically, inflated and tore the steel cage, inflated and twisted the individual block case (of which there are 24) so that on 2 blocks the sharp protective sheets themselves pierced through the protective film of the cell and they started to corrode. Not in one but in 2 places, which could also cause a short circuit of two different series and eventually a fire. The lack of active cooling and heating of the battery is a failure of epic proportions on a vehicle that has DC charging, and to do it in two generations of vehicles. Any battery without it is designed to be disposable, non-repairable and certainly a reason to be a reason NOT buying such a vehicle. Nissan is the biggest culprit of eMobility stereotypes such as “the battery is expensive”, “it must be completely replaced”, “it cannot be repaired”. Nissan has done damage to the EV automotive community for the next 50 years with their scrap battery system, their system is the basis of all the stereotypes that have been created in the last 10-12 years, because they are truly correct. Only their battery is impossible to repair, only their battery falls apart at 100tkm, only their battery is the most expensive in the world, only their battery is more expensive than the entire vehicle. Etc, etc, etc. On this vehicle, according to a brief analysis, there was a sudden boiling of the cells because the owner probably charged the Chademo DC fast charger while the battery was cold or even at minus temperatures. The inflating cells damaged the cage and protection until it broke through the insulation. We bent metal sheets and the car is now driving, but the battery is permanently damaged and cannot be repaired, it needs a new one… and it needs to run again at 100,000 km because it was designed that way. We do not recommend the Nissan Leaf for any commercial use as there is no way to amortize the cost of battery failure. Recommendation //do not buy// . For short distances, 1 distance per day or if you drive more with stops, so that it’s not cold or hot, maybe it can last a few more km. Leaf also has the most expensive components in the world. Also in the picture with the cell voltage graph, that’s the battery death curve. The test is done so that at a location where there is a constant uphill, you set the throttle to 80% and keep the load constant for 30-40 seconds (MEASURING IS WRONG IN STANDSTILL). Even under load, you can see the voltage drop, the higher the voltage drop, the worse certain cells are. You put LeafSpy on the screen record and whatch. If you have a “wave” curve, the battery needs to be changed.

NISSAN LEAF – DANGEROUS FACTORY BATTERY SYSTEM ERROR Report: Analysis of Battery Issues in Nissan Leaf Vehicles – RECALL SYSTEM

  1. Introduction: Electric vehicles (EVs) are positioned as symbols of technological progress and sustainable mobility. Considering its pioneering role, the Nissan Leaf should be an example of safety and reliability. However, battery technical issues raise questions about the integrity of this model.
  2. Fundamentals of Electric Mobility – Battery Systems and Nissan’s Failure

a)The central part of every EV is its battery system. However, while most manufacturers have recognized the criticality of this component, Nissan, unfortunately, neglected some key aspects, questioning the safety and reliability of their vehicles. All of their cells on Leaf, Kangoo ZEE and eNV200 are inflating and destroying metal safety cage where cells penetrate battery pack outer sell and reporting P0AA6 external isolation.

b) The quality of Nissan cells and the chemical processes within them are questionable, because all of their system tend to fail above 100k km. While other manufacturers have used high-quality materials and processes, it raises questions as to whether Nissan used subpar components or manufacturing processes that led to a series of issues with their battery systems.

c) Thermal management – Nissan’s significant oversight: Batteries generate heat during operation, and managing this heat is crucial for safety and efficiency. Many manufacturers have implemented sophisticated thermal management systems. Nissan, on the other hand, seems to have not given priority to this critical component, resulting in issues like overheating and battery swelling.

d) Battery system design and integration – Nissan’s incomplete approach: While most EV manufacturers carefully integrate battery systems to optimize performance and safety, Nissan’s problems indicate potential compromises in this critical design aspect. Their battery issues could be a result of poor integration decisions or even the use of cheaper materials and components.

Isolation Breakdown – Nissan’s Inexcusable Failure and Silent Threat to Consumers

a) Any competent company involved in electric mobility understands that isolation is vital for the proper functioning and safety of battery systems. Isolation prevents unwanted current flow and potential short circuits. Nissan’s failure to grasp this basic fact is not only unacceptable but also negligent.

b) How did Nissan allow isolation breakdown? While many manufacturers invest significant resources in ensuring the reliability of battery isolation, it seems that Nissan skipped this crucial phase or, at the very least, took it lightly. Was this an attempt to cut costs or simply poor engineering judgment? The consequences are clear and devastating for vehicle owners and beyond.

c) Consequences of isolation breakdown and Nissan’s negligence: When isolation breaks down, short circuits become likely, which can lead to fires, damage to other components, and potential hazards for drivers and passengers. For Nissan, consciously or unconsciously allowing such problems in their vehicles is not just a design failure but complete disregard for the safety of their users.

d) Ignoring the problem and the absence of corporate responsibility: Based on numerous owner reports, it seems that Nissan often ignores or downplays this problem, leaving owners to deal with the consequences. This behavior not only indicates a lack of corporate responsibility but also complete indifference to loyal users and their safety.

e) Trust issue and Nissan’s future position in the market: With a series of battery problems, Nissan not only loses the trust of existing users but also risks its reputation among potential customers. As the electric vehicle market continues to evolve, Nissan may find that its failures and negligence have resulted in the loss of a crucial market position that may be difficult, if not impossible, to regain.

  1. Environmental Impact and Nissan’s Fall from the Sustainability Pedestal

a) Electric vehicles – the expected symbol of sustainability: Electric vehicles have been presented to the public as a symbol of environmental awareness and a step toward reducing harmful emissions. In simple terms, the transition to electric vehicles should be a key contribution to preserving our planet for future generations.

b) Expectations from Nissan as a pioneer: As one of the pioneers in the EV industry, Nissan was expected to set high standards not only in performance and reliability but also in the environmental footprint of its products. The concept of sustainability is not only related to emissions but also to the durability and reliability of components, especially batteries.

c) The unsustainability of defective batteries: The problems with Nissan’s batteries are not just technical issues. Every defective battery that needs replacement represents an environmental burden. Not only is there a question of the disposal of defective batteries, but also the production of new batteries, which includes mining, transportation, manufacturing, and all other factors contributing to the carbon footprint.

d) Loss of trust and the environmental vision: With battery problems, Nissan has lost much more than just the trust of its customers. It is losing its position as a leader in ecological mobility. This reputational loss can have long-term consequences for the company, especially in a world where sustainability and environmental responsibility have become key factors in consumer decision-making.

e) A change in Nissan’s strategy is needed: Nissan must acknowledge and address these problems not only for ethical reasons but also for its long-term viability in the market. The first step is recognizing the problems and then investing in research and development to ensure that such problems do not recur. Only through transparency, innovation, and a genuine commitment to environmental sustainability can Nissan regain the trust of its customers and become a leader in sustainable mobility again.

f) Conclusion – From pioneer to an environmental concern: Nissan, once a pioneer of the electric revolution, is facing a crisis that strikes at the core of its environmental ambitions. To regain trust and its environmental pedigree, Nissan must act swiftly and decisively to address these issues, providing its customers and the planet with the solutions they deserve.

  1. Necessary Action
    a) Recall of all vehicles and thorough inspection: It is evident that there is a serious and potentially dangerous factory error with the Nissan Leaf battery system. Considering the safety risks, an urgent recall of all affected models is recommended.
    b) Long-term solutions and manufacturer responsibility: In addition to immediate fixes, Nissan must reconsider its approach to designing and manufacturing battery systems. Investing in research and development of higher-quality battery solutions is necessary to ensure the safety and reliability of future models.
    c) Demand for transparency: In light of these issues, greater transparency from Nissan towards its customers and the public is required. This includes openly acknowledging the problems, providing regular updates on the steps the company is taking to address them, and outlining plans to prevent similar issues in the future.

This report confirms the seriousness of the battery problems in Nissan Leaf vehicles and emphasizes the need for urgent intervention to ensure the safety of users and protect the reputation of the Nissan company.



HRVATSKI:

Nissan Leaf 2gen – Što reći osim da je Nissan u svojim nastojanjima da napravi nešto pod vodstvom Carlosa Ghosn uspjesno upropastila i prvu i drugu generaciju električnog pionira Nissan Leaf. Prvi put oprostim sto su napravili škart bateriju bez aktivnog hladjenja i grijanja ćelija, ali drugi put ne praštam i da je baterija džaba u servisu. Nije to bila tehnologija koja ne postoji, cooling plate i ostale uspjesne metode active thermal management. Oni su vec proveli cijevi antifriza da hladi OBC znaci mogli su i u bateriju. Priča i sa ovlastenim servisom postaje sporna jer u nastojanju da na vozilu od 130tkm kojemu je baterija jos u garanciji iskoristili su nepoznavanje vozila vlasnika da mu nametnu izmjenu Onboard chargera koji uopce nije bio uzrok. Problem je sto je OBC na Nissan Leaf najskuplji na svijetu i dodje oko 7000-8000€. Prvo bi naplatili komponentu koja nije u garanciji, nakon toga jer nema povrata novca morali traziti dalje… ali covjek bi morao potrositi 8000€ na dijagnostiku!!! postoje slucajevi kad se mora ici izmjenom “topnickog polovljenja” da bi se uslo u trag defektu ali proboj izolacije na EV to nije. To je kao curenje ulje iz mercedesa, vidis fleku i trazis odakle curi. Postoji alat i metoda za sasvim jednostavno trazenje ISO defect. Nama je nakon 20 minuta mjerenja bilo sasvim jasno da OBC i ostatak sustava nemaju problem, vec da je problem na samoj bateriji. Očekivali smo vlagu ili vodu u unutrasnjosti ali nije ni to. Problem je doslovno probadao oči, pregrijane ćelije u zadnjem dijelu baterijskog kucista koje stoje vertikalno su se napuhnule i rastrgale celicni kavez, napuhale i pomotale pojedinacna kucista blokova (kojih ima 24) da su na 2 bloka sami oštri zastitni limovi prdrli kroz zastitnu foliju ćelije i pocele nagrizati. Ne na jednom vec 2 mjesta, sto je ujedno moglo izazvati i kratak spoj dvije razlicite serije i na kraju požar. Nedostatak aktivnog hladjenja i grijanja baterije je promasaj epskih proporcija na vozilu koje ima DC punjenje i to napraviti u dvije generacije vozila. Svaka baterija bez toga je osmisljena da bude za jednokratnu upotrebu, nepopravljiva i svakako razlog da bude razlog
NEkupnje takvog vozila. Nissan je najveci krivac eMobility stereotipa kako je “baterija skupa”, “mora se kompletna mjenjati”, “ne moze se popraviti”. Nissan je škart baterijskim sustavom napravio stetu EV automotive zajednici narednih 50 godina, njihov sustav je temelj svih stereotipa koji su nastali u zadnjih 10-12 godina, jer uistinu su i točni. Jedino njihovi bateriju je nemoguce popraviti, jedino njihova baterija se raspane na 100tkm, jedino njihova baterija je najskuplja na svijetu, jedino njihova baterija je skuplja od cijelog vozila. Itd itd itd. Na ovom vozilu po kratkoj analizi doslo je do naglog kuhanja celija jer je vjerovatno vlasnik punio na Chademo DC brzi punjac dok je baterija bila hladna ili cak na minus tempersturi. Puhanje motalo kavez i zastitu dok nije probilo izolaciju. Limiće smo vratili i auto sad vozi ali baterija je trajno ostecena i nema popravke, mora nova… i mora opet crknuti na 100000km jer je tako dizajnirana. Nissan Leaf ne preporucamo ni za kakvu komercijalnu upotrebu jer ne postoji nacin da amortizirate trosak kvara baterije. Preporuka //ne kupovati// . Na kratke relacije, 1 relacija dnevno uz pauze ako je vise, da se ne puni hladna a ni vruca, mozda izdrzi koji km vise. Takodjer Leaf ima i najskuplje komponente na svijetu. Takodjer na slici sa grafom napona celija, to je krivulja smrti baterije. Test se radi tako da na lokaciji gdje je konstantna uzbrdica, podesis gas na 80% i drzis konstantno opterecenje 30-40 sekundi. I pod opterecenjem citas pad napona, sto je pad napona veći to su odredjene celije u gorem stanju. LeafSpy stavis na screen record i pratis. Ako imas sisatu krivulju, baterija je za izmjenu.

NISSAN LEAF – OPASNA TVORNIČKA GREŠKA NA BATERIJSKOM SUSTAVU

Elaborat: Analiza Baterijskih Problema na Nissan Leafa vozilima – SUSTAV ZA OPOZIV

1. Uvod:

Električna vozila (EV) postavljena su kao simbol tehnološkog napretka i održive mobilnosti. S obzirom na svoju pionirsku ulogu, Nissan Leaf trebao bi biti primjer sigurnosti i pouzdanosti. No, tehnički problemi s baterijom postavljaju pitanja o integritetu ovog modela.

2. Temelji Električne Mobilnosti – Baterijski Sustavi i Nissanova Pogreška

a) Uvod u baterijske sustave električnih vozila i Nissanov neuspjeh:

Električna vozila (EV) označavaju budućnost održive mobilnosti. Središnji dio svakog EV-a je njegov baterijski sustav. No, dok je većina proizvođača shvatila kritičnost ovog elementa, Nissan je nažalost zanemario neke ključne aspekte, dovodeći u pitanje sigurnost i pouzdanost njihovih vozila.

b) Kemijske komponente i rad baterija – gdje je Nissan zakazao?

Svaka baterija koristi kemijske reakcije da bi generirala električnu energiju. Ali kvaliteta tih ćelija i kemijski procesi unutar njih kritični su. Dok su drugi proizvođači koristili vrhunske materijale i procese, postavlja se pitanje je li Nissan koristio subpar komponente ili proizvodne procese koji su doveli do niza problema s njihovim baterijskim sustavima.

c) Termalna upravljanja – Nissanov veliki previd:

Baterije proizvode toplinu tijekom rada, a upravljanje ovom toplinom ključno je za sigurnost i učinkovitost. Mnogi proizvođači implementirali su sofisticirane sustave za termalno upravljanje. Nissan, s druge strane, izgleda da nije dao prioritet ovoj kritičnoj komponenti, rezultirajući problemima poput pregrijavanja i napuhivanja baterija.

d) Konstrukcija i integracija baterijskih sustava – Nissanov nepotpun pristup:

Dok je većina proizvođača EV-a pažljivo integrirala baterijske sustave kako bi optimizirala performanse i sigurnost, Nissanovi problemi ukazuju na moguće kompromise u ovom ključnom aspektu dizajna. Njihovi baterijski problemi mogli bi biti rezultat loših odluka u integraciji ili čak korištenju jeftinijih materijala i komponenata.

e) Budućnost baterijskih tehnologija – hoće li Nissan pratiti ili ostati zaostao?

S obzirom na stalne inovacije u baterijskim tehnologijama, očekuje se da će proizvođači nastaviti s poboljšanjima. No, s obzirom na trenutne probleme s baterijama Nissan Leafa, postavlja se pitanje je li Nissan spreman pratiti konkurenciju ili će nastaviti donositi kompromise na štetu sigurnosti i pouzdanosti svojih vozila.

3. Proboj Izolacije – Nissanov Neoprostivi Promašaj i Tiha Prijetnja Potrošačima

a) Izolacija – Krvotok Svake Baterije:

Svaka kompetentna tvrtka koja se bavi električnom mobilnošću razumije da je izolacija vitalna za ispravno funkcioniranje i sigurnost baterijskih sustava. Izolacija sprječava neželjeni protok struje i moguće kratke spojeve. Da Nissan nije shvatio ovu osnovnu činjenicu je ne samo neprihvatljivo, već i nemarno.

b) Kako je Nissan dopustio proboj izolacije?

Iako mnogi proizvođači ulažu ogromne resurse u osiguranje pouzdanosti izolacije baterija, čini se da je Nissan preskočio tu ključnu fazu, ili je barem olako shvatio. Je li ovo bila pokušaj uštede na troškovima ili jednostavno loše inženjersko prosuđivanje, posljedice su jasne i razorne za vlasnike vozila i šire.

c) Posljedice proboja izolacije i Nissanova nemarnost:

Kada izolacija popusti, kratki spojevi postaju vjerojatni, što može dovesti do požara, oštećenja drugih komponenata i potencijalnih opasnosti za vozače i putnike. Da Nissan, svjesno ili nesvjesno, dopusti ovakve probleme u svojim vozilima nije samo promašaj u dizajnu, već potpuna nemarnost prema sigurnosti svojih korisnika.

d) Ignoriranje problema i odsutnost korporativne odgovornosti:

Na temelju brojnih izvješća vlasnika, čini se da Nissan često zanemaruje ili umanjuje ovaj problem, ostavljajući vlasnike da se bore s posljedicama. Ovo ponašanje ne samo da ukazuje na manjak korporativne odgovornosti, već i na potpunu nebrigu za vjerne korisnike i njihovu sigurnost.

e) Pitanje povjerenja i budućnost Nissanovog mjesta na tržištu:

Uz niz problema s baterijama, Nissan ne samo da gubi povjerenje postojećih korisnika, već riskira i svoj ugled među potencijalnim kupcima. Kako se tržište električnih vozila nastavlja razvijati, Nissan će možda otkriti da su njihovi propusti i nemarnost rezultirali gubitkom ključne tržišne pozicije koju će biti teško, ako ne i nemoguće, vratiti

5. Ekološki Utjecaj i Nissanov Pad s Pedestala Održivosti

a) Električna vozila – Očekivani simbol održivosti:

Električna vozila predstavljena su javnosti kao simbol ekološke svijesti i korak prema smanjenju emisije štetnih plinova. Pojednostavljeno rečeno, prijelaz na EV-ove (električna vozila) trebao bi biti ključni doprinos očuvanju naše planete za buduće generacije.

b) Očekivanja od Nissan kao pionira:

Kao jedan od pionira u EV industriji, očekivalo se da će Nissan postaviti visoke standarde ne samo u performansama i pouzdanosti, već i u ekološkom otisku svojih proizvoda. Koncept održivosti nije samo vezan uz emisije, već i uz trajnost i pouzdanost komponenata, posebno baterija.

c) Neodrživost defektnih baterija:

Problemi s Nissanovim baterijama nisu samo tehnički problem. Svaka neispravna baterija koja mora biti zamijenjena predstavlja ekološki teret. Ne samo da postoji pitanje zbrinjavanja neispravnih baterija, već i pitanje proizvodnje novih baterija, što uključuje rudarstvo, transport, proizvodnju i sve druge faktore koji doprinose karbonskom otisku.

d) Gubitak povjerenja i ekološke vizije:

S problemima baterije, Nissan je izgubio mnogo više od povjerenja kupaca. Gubi svoju poziciju kao predvodnik u ekološkoj mobilnosti. Ovaj reputacijski gubitak može imati dugoročne posljedice za tvrtku, osobito u svijetu gdje su održivost i ekološka odgovornost postali ključni faktori prilikom odlučivanja potrošača o kupnji.

e) Potrebna promjena u Nissanovoj strategiji:

Nissan mora priznati i riješiti ove probleme ne samo iz etičkih razloga, već i zbog svoje dugoročne održivosti na tržištu. Prvi korak je prepoznavanje problema, a zatim i ulaganje u istraživanje i razvoj kako bi se osiguralo da se ovakvi problemi ne ponavljaju. Samo kroz transparentnost, inovaciju i stvarnu posvećenost ekološkoj održivosti Nissan može ponovno stvoriti povjerenje kod svojih kupaca i ponovno postati lider u održivoj mobilnosti.

f) Zaključak – Od pionira do ekološkog problematičara:

Nissan, nekoć pionir električne revolucije, suočava se s krizom koja pogađa srž njegovih ekoloških ambicija. Da bi ponovno stekao povjerenje i svoj ekološki pedigre, Nissan mora djelovati brzo i odlučno kako bi riješio ove probleme, pružajući svojim korisnicima i planeti rješenje koje zaslužuju.

6. Potrebna Akcija

a) Opoziv svih vozila i temeljito ispitivanje: Očito je da postoji ozbiljna i potencijalno opasna tvornička greška sa sustavom baterija Nissan Leaf. Uzimajući u obzir sigurnosne rizike, preporučuje se hitan opoziv svih pogođenih modela.

b) Dugoročna rješenja i odgovornost proizvođača: Osim trenutnih ispravaka, Nissan mora preispitati svoj pristup dizajniranju i proizvodnji baterijskih sustava. Investiranje u istraživanje i razvoj kvalitetnijih baterijskih rješenja neophodno je kako bi se osigurala sigurnost i pouzdanost budućih modela.

c) Zahtjev za transparentnost: U svjetlu ovih problema, potrebna je veća transparentnost od strane tvrtke Nissan prema korisnicima i javnosti. To uključuje otvoreno priznavanje problema, redovite ažuriranja o koracima koje tvrtka poduzima da ih riješi, kao i planove za sprječavanje sličnih problema u budućnosti.

Ovim elaboratom se potvrđuje ozbiljnost problema s baterijama u Nissan Leaf vozilima i naglašava potreba za hitnom intervencijom kako bi se osigurala sigurnost korisnika i očuvala reputacija tvrtke Nissan.


OEM Price : 44000€
EVC: 400€
Part number: 295B05SH6E, 295B05SH0A, 295B95SH0A, 293405SH2C
Errors: P31E7-00, P0AA6-1A HV battery voltage system isolation

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Mercedes EQV – “May the defect be with you”


Challenges with the EQV Electric Motor: Insights and Observations

Over the past decade, experiences with vehicles under the three-pointed star emblem have highlighted recurring challenges, regardless of the type of drivetrain—be it diesel, hybrid, or electric. These challenges often stem from design oversights that can lead to serial defects, with warranty coverage that leaves owners feeling unsupported.

A well-known courier service, which has integrated several Mercedes-Benz EQV vehicles into its fleet, recently faced such issues. One of their vehicles, with only 28,000 km on the odometer, experienced an electric motor failure. Despite being under two years old, the motor was not covered under warranty, leaving the owner with an estimated repair cost of €7,500.

Diagnosis and Repair Attempts

Upon conducting a system reset, the motor briefly resumed operation but deactivated again under minimal load, triggering a familiar “anomaly” error. Diagnostics, both independently and through authorized service, confirmed the electric motor as the root cause.

Dismantling the motor revealed its considerable size and weight—over 250 kilograms—including its steel housing. Despite its weight, the motor’s power output of 80 kW seems insufficient for a vehicle with a mass of 3,200 kg, raising concerns about underengineering for this specific application.

Upon inspection of the drive unit, which is reportedly manufactured by ZF in Serbia, coolant leakage was discovered within the stator. The cooling system, using antifreeze similar to early Tesla Model S designs, showed evidence of glycol entering the stator. Thermal expansion appeared to have cracked the insulation on the windings, leading to a short circuit and localized burning of one phase. Fortunately, the inverter remained undamaged.

Parking Lock Design and Its Impact

One of the more notable design challenges lies in the parking lock mechanism integrated into the electric motor. Each time the vehicle is parked and the parking function is engaged, even minor wheel movement causes the rotor to spin approximately nine times faster. Simultaneously, the parking lock engages, violently halting the rotor. This repeated action can lead to a cascade of issues:

  1. Bearing damage in the differential where the lock engages.
  2. Failure of the bearing at the opposite end of the rotor, compromising the coolant seal and allowing antifreeze leakage.

Despite having sensors capable of preventing this scenario, the system lacks the necessary safeguards to disable the parking lock when wheel movement is detected. Alternative solutions, such as an electronic parking brake, could mitigate these issues.

Insights and Recommendations

The EQV’s motor design raises questions about its long-term reliability, particularly in heavy vehicles. While other vehicles like the Renault Zoe or Smart use similar systems, the EQV’s mass amplifies these challenges. For owners of such vehicles, a key recommendation is to avoid engaging the parking lock while the vehicle is in motion. Instead, manually apply the brake before shifting into the parking mode to prevent potential damage.

For those considering an electric vehicle, opting for models with separate electronic parking brakes, rather than integrated parking lock systems, may offer longer motor lifespan and reduced maintenance risks.

Local Solutions and Opportunities

One positive aspect of electrification is the opportunity to support local economies and craftsmanship. In this case, the restoration, analysis, and parts procurement for the motor repair were completed within a 2-kilometer radius of the workshop, showcasing the potential for localized repair ecosystems to thrive outside the traditional fossil fuel industry’s monopoly.

Warranty Limitations

In this instance, the electric motor’s warranty, limited to two years, was a key barrier to cost-effective repair. For fleet operators and individual owners alike, understanding the scope of warranty coverage is crucial when investing in electric vehicles.

HRVATSKI:
Izazovi s električnim motorom EQV: Uvidi i preporuke

Posljednjih deset godina iskustva s vozilima pod znakom trokrake zvijezde ukazala su na ponavljajuće izazove, bez obzira na vrstu pogonskog sustava – bio to dizel, hibrid ili električni. Ti izazovi često proizlaze iz nedostataka u dizajnu koji mogu dovesti do serijskih kvarova, dok pokriće jamstva često ostavlja vlasnike bez podrške.

Jedna poznata kurirska služba, koja je u svoju flotu uvrstila nekoliko Mercedes-Benz EQV vozila, nedavno se suočila s ovakvim problemima. Jedno od njihovih vozila, s prijeđenih samo 28.000 km, doživjelo je kvar električnog motora. Iako je vozilo staro manje od dvije godine, motor nije bio pokriven jamstvom, što je vlasnika suočilo s troškom popravka od procijenjenih 7.500 €.

Dijagnoza i pokušaji popravka

Tijekom resetiranja sustava, motor je nakratko ponovno proradio, ali se ubrzo deaktivirao pod minimalnim opterećenjem, prikazujući poznatu grešku “anomalia”. Dijagnostika, provedena neovisno i u ovlaštenom servisu, potvrdila je da je uzrok problema električni motor.

Rastavljanje motora otkrilo je njegovu značajnu veličinu i težinu – preko 250 kilograma, uključujući čelični okvir. Unatoč težini, snaga motora od 80 kW čini se nedovoljnom za vozilo mase 3.200 kg, što dovodi u pitanje prilagođenost dizajna ovom specifičnom modelu.

Pregled pogonske jedinice, za koju se navodi da je proizvedena u ZF tvornici u Srbiji, otkrio je curenje rashladne tekućine unutar statora. Sustav hlađenja, koji koristi antifriz, sličan je dizajnu ranih Tesla Model S vozila, no u ovom slučaju, glikol je prodro u stator. Toplinska ekspanzija uzrokovala je pucanje izolacije na namotajima, što je dovelo do kratkog spoja i izgaranja jednog dijela faze. Srećom, inverter nije oštećen.

Dizajn mehanizma zaključavanja i njegov utjecaj

Jedan od značajnijih problema dizajna odnosi se na mehanizam zaključavanja u parkirnom položaju, koji je integriran u električni motor. Svaki put kada se vozilo parkira i aktivira parkirna funkcija, čak i minimalno kretanje kotača uzrokuje da se rotor okrene devet puta brže. Istovremeno, mehanizam zaključavanja nasilno zaustavlja rotor. Ovo ponavljano djelovanje može dovesti do kaskadnih problema:

  1. Oštećenja ležaja diferencijala na mjestu gdje se zaključavanje aktivira.
  2. Kvara ležaja na suprotnom kraju rotora, što ugrožava brtvu rashladne tekućine i uzrokuje curenje antifriza.

Iako sustav ima senzore koji bi mogli spriječiti ovu situaciju, nedostaju potrebne zaštite kako bi se deaktiviralo zaključavanje kada je detektirano kretanje kotača. Alternativna rješenja, poput električne parkirne kočnice, mogla bi ublažiti ove probleme.

Uvidi i preporuke

Dizajn motora EQV-a postavlja pitanja o njegovoj dugoročnoj pouzdanosti, posebno kod težih vozila. Dok drugi automobili poput Renault Zoe ili Smart koriste slične sustave, masa EQV-a dodatno pojačava ove izazove. Za vlasnike takvih vozila, ključna preporuka je izbjegavati aktiviranje zaključavanja dok je vozilo u pokretu. Umjesto toga, ručno aktivirajte kočnicu prije prebacivanja u parkirni položaj kako biste spriječili potencijalna oštećenja.

Za one koji razmatraju kupnju električnog vozila, preporučuje se odabir modela s odvojenim elektronskim parkirnim kočnicama, umjesto integriranih sustava zaključavanja, jer oni mogu osigurati dulji vijek trajanja motora i smanjiti rizik od skupih popravaka.

Lokalna rješenja i prilike

Jedan od pozitivnih aspekata elektrifikacije je prilika za podršku lokalnim gospodarstvima i obrtima. U ovom slučaju, obnova, analiza i nabava dijelova za popravak motora obavljeni su u radijusu od 2 kilometra od radionice, što pokazuje potencijal za razvoj lokalnih ekosustava popravaka izvan monopola fosilne industrije.

Ograničenja jamstva

U ovom slučaju, jamstvo na električni motor, ograničeno na dvije godine, pokazalo se ključnom preprekom za isplativ popravak. Za upravitelje flota i pojedine vlasnike, razumijevanje opsega jamstvenog pokrića ključno je pri ulaganju u električna vozila.

Part number: A4473402401, A4479004711, A4479013905, LE6000, A4473407600, 601-20857-00, 634-05058-03, 3840000462, M4160A1288, A4473400501, 7899019100, 2229021821, 7899045800,
Errors: P2C8500, Electric motor making noise,
Warranty: declined (2years)

Processor: TC277T
OEM Price: 7500€
EV Clinic Price: 2500-3500€

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Electric EQV – Battery defect

The Evolution of Challenges in the EU Automotive Industry

If you’re curious about the factors contributing to the challenges within the EU car industry, this article explores some key trends and issues. While advancements in automotive technology have been groundbreaking, concerns have emerged over practices that may not always prioritize the consumer’s best interests.

A History of Design Controversies

Over the years, some vehicle components and systems have been criticized for appearing to be engineered with predetermined lifespans. These “programmed faults,” as some refer to them, range from mechanical to electronic systems and have become a recurring theme in discussions about reliability and repair costs.

For instance, early examples include the SBC (Sensotronic Brake Control) system on the W211 Mercedes-Benz. This system had a built-in counter limiting its use to approximately 200,000 braking applications. Once this limit was reached, the system would enter a fault state, requiring a replacement at significant cost, even if the unit was otherwise fully functional.

Modern Complexities: Exponential Growth of Issues

Over time, the complexity of such systems has grown, encompassing a broader range of vehicle components:

  • Steering Column Electronics (SCCM): Faults in these systems can immobilize the vehicle.
  • Dual-Clutch Transmissions and Sensors: Wear-related faults in these systems often lead to significant repair costs.
  • Battery Management Systems (BMS): In some electric vehicles, even minor accidents can trigger fault codes that render a perfectly functional battery unusable.

Electric Vehicles: A New Frontier of Challenges

The rise of electric vehicles (EVs) has brought about a new set of concerns. A recurring issue involves batteries being deactivated following minor accidents, even when airbags fail to deploy. For example, Mercedes-Benz EQV owners have reported that a minor impact resulted in a fault code deactivating the battery, with no straightforward method for reactivation. This leaves consumers with no choice but to replace the battery at a staggering cost—reportedly as high as €75,000 for the EQV.

The issue appears to stem from one-time programming errors embedded in the Battery Management System. These errors, designed without service access or the ability to reset through traditional diagnostic tools, have led to frustration among owners and independent repair specialists alike. Advanced technical methods, such as direct access to the processor (BDM), are often the only solution, raising ethical and consumer protection concerns.

Broader Implications for Consumers and Insurers

These issues are not only frustrating for vehicle owners but also place a burden on insurers. Battery replacements triggered by software faults are leading to increased claims, which could, in turn, result in higher insurance premiums. The media often frames these challenges as EV-specific failures, overshadowing the systemic design flaws that affect both traditional and electric vehicles.

Recommendations for Consumers

Given the prevalence of these challenges across various brands and models, it is essential for consumers to conduct thorough research before purchasing. In particular:

  • Mercedes-Benz EV Models: Recent cases have highlighted recurring issues across EQC, EQB, EQA, and hybrid series.
  • Independent Repair Costs: Repairs for some EVs may involve significant labor and technical expertise, leading to higher costs for consumers.

At EV Clinic, we are continually developing solutions for these challenges but must also adapt our pricing models to reflect the complexities involved. For certain EV models, repair prices have been adjusted to reflect the increased technical demands and discourage reliance on problematic platforms.

Conclusion

The automotive industry’s advancements have brought many benefits, but they have also introduced complexities that can sometimes work against the consumer. It is crucial for manufacturers, policymakers, and independent repair specialists to collaborate in addressing these challenges, ensuring transparency and fair treatment for vehicle owners. By raising awareness, we aim to promote a balanced conversation about the future of automotive technology and consumer rights.

HRVATSKI:

Razvoj izazova u automobilskoj industriji EU-a

Ako vas zanima što je dovelo do trenutnih izazova u automobilskoj industriji EU-a, ovaj članak istražuje ključne trendove i probleme. Iako su tehnološka dostignuća u automobilizmu bila revolucionarna, pojavile su se zabrinutosti vezane uz prakse koje možda nisu uvijek u najboljem interesu potrošača.

Povijest dizajnerskih kontroverzi

Kroz godine, pojedine komponente i sustavi vozila kritizirani su zbog naizgled programirane ograničene trajnosti. Ovi “programirani kvarovi”, kako ih neki nazivaju, protežu se od mehaničkih do elektroničkih sustava i postali su česta tema u raspravama o pouzdanosti i troškovima popravaka.

Primjer iz ranijih godina je SBC (Sensotronic Brake Control) sustav na Mercedes-Benz W211 modelima. Ovaj sustav imao je ugrađeni brojač koji je ograničavao njegovu uporabu na otprilike 200.000 kočenja. Kad bi taj prag bio dosegnut, sustav bi ulazio u stanje kvara, zahtijevajući zamjenu po značajnom trošku, čak i ako je jedinica bila potpuno funkcionalna.

Moderni izazovi: Eksponencijalni rast problema

Tijekom vremena, složenost ovih sustava je rasla, obuhvaćajući širi spektar komponenti vozila:

  • Elektronika upravljačkog stupa (SCCM): Kvarovi na ovim sustavima mogu onemogućiti vozilo.
  • Mjenjači s dvije spojke i senzori: Kvarovi povezani s trošenjem često uzrokuju značajne troškove popravaka.
  • Sustavi upravljanja baterijom (BMS): Kod nekih električnih vozila, čak i manji sudari mogu aktivirati kodove kvara koji onemogućuju potpuno funkcionalnu bateriju.

Električna vozila: Novi izazovi

Pojava električnih vozila (EV) donijela je nove zabrinutosti. Česti problem uključuje deaktivaciju baterija nakon manjih sudara, čak i kada zračni jastuci nisu aktivirani. Na primjer, vlasnici Mercedes-Benz EQV modela prijavili su da je manji sudar rezultirao kodom kvara koji je deaktivirao bateriju, bez jednostavne metode za ponovnu aktivaciju. To ostavlja potrošače bez izbora osim zamjene baterije po izuzetno visokoj cijeni — navodno čak 75.000 eura za EQV.

Problem leži u greškama jednokratnog programiranja ugrađenim u sustav upravljanja baterijom. Te greške, dizajnirane bez servisnog pristupa ili mogućnosti resetiranja putem tradicionalnih dijagnostičkih alata, izazivaju frustracije kod vlasnika i nezavisnih servisera. Napredne tehničke metode, poput izravnog pristupa procesoru (BDM), često su jedino rješenje, što otvara etička pitanja i pitanja zaštite potrošača.

Šire implikacije za potrošače i osiguravatelje

Ovi problemi nisu samo frustrirajući za vlasnike vozila, već i opterećuju osiguravatelje. Zamjene baterija izazvane softverskim kvarovima dovode do povećanih zahtjeva za naknadom štete, što bi moglo rezultirati višim premijama osiguranja. Mediji često prikazuju ove izazove kao specifične za EV, zasjenjujući sustavne dizajnerske nedostatke koji utječu i na tradicionalna i na električna vozila.

Preporuke za potrošače

S obzirom na prevalenciju ovih izazova na različitim markama i modelima, važno je da potrošači detaljno istraže prije kupnje. Posebno:

  • Mercedes-Benz EV modeli: Nedavni slučajevi istaknuli su ponavljajuće probleme kod EQC, EQB, EQA i hibridnih serija.
  • Troškovi nezavisnih popravaka: Popravci za određena EV vozila mogu uključivati značajan rad i tehničku stručnost, što rezultira višim troškovima za potrošače.

U EV Clinic-u kontinuirano razvijamo rješenja za ove izazove, ali moramo prilagoditi naše cjenovne modele kako bismo odražavali složenost uključenu u ove popravke. Za određene EV modele, cijene popravaka su prilagođene kako bi odražavale povećane tehničke zahtjeve i obeshrabrile oslanjanje na problematične platforme.

Zaključak

Napredak u automobilskoj industriji donio je mnoge prednosti, ali je također uveo složenosti koje ponekad djeluju protiv interesa potrošača. Ključno je da proizvođači, zakonodavci i nezavisni serviseri surađuju u rješavanju ovih izazova, osiguravajući transparentnost i pravedan tretman za vlasnike vozila. Podizanjem svijesti nastojimo potaknuti uravnoteženu raspravu o budućnosti automobilske tehnologije i pravima potrošača.


Part number: A4473402301, A4479020210, A4479043200, A4479015406
Battery: 100kWh CATL 285Ah
Processor: TC275 Infineon locked
Error: P0CA700 The discharge current of the high-voltage battery…
OEM repair: approx. €75,000
EVC: €10,000
Credits: Askold

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What is OBC – Tesla GEN3 3PH OBC refurbish

What is OBC? There is no simpler device in the world that is impossible to explain to EV users and Plug-sponsor-in Hybrids. OBC stands for ON BOARD CHARGER. Its location is always in the vehicle and it has the task of converting the current from the “pole” into current for the “accumulator”, it converts AC alternating current into DC 400V direct current, because the battery is a DC source. Just as a cell phone is a DC 3.7V source and is charged with an OBC adapter in the socket, so too is an EV charged from any raw power plant via an OBC integrated rectifier. The EV has that adapter built into the vehicle so that it can charge at ANY AC three-phase/single-phase outlet. It is the only sensitive “no servicing at all I swear ” module on EV but mostly on Hybrids. The failure is mostly caused by an external influence such as an unstable sine wave source, interference, large consumers on a remote network, a short circuit of another consumer in the same AC network, overheating of the socket lines, repeated tripping of the fuse, forced shutdown of charging, etc. While the DC city charging station is essentially a station that it has 5-6 OBC rectifiers (that’s why it’s huge) of 15 kilos each and its task is to charge the battery with already rectified DC current from the AC network. Everything should be clear to everyone, because if an EV had all those OBCs for fast charging, it would be 200-400 kilos heavier. From the example in the picture, a GEN3 OBC 17KW from Tesla Model X arrived from Germany, also used on the Model S from 2016 to 2021. One of the most durable, with a damaged rectifier of phases L1 and L3, 4 fuses of 45 euros each and several protective IGBTs and Diodes ( means AC input). And the failure of the OBC caused a short circuit of another consumer on the network of the same facility, a Mercedes Plug-sponsor-in hybrid was connected on which its defective OBC tripped all the fuses and damaged this OBC on the Tesla. Taking out the L1 and L3 PCBs is like giving birth to the truth from politicians. All 15 kilos of matter need to be well preheated, in order to desolder 300 VIAs and Pins, a few hours of work and tricky skilled disassembling with a few hidden wires and sensors. We have 5-6 pieces of OBC ready and 1-2 for parts and to prevent “it worked when I arrived”. On some vehicles, this is an extremely expensive component, I will cite a few examples: VW Idx 1200EUR, Tesla 2500EURO, Model 3/Y 900eur, Ion Zero 7000EUR, Mercedes Smart 5500-8000, Nissan Leaf 7500, BMW Hybrid 1500-3500, Renault Hybrid 4000 -6000 EUR, Renault Zoe 800-1500 EUR, VW Audi Hybrid 4000-5000 EUR.

Tesla OnBoard Charger OBC Refurbish

CROATIAN:

Sto je OBC? Ne postoji na svijetu jednostavnijeg uredjaja kojeg je nemoguće objasniti korisnicima EV i Plug-sponzor-in Hybridima. OBC je skraćenica za ON BOARD CHARGER. Negova je lokacija uvjek u vozilu i ima zadatak da struju sa “bandere” pretvori u struju za “akumulatora”, znači da pretvori AC naizmjeničnu u DC 400V istosmjernu, jer je baterija DC izvor. Kao što je mobitel DC 3.7V izvor i puni se sa OBC adatperom na uticnici tako se i EV puni sa bilo koje sirove elektrane putem OBC integrirano ispravljača. EV taj adapter ima ugradjen u vozilo da bi mogao puniti na SVAKOJ AC trofaznoj/jednofaznoj utičnici. To je jedan jedini osjetljivi “nikad ništa materemi” modul na svakom EV. Kvar je većinom izazvan vanjskim utjecajem tipa nestabilan sinus izvora, smetnje, veliki potrošači na udaljenoj mreži, kratak spoj drugog potrošača u mreži, pregrijavanje vodova utičnice, ponavljajuce iskakanje osigurača, nasilno gašenje punjenja itd. Dok je DC gradska punionica u biti stanica koja u sebi ima 5-6 OBC ispravljača (zato i jeste ogromna) od po 15 kila i njen je zadatak da bateriju puni već ispravljenom DC strujom iz AC mreže. Svima treba biti jasno sve, jer da bi EV imao sve te OBC za brze punjenje bio bi tezi za 200-400 kila. Iz primjera sa slike stigao je iz Njemačke GEN3 OBC 17KW sa Tesle Model X, koristen i na Model S od 2016 do 2021. Jedan od najizdrzljivijih kojemu je oštećen ispravljač faze L1 i L3, 4 osigurača od po 45eura i nekoliko zastitnih IGBT i Dioda (znaci AC ulaz). A kvar OBC je uzrokovao kratak spoj drugog potrošača na mreži istog objekta, spojen je neki Mercedes Plug-sponzor-in hybrid na kojem je njegov neispravan OBC poizbacivao sve osigurace i ostetio ovaj OBC na Tesli. Vađenje L1 i L3 PCB-a je kao porađanje istine iz političara. Svih 15 kila materije treba dobro predgrijati, da bi odlotao 300 VIA i Pinova, nekoliko sati posla i pipanja da ne potrgaš nekoliko skrivenih žica i senzora. Mi se većinom detaljno pripremimo kao za iskrcavanje na normandiju pa imamo 5-6 komada OBC spremnih i 1-2 za dijelove i da spriječimo “to je radlo kad sam dotro”. Na nekim vozilima ovo je iznimno skupa komponenta, navest cu par primjera: VW 1200EUR, Tesla 2500EURO, Model 3/Y 900eur, Ion Zero 7000 EUR, Mercedes Smart 5500-8000, Nissan Leaf 7500, BMW Hybrid 1500-3500, Renault Hybrid 4000-6000 Eur, Renault Zoe 800-1500eur, VW Audi Hybrid 4000-5000 eur.

Faults :
Part numbers: 1035647-01-B, 1035647-01-E, 1055139-01-B, 1066510-02-A, 106651002A, 106651002, 1066510-02-A, 105253200D, 105253200, 1052532-00-D, 104608800F, 104608800, 1046088-00-F, 103825100E, 103825100, 1038251-00-E
Price:
Tesla OEM: 2300EURO
EVC: 600-1500EURO

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Tesla Model S 85 – 320000KM DIE HARD

We do not only repair electronic on component level, we do not only research and develop solutions for them. We got very capable team of mechanic engineers to repair even hardest mechanical defects on powertrains. Model S 85 arrived with defect and still original Large Drive unit (BASE). Loud low and high pitch rattling noise was coming from it. We completely dissembled rotor site and gearbox side. First coolant penetrated external rotor shaft ball bearing on rubber shaft seal, it was overheated and damaged. Coolant then enter ball bearing and flushed oil lubricant. Second spot of failure was internal ball bearing on first gear from rotor, probably because of damaged rotor bearing. And third spot was High voltage cable water ingress. Lets say 9 years and 320000km without any servicing made some marks on it, but not unsolvable. This drive unit cant hold more than 250000-300000 without gearbox lubricant change, gearbox cleaning and ball bearing change. Big output power of 280kw should be maintained. First signs for servicing are covered by 3 universal rules: 1-noise 2-vibration 3-oil/coolant/body overheating. If you hear any of that, it is better to prevent it.

Ne repariramo samo software i hardware na “componente level”, ne istražujemo i ne razvijamo samo rješenja za njih vec imamo i vrlo sposoban tim mašinskih inženjera za popravak čak i najtežih mehaničkih kvarova na pogonskim sklopovima elektricnih vozila. Model S 85 stigao je s djelomicnim kvarom i još uvijek originalnim Large DRIVE UNIT. Iz njega je dolazio glasan zvuk zveckanja niskog i visokog tona. U potpunosti smo rastavili stranu rotora i stranu diferencijala. Prvo je rashladno sredstvo prodrlo u vanjski kuglični ležaj (koji se hladi antifrizom) osovine rotora na samom semeringu osovine, pregrijalo se i oštetilo dual lip brtvu. Rashladna tekućina zatim ušla u kuglični ležaj i ispralo mast u ležaju. Drugo mjesto kvara bio je unutarnji kuglični ležaj na prvom zubčaniku prijenosa od rotora, vjerojatno zbog oštećenog vanjskog ležaja rotora. I treće mjesto bio je ulazak vode u visokonaponski kabel (to jos nije bio kvar, ali mogao je biti nekad kroz 50000km). Voznja od 9 godina i 320 000 km bez ikakvog servisiranja ostavilo je neke tragove na njemu ali ne nerijesive. Po ovim procjenama nase analize dva motora, ova pogonska jedinica ne može izdržati više od 250000-300000 bez promjene maziva mjenjača, ispiranja diferencijala i promjene kugličnih ležajeva. Treba održavati veliku izlaznu snagu od 280kw. Prvi znakovi za servisiranje pokriveni su 3 univerzalna pravila: 1-buka 2-vibracije 3-pregrijavanje ulja/antifriza/kućišta.

Fault: Vibration at hard acceleration, squeaking noise on low speed, ratling noise.

Part number: 1007972-00-B, 1056680-00-Q, 1002633-00-T, 1002633-01-P, 1002633-01-T, 1025276-00-Q, 1025598-00-P, 1025598-00-T, 1025276-00-Q, P1002887-01-E, P1062387-00-B, P1057981-00-B, 1058273-03-F,

Possible alerts: DI_W108, DI_W072, DI_F072,

Price Tesla Service center : 4900 € + VAT
EV Clinic : 1000-2800€ + VAT

Large DU refurbish – Mechanic and electronic

If you need repair TRAINING, PART LIST or REPAIR KIT, you can order it from us. Feel free to contact us.

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Part 1 – S85 battery refurbish – Water ingress

PART 1 – The king of the asphalt and the icon of eMobility has arrived, the only vehicle without a single programmed failure and, in our opinion, the best drive system in the world. The only EV that goes over thousands of kilometers, on which it is possible to fix absolutely every fault up to 20x cheaper than for any other EV. The only vehicle that does not need any multiplexer and diagnostics, because the vehicle is a laptop with its own integrated diagnostics, i.e. the display system is Linux Ubuntu. Defects like the one that came up, battery failure are also the cheapest to solve of all EVs on the market. Breakdowns start from €200 to €4,500 and occur only at 200,000-30,000 km. I mean that exclusively on the S85 battery pack. The other S75 90 and 100 are almost indestructible even at 500,000 km. This one came with a breakdown of the insulation from the High Voltage system to the chassis. In a microsecond the system activated PERMANENT ISO F123 to protect the rest of the system. After testing the HV distribution box, we found that it is not the external insulation, but the internal insulation in the battery. In such scenarios, it is VERY IMPORTANT to remove the battery IMMEDIATELY, meaning IMMEDIATELY, not tomorrow or the day after tomorrow or in a month, because total damage occurs. The owner immediately brought the vehicle to the EV Clinic LAB as recommended. The battery was immediately removed and further damage stopped. This battery pack has 4 damaged modules and we will restore them all, the BMS must be repaired and reprogrammed. This is also one of the worst cases we have had and fast delivery was key. Battery failed on 260000km

Workshop is located in Croatia. We can organize repair in our franchise in Germany, Istanbul, Montenegro, Serbia, Romania or we can send tow truck to pick it up and deliver it to our lab in Zagreb.

PART 1 – Stigao kralj asfalta i ikona eMobility-a, jedino vozilo bez ijednog programiranog kvara i po nama najkvalitetnijim pogonskim sustavom na svijetu. Jedini EV koji prelazi tisuće kilometara na kojem je moguće apsolutno svaki kvar otkloniti i do 20x jeftinije nego za bilo koji drugi EV. Jedino vozilo kojemu ne treba nikakav multiplexer i dijagnostika, jer je vozilo laptop sa svojom integriranom dijagnostikom tj sustav zaslona je Linux Ubuntu. Defekti kao ovaj što je došao, kvar baterije su i najjeftiniji za rijesiti od svih EV na trzistu. Kvarovi pocinju od 200€ do 4500€ i javljaju se tek na 200000-30000km. To mislim iskljucivo na S85 battery pack. Ostali S75 90 i 100 su skoro pa neunistivi i na 500000km. Ovaj je došao sa probojem izolacije sa Highvoltage sustava na šasiju. Sustav u mikrosekundi je aktivirao PERMANENT ISO F123 da zastiti ostatak sustava. Nakon ispitivanja HV razvodne kutije ustanovili smo da nije vanjska izolacija već unutaranja u bateriji. Kod takvih scenarija VRLO JE BITNO da se baterija skida ODMAH, znači ODMAH, ne ni sutra ni prekosutra ni za mjesec dana jer nastupa totalna šteta. Vlasnik je odmah dovezao vozilo po preporuci u EV Clinic LAB. Baterija odmah skinuta i daljnja šteta zaustavljena. Ovaj battery pack ima ostecena 4 modula i sve ih budemo restaurirali, BMS moramo reparirati i reprogramirati. Ovo je ujedno i jedan od najgorih slučajeva koje smo imali i brza dostava je bila ključna. Vozilo je 9 godina staro, baterija je bilo jednom na servisu i ima 260000km sa jos originalnim diskovima i plocicama. S obzirom da ima besplatno punjenje dozivotno ovaj je ustedio bar 35000€ samo na gorivu. Takodjer po nasim procjenama i dosadasnjim iskustvom cak i ova stara S85 se moze preventivno 2-3 komponente zastiti da do kvara uopce ni ne dodje.

Errors:

BMS_F123

BMS_F107

BMS_F027

BMS_u029

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Battery Repair Smart 453 EQ

Troy fell because of horses and EV trust will fall because of this Smart 453 (not 451 which is 10x better). There is nothing worse to work on, repair and pay for defects. Each breakdown is €5,000 starting price up to €15,000. This one came from Belgrade with only 2000 km on the clock. The battery went into programmed BMS failure for unknown reasons. After that, the BMS is permanently locked, it cannot even drive or charge. This failure was unsolvable until we were the first in the world, after 6 months of work, (4 years ago) to crack the OTP programmed failure for the first time, to manually fix it in the eeprom of the SPC564 processor. Programming the BMS controller alone is not enough, as the newly created deep discharge failure was not resolved, recovery charging and balancing needed. The removal of this defect to an authorized service center costs €15,000 and there was no alternative before. This battery normally has 4 serial errors: internal instrument ISO ohmmeter defect, processor defect, programmed failure with amplifier how many times you activate the contact (180000), hardware error boot sector on 12V powerglitch bug, voltage drop due to low SOC discharge…etc etc. Most of the crying happens already at 20,000-30,000 km. It is advisable to recommend the vehicle to the mother-in-law, stepmother, ex-wife and other enemies.

Troja je pala zbog konja a EV povjerenje će zbog ovog Smarta 453 (ne 451 koji je 10x bolji). Nema goreg za raditi, popravljati i plaćati defekte. Svaki kvar je 5000€ start cijena pa sve do 15000€. Ovaj je došao iz Beograda sa samo 2000 km na satu. Baterija je otišla iz nepoznatih razloga u programirani BMS kvar. Nakon toga se BMS trajno zaključa, ne može ni voziti ni puniti. Ovaj kvar je bio ne riješiv dok nismo prvi u svijetu nakon 6mj posla (prije 4 godine) uspjeli provaliti po prvi put OTP programirani kvari, ručno ga otkloniti u eeprome SPC564 procesora. Samo programiranje BMS kontrolera nije dovoljno ukoliko se ne rijesi i novo nastali kvar dubokog praznjenja, zatim punjenja i balansiranja. Otklon ovog defekta u ovlastenom servisu košta 15000€ i nije bilo alternative. Ova baterija inače ima vise od 4 serijeske greške: defekt ISO ohmmeter unutarnjeg instrumenta, defekt procesora, programirani kvar sa projačom koliko puta aktivirate kontakt (180000), hardwerska greška boot sector na 12V powerglitch bug, voltage drop zbog low SOC discharge… itd itd. Većina plakanja se dešava već na 20000-30000km. Vozilo je poželjno preporučiti punici, maćehi, bivšoj i ostalim dušmanima.

Errors: P18051C, P18051B, P0420F1, P030586, P03081, P044196

Partnumbers: a7899014200, 295101339R, A7893404504, A7893407201, A7899028300 , A7893403400 , A7895840238,

OEM Repair: 15000€

EVC Repair: 1200-5000€

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незнайомець у біді – Chevrolet Bolt

We see this “thing” for the first time, and we are repairing it for the first time. USA import without any support in Europe because GM/Chevrolet has completely withdrawn so there is no one to help but us. The call comes through an agency to see if we can help and arrange delivery through the HAK tow service. The battery, in addition to having a recall for defective cells, also has a phantom problem of “cell undervoltage” on all cells, and the voltage is correct but the vehicle does not start or drive. After a three-day analysis of data, errors and service bulletins, something is definitely not right with the HPCM2 or BMS module. According to recalls, HPCM2 has 2-3 serial errors hw and sw. In addition to the recalled cells, the battery also has a serial defect on the BMS hardware. One of the most difficult tasks to solve so far, the search starts from locating the HPCM2 (no moisture) then preparing and disassembling the battery system. The cover is made of plastic material with screws. At first there is no penetration of moisture or water. The contactors have not been arched or welded, the fuse is correct. The antifreeze did not penetrate anywhere. Dead end. Returning to the “school desk” and scrolling through the documentation, we find that there is a “shadow” error that permanently deactivates the battery in case of excessive deviation of critical parameters. We manage to find the command to delete the OTP error and the vehicle works again. The cause of the deactivation is unknown, but there are indications that the HPCM errors are false positives because the firmware is scrap and activates the battery safety mechanism by mistake. Some people in the USA have had their batteries changed 4-5 times unnecessarily and they were not the cause of the failure. GM engineers are like these Mercedes engineers when they screw up therapy. For 4 years, they changed the batteries for the owners because they did not know that if you press both the brake and the accelerator pedal at the same time, the battery is deactivated. The battery is 57kWh, manufactured by LG. New BMS ordered and we are looking for HPCM, it is nowhere to be bought. We repaired the vehicle for FREE because the costs are financed by the Hybrids with their placebo savings.

Po prvi put vidimo i ovo čudo, po prvi put ga i radimo. USA import bez ikakvog supporta u Europi jer je se GM/Chevrolet u potpunosti povukao tako da nema tko pomoći osim nas. Poziv stiže preko neke agencije da li možemo pomoći i dogovorimo dostavu preko HAK šlep službe. Baterija osim što ima opoziv na defektne ćelije takodjer ima i fantomski problem “cell undervoltage” na svim ćelijama a napon je ispravan, vozilo ne pali ni ne vozi. Nakon trodnevne analize podataka, grešaka i service bulletin-a nesto definitivno ne štima sa HPCM2 ili BMS modulom. HPCM2 po opozivima ima 2-3 serijeske greske hw i sw. Baterija osim opozvanih ćelija ima i serijsku gresku na hardware BMS-a. Jedan od najtežih zadataka do sada za riješiti, potraga kreće od lociranja HPCM2 (nema vlage) zatim pripreme i demontaže baterijskog sustava. Poklopac je od plastičnih materijala na vijke. Na prvu nema prodora vlage ili vode. Kontaktori nisu navarili ni zavarili, osigurac ispravan. Antifriz nije nigdje probio. Slijepa ulica. Ponovno u “školsku klupu” i listanjem dokumentacije nadjemo da postoji “shadow” greška koja trajno deaktivira bateriju u slučaju prevelikog odstupnja kritičnih parametara. Uspijemo naći komandu za brisanje OTP greške i vozilo ponovno proradi. Uzrok deaktivacije je nepoznat ali postoje indikacije da su HPCM greške false positive jer je firmware škart i aktivira sigurnosni mehanizam baterije greskom. Nekima su u USA uzastopno mjenjali baterije 4-5 puta nepotrebno a nisu bile uzrok kvara. GM inženjeri su kao ovi Mercedes inzenjeri kad fulaju terapiju. Oni su 4 godine mjenjali baterije vlasnicima jer nisu znali da ako pritisnes i kocnicu i pedalu akceleracije u isto vrijeme, umjesto screenshota, baterija se deaktivira. Baterija ima 57kWh, proizveo LG. Novi BMS naručen i HPCM trazimo, nema ga nigdje za kupiti. Vozilo smo osposobili besplatno jer troskove financiraju Hybridaši sa svojim placebo uštedama.

Errors: Hybrid/EV Battery Circuit Low Voltage, P0B6A, P0B6F, P0B74, P0B79, P0B7E, P0B83, P0B88, P0B8D, P0B92, P0B97, P0B3D, P0B9C, P0BA1, P0AFA, P0BBD, P1E00-00, U156D-00, P07B5, U18AC, U2603, U2604, U2605, U2606, U2617, U2618, U156D,

Part numbers: 24283992, 24286015, 24289828, 24285164, 23229363, 24284192, 24285321,

24284379, 24284728.

Chevrolet price: infinity

EVC price: for comrade 0€ (Hybrid sponsored)

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Renault Twizy – Buzzer with style

A small city EV conqueror came with a charge error and 5% SOC. The owner tried to replace the Onboard charger (new), but it still does not charge. After a little deeper analysis and advice from colleagues from France, the suspicion shifted to a possible defect in the battery. We open this 52V battery pack for the first time and immediately after lifting the lid it was clear that something was “cooked”. One would suspect that a clogged DPF or plastic EGR of the B47 engine was the main culprit, but miraculously it was not, for the first time. Unfortunately for diesel fans, the battery cell did not catch fire nor was it the cause of the defect, but some factory worker apparently forgot to tighten the nut on the fuse to the prescribed 9Nm, so it overheated and melted like when the DPF clogged on a Mercedes. A new cable with pressed copper lugs was made, a new fuse and everything tightened. Twizy has driven with this defect before because the battery has a separate input for charge and another for discharge (motor). After installation, everything worked immediately and the “Undervoltage” errors disappeared. Battery system is LG Chem with 14S 3S Pouch configuration. Cells LGX 6.1kWh. Very very similar and maybe the same as in one type of hybrid. One of our future projects that seems extremely simple is to expand the battery and increase the range using Tesla’s 18650 and 2170 cells. We missed one in the ad this summer, but we are getting one soon.

Twizy is definitely recommended (it can be driven by 16 years old) and is easily repairable.

CROATIAN

Mali gradski osvajač došao sa greškom punjenja i 5% SOC-a. Vlasnik probao zamjenuti Onboard charger (nov) ali opet ne puni. Nakon malo dublje analize i savjeta kolega iz Francuske sumnja je se preselila na mogući defekt u bateriji. Prvi put otvaramo ovaj 52V battery pack i odmah nakon dizanja poklopca jasno je bilo da se nešto “kuhalo”. Čovjek bi posumnjao da je bio začepljen DPF ili plastični EGR B47 motora glavni krivac ali za čudo nije, po prvi put. Baterijska ćelija se na žalost dizel fanova nije zapalila niti je bila uzrok defekta vec je neki gastarbajter izgleda zaboravio stegnuti maticu na osiguraču na propisanih 9Nm, pa se pregrijao i istopio kao kad se DPF začepio na Mercedesu. Napravljen je novi kabel sa naprešanim bakarnim šlapama, novi osigurač i sve stegnuto. Twizy je i prije vozio sa ovim defektom jer baterija ima odvojeni ulaz za charge i drugi za discharge (motor). Nakon montaže sve je odmah proradilo i greške “Undervoltage” su nestale. Baterijski sustav je LG Chem sa 14S 3S konfiguracijom Pouch. Cells LGX 6.1kWh. Vrlo vrlo slične a mozda i iste kao u jednoj vrsti hybrida. Jedan od naših budućih projekata koji se cine izuzetno jednostavni da se baterija proširi i domet poveća sa korištenjem teslinih 18650 i 2170 celija. Jedan nam je promakao u oglasimo ljetos, ali uskoro nabavljamo jednog.

Error : DF137 , DF174 , DF176

Part number: 296050463R, 296055206R, 634A44115, GER-40RN, 296156226R, 295B93949R, 293A01412R

Processor: MPC5516E

Price Renault: 4900€

EVC: 800€

Twizy je definitivno preporuka (moze ga se voziti sa 16god) i lako je popravljiv. 👌👍

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Continental Air compressor refurbish

Aircompressor repair – Sustainability and circular economy are our primary obsession, while for legacy manufacturers are just a dead letters on paper. One conclusion of our four years of “soldering and repairing” EVs and 14 years of repairing and soldering “fossil cars” is that there is a noticeable difference in the level of maintenance and financial ease of EV owners. First, there are far fewer parts and far fewer consumable parts on the EV, and in addition, owners have more freedom and time to take care of their “metal pets” in detail. A repairable battery and a repairable electric motor are not enough for us, we take the time to deal with other details to further reduce ownership costs. Here, we disassembled the Mercedes airmatic continental system compressor (yes, Tesla uses Mercedes system) after 9 years of use and we dealt with the procurement of parts to restore it. The plastic pressure piston in the compressor broke, which cannot be ordered separately from Tesla or Continental, of course it is available in the China. The compressor was cleaned, defective parts were replaced and part was made ready for further use on the vehicle.

Aircompressor repair – Održivost i kružna ekonomija, nama je primarna opsesija a legacy proizvodjačima samo slovo na papiru. Jedan zaključak četverogodišnjeg “lemljenja i šarafanja” EV i 14 godina šarafanja i lemljenja “fosilaša” je taj da se primjeti osjetna razlika u nivou održavanja i financijskoj ležernosti EV vlasnika. Prvo daleko manji broj dijelova i daleko manji broj potrošnih dijelova je na EV i uz to dotano vlasnici imaju više slobode i vremena detaljnije paziti na svoje limene ljubimce do krajnih detalja. Nama nije dovoljna popravljiva baterija i popravljiv elektromotor, damo si vremena pozabaviti se drugim detaljima da još smanjimo troškove vlasništva. Ovdje smo kompresor Mercedes airmatic continental sistem (da, Tesla koristi od Merđe) rasklopili nakon 9 godina korištenja i pozabavili se nabavom dijelova da ga restauriramo. Došlo je do pucanja plastičnog tlačnog klipa u kompresoru kojeg nema posebno naručiti ni u Tesli ni u Continentalu, naravno ima u kini. Kompresor očistili, neispravne dijelove zamjenuli i dio osposobili za daljnje koristenje na vozilu. 

Partnumber: Continental 6006403
Vehicle: Tesla Model S 2013 – 2016
Tesla OEM: 910 EURO
Aftermarket: 500 EURO
EVC: 150 EURO Refurbish

You can order your KIT for DIY repair:

Suspension Aircompressor repair kit – Continental 6006403