EVC is vertically integrated startup, from research & development for repair solutions, electronic and mechanic defects, giving customers unique experience “All in one” service solution. We have exponential growth demand across all of europe, we have customers coming even from Greece for preventive repairs and we give advantage to non-driving EV’s. Soon we will expand more, we are trying to find best model to open first fully owned EVC in Austria or even sustainable franchise model. We are overbooked 1 month in advance, so we nicely ask for patience. This customer waited 1 month with defect Large Drive Unit commonly known for premature failure on coolant seal. But surprisingly this LDU is not RMN (Reman), it was originally built P-TECH MECH and car made 250t km with original motor. It didnt leak coolant, but rotor jackshaft ballbearing metal jacket failed and damaged 2 gears inside. Oil was very dirty and contaminated. This confirms our theory from first LDU repair video from our youtube channel, that you should change Oil in gearbox at 200t km (Dexron VI). With oil change this ballbearing probably wouldnt fail. Second observation is that ballbearing had lot of arc dents from rotor discharge, that means this motor probably had buzzing noise comming from it during acceleration or normal driving. Rotor discharge is big automotive problem, it kills non-ceramic ballbearing, and this one suffer first. So listen your LDU, if it needs care, dont wait.
(model 3, Y not affected. Model S dual drive with letter D not affected)
And second important topic we will write about is Coolant delete for LDU which was released by Tesla and one USA company. I am afraid that might be downgrade, because Model S uses LDU for ehat scavenging in winter to heat up battery, that means you might lose some range, second most concerning issue is rotor ballbearing cooling, because squirrel cage rotor is producing heat similar tor stator, and it is overheating rotor ceramic ballbearing. Without cooling it might fail prematurely because we have seen on cars without cooling issue on rotor. Rotor spins over 10000rpm (tesla 18000) and in those cases rotor kills ballbearings below 100k km. Our rotor coating , coolant drain and teflon seal is roadtested and we can cofirm it is bulletproof solution for 200000km and still driving. No need for coolant delete downgrade.
In case when you destroy gears, that will cost more.
Part number: 1056681-00-P
Flatrate Reman price 2800€+tax
+Gears 800€
——————-
Example of other prices:
Phase board burnt: 800€
Stator tuning 3000€
PCB Inverter controler: 600€
EVC je vertikalno integrirani start-up, od istraživanja i razvoja za rješenja popravka, elektroničke i mehaničke greške, pružajući kupcima jedinstveno iskustvo “Sve u jednom” servisnom rješenju. Imamo eksponencijalni rast potražnje širom Europe, imamo kupce koji dolaze čak iz Grčke radi preventivnih popravaka i dajemo prednost nevoženim električnim vozilima. Uskoro ćemo se proširiti više, pokušavamo pronaći najbolji model za otvaranje prvog potpuno vlasničkog EVC-a u Austriji ili čak održivog franšiznog modela. Imamo predbukiranost od 1 mjeseca unaprijed, pa ljubazno molimo za strpljenje. Ovaj kupac je čekao 1 mjesec s defektom Velikog pogonskog modula koji je općenito poznat po prijevremenom otkazu brtve rashladnog sredstva. Ali iznenađujuće, ovaj LDU nije RMN (obnovljen), već je izvorno izgrađen od strane P-TECH MECH-a i automobil je napravio 250 tisuća km s originalnim motorom. Nije curio rashladno sredstvo, ali metalna ovojnica kugličnog ležaja glavnog vratila rotora propala je i oštetila 2 zupčanika unutra. Ulje je bilo jako prljavo i kontaminirano. Ovo potvrđuje našu teoriju iz prvog videa popravka LDU-a s našeg YouTube kanala, da biste trebali promijeniti ulje u mjenjaču na 200 tisuća km (Dexron VI). S promjenom ulja ovaj kuglični ležaj vjerojatno ne bi propao. Druga zapažanja su da je kuglični ležaj imao puno lukova od pražnjenja rotora, što znači da je ovaj motor vjerojatno imao zujanje tijekom ubrzanja ili normalne vožnje. Pražnjenje rotora je veliki problem u automobilskoj industriji, uništava kuglične ležajeve bez keramike, a ovaj je prvi pretrpio. Stoga slušajte svoj LDU, ako mu je potrebna njega, ne čekajte.
(model 3, Y nije pogođen. Model S dual drive s oznakom D nije pogođen)
I druga važna tema o kojoj ćemo pisati je brisanje rashladnog sredstva za LDU koje je Tesla i jedna američka tvrtka objavila. Bojim se da bi to mogao biti korak unatrag, jer Model S koristi LDU za skupljanje topline zimi kako bi zagrijao bateriju, što znači da biste mogli izgubiti neki doseg, drugo najvažnije pitanje je hlađenje kugličnog ležaja rotora, jer rotorski kavez proizvodi toplinu sličnu statoru, i pregrijavanje rotorskog keramičkog kugličnog ležaja. Bez hlađenja može prijevremeno propasti jer smo na automobilima bez problema s hlađenjem na rotoru vidjeli problem s rotacijskim kugličnim ležajem. Naše premazivanje rotora, odvod rashladnog sredstva i teflonski brtveni prsten testirani su na cesti i možemo potvrditi da je to neprobojno rješenje za 200.000 km i još uvijek vozi. Nema potrebe za smanjenjem brisanja rashladnog sredstva.
U slučaju uništenja zupčanika, to će koštati više.
Of course, it can, depending on the severity of the damage. Recently, we mentioned how important it is to inspect and perform a “reseal” on the battery after 6-7 years. Here, the original battery from a 2015 Tesla Model S P85D had water ingress directly into the high-voltage part where the pyrofuse is located. The vehicle shut down immediately and was brought from Austria through our partner channels for vehicle towing service. Tesla offered a complete new battery for around €20,000 (cheaper than a new CRT Audi 3.0 TDI diesel engine), even though the procedure could have been simple for them if they had removed and inspected it; they probably would have offered a Reseal, as we did. We won’t even use the word “repair” here because that procedure wasn’t even performed. We replaced the fuse cover, installed a new pyrofuse, new valves, and performed a full EVC reseal (business secret), so this battery, with 250k km on it, is ready for at least another 300k km.
Alert: BMS_F123
Tesla OEM: 20000€
Tesla with commitment: 2000€
EVC: 1450€ + tax
Može li se Tesla baterija reparirati za 1000€? Naravno da može i ovisi o težini kvara. Nedavno smo spominjali kaoliko je važno nakon 6-7 godina pregledati, ispitati i napraviti “reseal” baterije. Ovdje je originalna baterija iz 2015 sa Tesla Model S P85D imala prodor vode direktno u visokonaponski dio gdje se nalazi pyrofuse. Vozilo je se ugasilo odmah i doveženo je iz Austrije putem naših partner kanala za dovoz vozila. Tesla je u ponudi tražila kompletno novu bateriju nekih 20000€ (jeftinije od novog CRT Audi 3.0 TDI dizel motora) iako je zahvat i njima mogao biti jednostavan da su je skinuli i pregledali, vjerovatno bi ponudili Reseal kao i mi. Ovdje “reparacija” riječ necemo ni koristiti, jer taj zahvat nije ni napravljen. Ovdje smo izmjenili poklopac osiguraca, stavljen je novi pyrofuse, novi ventili i napravljen je puni EVC reseal (poslovna tajna) tako da je ova baterija da sa predjenih 250k km spremna za sledećih bar 300k km.
Dilema koja je mene brinula prije 5 godina kad sam birao prvu rabljenu Teslu, nisam imao koga pitati ali utjehu mi je nudila garancija na motor i bateriju od 8 godina. Ali sa tom tvornickom garancijom sam se pitao što kasnije nakon isteka, kako popraviti bateriju i motor. Nametnuti strah od toga je i prvi temelj EV CLINIC, misija ne da samo razbijemo mitove i stereotipe vec da i na održiv način rijesimo te buduće probleme električnih vozila i nakon 8 godina ne samo sebi već o drugima. Ja sam prelaskom na EV sam povećao svoj komfor je je vožnja udobnija i tiša, poboljšao ritam jer punim doma i svako jutro me čeka natankan do čepa za 10eura i poboljsao kvalitetu života jer ne trošim na naftu, redovne kvarove i servise fosilca
Čitatelji su nekolika puta pisali koju Teslu izabrati pa ćemo ukratko, čitljivo, bez puno razlaganja objasniti koji su vam kriteriji kod kupnje Tesle, koje prednosti a koje mane.
Tesla ima jedan od najkvalitetnijih, pouzdanijih i najjeftinijih pogonskih sustava na sviejtu a najveći nedostatak vezan za Tesla vozila nije samo vozilo, već degradirano iskustvo u ovlaštenim servisima gdje radi sve nestručnija mlada ekipa mehaničara i tehničara. Najveće razočarenje dosta vlasnika dolazi upravo iz lošeg iskustva u servisu gdje se problemi ne riješe, a nastanu novi problemi. Teslin srednji menadžment je donio odluku da se priortizira prodaja a ne servis, i tom odlukom uništavaju Tesla postprodajno iskustvu u temelju. Firstadopteri vrlo dobro znaju o čemu pričam.
MODEL S i X
Nekoliko puta sam se šaltao iz Model S u Model 3 i nazad, vozio sam i Model Y i Model X, ali kralj asfalta je Model S sa zračnim ovjesom jer je najudobniji i najtiši za vožnju.
Primarni kriterij većine kupaca Tesle je uvjek CIJENA, FREE SUPERCHARGER pa tek onda DOMET i ostali kriteriji. Napomena: samo vozila proizvedena do 4mj 2017 imaju FREE SUC (sc01) vezan za auto i ostaje sa autom. Napomena 2: neka vozila nema FREE SUC i prije 2017 ako su : preprodana Tesli staro za novo, ako je vlasnik ostetio auto i nije popravio u ovlastenom, ako je vlasnik prenio FREE SUC na novo vozilo, ako je kupljen u Norveskoj od dilera ostaje bez besplatnog punjenja. Napomena 3: Sva Model S i X vozila proizvedena do 3-2020 imaju garanciju 8 godina i NEOGRANICEN BROJ KILOMETARA Napomena 4: Poželjno je provjeriti da Tesla nije kojim slučajem UNSUPPORTED, što znači da je bila razbijena i recimo osiguranje proglasilo totalno štetu. Tad je Tesla proglasi nesigurno za cestu i trajno je deaktiviran SUPERCHARGER. Znaci nema punjenja na njihovim.
Najpouzdaniji Model S koje možete kupiti su modeli sa oznakom xxD što podrazumjeva da je DUAL DRIVE, pogon sa dva mala pouzdana el motora koji se hlade uljem i nemaju nikad problem sa prodorom vode vlage ili antifriza u zonu statora.
Najpouzdaniji modeli su 70D 75D sa snagom od 240kw i 85D 90D 100D sa snagom od 315kw
75D je apsolutni pobjednik cijele liste jer baterija usable od 72.4kWh , baterija doslovno istog kapaciteta kao i Model S 85 ali sa 14 blokova u bateriji, ne 16 što znači da je masa vozila manja za 50 kila. Osim toga 75D je i apsolutni pobjednik i sa brzinom punjenja na brzim punjacima gdje bez problema vuče 128KW snage i 200km dometa puni za 20 minuta čak i na vozilima preko 300000 predjenih kilometara.
Pouzdanost 75D modela je dokazana na modelima od 300,000 prijedjenih kilometara gdje i dalje vozi na original poluosovinama, sto recimo za 85D 90D 100D nije slučaj jer zbog vece snage 315kw i jačeg obrtnog momenta na prednjim kotačima trga kinetčki zglob poluosovine, sto je dodatni trošak od 2000eura svakih 100000km.
Modeli koji nose oznaku PxxD (a to su P85D, P90D, P100D) su manje pouzdani, a razlika je tome sto P modeli nose LARGE DRIVE UNIT na zadnjim osovinama, isti onaj LDU motor koji je u S85 i P85 modelima, isti onaj koji ima problem da propusti antifriz u stator sto moze dovesti do troska svakih 100000km od 7500eur u ovlastenom servisu. Doduše moram napomenuti da su to modeli sa preko 350kw snage i izrazito jakog obrtnog momenta i ubrzanja. Vozilo koje je namjenjeno za SPORT. Taj motor kad preventivno repariramo da ne dodje do proboja antifriza, taj motor je siguran narednih 300,000km
Modeli koji nose oznake S60 S70 S75 S85 S90 P85 P90 su RWD modeli bez prednjeg pogona, koji imaju prednju haubu 3x vecu od svih ostalih modela. To su modeli sa primarnim problemom elektromotora, motora koji je se nije proslavio zbog sasvim glupog propusta na semeringu rotora gdje antifriz unisti motor. Motor koji dokumentirano prelazi 800,000km. Tako kad kupujes ovaj model, poželjno je na vrijeme reparirati motor preventivno da se promjeni dizajn hladjenja rotora gdje više nije moguce da probije antifriz u motor sa novijom generacijom teflon semeringa. Znači taj model S koji kupite mora biti bar 5000 eura jeftiniji od Dual drive modela da vam se isplati. Preventivna reparacija motora kod nas je 2800eur+PDV 25% što je 3500 eura da se spriječi ikakav problem na motoru narednih 6-7 godina. Druga prednost ovih modela nad dualdrive je sto svi (skoro) imaju besplatan supercharger dozivotno, sto ekipa vrlo dobro iskoristi pa besplatno putuju po europi i na 100000km uštediš 13000eura nafte sto je pola placene vrijednosti same tesle.
Drugi problem ovih modela iz 2013 i 2014 godine su i njihove vec 9 godina stare baterije, službeno nazvana V1.5 verzija baterijskog sustava koja nema flet kablove po celijama i imaju problem sa prodorom vlage i vode. To su baterije koje mogu preći 600000km ako se preventivno rijesi nekoliko problema na bateriji, što kod nas dodje 1000eur +25% pdv.
I upravo taj model S85 ja vozim, ugradio sam 100kwh bateriju i prototip patched motor, vozilo ima free supercharger dozivotno. Taj model S RWD je nezamjenjiv iz vise razloga. Meni je najdraza prednja hauba u koju stane 3 putne torbe. Nevjerovatna je i zadnja hauba, gdje recimo kad idem u IKEA, oborim zadnja sjedista i imam prostora od sjedista do zadnje plastike 2 metra i 3 centa, sto znaci stane ikejin ormar ili drugi namjetaj po duljini i da zatvorim haubu. Moj Model S ima 382,000km na satu, original zračni ovjes, sad sam mjenjao prve prednje diskove i pločice (da nikad nije mjenjano). Ovjes vilice / viljuske sam mjenjao sve nekih 1200 eura materijala.
Koji model izabrati za najveći domet, recimo za taksiranje ili za duge poslovne puteve. Te nemojte razmisljati nista manje od Model S 100D, problem je nekima sto će očekivati da ima besplatno punjenje ali takav 100D u europi nije nikad prodan.
Kvarovi za modele 60 70 75 85 90 P85 P90: – PTC Heater kabine : NOV 700eur, EVC 300eur (svakih 300,000km) – PTC baterije: NOV 400eur (svakih 300000km) – Motor LDU : NOV 7500eur , EVC 3500eur (svakih 50,000km) – Baterija :NOVA 18000eur, EVC 1000-5500eur (svakih 600,000km uz preventivno RESEAL, svakih 150,000km bez) – Kvake na vratima: NOVA 250eur, EVC 80eur – Podizač stakala: NOV 280eur (svakih 150,000km vozacev) – Mehanizam brisača: NOV 400eur (svakih 200,000km) – Ovjes vilice kocnice: SVE NOVE oko 1200eur, diskovic plocice 700 (svakih 300,000km) – SPORO PUNI NA BRZIM PUNJAČIMA (osim ako ima novu bateriju 350V 88kwh kataloski 1014116) – OBC GEN2 charger: NOV 2500eur, EVC 1200 (svakih 250,000km, mreza ih pokvari) – Motorić parking ručne: NOV 650eur, EVC 150EUR , može se reparirati (svakih 250,000km) – Screen glue leak : NOV 800eur, MCU2 1500eur, EVC 450eur
Kvarovi za Modele 75D 85D 90D 100D: – PTC Heater kabine : NOV 700eur, EVC 300eur (svakih 300,000km) – PTC baterije: NOV 400eur (svakih 300000km) – Kvake na vratima: NOVA 250eur, EVC 80eur – Prednje poluosovine: NOVO U Tesli dijelovi i rad 1800eur (svakih 100,000km) – Podizač stakala: NOV 280eur (svakih 150,000km vozacev) – Mehanizam brisača: NOV 400eur (svakih 200,000km) – Ovjes vilice kocnice: SVE NOVE oko 1200eur, diskovic plocice 700 (svakih 300,000km) – MOTORI NISU PROBLEM: NOV 3300eur (svakih 600,000km) – BATERIJU NISU PROBLEM: NOV 18000eur, EVC 1000-5500eur (svakih 600,000km, RESEAL svakih 300,000km) – Prednji LED farovi, topi se DAYLIGHT led I pozuti : NOVA OBA 2200eur, Rabljeno 600eur – Screen glue leak : NOV 800eur, MCU2 1500eur, EVC 450eur
Kvarovi za Modele P85D P90D P100D – PTC Heater kabine : NOV 700eur, EVC 300eur (svakih 300,000km) – PTC baterije: NOV 400eur (svakih 300000km) – Kvake na vratima: NOVA 250eur, EVC 80eur – Prednje poluosovine: NOVO U Tesli dijelovi i rad 1800eur (svakih 100,000km) – Podizač stakala: NOV 280eur (svakih 150,000km vozacev) – Mehanizam brisača: NOV 400eur (svakih 200,000km) – Ovjes vilice kocnice: SVE NOVE oko 1200eur, diskovic plocice 700 (svakih 300,000km) – Motor LDU : NOV 7500eur , EVC 3500eur (svakih 50,000km, ili 300,000km ako se preventivno reparira) – BATERIJU NISU PROBLEM: NOV 18000eur, EVC 1000-5500eur (svakih 600,000km, RESEAL svakih 300,000km) – Screen glue leak : NOV 800eur, MCU2 1500eur, EVC 450eur
PREDNOSTI: S60 70 75 85 90: -VELIKA prednja hauba -Besplatan supercharger dozivotno -Mekši za vožnju -Imaju najbolji i najjednostavniji Autopilot AP1 koji radi
75D 85D 90D 100D -75 85 90 neki imaju FREE SUPERCHARGER doživotno. -Pogon na sva 4 kotača -Pouzdana i baterija i motor -Neki su jos pod garancijom ovisno o godini -Sasvim dovoljno ubrzanje -Brzo puni na supercharger -NEKI imaju najbolji i najjednostavniji Autopilot AP1 koji radi (ako nema bočne kamere)
P85D P90D P100D -Pogon na sva 4 kotača -Ubrzanje 3-3,5 sekunde -Neki su jos pod garancijom ovisno o godini -Brzo puni na supercharger -Pouzdana baterija i prednji motor
POŽELJNO DA VOZILO IMA: MCU2 retrofit – vrijednost 1550eur CCS Upgrade – vrijednost 150eur GLASS ROOF ili TVRDI KROV – još tiši I udobniji KUKU ZA VUČU – vrijednost 2000eur DA IMA FREE SUPERCHARGER – vrijednost 5000eur
Odabir za različite kriterije. TOP PERFORMANSE: P90D P100D SREDNJE PERFORMANSE: 85D 90D 100D DOMET: 100D JEFTINIJI: 85, 90, P85 P85D,
Što sad znače sve ove cifre brojevi opisi? Ne da vas prestrašim več vam dajem uvid u potencijalni trošak i da u kupnji uračunate nepredvidjenih troškova 2000eur. Neki vlasnici koji su kupili EV zadnjom lovom, prvi kvar pokvari očekivanja a zaboravljaju da kupuju vozilo od 500 konjskih snaga i 7-8 godina starosti. Velika većina vozila koja se kupi u EU i doveze, vecinom su to održavana vozila, mažena i pažena pa tih iznenadnih troškova nema. Ali nekim rijetkim vlasnicima se desilo da je kvar za kvarom, vjerovali ili ne, na vozilima sa malo kilometara.. oko 100,000km. Ja osobno kupujem najjeftiniji ispod 20000 eura i porijesavam sitnice, nedostatke i vozim besplatno.
Kilometri na Tesli zaista nisu bitni, jer vecina vozila sa puno kilometara su u izrazito dobrom stanju i vani i unutra. Model S je koristio izuzetno kvalitetne materijale i vani i unutra. Cijeli vozilo i karoserija je od aluminija tako da korozija nikad nece biti problem.
Kod pregleda vozila prilikom kupnje, provjeriti da ne zuji motor (ne smije nikakvih zvukova biti). Kod kretanja i mjenjanja smjera iz Drive u Rikverc ne smije lupiti prijenos (puknut gumeni nosač), provjeriti jel sto lupka na ovjesu za vrijeme voznje, provjeriti da li vozilo puni na superchargeru (ako ne puni, neka muljaža ili kvar) i to je sve da bi bili stručnjak za kupnju. Tako da sve što nadjete neispravno na vozilu ne odredjuje ishod kupnje već cijenu vozila kod prodavača. Neki Modeli imaju ugradjen recimo CCS adapter za brzo punjenje, neki imaju MCU2 srednji zaslon nove generacije sa Youtube Netflix itd, neki imaju sve kvake promjenjene na reviziju 3. To su stvari koje dižu vrijednost vozila. Zadnja stavka je da pregledate bateriju sa donje strane, možete se sagnuti i vizualno provjeriti da li ima udubljenja na kućištu. Ako su udubljenja veća od 8mm onda vozilo koje je u garanciji, gubi garanciju na bateriju. Ogrebotine i slicno nisu problem, rupe i veca udubljenja jesu moguci problem. Možete se sagnuti, lampom i kamerom na mobitelu pregledati podnicu baterije ili dignuti na dizalicu.
Kupnja obavezno i isključivo u zemljama: NJEMACKA, AUSTRIJA, BELGIJA, DANSKA, NIZOZEMSKA, ITALIJA, FRANCUSKA, SWEDSKA, NORVESKA
Vozila iz POLJSKE, RUMUNIJE, BUGARSKE su u vecini slucajeva lose odrzavana, USA IMPORT sa deaktiviranim superchargerom i nekim drugim problemima poput manipulirane kilometraže (do sada samo jedan sam upratio u Bugarskoj).
Ako je S85 20000eur a 75D 35000eur, nema FREE punjenje, logicniji je izbor S85 jer je 15000 razlika u cijeni, ali ako puno putuješ i treba ti brzo punjenje onda je 75D logičniji izbor. Model S ima vec od 16000e sa besplatnim punjenjem i moguce manjim nedostatcima.
Vrlo često možete naletiti na neispravnu za 10000eur, ako je motor onda vam je to 3500troska i imate auto sa garancijom. Ako je baterija onda je oko 5000eur troska. Ako je auto dobar, ako ne kupis ti, budem ja.
ZA OVU LISTU AKO SE JOŠ ŠTA SJETIM, DODAM KASNIJE
MODEL 3 i Y
Primarni kriterij većine kupaca Tesle je uvjek CIJENA,pa tek onda DOMET i ostali kriteriji.
Napomena: samo vozila proizvedena do 4mj 2021 imaju otključan GTW za kodiranja i otključavanja. Napomena 2: Samo vozila od 3/2021 imaju Heat pump sistem. Napomena 3: Svi Model 3 i Y imaju 8 godina garanciju, SR ima do 160,000km a LR i Performance do 192,000km
Najpouzdaniji Model 3 i Y je svaki postojeći model. SR ima samo zadnji pogon dok LR i P imaju pogon na sva 4 kotača. Neki “unircorn” izuzetci su kad Model 3 LR ima samo zadnji pogon i to je najtrazeniji model sa najviše dometa.
Kvarovi za modele za Model 3 do 2021: – PTC Heater kabine : NOV 700eur, EVC 300eur (svakih 200,000km) – Nosači motora LDU : NOV 80eur , EVC 80eur (svakih 200,000km) – Baterija :NOVA 18000eur, EVC 1000-5500eur (svakih 600,000km, ili svakih 300,000km ako punite na 100% ili ako punite malo na DC) – Ovjes vilice / kocnice: SVE NOVE oko 1200eur, diskovic plocice 700 (svakih 150,000km) – Prednje gornje vilice škripe, udje voda u kuglu. – Vlaga u zadnjim lampama : NOVA komad 200eur – Charge port error – MASA : RAD 100eur – Filter kabine 2x: NOV 40eur (svakih 6 mjeseci) – OBC : NOV 1200eur (u bateriji se nalazi, svakih 250,000km) – Volan, fake koza se guli: NOV 1000eur, Presvlačenje 300eur – Neki kozmetički nedostatci, guma oko vrata, škripi podizanje stakla, kočnice trunu od ne korištenja
Kvarovi za modele za Model 3 SR do 2020 sa NMC baterijama: – Baterija : NOVA 18000eur, EVC 1000-5500eur (svakih 250,000km) – OBC : NOV 1200eur (u bateriji se nalazi, svakih 250,000km) – Volan, vegan koza se guli: NOV 1000eur, Presvlačenje 300eur – Neki kozmetički nedostatci, guma oko vrata, škripi podizanje stakla, kočnice trunu od ne korištenja – Charge port error – MASA : RAD 100eur
Kvarovi za modele za Model 3 SR+ LR i P od 2021: – Baterija : NOVA 18000eur, EVC 1000-5500eur (svakih 400,000km-claim) – Ovjes vilice kocnice: SVE NOVE oko 1000eur, diskovic plocice 700 (svakih 150,000km) – Problematical HEAT PUMP sistem, špena kontaminira cijeli sustav osteti kompresor. NOV: 1800eur OCTO+KOMP – OBC : NOV 1200eur (u bateriji se nalazi, svakih 250,000km) – Volan, fake koza se guli: NOV 1000eur, Presvlačenje 300eur – Neki kozmetički nedostatci, guma oko vrata, škripi podizanje stakla, kočnice trunu od ne korištenja
Prednosti Model 3 i Y su ovisno o potrebama kupca, nekome je sve prednost a nekome ništa. Vozilo je nekima iznutra poprilično jednolično i spartanski neukusno, neko ga obozava ( i ja volim jednostavnost ). Sjedista su izuzetno udobna a voznja je nesto neudobnija od Model S i X. Kotači sa podloge prenose buku / mikro vibracije u kabinu na vecim brzinama i tvrdji je za duže voznje od Model S. Nedostatak je i panorama glass, kroz koji ljeti sunce umara i stvara glavobolju. Problem svih proizvodjaca kojima je uopce palo na pamet staviti staklo iznad vozaca da ga ometa. Staklo nema UV zastitu pa ljeti je nesnosno bez sjenila. Velika prednost Model 3 I Y je brzo punjenje, na V3 250KW punjacima vozilo je puno za 20 minuta i doslovno trčite obaviti nuždu i shopping klope / kafe. Velika je prednost sto ovi modeli nemaju apsolutno nikakvih kvarova. Nov motor u Tesli je 2000eur +pdv tako da ni tu necemo imati posla. Velika mana je Vision only sustav bez parking senzora, loš rad automatskih brisača po kiši i vrlo naporan autopilot (za razliku od prvog AP1).
Model Y sadrži iste preporuke kao i Model 3, razlika je u komforu što je Y visočiji. Lakše je ući i izaći iz vozila. Razlika je i u prtljažniku koji je veći i pristupa se petim vratima.
Novi Model 3 Higland je apsolutno čudo i revolucija, u dizajnu i kvaliteti interijera i exterijera. Kabina je tiša u vožnji i sjedišta još udobnija.
Model 3 ima već od 25000eur po Njemačkim oglasima sto je izuzetno dobra cijena. Tko puno putuje, puni doma i koristi supercharger, ovo vozilo će se isplatiti kompletno kroz 200000km. Po meni čak manje problema imaju prvi LR modeli bez Heat pump sistema, a usteda na tu optimizaciju mozda i nije primjetna jer na balkanu imamo blagu klimu. Najveci trosak ce vam biti prednje vilice koje škripe jer udje voda u kuglu, filter kabine i punjenje na supercharger 0.38eur po kwh.
ŠTO JA VOZIM: Tesla S85 2014 AP1 Free SUC 380,000km Smart 451ED 2014 Tuned baterija 80000km Smart 453EQ 2019 35000km eGolf 2015 250,000km
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
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:
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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.
It is extremely important not to reset these BMS_u029 errors without addressing the underlying issues with cells.
A ceramic heater that warms the vehicle during winter, mostly used in older EVs while newer ones have a more efficient heat pump system. This heater operates at a maximum power of 2.5-3.5 kW and consumes an average of around 1 kW for maintenance while stationary, which means that during winter, an EV with a 70 kWh battery could run the heater and heat the cabin for a maximum of 70 hours, although in practice it’s around 48 hours. The heater consists of 6 IGBTs that, through gate drivers, supply 400V to the ceramic heater, which blows air through it and heats the cabin. Since IGBTs, like any other chip, have a limited lifespan, especially under extreme stress, they can simply fail after 4-5 years. Sometimes a short circuit to the chassis causes insulation breakdown in the HV system, and other times the fuse in the distribution box burns out (which requires breaking your hand in three places and losing a set of tools to replace it). One of the simpler repairs, if the components are available and genuine (not AliExpress clones). In Tesla service, this part is actually surprisingly inexpensive, around €750 when new, although Tesla has the cheapest parts compared to the global competition. For example, the PTC heater in a Mercedes Smart costs over €2000. Even some fossil fuel-powered vehicles have 12V Aux PTC heaters, like VW Audi TDI.
HRVATSKI:
Keramicki grijač koji zimi grije vozilo, većinom korišten na starijim EV dok novi imaju efikasniju dizalicu topline (heat pump system). Ovaj radi max na 2.5-3.5kw snage, dok na odrzavanje trosi u prosjeku u mjestu oko 1kw sto znaci da bi zimi EV od 70kwh baterijom mogao stajati u mjestu i grijati kabinu max 70 sati dok u praksi je to oko 48 sati. Grijač ima 6 IGBT-a koji preko gate drivera otvaraju 400V na keramicki grijac dok zrak upuhuje kroz njega i grije kabinu. S obzirom da IGBT ima broj radnih sati kao i svaki čip, pogotovo ovaj koji je pod ekstremnim stresom, jednostavno otkaže u odredjenom momentu nakon 4-5 godina. Nekad kratak spoj na sasiju napravi pa imaš proboj HV izolacije a nekad izgori i osigurač u razvodnoj kutiji (kojeg da bi zamjenuo moras slomiti ruku na 3 mjesta i izgubiti set gedori). Jedan od jednostavnijih reparacija ako su komponente dobavljive i original ( ne aliexpress cloneri ) . Dio je inače smješno jeftin u Tesla servisu i nov, cca 750€, mada Tesla ima najeftinije sve dijelove od cijele globalne konkurencije. Recimo Mercedes Smart PTC heater košta preko 2000€. Čak i neki fosilci imaju 12V PTC Heater kao VW Audi TDI.
