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Can a Tesla battery be repaired for €1000?

🇺🇸 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.

Tesla OEM: 20000€

Tesla with commitment: 2000€

EVC: 1450€ + tax

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Model 3 Shortbrick 2170 Cell Extraction – Structural block mythbusting BMS_A066

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

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

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

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Model S85 upgrade to S100 with prototype tuned motor.

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

*NOT FOR SALE

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

*TESLA NIJE NA PRODAJU

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

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

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

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

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

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

HRVATSKI:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Therefore, a couple of key takeaways emerge:

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

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

  1. It is extremely important not to reset these BMS_u029 errors without addressing the underlying issues with cells.
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Tesla Model 3 LR – DEFECTIVE BATTERY RARELY NEEDS REPLACEING AS WHOLE

I thought I’d retire in a cottage of sponsored hybrids before some Model 3 with a defective out-of-warranty powertrain came into my LAB. A failure caused by mechanical damage to the battery case at high speed on the highway. On the road, the driver picked up a piece of metal (not an n47 chain) with the right front wheel, which hit and broke the battery case in an area where it can’t even be seen behinde wheel liner. After a month of driving, due to the penetration of moisture, water, rain and other leaking oils (Punto, Passat, Golf…) the Alert that 400v is touching chasis came on, in practice called “Iso fault”. After starting the warranty process at the authorized service center because the hole was not visible, after additional checks and almost replacing the battery in the warranty, a problem was noticed and the warranty was rejected. Mechanical damage of any kind is not part of the warranty!!! There is a tolerance of case bending to the inside up to 8mm, but case penetration and water ingress are not part of it. The preliminary estimate for the battery change is €11,800, which is cheaper than the 651, n47, n57, b47, 654 diesel engines, but certainly too much for anyone to give up on that much money at once. Our task was to solve the battery without dismantling, patch the hole and dry the closed battery without taking it off the car… that means absolute improvisation and tool making with solving the problem 100%. First, we opened the umbrela valve vents on the battery, which has 2, then we made an artificial heated “greenhouse” around the battery and an irradiation system to extract moisture. We let the system run for 14 days for 10 hours to heat the case to 48 degrees while the rest of the “cooker system” does its job to extract moisture. After 2 weeks of labor Isolation returned to 4.8Mohm before and after the contactor… that means the battery is finally saved. However, repeated isolation breaches have left the security system in a locked state with error BMS_a027, an error that, with its number 027, oozes trouble as it is a FATAL FLAG (latching alert) to protect the system from further or larger problems. It limits the system permanently and the service ToolBox does not have a function like for Model S and X, which is called “ISO Counter Reset”, this time for Model Y and 3 this function has been moved to the Tilburg refurbish battery center where the battery repair team resets on the bench via CAN BUS. We solved the problem and the consequences, but now the most difficult part remains, how to clean the firmware safety system. We work for the first time, we read the processor for the first time, which fortunately does not have a locked JTAG, and we look for the HEX FLAG in the sea of data. After a few hours of work, we cleared the FLAG, redeployed the system again and BMS removed the error. VOILA, the battery was solved and the owner was saved by a 3rd party solution for the first time in the world. It means another example, that it is not necessary to change the entire battery, but to solve the problem in segments.

HRVATSKI:

Tesla Model 3 LR – NEISPRAVNA BATERIJA NIKAD SE NE MIJENJA CIJELA – Mislio sam da ću otići u mirovinu u vikendici sponzoriranih hybrida prije nego mi dodje neki Model 3 sa defektnim pogonom izvan garancije. Kvar koji je uzrokovan mehaničkim oštećenjem baterijskog kućišta pri većoj brzini na autocesti. Vozač je na cesti pokupio desnim kotačem komad metala (nije n47 lanac) koji je lupio i razvalio kućište baterije u zoni gdje se ne vidi ni na dizalici jer bas tu pokriva PVC wheel liner. Kroz mjesec dana vožnje zbog penetracije vlage, vode, kiše i ostalog ulja (punto, passat…) upalila je se greška da 400v probija na šasiju, u praksi zvan “Proboj izolacije”. Nakon započete garancije u ovlaštenom servisu jer rupa nije bila vidljiva, nakon dodatnih provjera i skoro pa zamjene baterije u garanciji uočen je problem i garancija je odbijena. Mehanička oštećenja bilo kojeg oblika nisu dio garancije!!! Postoji tolerancija udubljenja kućišta do 8mm ali proboj kućišta i voda nisu dio toga. Predračun za izmjenu je 11800€ što je jeftinije od 651, n47, n57, b47, 654 i ostalih nikad ništa motora, ali svakako prevelika svota za bilo koga i čega. Zadatak nam je bio da riješimo bateriju bez demontaže, zakrpamo rupu i osušimo zatvorenu bateriju… znači apsolutna improvizacija i izrada alata a da se problem riješi 100%. Prvo smo otvorili oduške na bateriji koji ima 2, zatim smo napravili umjetni plastenik oko baterije i sustav ozračivanja za izvačenje vlage. Sustav smo pustili da radi 14 dana po 10 sati da zgrije kućište na 48 stupnjeva dok ostata “pastenika” radi svoj posao. Nakon 2 tjedna izolacije se vratila na 4.8Mohm prije i poslje kontaktora… to je to baterija spašena. Medjutim uzastopni proboj izolacije je ostavio sigurnosni sustav u zaključanom stanju sa greško BMS_a027, greška koja svojim brojem 027 odiše problemom jer je to FATAL FLAG da zaštiti sustav od daljnjih ili većih problema. Limitira sustav trajno i servisni ToolBox nema funkciju kao za Model S i X koja se zove “ISO Counter Reset” ovaj put za Model Y i 3 ta funkcija je preseljena u Tilburg refurbish battery centar gdje ekipa koja reparira baterije resetira na stolu preko CAN BUS. Mi smo riješili problem i posljedice ali sad je ostao najteži dio, kako očistiti firmware safety sustav. Prvi put radimo, prvi put čitamo procesor koji sva sreća pa nema zaključan JTAG i tražimo HEX FLAG u moru podataka. Nakon par sati posla očistili smo FLAG, napravili redeploy sustava opet i BMS je maknuo grešku. VOJLA, baterija je riješena i vlasnik spašen 3rd party riješenjem po prvi put u svijetu. Znači još jedan primjer, da nije potrebno mjenjati cijeli bateriju već riješiti problem u segmentima.

Errors: BMS_a027 , BMS_f027, BMS_w027, BMS_a170
Part number: 1104423-00-N, 1106394-01-H,
Processor: TMS320LS , SPC5746CSMKU6 1N84S
Tesla OEM: 11800€ (inc VAT)
EV Clinic pricelist:
*diesel is cheaper – 69000€
*hybrid is better – 96000€
*ev is better – 1200€

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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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EV CLINIC and EV HUB joint venture enters “Beast Mode”

Our mission to accelerate EV 3rd party support across Europe enters 2nd gear and we do not joke about it, even batteries are shaking when they hear Štrom Trooper steps entering workshop, almost unbolting itself to comply with our repair demands. If Tom Cruise had us before, we would watch mission possible 8.

Project “Thor” 23.8.2022 : EV Hub customer from Oslo was stuck in Inssbruck at vacation, Tesla S85 with 9 years under belt and some 220 000km on clock took last breath and died. Then Nassir from EVHUB took some networking skills at test to deploy remote repair at rented/borrowed jacklift in FALCH BOSCH CAR SERVICE in Austria. Battery had cell imbalance at block #7. Job was started at 08:00h and finished completely at 17:00 o’clock. This task wasnt easy because we had unplanned setback. Someone before opened HVJB and damaged thread for interloop lidswitch. After battery defect detection and after full completion we had new error, BMS_F036 which means safety Interloop (HVIL) was broken. We suspect at first that maybe we made mistake and damaged rapidmate battery connector, but that was not the case, we needed 4 hours more to trace complete wiring to find lidswitch defect. Lidswtich bolt moved little bit and triggered error unrelated to battery defect, but we did it. Workshop owner was awesome,really helpful and Martin regional Bosch tech. That day Štrom Trooper went to Zagreb and “me” to Erlangen near Nurnberg


Project “Nik the mighty” 24.8.2022: This was training and repair task, not on one but on two hardest cases P85 called “weak short” or “short to brick” with doomsday error BMS_u029 which we researched before for 3 months. One car with defect block #10 and second with defect block #5. We took step by step, taking all safety measures and teaching Nikolas how to take proper steps from diagnose, opening the lid to repair and closing the lid. We started one by one Tesla at 09:00 and finished at 17:30 both Battery packs, and that could be guinness world accomplishment. Now our support and repair tasks are available at Niks Garage, all bookings and prices are managed by Nikolas.




In 2 days EV Clinic technicians accomplished 3 repairs and 1 training.

Dont wait, join EV world together with us.

Cheers