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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. The newest problem where you switched from one probleb to another is COOLANT DELETE solution, which is one the worst decisions because rotor 6007 bearing fail due overheat. Same what happens to all motors without rotor cooling like Kia, Hyundai, BMW, Renault, Smart and other.
When the drive unit was initially designed in early 2012, Tesla incorporated a slightly different rotor, superior wire winding isolation, and a more efficient thermal conductive epoxy. The coolant seal on the rotor was also better, and the only issue encountered at that time was milling pitch noise, which some early Tesla supporters may remember, and it was solely due to a single ball bearing made by SKF in India.
Subsequently, Tesla made design changes to certain components, but the most significant aspect is the quality of the critical parts, namely the rotor shaft seal and the stator. In the older Large Drive Units (LDUs) labeled with “P-TRAIN,” if the seal failed and coolant entered the unit, it didn’t cause irreparable damage to the stator windings. However, the new LDUs that were replaced under warranty suffered permanent damage upon any coolant ingress. We conducted several probe tests on local cars (in HR, SLO, AT) to explore different drying processes, but unfortunately, they were unsuccessful. Some cars experienced immediate failures, while others faced failures at a later stage, as depicted in the attached picture, where one phase winding almost exploded and caused a short circuit with the vehicle chassis.
We were particularly concerned about the situation that arose regarding the availability of used or new drive units. Our concern stems from the need to prioritize sustainability and repairability. The new drive units, which are priced at approximately 7000€, were not being sold to third-party workshops, raising questions about the accessibility and availability of these crucial components for repairs and maintenance.
Subsequently, we received a few drive units from Germany that had experienced significant coolant ingress, resulting in stator damage beyond repair. The isolation of these units fell below the threshold of 4.9 Mohm per drive unit or 16 MOhm per disconnected phase terminal. This situation further highlighted the importance of maintaining proper coolant sealing and ensuring the integrity of the stator to prevent such irreparable damage.
EXAMPLE WHERE ORIGINAL TESLA LDU FAILED AFTER 51KM
Out of the units we examined thoroughly, we discovered three pieces that were in a state of complete defect, leaving us with no viable options for repair. Through extensive research and analysis, we documented various failures in both RMN and P-TRAIN LDUs. Our findings revealed that RMN LDUs had a maximum lifespan of approximately 100,000 kilometers, while the older P-TRAIN LDUs were capable of lasting over 300,000 kilometers. The primary cause of failure in the new RMN LDUs was predominantly attributed to coolant seal issues. Additionally, we identified instances where the Reman facility had utilized a coolant seal with a single lip (it should have 3), which resulted in even faster deterioration of the LDUs (within 30,000 kilometers).
This 1002713-00-D coolant seal was with only 1 lip, and it failed on almost NEW RMN LDU from Italy.
It is important to highlight the experience of our friend Hansjörg Gemmingen, who reported having eight drive unit replacements within a mileage of 2 million kilometers. Interestingly, the first drive unit managed to last nearly 800,000 kilometers. This revelation left us puzzled 2 years ago, prompting us to delve deeper into understanding the reasons behind these variations and what we could anticipate as we embarked on research and development for the remanufacturing and lifetime repair of these complex and heavy LDU units. We must acknowledge that this project poses significant challenges due to its intricate nature and the high expectations of durability and longevity.
Repairing 100 battery packs with complex issues may seem easier compared to achieving sustainable quality and high mileage in repairing LDUs. The intricate nature of LDUs and the need for long-lasting performance make the repair process more challenging. Ensuring the drive unit reaches new high mileage requires meticulous attention to detail, quality control, and continuous improvements in the repair and remanufacturing processes. It is a demanding task that requires expertise and a commitment to delivering sustainable and reliable results.
During the initial stages of our research and development process, we conducted extensive testing by repeatedly removing, disassembling, and reassembling the drive unit approximately 16 times. This rigorous testing allowed us to evaluate the performance, durability, and reliability of the drive unit under various conditions. Through these iterative steps, we aimed to refine our repair and remanufacturing techniques to ensure optimal functionality and longevity of the drive units. We failed to repair 3 drive units completely and complexity was beyond imagination, and we know other 3rd party workshops failing too, even Tesla is failing to refurbish them.
And now we assembled that to “holy grail” opeartion manual eTraining at EVC Academy and we redesigned coolant seal issue and we redesigned, optimised and tuned stator winding.
Our new coolant system cant ever ever again let coolant inside stator. Our new stator cant ever ever get low isolation or overheating problems Our new stator should increase range and power, decrease heating of the system Our complete LDU assembly should last at least 700000km
This process is not just repairing the stator winding but improving it significantly and it costs pretty much as high as 3000€ with Tax included, just to repair on part.
Tesla with 2 million kilometers has driven 265,000 km with our latest, most durable Drive Unit refurbishment. The rotor cooling was kept within specs for bearing cooling and heat scavenging, which is crucial for ball bearing longevity and high-speed driving. We took out the Drive Unit and disassembled the rotor side just to check the state of the rotor and seal, conducting scientific analysis and documentation. This is the reason why the “bandaid” coolant delete is not a solution and proof that it can be made reliable within the original design and with proper materials even if rotor cooling is kept. Rotor coating, polishing, and graphite seal are lifetime solutions. Coolant delete will cause rotor ball bearings to overheat and will reduce range. The solution is to do it right.
What Owners should do and how to prevent all of this happening: 1- If you got RMN label on LDU, it will fail at 100K. You should make preventive service on stator/rotor side. 2-If you got P-Train label and you just got pitch noise comming from it, you should make preventive service on stator/rotor side or complete reman. 3-If your RMN LDU failed, consider that you are buying even lower quality LDU from Tesla. 4- COOLANT DELETE IS SOMETHING WHAT WE DONT SUPPORT because it is not sustainable nor reliable longterm. Solving one problem and generating second one is again issue, because rotor without cooling will destroy ballbearings. We already repaired 1 LDU with coolant delete, rotor destroyed ballbearing at 30,000km. So same pattern repeats every day of our job, all motors without rotor cooling prematurely kills rotor bearing.
What Tesla Inc. should do:
1-Change coolant seal supplier 2-Change stator reman supplier 3-Redesign coolant drain after seal 4-Change isolation at winding wire 5-Change thermal conductive epoxy
This drive unit can be found in: RWD S60 S70 S75 S85 S90 P85 P90 4×4 P85D P90D P100D
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.
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€
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.
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.
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 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, Romaniaor 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.
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
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