Category: Tesla

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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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What is OBC – Tesla GEN3 3PH OBC refurbish

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

Tesla OnBoard Charger OBC Refurbish

CROATIAN:

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

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

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Tesla Model S 85 – 320000KM DIE HARD

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

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

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

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

Possible alerts: DI_W108, DI_W072, DI_F072,

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

Large DU refurbish – Mechanic and electronic

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

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Part 1 – S85 battery refurbish – Water ingress

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

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

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

Errors:

BMS_F123

BMS_F107

BMS_F027

BMS_u029

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Continental Air compressor refurbish

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

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

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

You can order your KIT for DIY repair:

Suspension Aircompressor repair kit – Continental 6006403
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Tesla P85+ 2014 – Drive unit repair

Napokon i prvi elektromotor sa nekim kvarom. Legenda kaze da na 100000 defektnih N47 lanaca i milijon probušenih DPF-ova crkne jedan elektromotor. Ovdje je Sport Large Drive Unit od 310kW snage za vrijeme jakih kiša prethodnih dana na HV kabelu kraj brtve propustio vlagu u kućište invertera i došlo je do proboja izolacije i permanentne deaktivacije BMS sustava (repeated Isolation fault). Zadnji pogon se skida kompletno sa zadnjim Subframe. Odpuste se amortizeri i čeljusti, zatim 4 vijka i 2 crijeva od antifriza i sve je dolje u roku sat vremena. Motor je tezak nekih 150 kila i potreban je kran za vadjenje. Nakon otvaranja kućišta invertera bili su vidljivi tragovi vlage i proboja izolacije. Na motoru je bilo 1mOhm ISO a minimalno smije biti 5MOhm. Iako nije velika razlika bilo je vidljivo zaštitnom sustavu u BMS. Proboj izolacije znaci da 400V dira šasiju. Takodjer za napomenuti da je ovo vrlo često “ispiran” demant protiv ovog motora kako se “cesto u garanciji mijenjaju”. Tesla ima userfriendly praksu da bez obzira na bilo koji lako otklonjiv kvar, vlasniku montira reparirani refurbish motor a stari vraca u Itlburg na refurbish (da smanji cekanje). Neke preventivne operacije su se mogle implementirati da ovoj motor bez problema prelazi i 1mil kilometara.

Greške: BMS_w158 , BMS_w035 , BMS_w142 , BMS_f071

Kilometraza: 150000km

Kataloški: 1056681-00-P

Tesla nov: 3900€ + PDV (cijeli motor bez n47 lanca)

EVC: 600-2000€

EVC: (dizel je super) 6000€

ENGLISH

Finally, the first electric motor with some malfunction. Legend has it that for every 100,000 defective N47 chains and a million punctured DPFs, one electric motor fails. Here, the Sport Large Drive Unit of 310 kW power, during the heavy rains of the previous days, on the HV cable near the seal, leaked moisture into the inverter housing and there was a breakdown of the insulation and permanent deactivation of the BMS system (repeated Isolation fault). The rear drive is removed completely with the rear Subframe. The shock absorbers and calipers are released, then 4 bolts and 2 antifreeze hoses and everything is down within an hour. The engine weighs about 150 kilos and requires a crane to remove it. After opening the inverter housing, traces of moisture and insulation breakdown were visible. There was 1mOhm ISO on the motor, and the minimum must be 5MOhm. Although not a big difference, it was visible to the protection system in the BMS. Insulation breakdown means that 400V touches the chassis. It should also be noted that this is a very often “washed out” claim against this engine that “they are often changed under warranty”. Tesla has a user-friendly practice that, regardless of any easily rectifiable malfunction, it installs a repaired refurbished engine for the owner and returns the old one to Itlburg for refurbish (to reduce the wait). Some preventive operations could have been implemented so that this engine could easily exceed 1,000 kilometers.

Errors Alerts : BMS_w158 , BMS_w035 , BMS_w142 , BMS_f071

KM: 150000km

Part number: 1056681-00-P

Tesla NEW OEM: 3900€ + PDV

EVC: 600-2000€

EVC: (“dizel is great ” price) 6000€

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DPF ili BATERIJA – što je zapaljivije

https://dieselnet.com/news/2011/10cleaire.php

Uzrok skoro svih paljevina na cesti su loše dizajnirani fosilci euro 5/6/7, većinom dizeli, zbog lančane reakcije visokog tlaka i visoke temperature na DPF-u gdje overpressure ispuha gura ulje iz kartera u glavu motora. Sa druge strane EV je uistinu po tom pitanju sigurniji i statistički i u realnom svijetu, jer su i sustavi tog pogona dizajnirani da rade u što sigurnijim uvjetima i režimima rada. Požar je na EV nekad ustinu teže ugasiti, ali ovaj slučaj dokazuje i suprotno. U jednom razgovoru sa vatrogasnim društvom Ivanić Grad imali smo eksluzivno povratne informacije o redovnim požarima fosilaca na naplatnim kućicama u Rugvici. Vožnja pod opterecenjem sa aktivnom regeneracijom dpf i naglo zaustavljanje, ako je sustav imalo neispravan tada dovodi do topljenja okolnog zapaljivog materijala u motornom prostoru. Ovdje na slici imamo jednu totalno nevjerovatnu priču, gdje je zbog greške električnog romobila došlo do požara u kućnoj garaži gdje su izgorila 3 vozila, 2 fosilca i jedan EV. Taj EV je bio Tesla Model S iz 2015, koji je u potpunosti izgorio do pragova i podnice ali je baterija preživjela nevjerovatne temperature preko 800 stupnjeva. Zbog topljenja unutarnje PVC konstrukcije 18650 ćelija (saće), sama konstrukcija je pod vlastitom težinom smotala i odvojila ćelije iz sigurne zone i spojila jednu paralelu sa drugom sto je uzrokovalo izgaranje kratkim spojem ali samo na jednom od 16 blokova. Znaci vanjska temperatura požara izvan vozila je istopila unutarnju konstrukciju i kratkim spojem izazvala pozar, koji je nevjerovatno ostao lokaliziran unutar njegove komore u samom battery pack. Sekundarni problem na baterijskom pogonu je nastao gasenjem pozara, gdje je voda kojom su gasili skoro zapalila jos jedan blok. Šteta od vode je nastala na još nekoliko blokova i kao cijelina nisu ispravni. Jedan blok ima 444 ćelije, i one su ispravne za daljnju upotrebu, skoro su sve izmjerene i ispitane. Mi smo vlastitim primjerom 4 reciklirali za neispravnu bateriju HP laptopa, ostale idu u novu kantu štroma, romobil, car starter itd itd. Ćelija ima 2850mAh na 1A discharge, internal resistance 400mOhm. Ako tko želi, ima još dostupnih. Svakako nevjerovatna priča koja govori dosta o sigurnosti baterija, izgorila je cijela garaža i sve u garaži, a preživjela je baterija, koja je sama lokalizirala pozar u jednom komori i spašen je kompletan zadnji elektromotor od 315kW za novi upotrebu u nekom swapu. Ostala 2 fosilca iz požara nisu imali ništa upotrebljivo. Primjeri Tesle koja se nije zapalila ni nakon drobljenja baterije u udesu: https://vm.tiktok.com/ZMFyktFLQ/

Cijena ćelija:

*EV je super: 2.2€

*EV je najsigurniji kad ne parkiras kraj bmw :2€

*EV je smeće : 50€ komad

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Tesla battery repair BMS_U029

Nikola Tesla, happy birthday and thank you for all your innovations that you gifted to civilization. We chose this day for a stress test of the restored battery and a short get-together with DEMS in Smiljan, at your birthplace. After 2 months of defect research and distractions from faulty “just pour and drive” Hybrids we finished the second Tesla P85 2013 battery from Switzerland. Colleagues tried to solve the problem before, but without success, they don’t have Štrom Trooper Zlatni. In short, Tesla has the most rigorous BMS safety features ever seen in battery systems, it took us some time to figure out how the problem they call “weak short” or “short to brick” works (because we were the first to encounter it among all colleagues). The rule that says (I usually charge secret info) for the BMS_u029 error is: If the battery in idle state for a period longer than xx (approx. 8 or more hours) when checking any of the 96S bricks shows a linear voltage drop over time, then activate w117 and u029. That means, the check is activated ONLY if the vehicle is not used and in the system is one BRICK out of 76x 18650 cells in parallel and one of them has turned into a consumer. The damage is in principle €2-4. The problem is that we didn’t know which processor and memory saved the error flag/log and where the error transmission came from.
We located the block with “weekshort”, we put a ready second block with almost the same capacity and internal resistance in tausch and that fault was eliminated, there was still a BMS error u029 which we had to solve by changing the BMS board in the end because we don’t have a service seedkey reset command, i.e. there is no is none other than the refurbish factory in Tilburg. With error u029 he still drives and charges, but only up to 35% of the battery, preventive protection.
Failure: one 18650 Panasonic cell €2-4
Error: BMS_u029 and BMS_w117
BMS: 1021970-00-B rev3 €500
Mileage: 187,000 km (saving 13,000 L of diesel)
Model S p85 free charging lifetime
Authorized Full refurbish battery: €9,200+VAT
New Mercedes 320cdi engine: €27000 + VAT
New Mercedes 7729 gearbox: €10,000 + VAT
EV Clinic restoration: €4000 – €1000 discount
Discount sponsors:
Marko from Germany with a w212 hybrid
Josip with B47 Defect edc17 (hasn’t caught fire yet)
Ante Delco Opel does not see the cam sensor.
*battery system of any type almost never needs to be changed entirely, but the problem of individual components is eliminated.

Nikola Tesla sretan ti rodjedan i hvala ti na svim tvojim inovacijama koje si poklonio civilizaciji. Ovaj dan smo izabrali za stress test restaurirane baterije i kratko druženje u Smiljanu, tvojoj rodnoj kući. Nakon 2 mjeseca istraživanja defekta i ometanja od strane neispravnih “samo toči i vozi” Hybrida završili smo drugu Tesla P85 2013 bateriju iz Švicarske. Kolege su probale prije riješiti problem ali bezuspješno, nemaju Štrom Troopera Zlatnog. Ukratko, Tesla ima najrigoroznije BMS safety features ikad vidjene u baterijskim sustavima, trebalo nam je vremena da skužimo kako funkcionira problem koji oni zovu “weak short” ili “short to brick” (jer smo prvi se susreli medju svim kolegama). Pravilo koje glasi (ovo inače naplaćujem da peku oči) za BMS_u029 grešku je: Ako baterija u stanju mirovanja u periodu dužem od xx (cca 8 ili vise sati) prilikom provjere bilo kojeg od 96S bricka pokaže linearan pad napona kroz vrijeme tad aktiviraj w117 i u029. Tj provjera se aktivira SAMO ako se vozilo ne koristi a u sistemu postoji jedan BRICK od 76x 18650 ćelija u paralili i jedna medju njima se pretvorila u potrošač. Šteta je u principu 2-4€. Problem je što nismo znali koji procesor i memorija sprema provjeru i odakle je transmisija greške.

Blok sa “weekshort” smo locirali, spreman drugi blok skoro istog kapaciteta i unutarnjeg otpora smo stavili u tausch i taj kvar eliminiran, ostala jos BMS greška u029 koju smo na kraju morali riješiti promjenom BMS ploče jer nemamo service seedkey komandu za reset, tj nema je niko osim refurbish tvornice u Tilburgu. Sa greškom u029 on i dalje vozi i puni, ali samo do 35% baterije, preventivna zaštita.

Kvar: jedna 18650 Panasonic ćelija 2-4€

Greška: BMS_u029 i BMS_w117

BMS: 1021970-00-B rev3 200€

Kilometraža: 187000km (ušteda 13000L dizela)

Model S p85 besplatno punjenje lifetime

Ovlašteni Full refurbish baterija: 9000€+pdv

Nov Mercedes 320cdi motor: 6500€ + pdv

Nov Mercedes 7729 mjenjac: 10000€ + pdv

EV Clinic restauracija: 4000€ -1000€ popust

Sponzori popusta:

Marko iz Njemacke sa hybridom w212

Josip sa B47 Defekt edc17 (jos se nije zapalio)

Ante Delco Opel nevidi senzor bregaste.

*baterijski sustav svakog tipa skoro nikad se nemora mjenjati cijeli, vec se eleminira problem individualne komponente.

You can order repair service for your bms at our shop:

BMS_u029 BMS_u025 BMS Reset
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Tesla battery repair BMS_F123

Our mission is proceeding as planed, aftermarket support for EV’s is in “3rd gear”. New German customer sent his Tesla P85+ from Tesla Service center to Zagreb Croatia, to try save the 9 years old battery. All battery defects are received over the line, waiting time is zero because in situation where is internal isolation or cell imbalance defect more you wait repair cost is increased.

This one had rotten fuse cover which leaked water inside fuse and fuse box. Owner responded on time, delivered vehicle and we repaired it same day.

Message to all owners to share this note:

All older Model s 2013 and 2014 if they never visited Tesla Service center to service any kind of battery issue, you probably have same problem waiting to happen (Tesla almost always change fuse cover if they remove battery for servicing).. Contact your service (Tesla or 3rd party) to make visual inspection and change the fuse cover.

There is one more preventive service what should be done is called “cleaning of umbrela valve cover and umbrela valves”

Errors: BMS_w123 and BMS_f123

Vehicle : Model S P85+ 2013

Mileage: 120000km

Warranty: out of 8 year warranty

Tesla battery cost: 9200€ + tax

EVC ISO repair : 1000€ + tax

Tesla Umbrela valve service :1200€+ tax

EVC umbrela valve service : 700€ + tax

In this case of ISO repair because of fuse cover, warranty is only for fuse cover resealing and fuse. Warranty for the rest of battery is not applied.

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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