Category: Hybrid

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Opel Ampera 2013 – Neglected omission on coolant sensor

An electric vehicle with a built-in Range Extender or hybrid system, also known as the REX (Range Extender) system. Trolls mock it because it involves both electricity and an petrol generator. Although we’ve been “loving” hybrids for a long time and praising them every day because we live off sponsors (like most drivers and journalists, praising everything that’s flawed), we have to admit that the REX system is the only one that makes sense. You don’t have a gearbox, you don’t have a clutch, or 10 other unnecessary transmission components because you already have an electric drive; you just add a small 1.4-liter gasoline engine to work as a generator and recharge the battery only when necessary or when more power is needed. Opel, or rather GM, did this better than any “Made in EU” hybrid junk with a range of about 70 km. But GM, like any legacy manufacturer, has to complicate things, like the situation with the well-known coolant level sensor problem, which has two submerged electrodes and measures resistance through the glycol (24kOhm). The P0AA6 error is a generic insulation breakdown error that causes the system to deactivate charging on Type 1, which is not the primary problem (the car still drives) because it seems that the system checks if there is an insulation breakdown in the HV system through that sensor. No one predicted that the sensor would be faulty and that it would trigger a false positive insulation breakdown error. But that’s not the whole issue; it seems that consecutive insulation checks through that sensor activate either a bug or a feature, the P1FFF error, which permanently damages the firmware in the HPCM2 module, where the error remains permanently locked. You have an error indicating an insulation problem, and the system occasionally shows 0 and 240 kOhm in the parameters, which obviously confirms that there is something wrong with the wiring or component. So, we measure everything one by one for 15 working hours, almost even removing and opening the battery because we realized that it seems normal for it to throw 300V to the chassis on the service fuse. After a few days of measurement exorcism, we fail to clear the error and resolve the charging issue. Even parallel checks with the same functioning vehicle don’t help us figure out why. Then, lost in the depths of the internet, we found a recommendation to reprogram the HPCM2 module using the original GDS2 tis2web tool. And unbelievably, programming solved the problem that we’ve been struggling with for days. It’s a classic story well known to mechanic colleagues, where the carelessness of legacy manufacturers, who poorly solved the software, causes the module to throw an error that leads in the wrong direction. You end up replacing half the parts just to maybe figure out where the problem might be. You spend hours and hundreds of euros, and then some Socrates would say that the mechanic is not good or doesn’t know what he’s doing. There are more and more of these phantom errors and problems in diesel/benzin EU vehicles, with some cars having over 20 errors that lead to misguided repairs.

HRVATSKI:

Opel Ampera 2013 – Električno vozilo sa ugradjenim Agregatom ili hybrid a neki ga zovu REX sustav (Range extender) a trolovi sline jer se spominje struja i agregat. Iako “volimo” hybride odmilja i hvalimo ih svaki dan jer od sponzora zivimo (kao vecina automobilista i novinara, hvalis sve sto nevalja) moramo priznati da REX sustav jedini ima smisla, nemas mjenjaca, nemas lamele i 10 drugih nepotrebnih komponenti prijenosa jer vec imas elektropogon, samo stavis 1.4 mali benzinac da radi kao agregat i dopunjuje bateriju samo ako mora ili ako fali snage. Opel, tj GM je ovo bolje napravio nego bilo što od Made in EU hybrid škarta, sa dometom od oko 70km. Ali GM kao i svaki legacy mora zakomplicirati nešto kao situaciju sa vrlo poznatim problemom senzora nivoa antifriza u boci, koji ima utopljene dviie elektrode i mjeri otpor kroz glikol. Greška P0AA6 je genericka greska direktnog proboja izolacije zbog koje sustav deaktivira punjenje na Type1 što ne primarni problem (auto vozi), jer izgleda preko tog senzora sustav provjerava je li probija i HV sustav. Nitko nije predvidio da će senzor biti neispravan i da ce to opaliti false positive gresku proboja izolacije. Ali nije sav vrag u tome, izgleda uzastopne provjere izolacije preko tog senzora aktiviraju ili bug ili feature P1FFF grešku koja trajno osteti firmware u HPCM2 modulu gdje greška ostaje zaključana trajno. Imaš grešku koja kaže da je problem izolacije, cak sustav u parametrima pokazuje povremeno 0 i 240kOhm, sto naravno potvrdi da nesto ne valja na ožičenju ili komponenti pa onda kao mi sve redom mjerite 15 radnih sati, skoro smo i bateriju skidali i otvorili jer ona (skuzili da je to izgleda normalno) na service fuse baca na sasiju 300V.

Nakon par dana egzorcizma mjerenja ne uspjevamo izbrisati grešku i ne uspjevamo riješiti punjenje i paralelne provjere sa istim ispravnim drugim vozilom ne uspjevamo skužiti zašto, da bi u bespuću interneta našli preporuku da naprogramiramo HPCM2 modul original GDS2 tis2web alatom. I nevjerovatno, programiranje riješilo problem oko kojeg se vrtimo danima. Klasična priča vrlo poznata kolegama mehaničarima gdje šlampavost legacy proizvodjaca koji su nakaradno riješili software, modul izbaci gresku koja odvede u pogrešnom smjeru gdje moras mjenjati pola dijelova da bi skuzio uopce gdje bi mozda mogao biti problem, potrosis sati i stotine eura da bi jos neki sokrat rekao kako majstor nevalja ili nezna. Takvih fantomskih gresaka i problema na dizel/benzin EU vozilima je sve više i više, neka vozila imaju i preko 20 gresaka koje vode u pogresnom smjeru reparaciju.

Errors: P0AA6, P1FFF, P1E00, 24042130, 24042130,

Battery price: EOL , not possible to buy 30000€

OEM Workshop: unknown, not supported

EV Clinic: 600€ (mlada obitelj sa bebom, popust)

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Audi Milf Hybrid – Accidental investor

Common defect on all Mild hybrids, badly designed system to convert your “fuel savings” into “astronomical extra cost”. Already written, but it looks like we have to again. This time it’s not the 2000 euro alternator that breaks down every summer due to overheating and poor cooling with glycol at 90 degrees (my dear), now the 48V battery has arrived again. Who got the error “it worked when I arrived, I don’t care solve it”. Colleagues, while waiting for parts, and probably repairing a malfunction on the “dinosaur” engine, the hybrid battery went into a defect, that’s how it was designed. As long as there is no 12V connected, it goes into “CAR SCRAP” selfdischarge mode. Very ingenious method and found on Mercedes too. You don’t need to deal narcotics to make a living, you just create a system where someone thinks they have bought something, but they are actually a subscriber to their own device, stick “Hybrid” or “Clean Diesel” on it and the future is secured. The battery went into deepdischarge at rest and locked itself permanently, where the cells were still at a safe 3.3V. Fully functional Lithium cells condemned to the shredder and recycler, wasting new electricity and resources. Such failures are more and more common from the European “stable” of manufacturers, and more and more often innocent repairmen and services suffer from the additional cost of buying a new battery because the blame is shifted to them and not to the manufacturer of scrap goods. This is a product that is regularly used by the Mainstream media, while what is valid the customer has to research for himself or find out when it is already “bandover”. Only electricity or only gasoline.

Audi MILF Hybrid – Već pisali, ali izgleda moramo opet. Ovaj put nije alternator od 2000eura koji se kvari svako ljeto zbog pregrijavanja i loseg hladenja glikolom na 90 stupnjeva (majko mila), sad je dosao opet 48V akumulator. Kojemu je se desila greška “to je radlo kad sam dotro, ne zanima me”. Kolegama je za vrijeme cekanja dijelova vjerovatno i sanacije kvara na dinosaur pogonu hirbidna baterija otisla u defekt, tako je dizajnirana. Dok nema 12V spojenih odlazi u AUTOOTPAD selfdischarge mode. Vrlo domišljato kamatarenje i na Mercedesu. Ne treba dilati narkotike da prezivnjaljvas, samo osmislis sistem gdje neko misli da je nesto kupio a u biti je pretplatnik na vlastiti uredjaj, nakeljis na njega “Hybrid” ili “Clean Diesel” i buducnost osigurana. Baterija je otisla u mirovanju u deepdischarge i zakljucala se trajno, gdje su celije jos bile na sigurnih 3.3V. Potpuno ispravne Litij ćelije osudjene na drobilicu i reciklazu, trosenje nove struje i resursa. Ovakvi kvarovi su sve češći iz europske “ergele” prozivodjača i sve češće nedužni serviseri i servisi stradaju od dodatnog troška kupnje nove baterije jer se krivica prebacuje na njih a ne na proizvodjača škart robe. Ovo je roba koju redovno Mainstream mediji valjaju dok ono što valja kupac mora sam istraživati ili sazna kad je već “bendover”. Samo struja ili samo benzin.

Error: P0A7D, P0B29
Part number: 4N0915105B
Processor: SPC5644BMLU
OEM Audi: 1800Euro
EVC: 400-1800euro
*hybrid is best: o1o690 Euro

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Golf GTE Hybrid – Greenwashing device

– The perfect tool to sell “black” under “green”, at the price of gold. Perfect propaganda that the “expensive” and “unprofitable” battery is rewritten for the entire EV market in the last 10 years, because it is indeed expensive, but on a hybrid. Unreasonably expensive per kWh and unreasonably poorly designed. A hybrid playing EV and stereotypically doing media damage to the EV industry. The third next to the GTE coming to us, and very likely not the last. We rejected inquiries about this vehicle about 5-6 times. This one arrived with a defect internal insulation, which could be any internal high-voltage component. After testing the system and the junction box part, everything pointed to the battery, which was already changed once under warranty in 2019, and the new one outside the warranty is 11,500 EUR. In order to dismantle the battery, the complete fart pipe must be removed and then the battery. The screws rot on the “fart girl” rot. After opening the battery, there were no traces of water and antifreeze, but we isolated a puncture on one of the cells. After a closer inspection, it appears that the protective sheath of one cell on the fourth block has broken. At first a harmless problem, at the second a very dangerous condition. If, by any chance, the sheath breaks in another place, i.e. on another cell, a short circuit and possible ignition will occur. We safely saved that block for repair, and we installed an already repaired and balanced block in the battery system, which we added balanced to the rest of the battery system. Everything cleaned assembled first tested then everything opened again, glued and finalized. All tests passed and ready for the owner’s new “savings”, and we are eagerly awaiting them. We are also working on when everyone switches to a hybrid with diesel, we open a corner for “sponsors” and a boss for “savings”. Clean gasoline or clean electricity if you want to avoid it. We recommend to fellow “hybrid victims” mechanics to avoid servicing these vehicles, there is a dangerous possibility that you will have a “it worked when I tuned” failure. Even when they come to us, it happened that they installed a used PTC heater, which is also invalid, when we returned the old EV system it no longer works. Because while we removed and returned the old defective one, water and moisture were different on it, so it connected 400V to the chassis and reported a breakdown of the insulation. We figured this out only after 3 hours of exorcism over our own nervous breakdown when we opened the PTC connector. Also, 2-3 car service centers were left without their grandfather after changing the oil or clutch in the DQ400 gearbox, because after that it didn’t work anymore. So a warm recommendation, f**k it off. Video of complete repair:

Golf GTE Hybrid – Savršen alat da se “crno” proda pod “zeleno”, po cijeni zlata. Savršena propaganda da se “skupa” I “neisplativa” baterija prepiše cijeloj EV brašni u zadnjih 10 godina, jer ona zaista i je skupa ali na hybridu,. Neopravdano skupa po cijeni po kWh i neopravdano loše osmišljena. Hybrid koji glumi EV i stereotipno radi medijsku štetu EV industriji. Treći po redu GTE koji nam dolazi a vrlo vjerovatno ne i zadnji. Upita za ovo vozilo smo odbili oko 5-6 puta. Ovaj je stigao sa probojem interne izolacije a to moze biti bilo koja interna High Voltage komponenta. Nakon ispitivanja sustava i junctionbox dijela, sve je upucivalo na bateriju koja je 2019 godine već jednom mijenjana u garanciji a nova izvan garancije je 11500EUR. Baterija je svojim karakteristikama poddizajnirana sustavu i osudjena na brze trosenje. Da bi se baterija demontirala treba kompletanu prdež cijev skinuti pa onda bateriju. Vijci na “fart device” truli. Nakon otvaranja baterije nije bilo tragova vode i antifriza ali smo izolirali proboj na nekoj od celija. Nakon detaljnijeg pregleda izgleda je pukla zastitna ovojnica jedne celije na četvrtom bloku. Na prvu bezazlen problem, na drugu vrlo opasno stanje. Ako kojim slučajem pukne ovojnice na još nekom mjestu, tj na drugoj celiji, dolazi do kratkog spoja i mogućeg zapaljenja. Taj blok smo sigurno spremili za reparaciju a baterijskom sustavu smo ugradili vec repariran i balansiran blok, koji smo dodatno balansirali ostatku baterijskog sustava. Sve očišćeno sklopljeno prvo testirano zatim sve ponovno otvoreno, zaljepljeno i finalizirano. Svi testovi prosli i spremno za nove “uštede” vlasnika a mi ih željno iščekujemo. Takodjer se radujemo kad svi predjete na hybride sa dizela, otvaramo kutak za “sponzore” i sef za “uštede”. Čisti benzin ili čista struja ako hoćete to izbjeći. A baterija na hybridu skoro uvjek nemoze opravdati svoje postojanje u fosilcu. Kolegama “žrtvama hybrida” mehaničarima preporučamo izbjegavanje servisiranja ovih vozila, postoji opasna mogućnost da vam se desi kvar “to je radilo kad sam doterao”. Čak i nama dodju, desilo smo da montirali rabljen (nismo ga mi kupili, od vlasnika) PTC heater koji isto nevalja, kad smo vratili stari PTC, EV sustav vise ne radi. Jer dok smo skinuli i vratili stari defektni, voda i vlaga se razlila po njemu pa je spojila 400V na sasiju i prijavilo proboj izolacije. To smo skuzili tek nakon 3 sata egzorcizma nad vlastitim živčanim slomom, tek kad smo otvorili PTC konektor. Takodjer 2-3 autoservisa su ostala bez djedovine nakon izmjene ulja ili kuplunga u DQ400 mjenjacu jer nakon toga nije vise radio. Tako da topla preporuka, bjaaaaaaažiiiiii, jer budete odgavarali za stetu koju niste krivi jer je sistem skart. A zdnjih godina sve je gore i gore, sve vise tudjih vozila odrzavate o svom trosku.

Fault: P0AA600, P0E7400, P0D9100,

Part Number: 5Q0915590R, 5Q0915591E Battery Panasonic 25Ah, 8kWh, Made in Japan

OEM price: 11000 EUR (VAT included)

EV Clinic fine price*

*Diesel is better – 20,000 euros

*Hybrid is better – 35,000 euros

*Hybrid is crap – 2000-5000 euros

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Peugeot 3008 Hybrid4 2013 – Fortune has been told

Interesting, day by day, the invasion of defective hybrids of all EU models. The “never nothing failed” error occurs from 30,000 km to 200,000 km. Also interesting are the excuses of hybrid propagandists that “But I am driving 200kKM while it’s under warranty and I’m selling it” x “and it’s all under warranty, factory defects repaired for free”. According to this logic, only a small minority of owners have the right to buy a “working and reliable” fossil/hybrid vehicle, according to statistics, 8,000 of them are sold new in Crotia per year, while the other 1,500,000.00 owners have to drive that garbage after them and pay enormous maintenance and parts costs, both hybrids and pure Euro6 diesels (DPF EGR SCR INJECTORS ADDBLUE…). And it is even less clear to me why this is subsidized by Governments. This Peugeot 3008 is almost a carcass with boiled midle cells of a freakishly bad designed system, it still drives but makes poor “fuel savings”. Degradation of individual cells is 80% and damage after a three-day measurement of all 42 cells, and 19 of them were for replacement. A new battery is €5,500 for a 1.3 kWh capacity. We also received a report from a follower that the offer we received was wrong and that the battery was not €5,500 but somewhere around €10,000. The system does not have insight into the cell voltage parameters to measure the voltage drop while driving, but the approach to repair is complete disassembly and measurement to determine wear and malfunction. This cost is nonrefundable, we charge in advance. After the analysis, we create the repair cost and cost sheet for the vehicle in question.

HRVATSKI

Zanimljivo iz dana u dan, invazije defektnih hybrida svih EU modela. Crkotina “nikad ništa” se javlja vec od 30000km pa do 200000km. Zanimljivi su i izgovori propagandista hybrida da “pa sta 200kKM vozim dok je u garanciji i prodam” x “i sve je to u garanciji nek crkaje kolko hoće”. Po toj logici pravo na kupovinu “ispravnog” fosilnog/hybrid vozila ima samo mala manjina vlasnika, po statistikama njih 8000 novih u HR godisnje dok ostalih 1,500,000.00 vlasnika mora voziti to smeće posle njih i plaćati enormne troškove održavanja i dijelova, kako hybridi tako i čisti Euro6 dizeli (DPF EGR SCR INJEKTORI ADDBLUE…). A još mi je manje jasno zašto se ovo subvencionira. Ovaj Peugeot 3008 je skoro pa crkotina sa dagradacijom skuhanih ćelija nakaradno dizajniranog sustava, vozi jos ali slabo “štedi”. Degradacija pojedinih ćelija je 80% i šteta nakon trodnevnog mjerenja sve 42 ćelije ja na njih 8, koje su za izmjenu. Nova baterija je 5500€ za 1.3 kWh kapaciteta. Dobili smo i dojavu pratitelja da je ponuda koju smo dobili pogresna i da je baterija ne 5500€ vec negdje oko 10000€. Sustav nema uvid u parametre voltaži ćelija da se mjeri pad napona u voznji, već pristup reparaciji je komplet rasklapanje i mjerenje da bi se uopce utvrdio trosak i neispravnost. Taj trošak je nonRefundable, naplaćujemo unaprijed. Nakon analize trošak reparacije i troškovnik formiramo za predmetno vozilo.

Error: P1B0C, P1AD9, P1A79, P0A0F, P1AE3

Part number: 9802300880-A, 0609DQ628

OEM Service: 5500€! 10000€!

EVC: Benchmark 400€ (flatrate)

EVC: +repair +cell 400€-2000€

You can order cells for DIY repair in lower link:

Ni-MH Peugeot Citroen 2013 Cells – Reconditioned
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Range Rover Sport Hybrid – Winner 💸 2022


If it weren’t for Mercedes, this Rover would be the worst Hybrid since the creation of a single-celled organism, but that’s why it’s the most low-quality and most expensive that exists. There is nothing worse in the world than a PKW hybrid. The difference between the 3.0 Diesel Hybrid and the NONHybrid is that one has 200g of CO2 and 7.5L of consumption, and the other has 184g of CO2 and 7L of consumption, guess which one is which and which one is “making fuel savings”. Given that hybrids have a freakishly bad designed battery system, winter, low temperatures and lack of use are their killers. At the first announcement of the minus temperatures in the EU, we immediately had 3 calls and 1 from Croatia. As the temperature drops, the internal resistance increases and at higher amperages permanent damage occures to the BMS monitoring system. 4 different vehicles with similar/same problem. The 1.8kWh battery in the service center costs €30,500 with a 33% discount, including VAT, and it is not new, but factory refurbished. The used one on the ad is from €12,000-17,000, and the reparation at some other workshops is €6,000-17,000. The cells are cylindrical Li-Ion NMC 3.7V 6.5Ah dimensions 40×180. Totally non-standard and non-existent on sale and impossible to find, combination for sucking hybrid propaganda. When the battery system fails, the “Fuel saving car” will not go far because the 12V system does not have an alternator, it is charged via the Hybrid battery DCDC buck converter (as with most Hybrids) so that the drive lasts until the voltage of the main acid 12V battery drops. In addition, the air conditioner does not work either, because it does not go through the belt, but is powered by a 300V hybrid battery. So there is no DPFoff BatteryOFF EgrOFF BrainOFF MoneyOFF to eliminate the system, there is only the HomelessON map tampering. Now if some facebook expert calculates for me, how much fuel savings does this hybrid have to make in order to pay off the battery of 30 kilos of “hybrid sucking propaganda” in €. And how much does this diesel engine have to produce fuel while driving to justify the 0.5L savings based on the additional cost of the batteries. All batteries went to defect state at 200,000 km and before. We refused 2 owners and 2 gave an appointment, and considering the introduction of Euro, we will not raise the price like some other shops, we do these jobs with a 50% discount, which means €15,000.

Da nema Mercedesa ovaj Rover bi bio najgori Hybrid još od nastanka jednostaničnog organizma, ali zato je najnekvalitetniji i najskuplji koji postoji. Ne postoji ništa gore na svijetu od PKW hybrida. Razlika 3.0 Dizel Hybrida i NEHybrida je sto jedan ima 200g CO2 i 7.5L potrosnju a drugi 184g CO2 i 7L potrošnju, pogodi koji je koji i koji je “štediša”. S obizrom da hybridi imaju nakaradno dizajniran baterijski sustav tako je zima, niske temperature i nekoristienje njihov ubica. Kod prve najave minusa u EU odmah smo imali 3 poziva i 1 iz Zagreba. Padom temperature raste unutarnji otpor i na vecim amperazama nastaje trajna steta vidljiva BMS sustavu za nadzor. 4 razlicita vozila sa slicnim/istom problemom. Baterija od 1.8kWh u servisu košta sa rabatom 33% 30500€ sa PDV, i nije nova vec tvornički refurbish rabljena. Polovna na oglasu je od 12000-17000€ a reparacija kod nekih drugih kolega je 6000-17000€. Ćelije su cilindrične Li-Ion NMC 3.7V 6.5Ah dimenzija 40×180. Totalno nestandardne i nepostojeće u prodaji i nemoguće za naći, kombinacija za sisanje motike. Kad otkaže baterijski sustav, neće “miško” nikud daleko jer 12V sustav nema alternator, puni se preko Hybrid baterije DCDC buck konvertera (kao kod vecine Hybrida) tako da voznja traje dok ne padne napon glavnog kiseliš 12V akumulatora. Osim toga ni klima ne radi, jer ni ona ne ide preko remena vec se napaja sa 300V hybrid baterije. Tako da nema ni nekakav DPFoff BatteryOFF VolanOFF MozakOFF da se sustav eliminira, ima samo BeskućnikON mapa. Sad da mi neki facebook išijas ekspert izracuna, koliko uštede goriva mora ovaj hybrid napraviti da bi otplatio bateriju od 30 somova sisanja motike €. Tj koliko ovaj dizel motor mora proizvesti destiliranog dinosaura u vožnji da opravda 0.5L uštedu na osnovu dodatnog troška baterija. Sve baterije su pocrkale na 200000km i prije. 2 vlasnika smo odbili a 2 dali termin a s obzirom na uvodjenje Ojra nećemo poskupiti kao neki, ove poslove radimo sa popustom 50%, znaci 15000€ 🙂


Part number : EPLA-14C257-AC, EPLA-14C268-AG, EPLA-14C197-AF, EPLA-14C198-AH, LR154747, LR070873, LR154746
Error: Р0ВЗC-62, P0A1F-49 , P0AF9-00, P0B53-00, P0C47-31, P0C47-39.
Price OEM: 30,000€
Price EVC*
*hybrid is better than EV: 696969€
*hybrid is crap: 5000-15000€ (half price)

Sretna nova “sponzorima” i ostalima 😜

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Suzuki “Start stop hybrid” – How the people became propaganda suckers

There is no end to the nonsense of the self-destructive “greenwash” of the auto industry, nonsense like “clean diesel”, addblue, dpf, scr, euro 5/6/7, self-charging hybrid fraud, etc… now the word “hybrid” has taken over the peak and we are waiting for some “current filter” like Regular service. The word “hybrid”, which is more expensive than the entire battery on pure EV, is a word for placebo savings and higher service costs than the LaFerrari V12, because they believed that the road to electrification was paved with a hybrid solutions through the imposed fear of EVs. However, it is a media charlatan’s fraud, because there is only a path from Gasoline to pure Electricity, there is nothing in between. Every day we have at least 10 calls for hybrids (and a couple of diesel scraps), and every month there are 30 on hold. Even now, while I’m writing, owner from Switzerland is calling that the €32,000 hybrid battery is dead, and one taxi driver from the Croatia is waiting for a tow truck with a Mercedes. Hybrid is an expensive deception to remain slave to even higher maintenance costs, in the belief that you are saving while carrying the obligation of eco norms on your shoulders and you pay for it, not the manufacturer. We received a Suzuki Swift or Ignis 12V Li-ion Start Stop Hybrid (abundant eco word) 9Ah battery for repair, which costs €2,700 (KN 20,000). It is used to reduce CO2 at traffic lights, to turn off the fart engine and to start it with generator on green light. Otherwise, it always starts on the starter. The battery is measured by characteristics and it is LTO, 2.7V max voltage level and 5 prismatic cells in a series that is monitored and controlled by the Denso Renesas system, which apparently, in addition to the top cells, they didn’t know how to make it to last over 15,000km on this car and a couple of other vehicles. The system has a random Hw defect that seems to randomly trigger cell discharge and battery deactivation. This means that this Kamasutra fuel saving costs 0.13€ per kilometer in the “dirty dancing” pose, i.e. in order for this hybrid to save fuel for battery defect cost, the vehicle must produce at least 8 liters every 100 km, in addition to the consumption of 12 liters, so that the owner is at least zero with 12l regular consumption in case without battery. While for €2,700 you can buy 1/4 of an 85,000 Wh (not 120) battery for an EV, or with €2,700 you can drive with electricity in Croatia for about 80,000 km of the domestic tariff, or 20,000 km on a fast charger and 0 liters of distilled dinosaurs consumed. Do not live in delusion, “savings” is neither diesel nor hybrid, and the path to electrification is not Hybrid. Either clean gasoline or clean electricity is solution. Everything else is armageddon for owners, service centers and mechanics.

Part number: 96510-73S00, 210500-0250, 73S0 JA, 628 0604A 2987, 210515-0010, 73S00464

Processor: RH850 R7F7010293, SF901 03D2430

Errors: P1B90-00, P1BA3-00, P1BBO-00, P1BB3-00

Suzuki service: 2700€

EVC price*

*hybrid is good: 5000€

*hybrid is scrap: 100-1000€

Suzuki “Start stop hybrid” – Kako je narod POSISAO VESLO

Glupostima samouništavajuće “greenwash” autoindustrije nema kraja, glupostima poput “cistog dizela”, addblue, dpf, scr, euro 5/6/7, samopunjivi hybrid prevara itd… sad je vrhunac preuzela rijec “hybrid”i iščekujemo neki “filter struje” kao redovni servis. Riječ “hybrid” koja je skuplja od cijele baterije na čistom strujiću, riječ za placebo uštedu i veće troškove od LaFerrari V12 jer su nametnutim strahom od EV povjerali da je put elektrifikacije popločan hybridnim riješenjem. Medjutim to je medijska šarlatanska prevara, jer postoji samo put od Benzina do ciste Struje, nema nista izmedju. Svaki dan imamo bar 10 poziva za hybride (i par dizel škartova), i svaki mjesec je 30 na čekanju. Čak sad dok pišem zove zemo iz Švicarske da je crkla baterija hybrida od 32000€ a taksista iz rijeke čeka šlepu sa Mercedesom. Hybrid je skupa obmana da ostanete robovi još većih troskova odrzavanja, u uvjerenju da štedite dok obvezu eko norme nosite na svojim ramenima i vi je placate a ne proizvodjac. Nama na reparaciju je stigao Suzuki Swift ili Ignis 12V Li-ion Start Stop Hybrid (obilje eko riječ) akumulator od 9Ah koji košta majko mila “siso veslo” 2700€ (20000kn). Služi da na semaforu smanji CO2 tj ugasi prdilicu i kad krene da zavergla ne na starter vec alternator. A inace pali uvjek na starter. Baterija je po mjerenju LTO, 2.7V max naponski nivo i 5 prizmatičnih ćelija je u seriji koje pazi i kontrolira Denso Renesas sustav koji naizgled pored top ćelija nisu znali napraviti da izdrži preko 15000km na ovom i jos par drugih vozila. Sustav ima random Hw defekt koji izgleda slucajno aktivira praznjenje ćelija i deaktivaciju baterije. To znači da ova kamasutra ušteda na gorivu košta 1kn po kilometru u “dirty dancing” pozi, tj da bi ovaj hybrid uštedio za bateriju vozilo mora svakih 100 km pored potrosnje od 12litara proizvesti na neku aladinovu pipu bar 8 litara tako da je vlasnik bar na nuli sa 12l redovnih bez baterije. Dok za 2700€ sa EV kupite 1/4 85000 Wh (ne 120) baterije za EV, ili sa 2700€ možete preći na struju u HR oko 80000km kucne tarife, ili 20000km na brzom punjacu i 0 litara destiliranih dinosaura.

Ne živite u zabludi, usteda nije ni dizel ni hybrid, a put do elektrifikacije nije Hybrid. Ili cisti benzin ili cista struja. Sve ostalo je armagedon i za vlasnike, servise i mehaničare.

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Broken Money Waster 330e iPerformance

Gdje drugo nego na svom prirodnom staništu, DIZALICI. Dok vozi troši 10€ na 100km a dok je na dizalici trosi 200€ na sat. Hybrid naravno, onaj sto “štedi” za nas i naše godišnje, “nikad ništa” “samo toči i vozi”. Hybrid bilo kakav dizel benzin je najgori promašaj od početka industrijske revolucije, pored neispravnog fosilnog pogona zadnjih 10 godina kojeg nemozes odrzavati bez da babu iz penzije pošalješ na zapošljavanje sad si natovario jos jedan elektropogon koji je osmisljen ne da stedis sebi vec drugima (nama). Ovaj je dosao sa kvarom KLE modula, plugin AC DC ispravljača da se foliras kako imas za BMW sa 10€ u džepu. Punjenje je bilo moguce samo dok trošiš destiliranog dinosaura i 400 co2 za vrijeme voznje. Ako se kojim slucajem isprazni baterija tad ideš biciklom na posao, samo sa ispravnim shimano lancem.
Greška: 222842 i 222834
Kataloski: 8685982-01
Cijena*
Hybrid je super: 1200€
Hybrid je smeće: 320€ (bez demontaze montaze)
S obzirom da imamo oko 200 B2B vanjskih partnera ovaj posao smo preuzeli remote u Rumuniji (franšizno) i tamo će biti olakšan za svu “uštedu”.
Credits: Tesla Doctor Romania

Najgore od oba svijeta u obliku digitalnog robstva je izmišljeno HIBRID vozilo. Dvije skupe odgovornosti za održavanje koje su dizajnirane da “crknu” svakih 50t-100tkm. BMW 330e iPerformance sa kvarom punjenja na type2 odbija dopuniti bateriju, greške u sistemu su 222842 i 222834 , kataloški 7935160. Analiza kvara i uspješna reparacija KLE modula. Spašeno 1500€ za novi modul.
Successful repair for 650€ total cost.

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Where else but in its natural habitat, GARAGE LIFTS. While driving, he consumes €10 per 100 km, and while on the lift he consumes €200 per hour. Hybrid of course, the one that “saves” for us and our annuals, “never issues” “just pour and drive”. Hybrid and any kind of diesel gasoline, is the worst engineering failure since the beginning of the industrial revolution, in addition to the defective fossil fuel drive for the last 10 years, which you cannot maintain without sending your grandmother out of retirement for employment, now you have loaded another electric drive that was designed not to make fuel savings yourself but for others (us). This one came with a broken KLE module, an AC DC inverter plugin to fool around like you have for a BMW with €10 in your pocket. Charging was only possible while consuming distilled dinosaur and 400 co2 while driving.
Error : 222842 and 222834
Part number: 8685982-01
Price*

*Hybrid is great: €1200
*Hybrid is garbage: €600 (without disassembly and assembly)
Given that we have around 200 B2B external partners, we took over this job remotely in Romania (franchise) and it will be facilitated there for all the “savings”.
Credits: Tesla Doctor Romania

The worst of both worlds in the form of digital slavery is the fictional HYBRID vehicle. Two expensive maintenance responsibilities that are designed to “crack” every 50t-100tkm. BMW 330e iPerformance with charging failure on type2 refuses to recharge the battery, errors in the system are 222842 and 222834, catalog number 7935160. Analysis of the failure and successful repair of the KLE module. €1,500 saved for a new module.

222842 #222834 #7935160

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Peugeot 508 HYbrid4 – expensive placebo savings

Peugeot 508 HYbrid4 – How the deception with CO2 norms became a trap for the poor to import spent diesel garbage from Europe with fictitious 95 grams of co2. The answer lies in import incentives. First of all, who wants to buy a Hybrid with placebo savings where non-hybrid same car with 2.0HDI consumes less , somewhere around 7-8 liters. Battery system is 42 cells, i.e. 168 NiMH cells in series at 222 volts with a total capacity of approx. 1.2kWh and it costs a record €5,600. There was an imbalance of several cells on the battery and one was completely burned, which is why it didn’t even start. And that’s not all, in addition to the service and breakdowns of the fossil engine, you now also have a hybrid Frankenstein battery, a drive inverter for a couple of €€€€, an electric motor with a gearbox €€€€ and you come to the conclusion that you own a vehicle with an active subscription to the 666666 hotline which cant even run for 2 km on batteries. When we calculate only the price of the battery and the number of kilometers driven, the vehicle “saved” an additional 1.5 L of diesel per 100 km, or a total of 20,000 L of diesel, or about €35,000. The eco norms imposed by the EU on scrap diesels and petrols, which are unenforceable in practice, and by adding a hybrid component, they try to delay the inevitable transition to EVs, misleading users and owners that this hybrid is “savings”. It’s not that I protest when you bring your savings for repairs, but I’m not an engineer who is afraid of criticism from your “sponsors” and we have no fear of losing income, we always have Mercedes programmed failures. The problem of all those ECO norms will be especially reflected in the Balkans, where peopele hardly living to regalury mantain #maintenance basic ICE tasks where even on Euro 5/6/7 fossil cars you don’t have a breakdown under €1000, where maintenance/repair has become more complex than on EVs, and on hybrids, breakdowns even exceed €10,000 because most of the vehicles are imports and used scrap goods. The import of used hybrids should be completely banned because there is no saving, hybrid is a combined system of 2 bad solutions. Either clean gasoline or clean electricity, there is no in between.
Catalog: 0437508122, 695587113, 9802300880-A
Errors: P1B0B, P0A7E, P1B0C, P1B13, P1A03

Authorized price: €5700
EVC Price*:
*hybrid is great: €4000
*hybrid is garbage: €1000

Peugeot 508 HYbrid4 – Kako je obmana sa CO2 normama postala navlakuša sirotinji za uvoz potrosenog dizel smeća iz europe sa fiktivnih 95grama co2. Odgovor leži u uvoznim olakšicama. Prvo tko uopce želi kupiti Hybrid sa kojim ne da ima placebo uštedu već i troši više od običnog NEhybrida 2.0HDI, negdje oko 7-8 litara, gdje je baterijski sustav od 42 ćelije, tj 168 NiMH na 222volta ukupnog kapaciteta od cca 1.2kWh i košta rekordnih 5600€. Na bateriji je bio imbalance nekoliko celija i jedna totalno spaljena, zbog cega nije ni palio. A to nije sve, pored servisa i kvarova fosilca, sad imate jos i hybrid frankenstajn bateriju, drive inverter od par €€€€, elektromotor na mjenjacu €€€€ i dodjete do sume da posjedujete vozilo sa aktivnom pretplatom na 666666 hotline koji ne može na baterije ni 2 km. Kad izracunamo samo cijenu baterije i broj predjenih kilometara, vozilo je u prosjeku na postojecih recimo 7 litara, baterija “uštedila” tj potrosila dodatnih 1.5L dizela na 100km ili ukupno 20000L dizela ili oko 35000€. Eko norme koje nameće EU škart dizelima i benzincima koje se u praksi neprovedive i dodavajući hybrid komponentu pokusavaju odgoditi neodgodivi prijelaz na EV, dovode u zabludu korisnike i vlasnike da je to “ušteda”. Nije da se bunim kad vi donesete tu vašu uštedu nego nisam inzenjer koji se boji kritike vas sponzora i nemamo strah od gubitka prihoda, uvek imamo mercedes programirane kvarove. Problem svih tih EKO normi posebno ce se odraziti na balkanu gdje se krpa kraj sa krajem, gdje i na euro 5/6/7 fosilcima nemate kvar ispod 1000€, gdje je odrzavanje/popravak postao kompleksniji nego na EV a na hybridima kvarovi i preko 10000€ jer većina vozila je uvoz i potrošena škart roba. Uvoz rabljenih hybrida treba u potpunosti zabraniti jer ušteda nema, hybrid je sustav kombinacije 2 loša rijesenja. Ili čisti benzin ili čista struja, izmedju ne postoji.

Kataloski: 0437508122, 695587113, 9802300880-A

Greske: P1B0B, P0A7E, P1B0C, P1B13, P1A03

Cijena ovlasteni: 5700€

EVC cijena*:

*hybrid je super : 4000€

*hybrid je smeće : 1000€

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Mitsubishi Outlander PHEV – Placebo for fuel saving

Mitsubishi Outlander PHEV – Hybrid is a combined powertrain system of the two most expensive solutions and very often also the worst possible solution (especially if EU produce it). Some people buy hybrids (our sponsors) because of the imposed fear against EVs, they spend 3-5 more times on the charger with PHEV than average EV user (because they charge small batteries slowly), they also spend more time in service workshop because now in addition to the obligations of breakdowns/services/maintenance on ICE engine, you also have an additional sophisticated powertrain with battery and electric motor…. So, in addition to the imposed fear on simple EVs, the victims buy an even bigger problem than the existing purely fossil fuel powered one. This one arrived at 200,000 km with a malfunction of the battery system, which began to fail during heavy rains. The super nice owner explained in detail about the vehicle itself, from the first symptoms to diagnostics at the authorized service center. The water soaked the battery and damaged the quickcharge HV cable, a real trifle, in addition to the ICE engine which costs €8,000, the 13kWh battery with the HV cable costs a measly €11,000 (€750 per kWh) and the entire battery on the Tesla M3 SR+ of 55kwh costs including VAT €11,300 for a range of 400 km. The authorized service asked to replace the entire battery. The PHEV charges very slowly on Chademo, and it takes 2 hours to charge the entire battery which they will drive for 30 km on pure electric. That’s 14,000 hours or 583 days of charging for 210,000 km to drive only on electricity, so in 8 years it was charged for 1.5 years. While a pure EV could cover 6 million kilometers in 14,000 hours of charging. We successfully saved the battery, repaired the HV cable and delivered the sponsor. This car is almost passable by some EVC standards, but pure electricity is a much bigger winner. And we send hugs to our fan from Rimac who recommended us to customer and sent the unhappy owner. Thank you
Errors: P0AA7, P0AA6, P1AA4, P1A46
Catalog: 9482A308, 9499D704
Authorized price: €11,000
Repair price EVC*:
*electricity is better – 1200€
*hybrid is – €6,000 better
*diesel is even better, €100,000
*I would watch how you repair ti – €150,200
*forum says just to resolder – €350,100

Mitsubishi Outlander PHEV – Hybrid je sustav od dva najskuplja riješenja, vrlo često i najgora (pogotovo ako ga svabi radi). Neki kupe hybrida (naši sponzori) zbog nametnutog straha na EV (ako izcuri struja), osim sto provedu 3-5 vise vremena na punjacu nego da su na cistoj struji (jer sporo puni male baterije) takodjer vise provedu i na dizalici, jer sad pored jedne obveze kvarovi/servisi/odrzavanja imate i dodatnu sofisticirani pogon, bateriju i el motor…. Znaci pored nametnutog straha na jednostavni EV, žrtve kupe još veći problem od postojećeg čisto fosilnog (pogon na destilirane dinosaure). Ovaj je na 200000km došao sa kvarom baterijskog sustava koji je u vrijeme obilnih kiša počeo otkazivati. Super simpa vlasnica je detaljno objasnila od prvih simptoma do dijagnostike u ovlastenom servisu o samom vozilu. Voda je jako natopila bateriju i oštetila quickcharge HV kabel, prava sitnica, pored ICE motora koji kosta 8000€, baterija od 13kWh sa HV kabelom košta sirotih 11000€ (750€ po kWh) a cijela baterij na Tesli M3 SR+ od 55kwh kosta sa PDV 11300€ za domet od 400km. Ovlašteni servis je tražio izmjenu cijele baterije. PHEV se na Chademo puni vrlo sporo, i da napunis cijelu bateriju koju ces voziti 30km traje 2 sata. To je 14000 sati ili 583 dana punjenja na 210000km da bi vozili samo na struju, znaci u 8 godina ovaj je se punio 1.5 godinu. Dok bi čisti EV za 14000 sati punjenja mogao preći 6 milijona kilometara. Bateriju smo uspjesno spasili, HV kabel reparirali i sponzora isporičili. Ovaj auto je po nekim mjerilima skoro prolazan ali cista struja je daleko veci pobjednik. A našem fanu iz Rimca koji je preporučio i poslao stranku šaljemo puse. Hvala

Greške: P0AA7 , P0AA6, P1AA4, P1A46

Kataloski: 9482A308, 9499D704

Cijena Ovlasteni : 11000€

Cijena popravke EVC*:

*struja je bolja 1200€

*hybrid je bolji 6000€

*dizel je jos bolji 100000€

*ja bi gledao kako radite 150200€

*kazu na forumu da treba zalemit 350100€

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Hybrid – Placebo za uštedu

Lexus 450h Hybrid – Defekt NIMH “jeftine” baterije na 220000km. Malo dublja analiza i mjerenje sa “Rimac Assistance”. Već drugi iz našeg lipog Splita (vjerovatno zbog vrućina) sa kvarom baterijskom sistema koji u defektu vozi ali troši 15-20 litara na 100km (kod pucanja celije auto ni ne pali). System ima 3 bloka sa 30 ćelija, svaki blok ima po 10 ćelija i od njih 10 stradaju te u sredini zbog pregrijavanja. Nakon mjerenja sva 3 bloka su pokazala degradaciju od 68%, a najgori oštećeni blok je onaj u sredini (vizualno 3 a numericki u sistemu blok 1) sa 6 losih ćelija. Jedina prednost ovog sistema je sto nije zapaljiv, sve ostalo je promasaj. Ovaj sistem se hladi zrakom iz kabine (usis ispod putnickih nogu), ako vam klima ljeti ne radi ili je štedite, tad pod jakim opterecenjima pregrijavate sistem, tj najvise “kurite” srednji blok i srednje ćelije u ostalim blokovima. Drugi problem je nestabilna kemija samih (zastarjelih) NIMH ćelija koje osim sto je problem izmjeriti, osjetljive su na temperaturu. Hladna se moze na prvo mjerenje pokazati prazna a mozda je vec puna. Imaju svoj “rest” period odmaranja, gdje nakon tog mjerenja opet pokaze drugi kapacitet ili cak neispravnost. Treći zaključak je da je ovaj sistem u principu neispravan vjerovatno vec nakon 120t-150tkm jer degradacija nastupa postepeno ali ne izbacuje gresku, neki Natakote inženjer iz Lexusa vjerovatno je skužio da ce biti problem pa da ne mjenjaju dizajn samo su povecali toleranciju izmjedju ćelija. Treći problem je da je ovo serija ne od 30 blokova na 350 volti, već je ovo serija od 30×8 ili 240 ćelija, svaka osma ćelija ima voltage sense za balansiranje i mjerenje, tje svaka ta jedna “ćelija” od 12V je u biti serija 8 malih ćelija u seriji zapakovano u foliju, ali potpuno bez nadzora balansiranja i mjerenja. Znaci ako jedna otkaze od tih 8 sistem ih ne vidi, dok kod EV svaka celija u seriji ima nadzor. Sve u svemu logika rada sistema je nesto bolja nego kod “svabi”, baterija nema progamiranih kvarova i dodje nova oko 4100€ u servisu za 1.5kWh kapaciteta, što je oko 18 puta skuplje nego za isti kapacitet nove baterije na električnom vozilu (Model 3 LR). S obzirom da sistem otkaze vec na 200tkm to znaci da uz potrosnju od 7-9 litara dodatno u protuvrijednosti troši baterije oko 2€ svakih 100km. Poznati kvar mjenjača po prethodnim statistikama nastupa nakon 250000km. Vožnja na bateriju je do 50kmh od 1.5 do 2.5 km uz ometanje prometa, usteda je u biti spremanje kineticke enrgije od semafora do semafora gdje je najefikasniji elektricni auto i najmanja potrosnja struje, na većin brzinama baterija nema nikakav utjecaj na potrosnju, tj minimalan.

Kataloški broj: G9280-48040

Greška: P0A80

Nova baterija: 4100€

EVC hybrid je promasaj: 1300€

EVC hybrid je super : 3000€

#čistastruja#čistibenzin