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This vehicle serves as yet another example of why some hybrid systems struggle to offer a sustainable long-term solution. After monitoring internal reports and Nissan owner groups, we have observed that the so-called “self-charging hybrid” frequently experiences failures.
One particular case involved an electric generator motor failure at just 10,000 km—and this is not an isolated incident. While conceptually, this system is close to what could be an ideal hybrid design—where the internal combustion engine (ICE) acts solely as a generator to charge the battery and power the drive motor—the real-world execution does not align with expectations.
Technical Concerns & Failure Reports
This system utilizes:
A three-liter turbocharged ICE that runs a Denso PMSM electric generator.
A third electric motor for propulsion.
A 2.2 kWh air-cooled battery, which is relatively small for an electrified system and lacks home-charging capability.
Key Issues Identified:
A new generator electric motor costs €11,000 (excluding installation).
A second drive motor also reportedly fails within the same 15,000-30,000 km range.
Replacement cost of the drive motor is €17,000, excluding labor.
This presents a significant cost burden for owners, as in addition to these potential electric motor replacements, the vehicle still requires regular ICE maintenance, including:
Oil changes
Turbo maintenance
Belt replacements
Filter replacements
Failure Diagnosis & Potential Causes
From reports of failed generator motors, the primary fault appears to be insulation breakdown, which can lead to internal short circuits or stator overheating. The suspected cause is vibrations and thermal expansion from the ICE, which may contribute to cracking of the stator insulation.
Notably:
Bearings are in good condition.
There is no evidence of coolant or moisture penetration.
Hairpin stator design appears vulnerable to mechanical stress over time.
This raises the question: Can these stators be repaired using traditional round-wire winding technology, or is full replacement the only option?
Cost vs. Functionality—Is This System Sustainable?
Given the high failure rates and replacement costs, this system appears to place a significant financial burden on owners. With an ICE engine, two electric motors, and a hybrid battery all requiring maintenance and potential replacement, the overall cost structure is considerably high.
While the battery price is unclear, Nissan battery replacements have historically started at €10,000 or more. If that remains the case, the total cost of maintaining this system far exceeds its expected savings.
Final Thoughts
For service centers and repair specialists, this hybrid system may present interesting engineering challenges, but for owners, the financial implications are considerable. The long-term cost-effectiveness and sustainability of this system should be carefully evaluated before purchase.
A question even the industry cannot definitively answer, and the answer lies at the end of its life cycle. Without sampling failures, creating solutions for a large number of battery systems, and reaching the final destination, i.e., recycling, it is very difficult to determine which is the best. However, we have summarized the answer into a very brief description based on what we have been analyzing for nearly 5 years.
The best battery system in the world is one you can repair cheaply/quickly, and the best battery cell is one that is readily available and still usable for a second life.
The picture shows the quarterly collection of battery waste that is unusable for any other secondary or tertiary application and must undergo a demanding recycling process into raw materials. In the picture, you see around 300kg of Lithium and NiMH cells, 90% of which are mostly Pouch cells, the rest being Toyota Lexus overheated and overcooked junk in a poorly designed battery system. The remaining smaller quantity is Prismatic NMC, mostly from Hybrids, and in hand are defective Cylindrical cells where we repaired 2 battery systems in a Tesla. Yes, only 4 cells.
What the industry has now realized but lacks the courage to talk about, is the new taboo topic that Europe completely missed the mark by using the worst possible cell for battery systems, which is the Pouch cell. The Pouch cell has proven to be very unreliable, complicated for industrial assembly, and unreliable in the long term for any application in the automotive industry. The problem is that each manufacturer designs its form factor, making repair impossible due to the lack of replacements. Another issue is the high degradation and intolerance of cells to high C-rates, i.e., higher discharge and charge currents. Almost all battery systems where repairs were very expensive or impossible involved these cells.
Today, everyone understands: Porsche, Hyundai, Kia, BMW, and some others, that the only correct path is a battery system with Cylindrical cells, precisely the cells the entire legacy industry mocked. Now, those same ones who mocked are switching to cylindrical, 16 years after realizing that Tesla was right. The system is more durable and easier to repair, cells are easily available and replaceable. One of the easiest and cheapest battery systems to repair is the Tesla Model 3 LR and SR with cylindrical cells, simpler than the Model S. The smaller amount of problems we encounter are with Prismatic (LFP or Blade) cells, which are more common in Hybrids where the battery systems are poorly designed and exhaust their 2000 cycles in 50k km, and are more expensive than an 80kWh EV battery.
In the future, probably everyone will switch to Cylindrical where performance is crucial, and to prismatic/blade where profitability is important. The future certainly brings exponential growth in the quality of these cells, so the need for battery repairs or cell replacement will be greatly reduced. Systems are getting better and higher quality. This is already visible, if we ignore some factory recalls, but one thing is certain, there are very few defective batteries now and there will be even fewer in the future. Completely contrary to mainstream media misinformation and fearmongering (as seen in Auto Klub). The bigger problem will be electric motors and other systems, as is already the case.
During the initial detailed diagnosis of the malfunction, it appeared to be just one problem, but eventually, it was discovered that there were two additional problems with the rest of the vehicle. Purchasing a used hybrid is a very risky move, both for buyers and sellers, as sellers have been recently hanging up in tears, recording significant losses on hybrids when we tell them that there is no cheap solution. After selling the vehicle, which they import with mileage after the warranty expires, buyers-owners return to the sellers due to a malfunction, as every seller is legally required to guarantee for one year. Problems then arise because hybrid small batteries, which consume their 2000 charge cycles already at 50,000 km of electric driving, after 7-8 years of use, cannot be “refreshed”. The battery system could be repacked if the cells were standard and available; however, manufacturers use dimensions that do not exist in free sales, and besides, the cell terminals are not bolted but laser-welded and pressed into their stainless steel cages, which again need to be cut because they are welded. So, removing the cells, procuring and replacing them, opening and closing the modules becomes an impossible mission. New terminals would need to be produced; designing and manufacturing at least 100,000 pieces costs around €200,000. A CNC welding machine costs from €50,000 to €100,000. This means that for a service to professionally prepare for just this battery model, a mortgage on a hotel is needed, and then the return on such investment needs to be calculated. The second option is to buy a new battery for €17,000, but it is not available; the third option is to buy a pig in a poke on eBay for €8,000 for used ones and hope they last more than a year. This battery, which is very interestingly and compactly made, with active heating and cooling, weighs over 100 kilograms. The system seems to have been designed by BOSCH, which is evident at first glance as it is very different from most other systems. NMC Prismatic cells and BMS are identical to the Fiat 500e USA California model, which we have already worked on. While the CSE controllers (slave BMS) are very similar to those of the Smart 451. It has also been reported that these batteries were either assembled or tested by Rimac (if this is incorrect, corrections are welcome). The cells are 26Ah, the modules consist of a 13S1P configuration, which is very unusual. Detailed DCir and ACir measurements of the cells showed almost all were within the range of 1.4mOhm ACir, and 3 cells at 1.79mOhm. This is very high and indicates that the cells are very worn out and very swollen. With increased resistance, they heat up more, discharge faster, and have a shorter range in winter. A colleague from the Dutch institute reports having had a few on repair, analysis, with defects at around 120,000 km due to extreme cell swelling, where twisting the module cages caused cell insulation damage. This is very dangerous because if the steel cage bites into two different cells in two places, it automatically leads to a short circuit and a chain reaction, i.e., fire. We do not bash hybrids because we are not involved in that story, as there is no adequate solution to remove the malfunction. Owners have a property on wheels and do not understand how the problem cannot be solved economically because “electrification should be just that.” Only owners do not understand that a hybrid in this form is not electrification but a Frankenstein complication for the rich and very, very, very, very arrogant rich who do not care how much the battery costs or the AMG c63 engine of €65,000, they just swipe the Gold Amex. This 25Ah battery has in 9 years charged/discharged 68,000Ah; if you divide that by 25 and account for the degradation curve, it is about 2200 charge cycles, or roughly 60,000 km driven exclusively on electricity. If this same cell were in a larger battery system, say 60kWh, it would have covered 6 times more kilometers before needing replacement, i.e., 360,000 km. This matches the malfunctions on other younger hybrids with total defects in the small battery system. So these, if we are not mistaken, Panasonic NMC cells, are alien tech and have endured very well in extreme environments, but a small system in a large operation is terrible for the battery’s health. Those who do not drive on electricity at all will have a longer-lasting battery, those who drive exclusively on electricity to save money, have not saved anything. So this malfunction, when we reset and repaired the BMS systems, started the engine, and the chain rattled (which also needs fixing), and the problem with the ground wiring in the engine compartment stops cranking and turns on the engine fan, the insulation is still good but the state of the cells at most another 10,000-20,000 km where a complete battery replacement will be needed, where besides all maintenance costs now there is also the cost of a battery that could not be amortized (60,000 km on electricity is about €8,000 in fuel). So hybrids after the warranty expires are realistically worthless because battery failure destroys any economic calculation (unless you are arrogantly rich). The recommendation is that if you must buy a hybrid under threat, drive it while it is under warranty and then sell it to an enemy, mother-in-law, ex, etc. Sages who claim otherwise are just sages. The recommendation to car dealerships and buyers is to steer clear of hybrids and stick to either pure gasoline or pure electric.
Part numbers: 7PP915590B, 7PP915215, 0442005001, 7PP915022, 0442005000,
OEM (obsolete): €17,000 EVC BMS: €1,400 EVC Cell defect: not possible to repair
Porsche Panamera Plug-In Hybrid 970 2014 – 9 kWh Baterija od 17000€ prvim postupkom detaljne dijagnoze kvara naizgled se učinilo kao da je samo jedan problem da bi na kraju dokučili da postoji i druga 2 problema na ostatku vozila. Kupnja rabljenog hybrida je jako riskantan potez, jako riskantno i kupcima i preprodavačima, jer prodavači zadnje vrijeme u suzama poklapaju slušalicu bilježeći velike gubitke na hybridima kad im kažemo da jeftino riješenje ne postoji. Nakon prodaje vozila, koje uvezu sa kilometrima nakon isteka garancije, kupci- vlasnici se vraćaju preprodavacima zbog kvara , jer svaki prodavač mora garantirati 1 godinu zakonski. Tada nastaju problemi jer hybridne male baterije koje potrose svojih 2000 ciklusa punjenja vec na 50000km voznje na struju, nakon 7-8 godina koristenja, ne postoji riješenje “osvježavanja” ćelija. Baterijski sustav bi se mogao prepakovati da su ćelije tipske i dobavljive, medjutim proizvodjaci koriste dimenzije koje ne postoje u slobodnoj prodaji a osim toga terminali ćelija nisu na vijke već su vareni laserom i naprešani u svoje inox metalne kaveze koje opet treba rezati jer su vareni. Tako da vadjenje ćelija, nabava i izmjena, otvaranje i zatvarenje modula postaje mrtvo slovo na papiru i nemoguca misija. Terminali bi se morali novi proizvesti, dizajniranje i izrada bar 100,000 komada je oko 200000€. Stroj za CNC varenje je od 50,000-100,000€. Znaci da se jedan servis profesionalno pripremi za samo ovaj model baterije treba hipoteka na Hotel pa tek onda dalje izracun povrata na tavko ulaganje. Druga opcija je kupnja nove baterije od 17000€ ali nije dostupna, treca opcija je kupiti macka u vreci preko ebay za 8000€ koliko se krecu rabljene i nadati se da će raditi duže od godinu dana. Ova baterija, koja je jako zanimljivo i kompaktno napravljena, sa aktivnim grijanjem i hladjenjem ima preko 100 kilograma. Sustav je izgleda dizajnirao BOSCH, i to se vidi na prvu da se jako razlikuje od vecine drugih sustava. NMC Prismatic ćelije i BMS su identicni Fiat 500e USA California modelu kojeg smo vec radili. Dok su CSE kontroleri (slave BMS) jako jako slični sa Smarta 451. Takodjer je stigla dojava da je upravo ove baterije ili sklapao ili ispitivao Rimac ( ako je to netočno može i ispravak). Ćelije su 26Ah, moduli se sastoje od 13S1P konfiguracije, jako neuobičajeno. Detaljnim DCir i ACir mjerenje ćelija skoro sve su bile u okviru od 1.4mOhm ACir i 3x ćelije na 1.79mOhm. Sto je jako visoko i indikacija da su ćelije jako istrošene i da su jako napuhane. Porastom otpora više se i griju, brže prazne i zimi manji domet. Kolega sa Nizozemskog instituta prenosi da je imao par komada na reparaciji, analizi, sa defekom na nekih 120,000km zbog ekstremnog napuhavanja ćelija, gdje je motanjem kaveza modula doslo do ostećenja izolacije celije. Sto je jako opasno ako na dva mjesta čelični kavez zagrize 2 razlicite celije automatski dolazi do kratkog spoja i lančane reakcije tj. požara. Hybride ne pljujemo jer nema nas nigdje u toj priči, jer ne postoji adekvatno riješenje da se otkloni kvar. Vlasnici imaju nekretninu na kotačima i ne razumiju kako je moguce da je problem ne riješiv na ekonomičan način, jer “elektrifikacija bi trebala biti upravo to”. Samo što vlasnici ne razmiju da hybrid u ovom obliku nije elektrifikacija već frankestajn komplikacija za bogate i jako jako jako jako bahato bogate koje nije briga koliko baterija košta ili AMG c63 motor od 65,000€, samo provuku Gold Amex. Ova baterija od 25Ah je u 9 godina napunila/ispraznila 68000Ah, kad se podjeli sa 25 i ako uracunamo krivulju degradacije to je oko 2200 ciklusa punjenja ili u prijevodu to je odprilike 60000 predjenih km iskljucivo na struju. Sto se poklapa i sa kvarovima na drugim mladjim hybridima sa totalnim defektom baterije. Znači ove ako se ne varamo Panasonic NMC celije su alien tech i izdrzale su jako dobro u ekstremnom okruzenju ali mali sustav u velikom pogonu je užas za zdravlje baterije. Tko ne vozi na struju uopce – bude duže izdržala, tko vozi iskljucivo na struju da uštedi, taj nije uštedio ništa. Tako da ovaj kvar kad smo resetirali i reparirali BMS sustave je upalio i motoru je lanac zazveckao (i to treba popravljati), takodjer problem sa masom na ožičenju sasije u motornom prostoru prekida verglanje i upali ventilator motora, izolacija je jos dobra ali stanje celija max jos 10000-20000km gdje ce biti potrebna potpuna izmjena baterije, gdje je pored svih troskova odrzavanja sada i trosak baterije koja se nije mogla amortizirati (60000km na struju je oko 8000€ nafte). Tako da hybridi nakon isteka garancije realno ne vrijede nista, jer kvar baterije uništava svaku ekonomsku računicu (osim ako niste bahato bogati). Preporuka je da hybrida ako pod prijetnjom morate kupit, vozite dok je u garanciji nakon toga prodajte neprijatelju.
Part number: 7PP915590B, 7PP915215, 0442005001, 7PP915022, 0442005000,
Unsustainable defects that once again proves hybrids are the worst of both worlds. A small 6kWh battery with single cell amperages during use drastically higher than on EVs, such that even a good choice of thermal cooling (water cooling in this case) doesn’t help in the long run if the system is underdesigned. Owner reviews saying “I’ve driven 60,000km and never had a problem” are an epic scam because the moment we need to hear “the whole small hybrid battery died at 150k km and costs more than for an EV” never comes. Many hope to buy something “to save on fuel costs” but end up even more screwed, having bought an unsustainable complex Frankenstein with two complex and expensive systems instead of one simple one. Again hoping to help an owner from the industry, we take in the vehicle, it throws errors of insulation breakdown and loss of communication to the “slave board BMS” system. We remove the “Frankenstein” from the trunk, open it, and start measuring. We immediately notice that we have 250V on the casing. To the untrained eye, a harmless detail but for us, the first indication that the situation is dangerous and that probably one cell is inflated. After disassembly, DC and AC measurement over 3-4 days, we come to the conclusion that either our instruments are bad or the whole battery is bad. That means “never had a problem” by 160k km. After finishing the measurements, what we see is that only 12 cells are partially functioning, and 13 are totally defective. In theory, everything needs replacing, but practically 70-80 (orange) are definitely for changing, which is unfeasible in that quantity where it is very complex to weld that many terminals with a laser. The cells are prismatic Samsung SDI, again non-commercial form factor, meaning repair at that quantity of cells is not feasible. Used batteries are very poorly available, prices from 4000-8000, while a new one is €14,500 but not available from the manufacturer. So these vehicles with hybrid drive are a total loss after 6 years and 160k km and the savings are just a placebo. Vehicles without a designed second-life purpose, something the mainstream media won’t tell you as they sell underpaid propaganda that diesel and hybrid are better but at your expense.
Dear visitor, go either pure electric or pure gasoline, not hybrids.
Neodrživi kvar koje je opet dokaz da su hybridi najgore od oba svijeta. Mala baterija od 6kwh kojoj su single cell amperaze za vrijeme korištenja drasticno veće nego na EV, da cak i sa dobrim izborom termalnog hladnjenja (vodeno hladjenje u ovom slucaju) ne pomaze dugornocno ako je sustav poddizajniran. Osvrti vlasnika “evo vozim 60000km i nikad nista” su epska prevara jer momenat kad nam treba javiti “e crkla je cijela mala hybrid baterija na 150k km i kosta vise nego za EV” se ne desi nikad. Tako mnogi u nadi da ce kupiti nesto “da ustede na gorivo naftu dizne turbine” se zahebu jos vise, jer su kupili neodrzivog kompleksnog frankestajna koji ima 2 kompleksna i skupa sustava, umjesto jednog jednostavnog. Opet u nadi da ćemo moći pomoći vlasniku iz struke, primamo vozilo, baca greske proboja izolacije i gubitka komunikacije prema “slave board bms” sustavu. Vadimo “frankestajna” iz gepeka, otvaramo i počinjemo mjerenje. Odmah skuzimo da na kućištu imamo 250V. Neukom oku bezazlen detalj medjutim nama prva indikacija da je stanje opasno i da je vjerovatno jedna celija napuhana. Rastavljenjem, DC i AC mjerenjem nakon 3-4 dana dolazimo do zakljucka da ili nam nevaljaju instrumenti ili cijela baterija je loša. Znači “nikad ništa” vec na 160k km. Nakon zavrsetka mjerenja imamo sto i vidjeti, djelomicno ispravnih celija ima samo 12 , totalno defektnih 13.
Za izmjenu je u principu sve, ali teoretski 70-80 ćelija. *EDIT: moram naknadno dodati da smo uvidom u evidenciju vozila dosli to podatka da je u garanciji već mjenjana baterija na nekih 90,000km i sad ponovno potrošena za izmjenu već na 150,000km.
(Orange) je sigurno za mjenjanje sto je neizvedivo na toj kolicini gdje je jako kompleksno sa laserom variti tu kolicinu terminala. Celije su prizmaticne Samsung SDI, ponovno nekomercijalnog form faktora, sto znaci reparacija na toj kolicini celija nije izvediva. Rabljena baterija je jako slabo dostupna, cijene od 4000-8000, dok je nova 14500€ ali nedobavljiva od proizvodjaca. Tako da su ova vozila sa hybrid pogonom totalna steta nakon 6 godina i 160k km a ušteda samo placebo. Vozila bez dizajnirane second life namjene, ono sto vam mainstream mediji ne zele reci vec prodaju podplaćenu propagandu da je dizel i hybrid bolji ali na vašu štetu.
Ekipa, ili cista struja ili cisti benzin.
OEM: 14500€ (not available)
EVC: Repair not possible (designing new and bigger battery is necessary 8000-16000€)
We received one new battery from DS9 to recycle it into usable second life. The first thing we noticed is that the battery is excellent in terms of its size for some kind of quad swap or mini Morris swap, as it integrates everything from water cooling to all necessary components for safe usage, including contactors, pre-charge circuits, etc. The battery pack’s manufacturer is the defunct A123 company, known for creating robust systems, even for the military and automotive industries. The battery cover isn’t glued but secured with screws and a rubber seal. Its total weight is around 96 kilograms. The system consists of 8 blocks in a 12S configuration, likely composed of LFP prismatic cells, probably from A123’s production line, judging by the block’s length matching those of VW, Ford, Mazda prismatic 12S blocks, but with cell width in the block housing at 13.8 cm, about 1.5 cm less wider than other manufacturers in similar configurations. One block has a capacity of 1.485 kWh and weighs 9.6 kg. Total capacity of the battery pack is 11.9kWh, but usable probably below 10kWh. The coolant plates are affixed using thermally conductive silicone on the underside of the cells, or blocks. The BMS system comprises 2 slave controllers and one master. Commendably, they designed the battery with active cooling and heating, ensuring a longer battery life, although the cell power of 35Ah might not survive charges up to 200k km. The processor is Tricore SAK-TC234LP, commonly found in Stellantis battery systems, even among different suppliers, (among Renesas, Texas Instruments, etc.)
Price OEM: Unknown
Part numbers: A123 PHEV.EMC00, 9832854680, 9835365680, WXAA-BI03V1100, A123
Hybrids strike back with an invasion, while we complain about sponsored hybrid subsidized vacations. Every new hybrid that comes with Toyota’s “self-discharging” system in defect makes us more certain that our final review of them will definitely be the pinnacle soon, but the hint itself suggests that everything they release is just good marketing and that Toyota is the future Nokia. Every electrified product they have is a complete disappointment from a technical standpoint, and the BZ4X is a total failure of the powertrain system. Every battery system they have is quite cooked and degraded by 30-50% already at 100,000 km, but to avoid the error light turning on, they have implemented their own DTC OFF (colleagues know the terminology), meaning they have disabled the check engine light. It’s like when people deactivate the EGR on a Golf, Toyota has deactivated the fault code for battery failure. Then, with that same battery, people swear that they “never had to replace it” and that it’s still working fine. At 150,000-200,000 km, the battery is already burned with only 20% of its original state of health (SOH) capacity because the average cells, which started at 6.5Ah, are burned down to just 1Ah in total. In some cases, replacing some cells and reconditioning can keep it running for a while, but in other cases, all cells need to be replaced, which costs over 2,000-2,500 euros just for the material. The Honda Civic’s battery failed at 200k, and a new one costs 4,300 euros, plus the replacement at an authorized service. Granted, it also has years of use, but the fuel savings of 1.5 liters per 100 km with the presence of the battery amount to amortization of around 3,000-3,500 euros over 200k km, and that’s just one component of the hybrid system that drives around as additional weight for the sake of “savings.” The savings are only visible in the wallets of those who promote it.
HRVATKSI Hybridi uzvraćaju invazijom a mi se kao bunimo na sponzorirani beneficirani godišnji odmor. Svaki novi hybrid koji dodje sa toyotinim “samošupljivim” sustavom u defektu sve smo sigurniji da će finalni osvrt na njih u skorije vrijeme definitivno biti vrhunac, ali sam nagovještaj se da naslutiti da je sve sto oni izbace samo dobar marketing i da je Toyota buduća Nokija. Svaki elektrificirani proizvod im je sa tehičke strane potpuno razočarenje, BZ4X im je totalni promasaj powertrain sustava. Svaki baterijski sustav im je poprilično skuhan i degradiran 30-50% vec na 100000km, ali kako se nebi greška palila oni su sami sebi implementirali DTC OFF (kolege znaju terminologiju) tj isključili paljenje checkengine lampice. Kao kad ekipa na Golfu deaktivira EGR, tako je toyota deaktvirala paljenje greske na kvar baterije. Onda se tom istom baterijom ekipa kune kako je “nikad nije mjenjala” i kako je još ispravna. Na 150000-200000km baterija je spaljena vec na 20% SOH kapaciteta jer su srednje celije sa pocetnih 6.5Ah spaljene na ukupno 1Ah. U nekim slucajevima izmjena nekih ćelija i rekondicioniranje moze drzati neko vrijeme, ali u nekim slucajeva moraju se mjenjati sve celije što samo u materijalu izadje preko 2000-2500 eura. Hondi Civic je baterija zaribala vec na 200k i nova dodje 4300€ plus izmjena u ovlaštenom servisu. Doduše ima i godina ali ušteda goriva od 1.5l postojanjem baterije na 100km je amortizacija oko 3000-3500€ na 200k km a to je samo jedna komponenta hybridnog sustava koja se voza okolo kao dodatna masa radi “uštede”. Ušteda je vidljiva samo u novčanicima onih koji to odražavaju.
Faults:
P1570,
P1446,
P0A7F,
Part numbers:
1E100RMX0132,
1E150RMX0030,
AEV6804A,
AEV68040,
OEM Price: 4300€ inc TAX
EVC Price : recond 1000-1500e or new 2800€ inc VAT
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.
🔋 Common Mild Hybrid Failure – Hidden Costs Behind the “Green” Badge 🔋
We’ve written about this before, but it’s time to repeat it – the issues with Mild Hybrid systems continue to surface, exposing poor engineering hidden behind a “sustainable” label.
This time, it’s not the infamous €2,000 alternator that fails every summer due to poor thermal management and 90°C glycol cooling. No – today, it’s the return of the 48V battery failure.
If you’ve ever heard the line: “It was working when I parked, not my problem” – you’re not alone. In many cases, while technicians wait for parts or work on the combustion engine side of the vehicle, the hybrid battery silently discharges itself. The system is designed so that when the 12V supply is disconnected, the 48V battery enters a “scrap mode” – deep self-discharge, rendering itself permanently locked. This isn’t just poor design; it’s systemic exploitation.
Even though the lithium cells are still at a safe 3.3V and completely functional, they are declared unusable, destined for the shredder – wasting resources, electricity, and adding unnecessary replacement costs.
We’ve seen similar designs in other European manufacturers – Mercedes included. The result? Independent repair shops are forced to absorb the blame and the financial burden for a defect caused by poor OEM design.
You don’t need to sell narcotics to turn a profit – just engineer a subscription-like trap disguised as advanced technology. Slap on a “Hybrid” or “Clean Diesel” badge, and the customer becomes a lifetime subscriber to their own car.
As always, mainstream media stays silent on these issues. Real information comes only after it’s too late.
👉 Our advice? Either go fully electric or stick to a well-built internal combustion engine. Mild hybrid? High risk, low reward.
HRVATSKA VERZIJA
🔋 Česta greška kod Mild Hybrida – Skriveni troškovi iza “zelene” etikete 🔋
Već smo pisali o ovome, ali očito moramo ponovo – problemi s Mild Hybrid sustavima i dalje izlaze na vidjelo, otkrivajući lošu tehniku maskiranu kao “održiva” rješenja.
Ovaj put nije riječ o čuvenom alternatoru od 2000 eura koji redovno otkaže svako ljeto zbog lošeg hlađenja glikolom na 90 stupnjeva. Sada je opet u igri 48V akumulator.
Ako ste ikada čuli rečenicu: “Radilo je kad sam parkirao, mene to ne zanima” – niste jedini. U mnogim slučajevima, dok se čekaju dijelovi ili se sanira kvar na motoru s unutarnjim izgaranjem, hibridna baterija se sama isprazni. Sustav je dizajniran tako da u trenutku kad nema napona na 12V sustavu, 48V baterija ulazi u tzv. “AUTOOTPAD” način rada – duboko samopražnjenje koje ju trajno zaključa. Nije riječ o grešci – to je planski izveden mehanizam.
Iako su litijeve ćelije još na sigurnih 3.3V i tehnički potpuno ispravne, sustav ih zaključava i proglašava neupotrebljivima. Rezultat: drobilica, reciklaža, novi troškovi, nepotrebno trošenje energije i resursa.
Slični slučajevi viđeni su i kod drugih proizvođača iz europske “ergele” – uključujući i Mercedes. A posljedice? Nezavisni serviseri snose odgovornost i trošak za neispravnosti koje su rezultat tvornički lošeg dizajna.
Ne trebaš dilati da bi zaradio – dovoljno je osmisliti sustav gdje kupac misli da je nešto kupio, a zapravo je postao pretplatnik na vlastiti automobil. Zalijepiš etiketu “Hybrid” ili “Clean Diesel” – i budućnost je osigurana.
Mainstream mediji ovakve teme uglavnom izbjegavaju. Kupac sazna istinu tek kad je već kasno.
👉 Naš savjet? Ili pravo električno vozilo ili dobar motor s unutarnjim izgaranjem. Mild hybrid? Previše rizika, premalo koristi.
Error: P0A7D, P0B29 Part number: 4N0915105B Processor: SPC5644BMLU OEM Audi: 1800Euro EVC: 400-1800euro *hybrid is best: o1o690 Euro
– 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
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.
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