Category: Hybrid

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Range Rover Sport Hybrid – Winner 💸 2022


How biased journalists deceive buyers for €30,000? Mainstream media and “car enthusiasts” posing as “experts” base their existence on income from biased opinions about the vehicle, a superficial review that doesn’t question the drive quality or sustainability. Manufacturers simply pay off the audience owners who instrumentalize mass access and impose superficiality in purchasing and choosing vehicles. Therefore, vehicle selection has boiled down to how many bling bling lampa there are in the cabin, where guys can rest their dildos and how much a person gets hurt touching the steering wheel’s leather. Since we don’t have sponsors except for hybrid owners, and the review is exclusively based on scraps, it’s up to us to regularly highlight what’s wrong, as apparently, no one else does that. Here in the picture is a pile of faulty and expensive junk; this battery from the Range Rover Hybrid 3.0d L494 from 2015 costs €30,000 new at authorized service centers. The vehicle has around 150,000km where the battery, with only 1.7kWh capacity, provided an equivalent range of about 2-3 kilometers. The system has several faults: cell isolation, slave BMS, master BMS, overheating, etc. Many are mistaken, thinking a hybrid can run while the battery is faulty; however, that’s not true since on almost all models, it’s not possible. The “ready state” and driving are somehow conditioned by the battery system being operational. In most cases, these vehicles don’t have an alternator, so the large 400V hybrid battery powers their 12V battery and low-voltage system. It’s a constant encounter with the fact that batteries in hybrids ranging from 2-8kWh are more expensive than purely EVs with large batteries of 60-70kWh. Also, hybrid electric drives are mostly more expensive than electric motors in purely electric EVs. So, buying a hybrid to try electricity is like licking a socket before tasting ice cream; you won’t get the ice cream, but you’ll say it’s bad. The worrisome trend in media is the consecutive buying of influence to shove fossil and hybrid garbage to customers, resulting in a year-on-year decline in drive quality and, moreover, interiors that go unquestioned. EU vehicles are becoming more expensive and worse in quality; ADAC statistics and other surveys attempt to portray that everything else is bad except European vehicles, while the after-sale truth is completely different. Vehicles from the last 4-5 years have so many recurring and expensive faults that an average Balkan person will have to take new loand just to fix all the indicators and check engine lights.

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.

HRVATSKI

Kako novinari prevare balkance za 30000€? Mainstream mediji i “automobilisti” kakti ”stručnjaci” svoju egzistenciju baziraju na prihodu od potkupljenog mišljenja o vozilu, površnim osvrtom koji ne propitkuje kvalitetu pogona ili održivost, proizvodjaci samo plate posjednicima auditorijuma koji instrumentiziraju pristup masama i nametnu površnost u kupnji i odabiru vozila. Tako da je se odabir vozila sveo na to koliko lampica ima po kabini, gdje decki mogu odloziti britvicu za noge i koliko se dečkić ozljedi na dodir kože na volanu. S obzirom da mi nemamo sponzora osim vlasnika hybrida i osvrt je baziran iskljucivo škartom, na nama je da naglašavamo redovno što nevalja, jer očigledno to niko ne radi. Ovdje je na slici hrpa neispravnog i skupog smeća, ova baterija sa Range Rover Hybrida 3.0d L494 godina 2015 košta 30000€ nova u ovlatenom servisu, vozilo je na nekih 150000km gdje je baterija sa samo 1.7kwh kapaciteta radila ekvivalent dometa oko 2-3 kilometra. Sustav ima nekoliko kvarova, izolacija celija, slave bms, master bms, overheat itd. Mnogi zive u zabludi misleci da hybrid moze voziti dok je baterija neispravna, medjutim to nije tocno jer na skoro svim modelima to nije moguce, “ready state” i voznja su na neki nacin uvjetovani da je baterijski sustav ispravan. Kod velike vecine ta vozila nemaju alternator pa im 12V bateriju i low voltage sustav napaja velika 400V hybrid baterija. Konstatno se srecemo i sa cinjenicom da baterije na hybridima koje su od 2-8kwh su skuplje od čisto EV velike baterije od 60-70kwh. Takodjer i elektro pogoni hybrida se vecinom skuplji od elektromotora čisto električnih EV. Tako da kupovati hybrida da bi probali struju je kao lizanje utičnice prije probe sladoleda, znaci sladoled nećeš ni vidjeti ali pricat ces da ne valja. Zabrinjavajući je trend medija što se uzastopno kupuje utjecaj da se fosilno i hybrid smeće uvali kupcima pa uzastopno iz godine u godinu imate pad kvalitete pogona a bome i interijera koji ne propitkuje niko. EU vozila su sve skuplja i sve lošija, ADAC statistike i ostale ankete pokusavaju docarati da nevalja sve ostalo osim europskih dok je aftersale istina totalno drugacija. Vozila zadnji 4-5 godina imaju toliko ponavljajucih i skupih kvarova da prosječan balkanac će morati na gastarbajter bauštelu u njemacku kao 90tih da poplaca sve lampice i check engine.

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, L494
Error: Р0ВЗC-62, P0A1F-49 , P0AF9-00, P0B53-00, P0C47-31, P0C47-39, P0A1F
Price OEM: 30,000€
Price EVC*
*hybrid is better than EV: 696969€
*hybrid is crap: 5000-15000€ (half price)

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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.

———————————————————————————————————————

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

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HYBRID -‘najupitniji proizvod od početka industrijske revolucije’

HYBRID S400 Mercedes W222.157 – Ako postoji medalja za najneodrziviji proizvod od početka industrijske revolucije, to je onda HYBRIDNI pogon, a ako postoji trofej najupitnijieg onda je to ovaj Hybrid. Hybrid bilo koje marke je osmisljen da sve što uštedite na gorivu (skoro ništa) donesete meni kad nešto “crkne”, tako da u prosjeku troši više od Ferrarija. Da nema onih koji voze ove hybiride mi bi se morali baviti politikom, kopanjem nosa ili nekom drugom partijskom uhljeb funkcijom. Hybrid baterija na Mercedesu košta od 8000-16000€ ovisno koji model, implemetirano je nekoliko programiranih limitatora od brojača koliko puta date kontakt do single-point-od-failure OTP grešaka koje nije moguće izbrisati niti jednom OBD dijagnostikom. Ovaj koji radimo je iz Finske, jedna ćelija redni broj 35 je oštećena, napon je pao ispod 2.5 volta i aktivirao je grešku P18051C i P180D3 koje apsolutno niti factory/dev level dijagnostika sa svim seedkey access pristupima ne mogu deaktivirati. Greška osmisljena da je baterija nepopravljiva cak iako zaMjenite tu jednu neispravnu ćeliju.

Kataloški: A7893402302 789902920 A7893407302 A7893405302 A7893405202 A7893400303
Greške: P18051C P180D13 P0DE6FA P1D7800 P1D799A

Cijena BMS reparacije (bez ćelija):

Ako je vlasnik teški hybrid fan: 6000€
Ako je vlasnik shvatio da je hybrid čista glupost: 1000€

Cijena nove baterije u servisu : 16000€

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Audi VW Mild Hybrid disaster

ENGLISH VERSION

🚨 Audi/VW Mild Hybrid – A System Designed to Fail 🚨

The so-called “hybrid” trend has now mutated into the “Mild Hybrid” – a system where customers pay more and receive even less in return.

This setup combines the alternator and starter into a single 48V electric motor controlled via a VFD three-phase inverter mounted directly on the engine. The entire unit relies on HEXFET transistors and is “cooled” by antifreeze, though in practice, it’s often heated to 95°C – fast-tracking the component’s failure.

Unlike classic hybrid systems, the electric motor in a Mild Hybrid cannot independently drive the car. It merely assists the internal combustion engine to simulate “efficiency” – savings that usually go straight into the pockets of authorized service networks… or independent workshops like ours.

We’ve received several inquiries on this issue, but so far, no one has come for in-depth diagnostics. Interestingly, a technician from an authorized service center in Munich offered us 100 defective units for €100 each – casually pulled from the trash. The narrative? “These never break. Just fuel up and drive.” Yet 100 units in the dumpster say otherwise.

If the electric motor (a.k.a. MHD starter) fails, the engine won’t even start. According to insider sources, this failure can occur as early as 50,000 km. And when the HEXFET burns out, there’s no easy way to detach the support frame from the aluminum heat sink to replace the damaged part. Even if a high-quality repair method existed, the OEM design is flawed – these components weren’t meant to be reliable, not even when brand new.

This is arguably the lowest-quality interpretation of a hybrid system yet. The most alarming aspect is how often we hear mechanics complain: after a routine service, the customer returns claiming “everything worked before – now it doesn’t.” A typical tactic used to pressure workshops into covering the cost of poor factory design.

🔧 Our recommendation to fellow technicians: Avoid servicing these vehicles if possible. You’re likely to end up paying for someone else’s engineering shortcuts.

HRVATSKA VERZIJA

🚨 Audi/VW Mild Hybrid – Sustav dizajniran da otkaže 🚨

Zaraza zvana “Hybrid” mutirala je u “Mild Hybrid” – sustav gdje za još više novca kupac dobiva još manje.

Ovdje se alternator i anlaser spajaju u jedan 48V elektromotor koji se kontrolira preko VFD trofaznog invertera montiranog izravno na motor. Cijeli sklop koristi HEXFET tranzistore i “hladi se” antifrizom – u praksi, zapravo se grije na 95°C, ubrzavajući kvar.

Za razliku od klasičnih hibrida, ovaj elektromotor ne može samostalno pokretati vozilo. Samo “pomaže” fosilnoj prdilici kako bi se stvorila iluzija uštede – koja najčešće završi kod ovlaštenih servisa… ili kod nas.

Imali smo nekoliko poziva vezano uz ovaj kvar, ali nitko nije došao na ozbiljnu analizu. Zanimljivo, jedan tehničar iz ovlaštenog servisa u Minhenu nudio je 100 komada neispravnih uređaja po 100 € komad – “slučajno” izvučenih iz smeća. Kažu: “Nikad ništa ne rikne, samo toči i vozi.” A 100 komada u kontejneru govori suprotno.

Ako otkaže elektromotor (poznat kao MHD anlaser), tada ni motor s unutarnjim izgaranjem ne može upaliti. Prema informacijama “insajdera”, ovaj kvar nastupa već oko 50.000 km. A kada izgori HEXFET, nema jednostavnog načina za odvajanje nosača od aluminijskog hladnjaka da bi se zamijenio dio. I da postoji metoda jednaka tvorničkoj kvaliteti – uzalud. Komponenta je loše dizajnirana i nije predviđena da ispravno radi ni kad je nova.

Ovo je vjerojatno najlošija varijanta hibridnog sustava do sada. Najgore od svega? Sve češće slušamo prigovore mehaničara koji odrade redovni servis, a korisnik se vraća s pritužbom: “Sve je radilo prije servisa, sad više ne radi.” Klasična ucjena kojom se odgovornost pokušava prebaciti na servisere.

🔧 Naša preporuka kolegama: Izbjegavajte raditi na ovim vozilima. Previše rizika, nula garancije. Na kraju – vi plaćate za nečiji loš inženjering.

Price:

New – 2000€

EVC – 👀

Error:

U046900 a starter/generator control unit signal is unreliable;

C11CBF0-12V on-board power grid

P0A7D00-hybrid battery charge level is low

P0B2900-hybrid/high-voltage battery deep discharge

P1B1600-hybrid battery no external charging

Partnumber:

4n0903028m

4n0903028n

4n0903028h

4n0903028j

Vozila:

A6, S6, A7, S7, A8, S8

2018 – 2022

Processor: SPC564A70L7