Category: VAG

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Audi Milf Hybrid – Accidental investor

ENGLISH VERSION

🔋 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

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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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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