EV Clinic

VIDEO: https://lnkd.in/dMaD2Su6 How to Save Money on Tesla LDU Repairs and Delay Failures Did you know that Hansjörg’s Tesla P90, with 1,800,000 km on the clock, went through 13 motors before the owner came to Croatia’s EV CLINIC? There, we implemented all our solutions to stop the series of failures caused by the poor quality of the first-generation LDU induction motors. It’s worth noting that this primarily applies to RMN (remanufactured) stators, while the original MECH installation could last up to 300,000 km. So far, our repaired motor has run flawlessly for 455,000 km and is still going strong, effectively surpassing Tesla in manufacturing quality. Worth mentioning that Tesla Remanufacturing process is compromised and flawed and prone to failure. However, if you own an LDU drive unit, there are preventive methods you can take to protect against failure. We're now sharing these tips for free. One of the most cost-effective solutions is drilling an overflow channel. In case the Teflon seal fails, this prevents coolant from entering the motor by allowing it to drain outside instead. The driver will see a "Coolant level low" warning on the dashboard, indicating it’s time for a basic motor repair. This repair includes replacing seals, bearings, and other worn components (as explained in the video). In cases where coolant has already entered the motor, repair costs can be uncertain, as rewinding the stator alone costs €2,400 + VAT, which can be discouraging and disappointing for owners. This is why it’s crucial to have someone drill the overflow hole according to the instructions to save the stator. Once the coolant leaks, you can contact the nearest repair expert. To make this easier, we’ve prepared a kit so we don’t need to be physically present worldwide to assist. Get the kit here: https://lnkd.in/dbfcQAmk Full topic here: https://lnkd.in/dRTGaVvG

EV CLINIC designed "Holy Grail" Tesla Large Drive Unit Repair kit is ready! Road tested without failing for almost 500,000km. The Tesla first-generation Large Drive Unit (LDU) is one of the most complex and notoriously challenging components to repair. More complex than battery repair. This AC induction motor, which boasts a peak power of 315 kW, operates without permanent magnets, making it a distinctive piece of engineering. While the repair process may seem straightforward at first glance, achieving a refurbishment that ensures undisputed reliability is a far more demanding task. Tesla’s own remanufacturing efforts have faced challenges, and numerous third-party repair attempts have fallen short—some units failing after as little as 50 kilometers of operation. Achieving a lasting repair requires not only advanced technical expertise but also a deep understanding of the root causes of failure, specialized equipment, and rigorous testing to validate the quality and durability of the rebuilt drive unit. https://lnkd.in/dbfcQAmk Part #2 YouTube video coming in 2 hours. Stay tuned

“EV isn’t for long trips” or some other empty cliché is just an excuse for the weak. This year (winter/summer), I made trips to Sweden, Berlin, Frankfurt, Amsterdam, and Barcelona. I never arrived late, never ran out of charge, never turned off the heating, and never got stranded in traffic or snow. With just this vehicle, I have covered 55ky km in 2024. Statistics show that fast chargers were only needed 38% of the time, while the rest of the charging was done at home using solar power. A total of 9,854 kWh was consumed, of which around 4,500 kWh was used on fast chargers. Mathematics shows that this equals about 60 charging sessions of 40 minutes each, which on an annual level amounts to approximately 40 hours spent charging for 30,000 km driven. Considering that Tesla has lifetime free charging, because an additional €5,000 was paid in the vehicle’s price to help build the Supercharger network back in 2013, the savings from not burning fuel amount to around €7,200, plus an additional €1,250 saved due to the absence of regular oil and filter services. (This excludes the potential failures of modern, unreliable ICE engines: engine oil, oil filter, gearbox, transmission oil, filters, gasket replacement, clutch, timing belt, chain, tensioners, turbocharger, DPF, EGR valve, alternator, starter, spark plugs, glow plugs, ignition distributor, engine water pump, thermostat, intercooler, exhaust, catalytic converter, lambda sensor, injectors, fuel pump, fuel tank, fuel filter, vacuum pump, pulleys, nozzles, valve shims, camshaft, MAP sensor, MAF sensor, VNT turbo, SCR system, AdBlue pump, AdBlue tank, AdBlue control module, AdBlue injector, fuel return line, high-pressure fuel pump, fuel pressure sensor, actuators, intake flap, throttle body, flywheel, camshaft, thermostats, V-belt, belt tensioners, fuel vapor system, solenoid valves, EGR cooler, exhaust temp sensors, DPF regeneration, fuel drain valve, dual-mass flywheel..) This means that my hourly rate at the charger, while not driving a fossil-fueled car, was at least €211. At the same time, it also means that repairing the battery every 50k km is still financially viable compared to refueling and servicing an ICE vehicle. Charging at home takes the least amount of time—approximately 27 seconds—reduced to simply plugging in and unplugging the cable. So any extra time we spend charging on trips is offset by the efficiency of home charging, making the overall time spent charging an EV far less than fueling a fossil car annually. Additionally, fossil cars require oil and filter changes at least 5 times a year, 8 hours per service, which adds up significantly. For those who haven’t resolved home charging (garage, parking, etc.), EV usage can be more challenging, but it remains one of the best investments you can make—long-term, even better than BTC. The math doesn’t apply if you’re stuck with a Stellantis EV. Also, if I had to pay for fast charging over 50k km, it would have cost around €1,800.

The EVC Tesla LDU "Holy Grail" repair kit is almost ready, with one of its key components for achieving a quiet and smooth driving experience after repair being the motor mount bushing. Tesla's limited supply restricts orders to just 2 pieces at €160 + tax each, creating a supply chain bottleneck and raising the repair cost to €430 for these two parts alone. To solve this, we explored the supply chain and manufacturing process to lower costs, make repairs more affordable, and provide these parts to other independent workshops. EVClinic branded motor mount bushing is now available in our webshop. https://lnkd.in/dDAUyc9E Original reference part number: 6008779-00-D OEM : 160€ EVC: 122€

It’s time for expansion and new adventures because we’ve mastered Tesla, Mercedes, and others. BMW, although unable to produce a reliable and high-quality ICE or hybrid for the past 15 years, has on the other hand developed very sustainable, repairable, and high-quality EV drive systems. BMW is the only pioneer and leader in eMobility among all EU manufacturers and only one who deepdive into component level repair on EV battery packs within their workshops what we really adore. However, the problem lies in their twisted monopoly policies over servicing and access to repair tools. To service a Tesla, you need a LAN Fakra cable costing €23 and a Tesla Toolbox account costing €700. But to service a BMW EV, you need about €25,000 worth of equipment (AOS €4,000, ICOM €2,000, IBIM €18,000). BMW has unnecessarily complicated their drivetrain systems by adding components that shouldn’t even exist. The systems are locked with errors that cannot be cleared without specialized equipment. After a minor accident, you need €25,000 worth of tools to clear a programmed “non-erasable” error just to restart the vehicle. Recently, we faced a crisis with a BMW X5. After an authorized Austrian service center permanently deactivated the battery, we couldn’t restart the system, even after replacing all the modules, which meant we couldn’t complete the job. We begged the Zagreb authorized service center to assist us and restart the system. Their wait time for an appointment was 4-5 weeks, which made it clear that their interest in helping was zero. Ironically, this is a great opportunity for us. We encouraged them to continue being inaccessible because this opens up excellent business opportunities for us. As a result, we’ve decided to invest in equipment and fully reverse-engineer the problems. BMW’s AOS system, which tries to mimic Tesla’s system, is overly complicated. The wiring diagrams are incomplete. The EPC doesn’t show prices, and parts must be ordered through Partslink (another subscription fee). Ordering IBIM and ICOM is hidden in a labyrinth of links, and even after a month, we couldn’t find where to place the order. We tried ordering the IBIM directly from the supplier, but it wasn’t possible because AVL delivers empty devices to BMW, and BMW configures and sells them. In the end, through “bribery connections” bordering on corrupt practices, we acquired the NEW IBIM system, and the ICOM came through a Maveric reseller. Whoever designed this as “aftersales support for independent workshops” or “right-to-repair” is bordering on classic European insanity, while they continue to lose their dominance in the automotive industry. Vehicles, especially EVs, that lack excellent OEM and aftersales support without expensice monopoly for quick problem-solving will permanently lose customer trust (like Stellantis’ junk). Time is money. And history like Golf 2 “repair it anywhere” proves how that statement is proven to be right.

Change multiple cells on Tesla S and make it sustainable? If something seems impossible, it will likely be “Made in EV Clinic.” For 12 years, the prevailing narrative was that opening a Model S module to replace single or multiple cells without destroying it was not possible. We finally developed a theory and applied it to safely release the epoxy glue and remove the “clamshells” (original internal codename) from the module, which was designed and produced by the U.S.-based company, Ramko Injection. Replicating the clamshells proved to be too expensive, so the only viable solution was to preserve the original ones without destroying it and open them using our EVC Mythbuster Opener. We succeeded and now we can proceed with phase 3 where we are looking for cell supplier and fuse bonding semiautomatic tool supplier to build complete new battery pack without Tesla Inc! https://lnkd.in/dK2_epJK

Tesla Model 3 / Y - Why It’s Crucial to Address Battery Issues Immediately The Model 3 and Model Y vehicles feature one of the most compact and technologically advanced battery systems. In most cases, these systems are repairable at the component level, including the replacement of one or more cylindrical cells—something that was previously considered impossible. However, this is only true if the owner understands the urgency of the issue. We’ve observed several cases of defective batteries succumbing to moisture ingress or retention within the housing. In many instances, owners have mechanically damaged the battery housing—puncturing it or damaging other parts of the casing. If the repair of the cylindrical cell-based battery systems on the Model 3 or Y is delayed for several months, restoration often becomes impossible. Why is delay a problem? The battery consists of 96 cell groups, each containing 31 or more cells in parallel. And if one cell in paraller is damaged, it will damage complete group. Changing all cells in a group is not possible. One recurring design flaw in the 2170 cylindrical cells is their orientation—all are installed upside down in the modules. The cells are not entirely encapsulated in foam; instead, the thermal gap filler is applied only at the bottom of the cell. Condensation and moisture, which form in conditions of extreme temperature fluctuations, drip down onto the shoulder of the cell, where the - and + terminals are located. This leads to electrolysis, permanent cell damage, and subsequent discharge of the entire group. The battery housing has also proven insufficiently robust against impacts from road debris or curbs. Deformations at the rear often damage the vent valve, while impacts at the front can crack the entire housing, allowing water to enter directly into the battery system. Aftermarket manufacturers or Tesla itself should consider designing steel reinforcements to protect the front and rear of the housing. Similar issues have been observed with VAG, Mercedes, and Renault batteries, although the Tesla Model S housing has so far demonstrated superior durability. Vehicles that are frequently charged at DC fast chargers have shown greater resistance to cell oxidation and other moisture-related issues. Rapid heating during DC charging drives out even minimal residual moisture through the “umbrella valve” vents, contributing to improved battery longevity. If your battery is damaged in any way, it’s highly recommended to perform a “pressure test” to check for leaks. If you encounter imbalance errors, insulation faults, or limited charging capabilities, do not wait weeks to address the issue. Acting promptly significantly increases the chances of saving the battery because this one from picture could not be saved. Alert: BMS_A066, BMS_A107 Partnumber: 1104429-00-N OEM: 9155€ +TAX EVC: (no SR module on stock)

BMW X5 F15 40e - Another dead Hybrid with 150,000 km The battery system is worn out, with 1-2 cells completely damaged. The only reliable solution in such cases is to replace all modules, ensuring the next 100,000 km before a new cell replacement is required. However, this is only possible if the BMW dealer does not permanently deactivate the battery system using the EOS tool. Patching with used modules has proven ineffective, as replacing only one module leads to the rapid failure of the next weakest module. Such an approach would result in quarterly module replacements, which would be a burden on the service and is not something we attempt. Replacing all modules at an authorized dealer costs around €11,000 for 9 kWh, including parts and labor. We have access to almost new modules with 95% SOH, but even after replacement, we encountered the issue of a deactivated SME system, leaving the vehicle non-operational. This was our first encounter with such a problem. We were unaware that the owner had previously gone to BMW Graz “for diagnostics,” where, after diagnosing a faulty battery, they permanently deactivated the SME system to indirectly “force” a full battery replacement if he declines service. Once the system is deactivated, the only option is reactivation using the EOS or IMIB tools at an authorized service, just toolcosting €15,000. After three months, we managed to reactivate the SME system, but this process, essentially pressing “ENTER” on the keyboard, cost an additional €1,000 to end user as EVC service. If you see the error code 21F1F6, it means the SME system is locked and prepare your “fuel saving” It’s unbelievable how many requests we receive for hybrids. We can’t resolve all of them, nor is it our priority, but it’s disheartening how many customers have been misled by the automotive industry’s propaganda. While EVs are demonized, PHEVs are promoted as the perfect transition, yet when the maintenance costs arise, disappointment follows. The worst part is that, due to import incentives for hybrids, based on lower CO2 emissions, this worn-out PHEV junk from Germany with over 150,000 km is being imported into poorer countries in the hope of “fuel saving money.” And Europe wonders why it’s losing customer trust in its vehicles and its global dominance in the automotive industry… Faults: 21F1F6, 21F126, 21F137, 21F234 Partnumbers: 61278686085, 61258676830, 861216902 OEM: 11000€ EVC 4500€

2015 Volvo V60 PHEV - 3700€ per kWh - Buy a New Hybrid Battery or a Whole Tesla Long Range? Dilema... For those of you who’ve been waiting, here it is—a first hybrid with over 500,000 km on the odometer, arriving on a trailer. What to say, bravo to Volvo and LG Chem team, one of the best PHEV batteries on the market... but price is unsustainable. Among a sea of errors, from the initial diagnosis of a faulty inverter to a detailed inspection, we finally traced the issue to the traction battery located in the trunk. The owner spent months pleading with us to take the car in. After a lot of disassembly and detaching, the over 120 kg battery was removed. Upon opening it, the issue was immediately apparent: extreme swelling of the cells. This phenomenon typically occurs in heavily worn battery systems, where increased internal resistance leads to overheating and cell swelling. The swelling damaged the module cage, insulation between cells, and even caused a short to the chassis—resulting in 400V on the door handle. Despite this shocking condition, the 11.8 battery pack system was designed with LG Chem cells and active cooling (something the Nissan Leaf hasn’t had in 14 years). LG Chem cells deserve a trophy—wherever we’ve encountered them, they’ve proven to be reliable and durable. If someone forced us under threat to use pouch cells (notorious for being the worst choice for any application) in a project, we’d still opt for these. The system strongly resembles the Chevrolet/Opel Ampera battery pack. The cells now have a resistance exceeding 3MΩ, well beyond acceptable limits, making this an extremely hazardous situation. Finding used cells is quite challenging. Used batteries in unknown conditions cost between €4,000 and €10,000, while a new battery system is priced at a staggering €44,000 plus installation. With this hybrid, Volvo breaks two records: the mileage and the cost of the battery system. We couldn’t shake the suspicion that the battery might have been replaced before, so we dug deep, verifying the original serial number (313101011) on the battery and through Volvo Cloud. It was confirmed to be the original. However, the cost of a new battery is utterly disappointing. Dividing that cost over 514,000 km, even if you drove exclusively on electric power without ever starting the diesel engine, you’d still need to spend an additional €10 per 100 km just to pay for the battery—plus electricity costs. Once again, the PHEV lifecycle proves unsustainable. The only viable solution would be a complete rebuild of the battery system with new cells, but the problem is the lack of new cells with the same form factor and dimensions. We are currently searching for a used battery system to bring this vehicle, which has been sitting idle for seven months, back to life. Fault: Isoaltion Part number: 31407014T, 3319286, 31453487, 36010491, MMHV1502A312A-L0 OEM : 44,000€ EVC: unknown

Renault Twingo – Unjustified total damage and unjustified demonizied public opinin for battery faults by mainstream media! €20,000 Total Loss Due to Battery System? An interesting case where a Twingo was written off due to damage to the battery “housing,” with the cost of replacing a new battery quoted at €16,000 + VAT, just for the materials. However, this was entirely unjustified since Renault, unlike many others, follows a policy similar to BMW and Tesla in their openness, allowing the purchase of all individual components of the entire drivetrain. For the battery, Renault’s authorized service centers sell almost every single part, enabling targeted component level repairs. In this case, the Twingo had sustained damage hitting curb—a heater, protective plastic, and the aluminum end cap of the battery cooler, through which coolant flows to maintain the battery system’s temperature. Without hesitation, we contacted Renault to check the availability of part number 295R64407R. To our surprise, the part was available and could be delivered within 10 days. We ordered, installed it, and resolved a €20,000 issue for approximately €340. This is a textbook example of an unjustified cost estimate and the typical media demonization of battery systems, driving up insurance premiums. In reality, EV battery systems cause the least problems and are often the cheapest to repair! Advice to insurers: Seek a second opinion on fault assessments! Renault, by the way, is one of the few manufacturers that genuinely offers every individual part of their drivetrain without inflating prices, making them the absolute leader in the EU. They deserve full praise for this transparency, but it also raises the question—why wasn’t this issue addressed properly in the first place and why 22kwh pack is so expensive? Fault: Coolant leak, Coolant deflector damage Partnumber: 295R64407R Battery: 295108369R OEM: cca 19600€ EVC: 650€ Total (Battery, Heater and other) Savings with EVC 97%