EV Clinic
@evclinic • 18,304 subscribers
EV PHEV Institute - R&D workshop for tools and repair solutions - Reverse engineering - Franchising- Making eMobility affordable
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Model 3/Y Achilles’ Heel – The Maintenance Nobody Expects Over the past multiple months, we’ve been analysing one of the most overlooked causes of Model 3/Y battery overheating, compressor failures, and HVAC-related powertrain issues. Most people assume the problem starts with the compressor, software, or the heat pump itself. It doesn’t. We’ve also seen many third-party workshops incorrectly servicing heat pump systems. Instead of properly evacuating the refrigerant and compressor oil by opening the Octovalve, they recover only part of the system and then add around 1,000 g of new refrigerant on top of the 500 g still trapped inside - and statement were “ah it was only missing gas issue”. The result is an overcharged system that can destroy HVAC components. What many don’t realise is that HVAC is one of the most critical systems in an EV. Just 30 seconds of insufficient cooling can overheat components such as the OBC (for example Kia ICCU), damage an Audi e-tron drive unit and inverter, or, in the worst case, overheat the battery pack. A single severe overheating event can permanently and irreversibly damage battery cells. What surprised us most was that, on the Model 3/Y, the root cause often isn’t a faulty HVAC component or software. It’s the radiator design. The front heat exchangers compartement act like a road vacuum cleaner, trapping dirt so deeply inside the honeycomb that airflow is dramatically reduced. Cooling performance gradually degrades until it starts triggering failures across the entire powertrain. Owners often keep replacing the consequences while never finding the real cause. This is something what reduce the range-soh and increases Wh/km and mostly known situation “hey i drove my tesla from 100% to 0% and it has only 60kWh, not 74kWh” Recommendation on HVAC servises is to contact NRF (Nederlandse Radiateuren Fabriek) experts and take the full training session how to properly service it. (we will too) Our recommendation for every Tesla Model 3/Y owner: * Visit highly skilled worksop to Clean the radiator pack using a dedicated chemical cleaner to dissolve embedded dirt. * Flush thoroughly with low-pressure water (such as at a self-service car wash). * This is not a simple DIY job. Proper access requires partial disassembly and typically takes 2–4 working hours. * Every 80000-120000km Protect your battery. Protect your HVAC. Available at: * EV Clinic Stupnik * EV Clinic Mlaka * EV Clinic Ljubljana * EV Clinic Belgrade * EV Clinic Budapest * EV Clinic Paris * EV Clinic Berlin * EV Clinic Amstetten (soon) * EV Clinic Copenhagen (soon) * EV Clinic Istanbul (soon) * EV Clinic Innsbruck (soon)
EV Clinic86,026 views • 9 days ago
Today is a day to celebrate. After five years of relentless reverse engineering case by case, thousands of unpaid engineering hours, and countless failed experiments, we can finally say that we have solved approximately 95% of all known high-voltage failure mechanisms and developed permanent repair solutions for Renault R240 and developed multiple tools to help ourselves on this journey. (DCDCBox, 5AQ Cloner, HV Bench wiring…) What once seemed impossible is now routine: • eDrive performance improvements • eDrive repair kits • Valeo inverter cloning • Inverter authorization migration or VIN Change • BCB cloning and programming • EMI filter repairs • BCB repairs • Charge port repairs • EVC controller repairs • Cooling system fault solutions • DCDC analysis, repair, and permanent upgrades • High-voltage insulation fault diagnostics • Rotor and stator rewinding • HV battery and BMS repairs • BMS reset and recovery • Brand new modules on stock • Solutions for nearly every charging interruption failure • HV EVC Extender Bench Test Cables • …and much more in EVC Academy trainings! Every solved failure represents hundreds of hours of investigation so that the next customer never has to pay for that research again. And today, another one joins the list. Another “non-repairable” problem is no longer non-repairable. The real achievement isn’t just solving these failures. It’s spending thousands of unpaid engineering hours so workshops around the world don’t have to. Today, the EVC KnowHow Academy contains more than 100 of the world’s most complex and expensive EV repair procedures, making EV Clinic a global leader focused exclusively on the hardest high-voltage failures. Our mission is simple: make advanced EV repair knowledge accessible, affordable, and repeatable, so vehicles leave workshops under their own power instead of on a tow truck. Link 👇 OEM repair cost: 8000€ EVC repair cost: 2900€ RIP: P066796 The current sensor (mains) of control unit “N83/10 – High-Voltage Battery Charger Control Unit (22 kW charger)” has a malfunction. Time spent: 160h You failed repairing R240? Dont worry, access EVC Training anytime;
EV Clinic61,772 views • 26 days ago
Tesla halfshaft clicking and rattling is solved - costing Tesla millions. Making the Small Drive Unit immortal wasn’t easy – but it also wasn’t impossible and we did it again. Simply changing working SDU wasnt cheap or sustainable nor buying existing repair kits is was not enough because milling or clicking noise was still there. The clicking noise and axle vibrations we noticed on an SDU we received over two years ago seemed like an isolated case at first, most likely caused by the half-shafts. But in the past two years we received around 20 similar inquiries, and we weren’t fully certain about the root cause, so we didn’t act prematurely. After 5 months of dedicated work, we finally identified the real issue, sourced suppliers, and solved the last missing piece: the output differential gear. The repair process itself demands precision and attention to detail – inspection of the gear seat radius and bearing surface, machining or polishing when required (in this case polishing was sufficient), production of hardened shims to fine-tune gear backlash, and the use of new shafts heat-treated to 61 ± 2 HRC and precision ground to the required tolerance. Pin holes are drilled with carbide tools, side faces milled for oil relief, while the hardened gears themselves usually remain intact, with wear limited mainly to the shims. In this work, even a deviation of 0.01 mm can make a crucial difference. Soon we’ll release a full video and a new repair kit, complete with an exchange program for refurbished differentials (“old for new”), as well as reconditioned motors available for other workshops and franchises. We also discovered why Model S and X often destroy brand-new half-shafts in a short period of time. The cause is not only wheel suspension or motor mounts – but also a worn differential inside the e-motor. Excessive wear and internal play within the planetary gear set cause the axle to shift off-center under load, ultimately destroying the CV joint. OEM Price: 3800€ + Tax OEM Labor Rear : Front : 800€ : 1200€ EVC Reman : 2000 + Tax EVC Labor Rear / Front : 400€ : 800€ EVC Diff: 580€ + Tax Part numbers: 1035000-00-F, 1037000-00-F
EV Clinic117,142 views • 10 months ago
Did you know that out of the 50 to 80 different battery systems we’ve analyzed so far, Tesla’s system is the easiest to restore – but it requires expert-level knowledge? Owners can rest assured – our engineers in Zagreb and Berlin work around the clock to optimize processes, perform state-of-the-art detection of parasitic cells, and weld original safety fuses. Everything we do is fully aligned with Tesla’s original design and safety architecture. The future is electric – and with over 4.5 million Tesla vehicles on the road, less than 10% (according to Tesla fleet statistics) experience battery defects, usually after more than 200,000 kilometers. Our first restored system has already been running on the road for over 2.5 years. For assistance, two franchise locations are currently available for battery system servicing: Berlin – EV Clinic Zagreb – EV Clinic
EV Clinic122,940 views • 1 year ago
We're working on a brand new Xiaomi SU7 Ultra at EV Clinic in Belgrade that was damaged during transport from China. The low-voltage battery was completely depleted and damaged during recovery attempts. We've connected directly to the CAN bus to diagnose the issue and discovered that the BMS high-voltage interlock software system is latched, preventing us from re-enabling the vehicle. We've repaired the 12V lithium battery, but we need the original diagnostic tool to reset the BMS and resolve this software interlock that's protecting the high-voltage battery. Stay tuned…
EV Clinic31,854 views • 5 months ago
When new bearings doesn’t exist and machining replacement bearings is not solution because 3 ceramic bearings replacement costs 400€ and all of them have 1-2 balls less in each bearing so then load capacity is critical and reliability not sustainable. (India sold last 2 used on Ebay - not reliable source - open link before posting)
EV Clinic40,573 views • 7 months ago
EV Clinic has fully “pwned” the Tesla LDU down to its core — reverse-engineering every electronic and mechanical flaw/coolant failure, then systematically eliminating the weaknesses. The result is the LDU Tesla originally promised but EVC delivered: engineered for a 1-million-kilometer lifespan, with real-world units already exceeding 850,000 km. Tesla’s early adopters deserve nothing less than top-tier quality and durability. Coolant ingress, moisture, and normal wear commonly damage stators, windings, PCB controllers, connectors, phase boards, and TMS processor firmware. None of this stopped us from pushing forward for past 4 yearsrr free. We rebuilt the LDU properly — without shortcuts (no “coolant delete” solutions), starting from redesigned spare parts, dedicated tooling, and production processes developed exclusively for the Tesla LDU. Doing LDU is not easy because it demands several sets of exclusive and internally developed tools. EVC Explorer was last nail helping us trace electronic faults and validate repair before assembly. This is exactly why, for our latest remanufacturing revision (2025+ repairs), we provide customers with a 2-year, unlimited-mileage warranty on the mechanical components (inverter excluded). Give your Model S immortality, and if it fails do it properly with EV Clinic: EV Clinic Zagreb EV Clinic Zagreb 2 EV Clinic Berlin EV Clinic Ljubljana soon EV Clinic Beograd soon EV Clinic Istanbul soon EV Clinic Paris soon EV Clinic Frankfurt soon
EV Clinic40,248 views • 7 months ago
Xiaomi SU7 Ultra, with 1548 horsepower, as a true production vehicle, recorded a 7:04.957 Nürburgring lap time in June 2025, breaking the previous records held by Rimac Nevera (7:05.298) and Porsche Taycan Turbo GT (7:07.55). In a run against our BMW i4 M50, the SU7 made it feel as if we were driving a broken B58 in an M2. But stepping back before the final driving impression — our inspection of the vehicle brutally impressed us. Unlike mainstream media that focuses on panel gaps, leather on the gear selector, and other superficial “cup holder review” topics, we went a bit deeper under the surface. The first – and essentially the only serious downside – is that the car has SGW (Secure Gateway), meaning the OBD diagnostic port is locked. By searching for the powertrain CAN bus somewhere along the wiring harness, we were able to manually access the PT network, bypass the SGW, sniff the network and capture packets. The battery system is Qilin 2, with a CATL-derived BMS stack with only minor modifications (similar approach as seen in Xpeng and NIO). On the powertrain side, the CAN network looks very similar to a UAES/Bosch architecture (0x1A0–0x1AF). The official diagnostic tool costs around €10,000, but we are already developing our own tool so we can support this rocket within our service ecosystem. The BMS is an 800V system with 214 NMC prismatic cells in series, forming a 93.7 kWh battery pack tailored for high performance. The car offers up to 630 km (391 miles) CLTC range. It supports 800V fast charging, capable of 10–80% in just 11 minutes (5.2C rate). The pack supports 16C discharge, while the battery mass is 638 kg. The vehicle comes fully in track-focused configuration: massive ceramic brake discs, pads, calipers, wheels, and tires. Unlike the Model S Plaid, this car can take repeated track abuse for 6–7 hours continuously. The rear motor is a dual-unit setup with torque vectoring, which works brutally well but requires proper understanding of the system and tuning in Track Mode. The operating system is HyperOS, very similar to Tesla’s system — perhaps even more detailed in some aspects. Interior quality is excellent, driving characteristics are outstanding, and the overall ride comfort is surprisingly well balanced. The seats are actually more comfortable than those in the BMW i4. Now for the most interesting part. When disassembling interior plastics and cosmetic components, we discovered a surprisingly strong similarity to Tesla Model 3 / Model S next-generation chassis design. The front shock tower, shotgun rails, front HVAC carrier, even the rear seat clips — underneath, the battery penthouse layout, wiring routing, reinforcements, and cable positioning look extremely familiar. The vehicle weighs 2360 kg, while the full-carbon prototype series reportedly weighs around 1900 kg. impression? The overall quality of the vehicle is impressive for a company building its first electric car, especially considering it already broke every major performance record. A similar precedent happened once before — when Tesla introduced the Model S. The SU7 Ultra “democratizes” 1550 horsepower for under €100,000 — performance that is now literally accessible to everyone. Some street racing veterans spend over €250,000 on forged internals, turbo systems, and tuning just to reach similar numbers. Conclusion? This car doesn’t just challenge the German automotive industry — in this segment, it completely dominates it and practically euthanizes it. Every major component on this vehicle has been internally developed and manufactured in China, and pushed very close to perfection. The only thing we still don’t know is how repairable and serviceable the vehicle will be long-term — and only mileage and time will answer that question. Would we have one? Yes! We have already ordered one and started building the import and homologation network. Among our previous favorites — Tesla and BMW — this one is now clearly #1.
EV Clinic22,172 views • 4 months ago
🇺🇸🇩🇪Škoda Enyaq has reached 220,000 km. Voltage imbalance between cells is now at 500 mV, indicating it’s time for service. The battery is based on pouch cell technology. 🇩🇪 Škoda Enyaq – 220.000 km erreicht, Zeit für eine Wartung. Die Zellspannungsdifferenz beträgt 500 mV. Verwendet werden Pouch-Zellen.
EV Clinic44,994 views • 1 year ago
We were first in world for 1 cells swap…but… Is it possible to repair any high-voltage battery (HVB)? In reality—no, not always. The end-of-life for an HVB depends heavily on mileage, aging, cell type, C-rate, and the overall design and lifespan expectations. Repairability varies significantly depending on whether the pack uses pouch, prismatic, blade, or cylindrical cells—and whether the failure occurs early or late in its life. If the battery fails early in its lifecycle, repairs are usually feasible. However, if it fails after reaching its intended lifespan, any repair tends to be more of a temporary “patch” until a replacement pack is sourced. From experience for cellswap: •Blade and some pouch cells are nearly impossible to repair. •Prismatic cells are difficult. •Cylindrical cells are the easiest to repair—depending on the pack design. (* module change not a topic) This is why it’s encouraging that BMW, Hyundai, Mercedes, and Porsche have finally begun adopting cylindrical cell designs, moving away from less reliable pouch cells—albeit a decade too late. For example, a Tesla Model S 100D battery can last up to 600,000km in Model S and 450,000km in Model X. The older 85 kWh pack in the S85 can even reach 600,000 km. However, the same pack in the high-performance P85D tends to degrade around 400,000 km, requiring full replacement due to total deterioration. In summary: Yes, battery repair is possible—but only if the pack is still within its designed service life.
EV Clinic40,611 views • 1 year ago
The Cybertruck Battery Range Extender (BRE) is almost ready. Even if Tesla gave up, we didn’t. Ours is universal – compatible with any type of EV, any voltage, any chemistry, and any kind of recycled automotive cells. First 18kWh BRE prototype testing on P100+ 2013 to make first 118kWh with more than 600km range Model S.
EV Clinic20,524 views • 1 year ago
Hey Tesla, if you need Star Trek-level cell measurement technology, we’ve got it! We can assess the current state and predict the future behavior of cylindrical cells without removing fuses. By shooting signal like sound waves into the cells without disconnecting any fuses in parallel and analyzing the echo feedback, we provide the best possible warranty framework and a reliable battery prediction method—helping customers know exactly how many more miles their battery can drive. Electrochemical impedance spectroscopy patent waiting “never-seen” before method is new level of independent EV workshop access to the cell health during repair process, or even factory assembly process because it could be implemented into any battery assembly process of any kind of cells. Our mission is always evolving and with great EV community we will never give up. Sandy Munro Gruber Motor Company Gruber Motor Company
EV Clinic19,676 views • 1 year ago
🇹🇷🇺🇸 1 Milyon Kilometre EV Clinic Large Drive Unit Revizyon Başyapıtı Tesla’nın bir zamanlar söz verdiği bir kilometre taşı –On yıl sonra, başaran ilk ve tek biz olduk. EV Clinic LDU revizyon süreci ve EVC HolyGrail Kit ile gurur duyuyoruz: şimdiye kadarki en yoğun, en karmaşık ve en değerli projemiz. Bu sadece bir yeniden yapılandırma değil – gerçek sürüş koşullarında test edilmiş ve orijinal mühendislik standartlarının ötesine taşınmış eksiksiz bir revizyon yeniden icadıdır. Şu ana kadar 560.000 km servissiz çalıştı ve biz 1 milyon km’yi aşacağından eminiz. Tesla’nın eksik kaldığı yerde biz ileri gittik. Şu anda Hansjörg von Gemmingen - Hornberg’e ait P90 aracında, 560.000 km’de yağ değişimi yaptık – eski yağ oldukça temizdi, rulman aşınması yoktu ve grafit conta sayesinde hiçbir soğutma sıvısı sızıntısı yoktu. Bu sadece bir revizyon değil. Bu, EVC Academy onarım süreci ve EVC “HolyGrail” eDrive KİT’i gerektiren bir başyapıttır. Biz, aşırı ısınma nedeniyle rulmanlara zarar veren geçici “soğutucu iptali” çözümleri uygulamıyoruz. 🇺🇸 1 Million Kilometers EV Clinic Large Drive Unit Refurbish Masterpiece? A milestone Tesla once promised, but one we’ve actually delivered –a decade later we are the first and only ones who succeeded We’re incredibly proud of the EV Clinic LDU refurbish process and EVC HolyGrail Kit: our most intense, most complex, and most valuable project to date. It’s more than just a rebuild – it’s a complete refurbish reinvention, tested in real-world conditions and refined beyond original engineering standards which made 560,000km without servicing so far, but we bet it will surpass 1mil km. Where Tesla fell short, we pushed further. Now inside Hansjörg von Gemmingen - Hornberg P90 we made oil change at 560,000km where old oil was really clean, there is no bearing wear and there is no coolant ingress with graphite seal. This is not just a refurbishment. It’s a masterpiece which needs EVC Academy repair process and EVC “HolyGrail” eDrive KIT *we dont do coolant delete bandaid solution do bearing damage due overheating
EV Clinic12,396 views • 1 year ago
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