EV PHEV Institute - R&D workshop for tools and repair solutions - Reverse engineering - Franchising- Making eMobility affordable
Zagreb, Croatia - Headquarters
Joined April 2019
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Which used EV to buy? A Beginner’s Guide!
My favorite: @LucidMotors @tesla @BMW @ZeekrGlobal @NIOGlobal @Rivian @BYDCompany
We avoid: Mercedes, Stellantis
Full list here: evclinic.eu/2024/11/03/which…
You requested the list, and here’s our take: We’ll provide insights on what we would choose to buy and what we would avoid, considering both the perspective of an owner and an engineer—because mistakes can be costly and often unrepairable!
EV Clinic loves hybrids. Without them the whole world of "fuel savings" and "economy" would collapse, and the Range Rover L494 Hybrid is a top priority in that mission. A new battery costs 32,000€, or you repair it for 5,000€ and carry on with a fresh batch of "fuel savings".
The most common cause is a hardware defect or a cell defect, which is an easy job in itself. The hard part was everything around it: reading and classifying data from two CAN bus lines, deciphering status flags and cell voltages, clearing the latched BMS flags, and finally reading the Renesas processor, which was the last nail in the coffin.
Now troubleshooting and repair are much easier. We read the CSE board separately and pull BMS data during a dynamic load test with our EVC Explorer PRO in bench mode, used for BMS and HV battery bench validation, so the repair process is bulletproof.
After 10 years the cells still hold 62% of their capacity, with ACir values around 0.8 mOhm per cell.
Part numbers: EPLA-14C257-AC, EPLA-14C268-AG, EPLA-14C197-AF, EPLA-14C198-AH, LR154747, LR070873, LR154746, L494
Error codes: P0B3C-62, P0A1F-49, P0AF9-00, P0B53-00, P0C47-31, P0C47-39, P0A1F
Capacity: 1.8 kWh
Finally, the first EQS 450+ with a faulty CATL battery, at 300,000 km. CATL is otherwise the only cell manufacturer with a system so reliable that it doesn't even need service centres in Europe, because the failure rate is minimal compared to LG cells, which have proven to be extremely critical in practice. EOLHC is the most likely end of life for this battery, not a cell failure itself. A new battery is no longer offered by Mercedes at all, and a "Refurbished" one is around €55,000, which is unrealistically expensive. Our visit to CATL headquarters gave us an insight into the likely purchase price of the cells, which is probably in the range of €12,000, while the housing and the rest of the pack make up the remainder of the cost. Used batteries go for €7,000 to €14,000.
Part number: A7893400027
Defect: damaged cells, self discharge delta
Now lets build diagnostic bench protocol, repair manual and training material.
WE ARE LOOKING FOR AN EMBEDDED ENGINEER. But not just any engineer.
EV Clinic has reached a point where we are outgrowing our own capabilities.
Even with four specialists working daily on hardware reverse engineering, CAN bus communication analysis, firmware decompilation, mapping unknown data patterns into actual physical values, and breaking proprietary manufacturer protocols, we simply cannot keep up with all our projects anymore. We are currently running behind on 30 projects.
That is why we are looking for an Embedded HW/SW Engineer or an exceptionally skilled component-level reverse engineering specialist.
If you feel at home doing things like:
Analyzing firmware using IDA Pro, Ghidra, or similar tools.
Looking at MOV EAX, EBX in a disassembler and feeling right at home.
Reverse engineering CAN, LIN, UART, SPI, and I²C communication.
Decoding UDS protocols, reconstructing Seed-Key algorithms, and analyzing Security Access mechanisms.
Using EMFI, voltage glitching, and power glitching techniques to bypass security protections on owned or authorized hardware.
Identifying and analyzing locked UART, SWD, and JTAG debug interfaces.
Working with MCU architectures, bootloaders, EEPROM, Flash memory, and binary dumps.
Understanding electronics at the component level, from oscilloscopes and logic analyzers to designing your own PCBs.
Reconstructing a function, algorithm, or physical value from completely unknown binary data.
Then you are exactly who we are looking for.
We are not looking for someone who knows how to replace an electronic component by following a service manual. We are looking for someone who can figure out how a system works when no service manual exists, the manufacturer provides no documentation, and access has been deliberately locked down.
Our R&D team works every day on problems that the traditional automotive industry typically solves by replacing entire assemblies. We go several levels deeper.
We develop our own diagnostic tools, electronic modules, algorithms, communication protocols, and repair methods for electric powertrain systems.
We don’t expect you to know everything. We expect you to be capable of discovering what nobody has documented yet.
If you recognize yourself in this description, get in touch with us.
EV CLINIC R&D | Zagreb, Croatia
[email protected]
Österreich, es geht los. Amstetten, die erste EV Clinic Filiale in Österreich, und das genau auf halbem Weg zwischen Wien und Linz, direkt an der Autobahn. Halle, vier Arbeitsplätze, Annahmebüro, alles wie es sein soll, und das Wichtigste: drinnen steht ein Team, das österreichische Teslas, VWs, BMWs und alles andere mit Stecker so repariert, wie wir es machen, bis auf die Komponente, statt ganze Baugruppen zu tauschen. Als wir 2019 aus reinem Hobby den ersten Tesla zerlegt haben, hat uns niemand geglaubt, dass daraus etwas Ernstes wird. Heute sind wir in sieben Ländern und bald an 16 Standorten, und jetzt auch in Österreich, wo die Dichte an Elektroautos zu den höchsten in Europa gehört und wo die meisten dieser Autos gerade aus der Garantie fallen oder schon draußen sind. Eröffnung ist heute, und ab heute nehmen wir Kunden an. Gratulation an das Team in Amstetten!
Booking can start now : evclinic-amstetten.at
Tesla Endgame: The King of 145 Years of Automotive History!
1.250.000 Km - 1 original battery and eDrive EV Clinic HolyGrail upgrade.
GUINNESS WORLD RECORD
evclinic.eu/2026/10/09/tesla…
Bravo @woodhaus2
Bravo @Tesla
Bravo @elonmusk
Bravo @SKFgroup Bearings
EV Clinic Arrives in Bosnia and Herzegovina
We are proud to announce the signing of a new EV Clinic location in Bosnia and Herzegovina. The new Mothership engineering lab will be based in the Jelah zone, one of the region's largest talent incubators, in partnership with one of the strongest entrepreneurs in the industry. Preparations are already moving fast as we begin equipping the facility and training the team, with around ten vehicles already waiting for repair.
EV Clinic's arrival removes one of the biggest barriers holding the market back: the belief that an electric vehicle "can't be fixed by anyone" when something goes wrong. We expect this to drive strong growth in EV sales in Bosnia and Herzegovina, potentially tripling them.
See you soon on the map: evclinic.ba
There’s nothing more frustrating than receiving just a component without the vehicle and having to repair and validate it!
Owners often think they’re saving money by removing the component themselves, but in reality, this can make the repair twice as expensive.
That’s exactly why we implemented Bench Mode in EVC Explorer PRO with HW V2, allowing us to simulate the vehicle environment and perform complete repair validation directly on the bench, without the vehicle.
evclinic.eu/product/evc-expl…
We expanded our eDrive differential remanufacturing portfolio to Tesla Model S/X SDU and LDU, as well as Hyundai Kona / Kia e-Niro units with the annoying buzzing and clicking sounds, including Tesla front half-shaft rattle/clicking caused by differential issues.
These parts are not available separately from the OEM, but that doesn’t mean you need to give up.
Doing a coolant delete or simply patching a complex design flaw often just shifts the failure into a secondary problem. Replacing an entire drive unit just because a repair seems difficult is not a sustainable solution either. Almost every problem has a solution, but finding it requires engineering, development and commitment.
At EV Clinic, less than 1% of drive units, battery packs and HV components we receive end up as scrap.
For Tesla LDU alone, we offer:
• Rotor balancing
• Rotor sealing-surface repair
• Stator rewinding
• Differential refurbishment
• Phase / IGBT repair
• Controller coolant-flood refurbishment
• Lash angle, overtorque and other software resets
• Custom seals and O-ring production
Complex does not mean unrepairable. Soon in the shop you will be able to order swap refurbished Diff from stock, times when changing just a bearing or installing missleading “coolant delete” wont be enough.
NEW Renault 5 E-Tech eDrive just arrived at EV Clinic!
Probably the most compact and lightweight complete eDrive we’ve had in our lab so far. Only around 60 kg, with motor, gearbox and 6-in-1 power electronics packed into one extremely compact unit.
New generation, new architecture, new things to break.
Time for teardown, analysis and R&D. 📷📷
evclinic.eu/product/renault-…
Renault Megane E-Tech 6AM eDrive under the microscope 🔧 Some of these motors wear out the brushes, others eat the bearings. And that's with bearings open on the inner side and oil sprayed directly onto them through nozzles, still they get damaged. We have even documented stator damage, although the stator is oil cooled too. Our view is clear: this motor will be very sensitive to oil condition, so flushing and an oil change (1 liter) should be treated as mandatory maintenance, not an option. But no worries. We rewind stators, we supply original bearings, and the EVC 6AM eDrive KIT is available right now for all independent workshops. Partnumber: 290307254R.
EVC 6AM eDrive KIT ✅
Stator rewinding ✅
Refurbished eDrive ✅
evclinic.eu/product/evc-etec…
EV Clinic retweeted
Why the October 6th TCMV vote is postponed 👇🏼
Reuters is running a Belgian NGO report: "Tesla FSD often misreads speed limits."
It went to regulators 4 weeks before the EU vote on October 6
The claim: revoke FSD's EU approval
I read all 36 pages and here's what the headlines leave out
The test:
1 car, 1 driver, who also wrote the report
41 hours, including a bank holiday, about 400 km
This “research” was not peer reviewed, only reviewed by advocacy groups
Tesla's European safety data covers 100+ million km. One of these is being used to argue for revoking an EU approval.
The headline number
"FSD averaged 44 km/h in 30 zones."
Read their own definitions. "Segment Speed" is the MAXIMUM speed reached in a segment. So 44 km/h is an average of peaks, not how fast the car drove through the zone.
Then those peaks get plugged into WHO crash-impact curves to claim "6x fatality risk."
That's not how that data works at ALL!
The "pattern"
Their own tables:
Flanders: the 3 segments over the limit averaged 33 km/h.
Wallonia: 0 of 4 segments over the limit.
This is not a Belgium problem. It's a Brussels map-data problem on roads that changed from 50 to 30. Real, fixable, not a system failure.
The missing baseline
No measurement of surrounding traffic. No comparison with human drivers in the same zones.
Meanwhile, their own report says FSD was "careful and courteous" with pedestrians and cyclists, yielding even when it didn't have to.
Careful around vulnerable road users, but also an "unacceptable risk"? Pick one.
Cycle streets: the one fair point
Belgium bans overtaking cyclists in cycle streets. The Netherlands, where FSD was approved, doesn't. FSD tried to overtake, and that needs fixing.
But every time, the driver saw it coming and stopped it. That's supervised FSD working exactly as designed.
The fix, not the ban
Every finding points to a software fix: trust the camera over outdated map data, and add Belgian cycle-street rules.
Real non-compliance goes through market surveillance by the authorities, not through an NGO PDF two weeks before a vote.
Even Belgium isn't panicking. The Flemish transport ministry calls it "a learning system" with the driver "100% responsible." The RDW has the report and is handling it through normal monitoring.
I want FSD held to a high bar. I test it across Europe myself.
But one car, 400 km, peak speeds sold as averages, and zero human baseline isn't that bar.
Fix it, validate it and move on. Not revoke it.
⚡ EVC Explorer PRO is ready for release and is now entering our Early Access Program.
The original EVC Explorer has officially been discontinued. Designed back in 2019, its hardware reached the limits of what we wanted to achieve. So instead of upgrading it, we started again.
EVC Explorer PRO is a completely new hardware and software platform built for diagnostics, data analysis, dynamic testing and reverse engineering.
UART, CAN bus, LIN, K-Line, Bluetooth, WebSocket UI, CAN bus logging, dynamic testing, simulation, full UDS support and access to more than 30,000 CAN bus datasets through UDS.
But reading data is only the beginning.
EVC Explorer PRO can actively control BMB via UART to bleed resistors and extract module voltages, and thru CANBUS such as CAC, dSOC, bleed time, individual cell voltages and much more. It can automatically generate complete vehicle and HV battery health certificates based on real diagnostic data.
Currently covered:
Tesla S/3/X/Y
SEABOB
Smart 451
Eli
One of the biggest upgrades is BENCH MODE with several ECU supported so you can repair and validate on the bench without assembly - saving time!
BMS and inverter units can now be powered, communicated with, tested and analyzed directly on the bench. This makes troubleshooting and reverse engineering significantly faster while bypassing vehicle-side SGW and GTW limitations.
For EV Clinic franchises, Explorer PRO goes one step further.
Our franchise version is directly connected to the EV Clinic CRM. When a vehicle arrives, Explorer creates a diagnostic snapshot. During repair, measurements, CAN bus logs and test results are recorded. At delivery, the final vehicle or battery condition is captured again.
Documents, diagnostic data, CAN logs and certificates are automatically attached to the repair order.
ARRIVAL → REPAIR → VERIFICATION → DELIVERY
Less manual documentation. Less wasted labor time. Better traceability. Standardized diagnostics across the entire network.
EVC Explorer started as a diagnostic tool.
EVC Explorer PRO is being built as the diagnostic, hardware and data infrastructure behind the EV Clinic network.
Other LAN - EVC TBX PRO is done but we cant release it, it will be invitation only. We unlocked all 6GB of Battery data with timelaps where we can see almost everything - overheats, charging speeds, loads… If we release tesla might patch it. Fleet remote diag certicificate report is implemented too.
Tesla battery refurbishment: when Tesla offers a €20,000 invoice, we dive deep into analysis to understand the root cause:
evclinic.eu/2026/09/27/tesla…
Audi probably spent two years and 1,000 engineers designing the factory-defective rear e-tron eDrive, AKA320
with an assumed 100% failure rate and a KACO SiC coolant seal that wasn’t designed to run in reverse.
Don’t worry. We spent six months with four engineers developing our “HolyGrail” upgrade, designed to surpass the mileage of the original eDrive before failure.
Stay tuned. The rear eDrive repair kit is coming soon, together with our Augmented Reality repair training.
We don’t replace factory defects with same or new one like LDU coolant delete. We engineer them out with sustainable solutions!
