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!

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

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

16th location is boarding! See you soon!

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…

Finally, today is the day! 🇭🇷⚡ FSD has officially been approved in Croatia. A major milestone for autonomous driving and another big step forward for EV technology in Europe. Croatian roads are ready for the future. 🚗⚡

⚡ 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!

700000km with Original battery still driving and only 10% degradation! We couldn’t find a defective CATL battery, so we had to visit China to find one. Still hunting!!! 😎🔋🇨🇳

This FIAT OBC should be recalled. Apparently, dangerous products in the EU are simply never recalled. Does every sample need to catch fire inside the OBC first? If this were a Tesla, Elon would be crucified at the Gigafactory, and every EU newspaper would be dragging Tesla through the mud for months. #doublestandards evclinic.eu/2026/09/16/fiat-…

🇫🇷 Si vous conduisez une Tesla Model 3 ou Model Y, en particulier une version RWD (propulsion), ce sujet vous concerne. L’un des modèles électriques les plus vendus et les plus fiables du marché présente un point faible relativement mineur. Sur les versions RWD, tout le couple est transmis uniquement aux roues arrière. Avec le temps, les fortes sollicitations répétées et les changements de charge entre accélération et freinage régénératif peuvent endommager les silentblocs du moteur. Lorsqu’ils prennent du jeu, le groupe motopropulseur peut commencer à produire des claquements lors des changements de charge. Si le problème est ignoré, ces mouvements peuvent finir par exercer des contraintes supplémentaires sur le groupe motopropulseur, le différentiel et les roulements. La solution la moins coûteuse reste la maintenance préventive. Nous recommandons de contrôler et, si nécessaire, de remplacer les silentblocs autour de 100 000 à 150 000 km. Les silentblocs en caoutchouc eux-mêmes ne coûtent qu’environ 30 à 50 €, mais malheureusement l’intervention est bien plus importante que le prix des pièces. Il faut déposer l’ensemble du berceau arrière avec la suspension et le groupe motopropulseur. L’intervention nécessite un peu plus d’une journée de travail, ainsi qu’un remontage rigoureux et une géométrie correcte du véhicule. Dans le cadre d’une maintenance préventive classique, le remplacement des silentblocs accompagné d’une vidange de l’huile du groupe motopropulseur est généralement suffisant. La bonne nouvelle, c’est que ces moteurs sont conçus pour parcourir largement plus de 500 000 km. Sur les versions Dual Motor, ce problème est nettement moins prononcé, car la charge du groupe motopropulseur est répartie entre les deux essieux. La détérioration des silentblocs apparaît généralement à un kilométrage beaucoup plus élevé, souvent au-delà de 250 000 km. Dans notre cas, chez EV Clinic Paris, nous avons décidé d’aller plus loin. En plus du remplacement des supports, de l’huile et du filtre, nous avons effectué un reconditionnement complet du moteur électrique avec remplacement de tous les roulements et joints. Ce moteur affichait déjà un kilométrage élevé et produisait un léger bruit, presque imperceptible. La maintenance préventive sera toujours moins coûteuse que d’attendre qu’un petit problème mécanique se transforme en panne complète du groupe motopropulseur. Ce service est disponible dans tous les laboratoires EV Clinic. Pour prendre rendez-vous chez EV Clinic Paris : [email protected]

EV Clinic Paris