Electric cars are considered low-maintenance, but the traction battery remains a source of uncertainty for many owners. Despite long warranties of usually eight years (often with a mileage limit), the fear of an expensive defect is still present. In this podcast episode of Auto Motor und Sport, everything revolves around the repair of electric car batteries - a topic that will become increasingly important when the first older electric vehicles start to show problems outside of the warranty. Moderated by Luca Leicht with co-host Gerd Stegmaier, the panel discusses with Otto Behrendt, a proven battery expert. Behrendt is co-founder of the Berlin-based company Adcycle GmbH, which specializes in the repair of high-voltage batteries under the brand name "EV-Klinik" in cooperation with a Croatian partner workshop. In this interview, he describes his unusual career path from scientist to entrepreneur and provides deep insights into the practice of battery diagnosis and repair.
The introduction makes it clear why the topic is so hot: a new battery can easily cost five figures in euros and the replacement is complex. Behrendt describes how a case of his own - the defective battery in his Tesla Model S with over 300,000 km on the clock - led him to look for alternatives to costly battery replacement at the manufacturer. This search led him to the EV Clinic in Zagreb, a little-known pioneer in battery repairs at the time. Fascinated by their know-how and spurred on by the successful repair process, Behrendt founded a sister company in Berlin together with former colleagues. The introduction outlines the framework: It is about the opportunities, costs and challenges of battery repairs, typical damage patterns and the question of how independent specialists can extend the service life of electric cars.
Important findings
- Specialist workshops offer alternatives to battery replacement: The episode shows that defective high-voltage batteries do not necessarily have to be completely replaced. Specialized workshops such as the EV-Klinik can repair or replace individual modules or even cells. This can significantly reduce repair costs compared to installing a new battery at the manufacturer. Otto Behrendt, for example, reports on his own Tesla, whose battery was repaired for around 4,500 euros - far cheaper than the 16,000 to 25,000 euros Tesla estimated for replacement batteries. This alternative will become more important as soon as vehicles fall out of warranty.
- Battery failures are rarely due to cell wear: One key finding is that electrochemical ageing has rarely led to total failures in modern electric car batteries. Neither production errors nor exhaustion after many charging cycles are currently the main causes of defects. Problems are much more frequently caused by external influences. The guest emphasizes that in workshop practice, it is mainly water damage to batteries that occurs - for example due to leaking housings or valves. Thermal problems due to insufficient cooling can also damage cells locally. According to Behrendt, these findings are in line with scientific studies: "The cell chemistry of modern batteries is long-lasting, so current experience suggests that external factors are more likely to be responsible for failures."
- Water ingress is a common cause of damage: Water leaks in particular are proving to be a "battery killer". Using the Tesla Model S as an example, Behrendt explains how moisture can penetrate the battery pack - for example through brittle rubber valves at the bottom of the housing or small leaks that creep in over the years. Once water gets inside, this leads to corrosion on contacts and cell connector strips; in extreme cases, entire modules are covered in "verdigris". Such damage often makes replacement of the affected battery module unavoidable. The discussion underlines the fact that an actually simple environmental factor - rainwater and road salt - can cause massive battery damage if the sealing is inadequate. Preventive measures by manufacturers (better sealing, choice of materials) are crucial here, but were clearly not always implemented perfectly, especially in earlier EV generations.
- Diagnosis using high-tech methods: The EV-Klinik uses state-of-the-art measurement technology to detect defective cells in the battery network. Otto Behrendt clearly explains electrochemical impedance spectroscopy: similar to a tuning fork that reacts to a pulse with a sound, the technicians send electrical signals into the battery and measure the response. Deviations in the "tone" of the cells can be used to identify defects or changes in the cell chemistry - for example, whether individual cells are damaged by crystallization or dendrite formation. Using this method, the team can specifically identify the weakening cell in a parallel network of often dozens of identical cells in dismantled battery packs. For a Tesla module with 74 cells connected in parallel, this means that instead of replacing the entire module as a precaution, the faulty cell can be localized.
- Repair strategy: individual cell isolation instead of complete replacement: It is often sufficient to electrically separate a defective cell from the pack instead of physically replacing it. Behrendt describes how in many cases the defective cell is left in the module but removed from the current flow by cutting the connecting wires. This "cell decommissioning" only leads to a minimal loss of capacity - the driver often does not notice any difference in range. Sometimes the usable capacity even improves slightly if a previously low-capacity element no longer slows down the entire system. This repair-friendly approach shows that with know-how and intuition, it is possible to intervene at cell level without having to replace expensive large components.
- Spare parts shortage and creative solutions: A major issue is the procurement of spare battery parts. Many car manufacturers do not offer individual parts such as cells or modules for sale - they only sell complete replacement batteries in the event of a repair. The EV-Klinik therefore has to improvise: It keeps a stock of used cells and modules of various makes, obtained from accident vehicles or defective batteries that would have been sent for recycling. For example, they have already been able to remove individual pouch cells for a Smart car from a donor pack and insert them into a customer battery. However, this spare part procurement is costly. The recycling chain for used batteries is strictly regulated, and complete batteries often end up directly in the recycling shredder without modules or electronic components being salvaged. Behrendt would like to see better access routes here - be it through cooperation with recycling companies or through upcoming legislative initiatives that strengthen the "right to repair".
- Current legal situation slows down independent repairs: The discussion partners discuss the EU Repair Directive and the new Battery Ordinance. So far, it becomes clear that vehicle workshops have only benefited from the "right to repair" to a limited extent. The automotive industry has exempted itself from some obligations, and there is still no comprehensive requirement to force manufacturers to provide components or diagnostic information, especially for high-voltage batteries. Stricter rules concerning batteries with a capacity of over 2 kWh are not expected to come into force until 2027. It could then be stipulated that car manufacturers must provide technical assistance to independent companies to enable repairs. At the moment, however, much remains the pioneering work of dedicated experts such as the EV-Klinik, who acquire knowledge themselves and standardize it through self-authored repair instructions, for example.
- Not just batteries: Chargers and motors also break down: The ranking of the most frequent repairs at the EV clinic is surprising. In first place are defective onboard chargers, followed by DC-DC converters (which transform the high-voltage battery down to 12V on-board voltage) and only then problems with electric motors and batteries. This means that many customers come with charging problems or general electronic defects rather than cell damage. Take Renault Zoe, for example: the electric motors are often a cause for concern - wear on bearings or dirty rotor sensors lead to failures, which the team rectifies. Even in the newer Smart EQ (Type 453), it is more likely to be the power electronics and chargers that have failures, while the battery itself is robust. This finding puts into perspective the often-heard argument that the battery in particular is a weak point in electric cars: In practice, other components prove to be more susceptible, which requires specialized know-how for the entire high-voltage system.
- Broad brand spectrum and limits of repair: The workshop in Berlin not only looks after Teslas - although these make up a large proportion at around 40-50% - but also many Renault Zoe, Smarts, older BMW i3s and more exotic vehicles. It is interesting to note that some manufacturer customers are particularly reliant on independent help: For example, there are numerous inquiries from drivers of the out-of-production Fisker Karma because the original manufacturer service no longer exists. However, the EV Clinic also has to turn down cases. In the case of early Nissan Leafs, for example, battery cell repair is hardly economically viable: if a large proportion of the cells are severely degraded, the cost of removing and replacing them would be too high in relation to the residual value of the vehicle. Even dedicated specialists reach their limits here. Overall, however, Behrendt emphasizes that they look at every model and try to find a solution. Detective work is often required for rare vehicles in particular, as there is hardly any documentation - but the community of e-mobility enthusiasts helps each other with information.
- Battery upgrade: great interest, but hurdles: Many e-car owners would like more capacity in their vehicle, and the EV-Klinik actually receives numerous requests for battery upgrades. This is technically feasible, as Behrendt shows with his own projects. For example, a Renault Twizy, the two-seater electric car, was fitted with a new cell pack that doubled its capacity - suddenly it has a range of over 120 km, where previously it was 60 km. This was made possible by a sharp drop in cell prices and clever adaptation of the battery control system. They also offer upgrades for Tesla models, but initially only in the form of an exchange for a larger original battery pack (e.g. a 100 kWh pack in an older Model S 85). The customer must procure the used large battery themselves, and the workshop takes care of installation and tuning. The EV-Klinik only offers a limited warranty on the used pack, as it cannot intervene deeply in the cells with these exchange battery solutions. In the future, however, the team is working on carrying out upgrades at cell level: The plan is to purchase an automated "bonding" system to replace and reweld hundreds of round cells in a Tesla pack. In combination with their measurement technology, they could then reassemble battery modules - a future project that will further expand the possibilities of independent battery modification.
- Enormous mileages as proof of battery durability: Finally, it becomes clear what impressive mileages some e-cars have already achieved. Behrendt reports on numerous customer vehicles with well over 300,000 or 500,000 kilometers on the clock - a range that combustion engines rarely reach. One extreme example is the German Tesla driver Hansjörg von Gemmingen, who has covered over two million kilometers with his electric cars. Such figures underline the fact that e-vehicles can be extremely durable if they are well looked after. Importantly, many of the battery replacements in these record-breaking vehicles could have been avoided if no external damage had occurred. If, for example, the battery of a Tesla had been perfectly sealed from the outset, it could have continued to be used despite its high mileage instead of having to be replaced prematurely due to water damage. Overall, the discussion provides a positive conclusion: electric car batteries have the potential for lifetimes beyond the usual expectations - and independent workshops are helping to exploit this potential.
Main topics
Founding the EV-Klinik Berlin: From research project to workshop
Otto Behrendt's personal career kicks off the main topics. The guest describes how he originally started out as an automotive mechatronics technician at Daimler (with a focus on Smart Electric Drive) and later switched to battery research as an engineer. As part of a university project, his team developed a measurement method to analyze parallel-connected battery cells using electrochemical impedance spectroscopy. To do this, they bought a used Tesla Model S with high mileage and severe degradation, dismantled the battery and tested the new measurement technology under real conditions. At the end of the project, Behrendt reassembled the Tesla and used it privately - until a battery defect occurred.
This incident was to become the founding impulse: The manufacturer's service offers were sobering (a reconditioned battery for around €16,000 or a new one for around €25,000 including installation, in each case minus a return bonus for the old battery). This seemed uneconomical for a ten-year-old car with 300,000 km on the clock. In his search for alternatives, Behrendt came across the "EV Clinic" in Zagreb, a workshop specializing in battery repairs. He had his Tesla, which was no longer roadworthy, transported to Croatia on a trailer. The repair was completed there for a fraction of the cost - around €4,500 for the battery repair (plus the cost of an electric motor, which was also defective). On collection, he got talking to the founder of the EV Clinic, Vanja Katić. They discovered many shared experiences and specialist interests, which led to hours of technical discussions. Katić finally suggested a collaboration: The EV-Klinik was looking for partners to gain a foothold in other countries - such as Germany. Although Behrendt was initially hesitant (he had a secure position as a research assistant and was working on his doctorate), this idea "planted a seed".
Back in Berlin, he discussed his impressions with three colleagues from his research group. Together, they recognized a twofold opportunity: on the one hand, they could advance the measurement technology they had developed outside the university, and on the other, the repair business seemed like a way to self-finance their own start-up. After a few months of preparation - including clarification of trade regulations, as none of the founders were master mechanics - the decision to found the company was made in the summer. In November of the same year (Behrendt speaks of "last year", which in context was presumably 2022), Adcycle GmbH was founded as a franchise partner of the EV-Klinik in Germany. Since then, the team in Berlin has been operating under the familiar name and taking over the workshop business, while Adcycle continues to develop measurement technology. The founding story shows impressively how a personal breakdown became a business model - supported by a high level of expertise and international networking. Now, a good six months after its launch, the Berlin team has already repaired around 100 e-vehicles, while the Croatian partner has worked on over 3,000 batteries in recent years. These figures illustrate both the demand and the growing expertise.
Typical defects and their causes: Why batteries really fail
A key topic is the question of what actually causes e-car batteries to break down. Here the podcast dispels some fears. Behrendt reports that in her practice to date, there have hardly been any cases of cells reaching the end of their service life due to normal use. Neither an unusually high number of charging cycles nor ageing (calendar degradation) have led to complete failures. More often, external factors are the root of the problem. First and foremost: water ingress. This is illustrated particularly clearly by the example of the Tesla Model S, which had a rather open battery concept in the early years of production. There are so-called "umbrella valves" in the underbody - small rubber pressure relief valves that are actually only intended to allow gases to escape from the housing when necessary. Over the years, however, these valves can become brittle and leaky or remain blocked by road dirt. If they are located in the direct splash water area behind the front wheels, water can be forced into the battery housing with every puddle. The consequences are corrosion on contacts and electronics.
In the worst case, liters of water stand in the battery box and greenish copper rust covers modules and cell connectors. The only thing that often helps then is to completely replace the module in question. This was also the fate of Behrendt's own Model S: fortunately, he discovered early on that moisture had penetrated and had the battery opened - puddles had already formed. Rapid intervention prevented major damage. Tesla itself only reacted to this problem in the facelift year and changed the design: the previously ultrasonically welded copper strands for voltage pick-up were replaced by circuit boards with bonding wire connections to reduce potential entry points. Ironically, however, the EV clinic is now showing an increasing number of failures of precisely these bonding wires in the facelift pack. Presumably they were kept too short by design so that they cannot permanently withstand the constant expansion and contraction movements during temperature changes. After a few years, thermal cycles lead to material fatigue and wire breakage - again a design flaw that causes damage regardless of the actual cell quality.
In addition to water and mechanical weaknesses, the interviewees cite inadequate thermal management as another cause of local cell damage. If individual areas of a battery pack are cooled unevenly and run too hot, these cells age more quickly. This is also more of a design or layout problem than normal wear and tear. In summary, the main issues paint the picture that battery problems are mostly "home-made": Either due to design faults that only become apparent after many years of operation (such as seals, connectors, cooling), or due to external influences (accidents, damage to the housing). In the rarest of cases, the reason is simply "used" cells. This explains why the EV-Klinik often gets its hands on batteries with cells that are still in good condition but have been crippled by a single defect.
High-tech diagnostics: how to find broken cells
Sophisticated diagnostic methods are required to detect such hidden faults. Otto Behrendt and his team draw on the expertise they have developed in their research. The electrochemical impedance spectroscopy (EIS) method is explained in simple terms in the podcast: a battery cell reacts to an applied alternating current signal with a characteristic "response", from which its internal condition can be read. If the cell chemistry has been damaged - for example by deposits, crystals or an internal defect - this electrical response changes noticeably. The analogy with the tuning fork illustrates this: If a tuning fork is intact, it produces a clear tone; if it is damaged (e.g. a hole is drilled in it), the tone sounds altered.
The EV Clinic uses EIS measuring devices to screen battery packs at cell level. However, this only works on removed and opened batteries - a short note makes it clear that such a test is not simply possible via the OBD interface in the car. In Behrendt's university laboratory, a special measuring adapter was created for the Tesla Model S: an entire module with 444 round cells can be measured within five minutes by contacting all the cells one after the other with a test probe. This prototype originates from the OEM research contract and is now being used in practice. Such ready-made adapters do not yet exist for other vehicle batteries, but in principle the method can be used universally. As a rule, however, technicians have to work individually, e.g. partially desoldering or separating connecting strips in order to be able to test individual cells separately. Despite this effort, EIS offers a decisive advantage: you can find the "needle in the haystack" - that one weak cell in a group of otherwise good cells that paralyzes the entire battery box.
Once the culprit has been identified, the question of repair arises. This is where the EV-Klinik shows great creativity. In many battery types, such as Tesla, the cells are connected to the busbars by thin fuse wires (aluminum bonding wires). Behrendt's team can simply disconnect a defective cell by neatly separating the wire at both ends and removing it. The cell remains in the module, but is electrically insulated. The effect: the vehicle hardly loses any noticeable capacity, because with 74 parallel cells, for example, only approx. 1-2% of the module capacity is lost. On the contrary, the power output of the pack is often better afterwards, as the previously limiting weak cell no longer drags down the voltage level of the entire system. This repair method - a partial shutdown, so to speak - is elegant and cost-effective. However, it requires sensitivity and experience in order to avoid causing short circuits or consequential damage. In the podcast, the participants briefly joke about whether you simply have to put a beer mat in between; however, Behrendt precisely describes the removal of the aluminum wire using special tools.
Of course, there are cases in which a cell network is so badly damaged that individual measures would be too costly. The only option then is to replace an entire module. But this is where the next challenge arises: how do you even get hold of replacement modules? According to Behrendt, car manufacturers officially supply almost no battery modules to independent workshops - Tesla, for example, sells some components such as contactors or control units individually, but no cells or modules. Other manufacturers refuse to supply any parts for batteries, instead everything is done via in-house exchange programs. Tesla, for example, operates a central remanufacturing center in the Netherlands; the service centers only replace defective packs completely and send them there instead of repairing them on site. For independent businesses, this means that they have to find other ways to get by.
Spare parts dilemma and right-to-repair: independent workshops in a field of tension
A detailed section is dedicated to the difficulties of getting hold of the spare parts they need. The EV-Klinik Berlin is building on the experience of its Zagreb partner and has started to build up its own stock of used battery modules and cells. These mostly come from totaled vehicles in which the battery is still usable, or from warranty cases in which the manufacturer replaces entire batteries and the old packs then go into the recycling cycle. Behrendt describes how his team specifically researches such sources - for example in cooperation with insurance companies or recycling companies - in order to "intercept" imminent scrapping. However, this is laborious and often dependent on chance. Legal regulations make this even more difficult: a cell removed from the waste stream is legally considered a new product for which the distributor (i.e. the workshop in this case) is liable and must provide a warranty. In order to safely reuse such cells, the workshop would therefore have to test and certify them - which would be technically possible (after all, it has the measurement technology), but administratively complex.
The discussion also addresses political developments. The EU recently strengthened the "right to repair", but the automotive industry still seems to be playing for time here. According to Behrendt, this right has so far hardly applied to traction batteries. Even the new EU Battery Regulation 2024 stipulates slightly more diagnostic capability, but does not yet guarantee free access to spare parts or repair information. Stricter requirements are not expected until 2027: For all energy storage systems with a capacity of over 2 kWh, it could then be stipulated that manufacturers must support independent repairers - whether by providing components or repair instructions. Until then, the EV-Klinik will have to rely on its own initiative. Fortunately, as Behrendt explains, the Croatian partner was forward-thinking in this respect: it began systematically writing repair manuals for various vehicle batteries at an early stage. These internal manuals make it possible to standardize knowledge and possibly also to pass it on to new employees more quickly. A constant exchange of know-how between Berlin and Zagreb is part of the cooperation model - both sides learn from each other about newly discovered tricks and typical weak points.
An interesting aspect is the very different workshop landscape in Europe. Behrendt mentions that Norway, for example, already has a high density of specialized e-car workshops due to its many electric cars and tough operating conditions. Independent companies that repair batteries are widespread there. Customers from all over Scandinavia sometimes seek help in Berlin because their vehicles develop problems early on due to climatic influences (slush, salt, extreme cold). This shows that The need for such services is there internationally, and the more widespread e-cars are in a market, the more repair businesses are created. Nevertheless, workshops like the EV clinic are in a gray area - without official support from the OEMs and often dependent on used parts. The hope is therefore that future regulations will persuade manufacturers to officially provide at least selected modules or cells or no longer hinder repairs by third-party providers.
Everyday repair work: from chargers to electric motors - more than just batteries
The EV-Klinik's expertise extends far beyond the battery to practically all high-voltage components of modern electric cars. One revealing point of the episode is that the battery itself is not the most common problem. Behrendt gives an insight into her workshop statistics: defective onboard chargers are far more often at the top of the lift. These devices, which convert alternating current from the socket into direct current for the battery, are complex power electronics and can be damaged by overvoltage or overheating, for example. Directly behind them are DC-DC converters, which feed the high-voltage battery to the 12-volt vehicle electrical system - here, too, semiconductors and capacitors are in constant use at the limit of what is technically feasible. Battery problems are only in fourth place, as already mentioned, mostly as a result of external influences. Even electric motors (e-motors) occasionally fail, for example due to bearing damage.
This becomes tangible when looking at specific models: According to Behrendt, the Renault Zoe - one of the best-selling e-cars in Europe - is experiencing more frequent failures of the electric drive. The Zoe has had several motor variants over the years (initially one supplied by Continental, later developed in-house by Renault). Typically, defects are caused by worn bearings, which leads to vibrations that then damage or contaminate the rotor position sensor. A dirty sensor is enough to trigger error messages. The EV-Klinik cleans or replaces such sensors, replaces bearings and repairs the motors instead of replacing them completely. The second-generation Smart (EQ Fortwo/Forfour, Type 453) also has fewer battery problems, but more trouble with chargers and inverter units. It is clear that the employees need to be familiar with the entire electric drivetrain, not just the cells and battery management.
The range of vehicles supported is wide. In addition to Tesla models (whose high number of units on the market is reflected in a correspondingly high number of workshop cases) and the aforementioned Renault/Smart, patients also include BMW i3, Nissan Leaf, Audi e-tron and others. Especially with rare or older electric vehicles, where the manufacturer service network is thin, drivers seek help from specialists. Behrendt mentions that they receive an astonishing number of inquiries from drivers of the Nissan Leaf - an early mass-produced model whose battery concept (air-cooled, not temperature-controlled) shows weaknesses with age. However, it has often been found that Leafs are difficult to repair economically: if numerous cells are at the end of their life, almost the entire battery would have to be "reforged" with used cells, which is beyond the cost-benefit calculation. In such cases, the EV-Klinik recommends replacing the battery with a used battery in better condition, if available, rather than replacing hundreds of individual cells. Even very exotic models such as the Fisker Karma - a plug-in hybrid sports car from a manufacturer that has long since gone bankrupt - end up in the yard. The spare parts situation is particularly tricky there, but at least a dedicated community and knowledge from forums help the workshop team with troubleshooting.
According to Behrendt, "everyday workshop life" is sometimes very time-consuming. In the case of unknown error patterns, the technicians invest a lot of time in analysis: removing circuit boards, measuring every component, reconstructing circuit diagrams. It often helps to place an intact reference part next to it - many devices (e.g. chargers) have modular sub-units that can be replaced as a test in order to narrow down the faulty module. The guest explains that it is quite common to remove and install a battery five or six times before a fault is finally rectified because you have to proceed iteratively. For recurring standard problems, however, the workshop has now built test benches: for example, they can control a Smart DC/DC converter on the lab bench and even reprogram it without having to put it back into the vehicle. Such test setups are worth their weight in gold, but require development time. This is where the team's engineering background pays off - as does its proximity to the university (more on this later), which facilitates access to laboratory equipment. Despite all the high-tech aids, some things remain "trial and error": Once a component has been repaired, the practical test in the car has to show whether everything really works. This meticulous approach, coupled with the willingness to find unusual solutions if necessary, runs through the workshop operation.
Future prospects: Battery upgrades and continued e-car longevity
A particularly exciting look is into the future of battery technology and customer wishes. Many owners would like to equip their existing e-car with a larger battery instead of buying a new vehicle. The panel discusses the extent to which such upgrades are already realistic today. Behrendt confirms a strong level of interest: "It feels like every second inquiry goes in this direction," he says. The EV-Klinik is already implementing some of these projects. Modularity is important here: it is easier to get creative with vehicles whose battery concept consists of standardized modules. One example is the Renault Twizy mentioned above. Here it was possible to install newly produced lithium cells (from the manufacturer CATL), which offer significantly higher capacity in the same installation space. After careful adaptation of the battery management system, the Twizy now travels twice as far as before. However, the guest emphasizes that such projects are very individual and time-consuming - like prototypes that you learn from. It is only economically viable thanks to the drastic drop in cell prices; the first conversion took a long time, but the know-how gained could be used to become more efficient in the future.
Complex batteries such as those from Tesla still pose greater challenges. Here, thousands of round cells are interconnected and the vehicle electronics only accept certain, originally configured battery types. Nevertheless, the EV-Klinik also offers upgrades here: For example, they convert older Model S 85s to the later available 90 or 100 kWh batteries. To do this, a suitable used pack (for example, from a car that was involved in an accident in a more recent model year) is procured and installed. The car thus gains range and improved fast-charging performance - even if the peak charging performance remains at the old level on the software side, the larger battery can withstand the high charging performance for longer, which practically shortens the charging times. Of course, a conversion like this costs tens of thousands of euros, but for some customers with cherished vehicles, it is worth it compared to buying a new one. The Berlin workshop acts with caution: it only gives a warranty on such replacement batteries if it has fully checked and overhauled the battery. As this would be very time-consuming, it does not normally act as a guarantor for the third-party pack. In practice, this means that the customer bears a certain risk with the externally purchased battery, while the EV clinic is responsible for the installation and integration. In the long term, however, Behrendt reveals that the plan is to automate the cell replacement processes. Using a special bonding machine, they could then systematically replace individual defective cells with new ones and even reassemble packs. In combination with AI-supported knowledge management (an idea mentioned in passing in the podcast: deriving automated repair recommendations from past cases), the repair and upgrade business could be scaled up in this way. These are still visions of the future, but the successes so far show the potential.
A consistent message of the episode is optimism regarding the longevity of electric cars. With proper maintenance and repair, e-vehicles can achieve enormous mileages. The guests cite several examples: Tesla cabs or frequent drivers with over 500,000 km are not uncommon among their clientele. Vehicles with 700,000 km on the first battery - provided there is no external damage - confirm that the initial concerns about rapidly diminishing battery capacity were exaggerated. Even if 20% capacity is lost after a few hundred thousand kilometers, the car remains usable. Behrendt points out that in a model with an original range of 400 km, a remaining range of 320 km is still perfectly suitable for everyday use. It would be more of a problem for cars with a very short initial range (such as an early E-Smart with 100 km new, which would be noticeably restricted by 20% degradation). Overall, however, the experience to date is encouraging: the traction batteries last significantly longer in the field than some critics had assumed. And the few that fail can often be revitalized through comparatively targeted interventions instead of being discarded as a whole.
Conclusion
The podcast episode provides a multi-layered picture of the repair of electric car batteries - with an encouraging tenor. The main conclusion: battery repairs are not only theoretically possible, but are already being successfully practiced. Specialized companies such as the EV-Klinik are thus closing a gap between customer needs and manufacturer offerings. While car manufacturers usually opt for a complete replacement in the event of battery problems (often for logistical or liability reasons), independent experts show that a detailed repair is often sufficient. This saves resources and the owner's budget. For electromobility as a whole, this is an important milestone: if high-voltage batteries can be repaired and upgraded economically, this invalidates a central argument of e-car sceptics regarding sustainability and service life.
The discussions make it clear that today's e-cars are technically designed to last a long time. The "Achilles heel" battery proves to be surprisingly robust in practice as long as no external damage occurs. And this is precisely where the repair experts come in - they eliminate the consequences of water, corrosion or individual cell failures and thus give the batteries a "second life". It is worth noting that in many cases it is not the chemistry of the cells that fails, but the periphery and environmental factors that are the weak points. On the one hand, this is reassuring (the expensive core components have a reserve), but on the other hand it is a mandate for manufacturers to avoid design problems such as inadequate sealing or uneven cooling in the future.
The episode also provides insights for the workshop sector in transition. Electric cars require new expertise - a mixture of electrical engineering, IT and traditional mechanics. The EV clinic makes it clear that such interdisciplinary skills can be developed. Some of the descriptions seem almost like something from a high-tech laboratory, with talk of impedance spectroscopy or testing control units on the test bench. But this is precisely the development that is currently taking place: Traditional workshops are having to adapt or new, highly specialized companies are emerging. Berlin and Zagreb are exemplary examples of how it is possible to bring together university-trained engineers and practically experienced technicians. The location at the former Tegel Airport, where a technical university is in the immediate vicinity, is a symbolic illustration of this.
In the future, the demand for battery repairs will increase as more and more e-vehicles get older. The episode gives us confidence that solutions are already available. However, it is also clear that the legal framework is lagging behind technical progress. A genuine "right to repair" for vehicle batteries is still pending. Politicians and manufacturers will be called upon to create more cooperative structures here - in the interests of customers and the environment. After all, every repaired battery saves a considerable amount of resources compared to buying a new one. The conclusion can therefore be drawn that battery repair is a key to sustainable electromobility.
The bottom line is that the discussion conveyed a pioneering and optimistic mood. Where there was initially uncertainty about the costs and durability of electric car batteries, there is now a positive outlook: well-trained specialists can repair and optimize even complex energy storage systems. Electric cars therefore do not have to be disposable products - on the contrary, they can become real endurance runners. The combination of long-lasting cell chemistry and human ingenuity in the workshop should ensure that the current e-vehicles will be with us for a very long time to come. The key message is therefore: if a battery breaks down, this is by no means the end of the car - thanks to new repair concepts, a second life often begins for the energy storage system.