Prius Gen3 PHEV Comparison Chart

Hey guys,

So I finally got around to pulling my comparison of Prius Gen3 PHEV systems (both aftermarket and OEM Toyota) together and compiled it into one spreadsheet for easy viewing. I came across a bunch of posts asking if such a list for the new Gen3 Prius existed, so...

I added in a bunch of calculated values that may or may not be exact. Since some of the systems in the list aren't officially released yet some of it is speculation (but educated speculation).

Here are a few more disclaimers before the link at the bottom:

1) I tried my best to make it fair and unbiased. The information on the mentioned conversions I have pieced together from data I have gleaned on these forums or the conversion companies respective websites / press releases. Additionally I have had the opportunity to actually analyze in depth a few of the batteries used in said conversions (where some of the more technical numbers come from).

2) I do not mean to offend anyone--so please, do not be offended.

3) I only included commercial systems that come with a warranty of some variety. This list does not include DIY kits or systems because there are simply too many variables in how you do them to make a fair or realistic comparison.

4) I chose to make it un-editable to the public not because I believe I am 100% impartial but because I did legitimately try to make it a fair comparison in the first place. For those of you who have had experience with the mentioned PHEV systems please feel free to let me know if I've made a grievous mistake but I think the information is pretty accurate. All I ask is that you provide /constructive/ information rather than just flames.

5) To the best of my knowledge, the information in this comparison is accurate--but please don't bite my head off if I made a mistake.

6) Yes, I know some systems like Enginer offer different larger configurations now--I chose to only include the 2kwhr and 4kwhr because it is my understanding that larger configurations require somewhat...unique...mounting methods that may or may not be universally acceptable and / or safe for the average end user. Just do the math if you want to see how a larger system would compare--most of the values scale linearly.

7) Note that there are three separate sections to the spreadsheet covering different aspects of each conversion system--each section has its own set of foot notes.

8) Please read the foot notes before complaining or reporting an error--chances are there is a good reason why something is the way it is.

9) I deliberately left off estimated MPG expectations since we all know your mileage will vary heavily based on how far you drive and how often you plug in. There really is no magic formula for determining what mileage you'll get (unless you always use EV mode ).

10) At time of writing, two of the systems listed (Toyota & PICC) are not yet commercially available thus a release date is also not yet available. You'll have to contact those companies directly for more information as to when the system will be available for general purchase.

LINK TO GEN3 PHEV COMPARISON SPREADSHEET:

http://spreadsheets.google.com/ccc?...EFjb01HLUszb3dOMlllZkE&hl=en&authkey=CLDypaYG

Andrew

 

It depends on the batteries used--some are much lighter and significantly more energy dense than others. The official weight for the Toyota battery system is an educated guess based on the technical specifications and reported weight distribution--can anyone confirm or deny it?

Yup, no pricing available yet on the PICC system as far as I know. It will be interesting to watch.

I agree, but I'm not sure how Toyota can cram much more than they already have...their current batteries take up so much space already I'm not sure where they'd put the extra batteries. The only way I see that happening is if they combined all three batteries into one and got rid of the "sustain" battery all-together. Even still you'd be pushing it for a 25 mile range with their current setup...

Andrew

 

That's different actually. CARB requires a longer and more detailed warranty on the battery system / emissions related parts in certain states (California, New York, etc) thus they charge an extra $1000 to comply with those requirements.

CARB certification means it needs to be tested in a federal laboratory for emissions and fuel consumption to make sure it doesn't increase emissions beyond that the OEM vehicle (which believe it or not some conversion systems actually do significantly increase emissions due to failing to let the catalytic converter warmup properly before going into EV mode). Certification also involves an extended durability test to ensure product longevity as well as some other steps.

This procedure must be redone for every vehicle the system is designed to be used with. It also needs to be repeated if they make any major changes I believe.

Andrew

 

Here in the US the EV mode speed limits are 11 mph and 25 mph once the ICE is warmed up--since most of the people here are likely viewing from the US I figured I'd put the US figures for it.

I didn't calculate EV range for the Enginer system because the system doesn't officially pursue it (especially in the Gen3 model year). I suppose I'm coming from the perspective that stealth mode (that is, keeping the ICE off by playing the "keep the HSI under the median" game) isn't really EV mode in the traditional sense...There are far too many variables to get an accurate estimate for "stealth" range I'm afraid. The spreadsheet is designed to give "real-world expectations" under normal driving for the various systems.

Andrew

 

Any links to more information (eg: where/when was the system tested)? What model year Prius was the test performed on (it must be certified for every vehicle it's installed in)? Was any sort of EV mode used during the test (system must be sold exactly as-tested in order to maintain whatever emissions certification earned)?

CO2 emissions reduction would make sense though a cut in half seems a bit of a stretch considering the nature of the test but I suppose it's possible. It's the other regulatede emissions I would find most interesting.

If no EV mode was used on the emissions test (which is what I suspect) then there should be no problem passing emissions testing (I would be shocked if it failed since it's basically just a stock car w/ some extra electric juice). The problems come up when a system uses EV mode which significantly interferes with the vehicles catalytic warmup procedure during the test.

CARB certification requires more than just passing emissions testing though, it also requires a system durability test and supposedly a rigorous revision process (documenting changes and methodologies and the likes). The actual testing phase is a good chunk of it though.

Andrew