PiP pure-electric range ?

I have already come up with a clever way to lock the charger to the car. It's a really sweet approach, surprisingly simple yet quite secure.

You'll have to wait though, since I won't have my PHV until early next week. Photos will follow shortly after that.

Watch for a new thread created to provide the how-to info.
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Someone earlier mentioned driving over the cable, though I saw the warning on the label specifically about not doing that... not sure if the pressure would eventually cause some insulation breakdown inside the cable and short it...

 

Nope. There's a key involved... You're going to have to wait, rather than get off-topic on this thread.
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After charging last night for the first time, this morning it was 32 degrees here in the Portland area. My Emiles available showed 13.1. When I returned from my 12 mile trip I had used up all Emiles and the closing reading showed 143 mpg.

 

Calbear,

I posted in another Topic -
One thought to Quickly Secure your cable is to open the back window, use something like the below plastic $5 locking clamp around the cable and roll up the window lightly touching the cable with the clamp inside. Then lock the car. Noone will be able to steal your cable and it's Quick too.

 

I would be very worried about this also. Ukr2's method looks much better. And I'm sure John's method will be very good.

 

He had a short length of cable protector for that problem.

Portable 110V cord anti-theft device

"I have discussed my solution theoretically before, but now I have actually done it. I bought a wire protector and trimmed it to about 16 inches. I stick my portable EVSE into it took some photos today. I can keep the protector on when I wrap up the cable and it just takes a up a little more space. The only disadvantage is that someone could jack up your car and take it (but really, if someone wants your EVSE, they will get it).

I still have 4 feet of the remaining protector if anyone in the Raleigh area would like (enough for 3 people.)"

 

Well, it can "go" further assuming regeneration and maybe some altitude/wind help... I've been commuting 30 miles and getting high 80s to mid 90s MPG overall, which someone else back calculated to about 14 miles of actual EV, which must have included some regeneration (and active mode switching on my part to try to optimize the charge value).

That said, the other day I was going between two office campuses, totally flat drive with some brief highway on the trip (5.25 miles each way) and I just ran out of EV at 10.5mi when I got back to my starting point. I think the meter said 11.1 or thereabouts when I took off. That said, I did do the whole trip without using gas once, and that was fun.

 

What it may show and Estimated Electric Range, and what it can do are two different things. Its hard to imaging why they would cap the display at 13.1. Wait a min, that is a nice 21km range so maybe if they compute in km and limted their estimation algorithm to 21 then 13.1 display would make some sense. But I expect a display ERR limit more like 15.

We'll have to see what max range is, which probably depends on terrain, temp and technique. Took a long time before Volt owner were convinced the max display was 50miles. (Max distance so far has ben 75m)


But Actual Electric miles (AER) can be greater than the estimate. The estimate is a blending of history and battery state. But actual depends on how you drive and the terrain. Starting off down a big hill could get you much more range.

 

I've seen 13.3 miles displayed as available EV range a few times. Lately it has been less for me though, around 12.8-12.3.

The farthest I've driven on all EV is a bit over 14 miles (14.3). That includes leaving my home at about 465 feet of elevation and arriving somewhere around work, which is 55 feet elevation, and not going faster than 55, with most roads around 40-45 (I say somewhere around work because that day I chose to keep driving until I ran out of EV range).

 

AER has stood for All Electric Range for years.

It was a marketing term too, not any official measure.

Has that changed?
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My apologies you are correct. In the volt space they are one and the same so its easy to mix them up. AER is all electric range and shows up that way in lots of government analysis documents (http://www.transportation.anl.gov/pdfs/HV/457.pdf, http://www.transportation.anl.gov/pdfs/HV/434.pdf, http://www.nrel.gov/vehiclesandfuels/vsa/pdfs/40485.pdf) so its more than marketing term).


And since in the Prius PHV is really blended in charge depleting mode it should really Charge Depleting Range. Or Charge Depleting Distance.

 

Initially my car was showing 13.3/13.4 estimated EV miles, but has now dropped to 12.2. I have 635 miles on the car without a fill up with a 35% ev/65% gas ratio. Car still shows an estimate 80 miles more until a fill up. The EV % would be higher but I lost one charge when the car did not charge at work. (I think some way turned the timer on and it was set for 12am).

I live 700 feet above sea level, climb to 900 feet on EV and then drop to sea level over 4 miles. This give me great EV miles going to work (average 110 MPG) on a 33 mile drive in stop and go traffic. Going the opposite direction is a killer and I get about 80 MPG if I start with a full charge. I lose a lot of MPG climbing to 700 feet above sea level coming home.

 

Can anyone clarify this for me. When I was driving a pre-production PiP last week, it would start the warming up cycle aprox. 2.1 kilometers before the EV range ran out.
If read in these threads correctly - with production PiP, the warming up cycle begins only when the EV range reaches 0.0km? Is that correct?

 

Unfortunately, I can't confirm it myself yet... soon though. But that was something targeted for refinement and Toyota has indeed delivered a system that warms up faster than the Gen-III. The key is having an aftermarket gauge available; otherwise, it's difficult to identify what happens when and how often.
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Yes, correct. The engine doesn't start until EV range reaches 0. Even after the engine turns on, I seems like it tries to stay in EV (even with 0 range showing) to give the engine time to warm up. But if more power is required, the engine will start contributing immediately (as usual).

 

If you're lightly using the pedal when EV goes to 0 you can continue to use the hybrid battery in EV mode up to about 23 MPG... Just like using EV mode in a non-PiP.

 

Hey John, what's your projected date for receiving your PiP? I'm looking forward to all of the videos I know you'll produce for various driving conditions...

 

Date? You should be asking time... to which the answer is: 2 hours from now

Yeah!

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