Enginer 2010 PHEV Technical Information

I am starting this thread specifically for the installation of the Enginer kit in the Gen III Prius. Emphasis is on the differences found from the Gen II installation.
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At this point I have ordered a 4KWh kit from Jack and downloaded as much Toyota info as I could on the 2-day license.

So far I only know of dschur test piloting a 2kWh kit.

Jack

 

First impression: the EV switch seems to be redundant. ECO mode seems able to get into EV mode just by lifting off the throttle. I'm wondering if the EV switch can be used to turn on/off the Enginer pack instead ??

So far, I've been able to get ~ 2 miles out of a fully charged OEM pack on a relatively flat (for around here) run home...starts just over 40 mph, still pulling 8-14 mph on the short hill at the end (3 bars)....

Edit: the altitude is the same at both ends, so there is a slight downgrade w/ ups and downs then 200 yards up again.

 

Hopefully, I'll be able to answer that soon......patiently waiting for the 4KWh kit at the moment. It's on order while some components are being upgraded...the Gen III box will be last....

The 4kWh kit is $2,994 plus shipping (I think $195) at the moment, I believe...

see EBay # 200344551230 and
Enginer - EAA-PHEV

Jack

 

Just received my block heater. Might be a little OT for this thread, but I hope to integrate it into the charging system (thermal energy storage) perhaps needing some type of timer or heat sensor.....

I'm also thinking of using a "Watt's Up" monitor ($59) to read the charge and discharge energy from the 4kWh pack initially, then later mounting it up front to monitor voltage and discharge. (it will only read charge OR discharge...not both without some double-pole-double-throw switching........come to think of it, I have such a contactor around somewhere ???)

Jack

 

No, haven't received the Gen III kit yet....still waiting...just thinking about the installation in a Gen III until the kit gets here...

 

Just got notice that (the first ?) 200 lbs of GenIII 4KWh kit have shipped...should be here tomorrow......

 

Ok..so today I received 200lbs of crated parts. I now have the current version of the GenII 4KWh kit and am about to put it into a GenIII (2010) Prius.

To answer one question...the current price of the latest version of the 4KWh kit is $3,495.00

I'll be posting as many pictures as I can of the conversion.

Jack

 

The GenII looks like this;

Image:2007-03.JPG - EAA-PHEV

and the GenIII looks like this;

http://priuschat.com/forums/members...echnical-information-picture2796-p9180226.jpg

 

The Gen II looks like this...



The Gen III looks like this ...



So there will have to be some modifications made just from a mechanical point of view. Electrical considerations will be addressed after that !

 

I'm looking to get a supplement of 3000WHr effective energy out per charge. I'm looking at it as a PHEV not an EV (I have a Mitsubishi for that)

Just as a for-instance.....if I'm getting 50MPG on gasoline then I'm using ~ 665 WHr/mi from gasoline. If I get a supplement of 20mi from 3000WHr of battery use, then that's a rate of only 150 WHr/mi (just shows how much more efficient electrons are) so (665*50/150) => ~222MPG equivalent in my 50MPG car.... it would be nice if I could run this all off in the first 20mi as an EV....but that isn't realistic for me yet....

 

Well, the crates of parts did arrive...



Looking like....



However, there was no way the GenII case was going to fit into the GenIII w/o significant modification.......read milling, cutting, welding, etc.....

Jack has a GenIII version case in the works, though....stay tuned on that one.

 

Yesterday and today were spent fussing w/ the installation of the cable to connect to the HV NiNH pack in the Prius. I made up the cable w/ a 240VAC locking connector pair so that I could quick-disconnect the new pack w/o having to open up the whole rig each time I wanted to experiment.



You can just ignore the green ground lead in these pictures. It was removed later since the Prius uses an AC type of fault detector and the capacitance added by that ground wire only lowers the fault threshold.



Here is where the leads connect into the HV relay block.....the covers are removed and notice that the safety interlock is removed. Again, ignore the green wire.



Here it is again w/ the covers and cooling baffles back on (safety plug is still out)

 

Yesterday I drove around for a while and monitored the NiMH pack voltage. (using my quick-connect cable) It behaves like a GenII as far as voltage is concerned.

 

The easiest place to put the switch...



The ECU wiring behind the glove compartment.....



The power leads clipped in...



The GenII case temporarily mounted in the GenIII w/ the tiedown rings....