Has anyone some information about the HV battery of the 2023 Prime? If I do extrapolate from this PushEV article, they should be Panasonic NMC 622 Prismatic. https://pushevs.com/2020/07/03/modern-panasonic-prismatic-battery-cells/
Yes, i can confirm. In the Japanese brochure is specified for the battery 51 Ah. So they are the new Panasonic NMC 622 cells prismatic as presented by PUSHEV. New cell (in use since 2020) Manufacturer: Panasonic Capacity: 51 Ah Nominal voltage: 3,7 V Energy: 188,7 Wh Form factor: PHEV2 Chemistry: NCM 622 I can calculate there are 72 cells: 51 x 3,7 x 72 = 13,59 kWh. PHEV2 prismatic battery cell standard Length: 148 mm Height: 91 mm Thickness: 26,5 mm Already in use in: Toyota C-HR EV with 288 cells (96s3p): 288 x 51 Ah x 3,7 V = 54,3 kWh Lexus UX 300e with 288 cells (96s3p): 288 x 51 Ah x 3,7 V = 54,3 kWh Toyota RAV4 PHEV with 96 cells (96s1p): 96 x 51 Ah x 3,7 V = 18,1 kWh Suzuki Across with 96 cells (96s1p): 96 x 51 Ah x 3,7 V = 18,1 kWh Good news for the durability of those cells: "The Lexus UX 300e comes with a 10-year or 1 million km battery warranty, which only says good things about this new prismatic battery cell from Panasonic." "Not surprisingly, the Honda e and Mazda CX-30 Electric also use this battery cell,"
My Gen 4 Prius Prime after 140 charging cycles has virtually 0% capacity and range loss. I baby it though (scheduled charge, no heavy acceleration or extreme speeds). I wouldn't worry about the Toyota battery packs as long as you baby them.
PHEVs in general tend to baby the battery. Not only can the system shift to the engine when the battery could be stressed, but the battery itself falls under emission control warranty requirements. Manufacturers don't want to pay for replacements during the federally mandated warranty period.
You get a lot more charge/discharge cycles due to the lower battery capacity if you drive a PHEV like a BEV though.
My comment isn't about what the driver can do, but what the car can do, without the driver's permission. Take a hot day, a PHEV can fire up the ICE to reduce heat build up in the battery from discharging. That is not an option for a BEV's system. The PHEV can avoid high stress points on the battery with engine use, whereas the BEV would just have to 'suck it up'.
Prius Prime PHEV works as a BEV in the EV mode, with the ICE never kicking in except during defogger use in certain situations and in extreme-speed driving. There was one owner who reported the ICE kicking in during prolonged downhill regenerative braking, but that was about it.
I've also found the specs for the cells. It mentions 2000 cycles (for DOD 100%), and many sources indicate a DOD of 75%, for the Prius, which will be some 3600-4000 cycles.
That is an impressive cycle life! Cycle life greatly depends on the charge rate and discharge rate. You double or quadruple it or more if you use Level 1 instead of Level 2 and accelerate and decelerate gently and avoid fast speeds in BEV driving. DC fast charging is especially bad, but Prius Prime does not have it. Battery life also depends on how you store the battery. You should ideally store a battery at 30–40% SOC, and storing it at a high SOC is particularly bad. As for as the depth of discharge, I believe it is up to 87% at full HV-reserve depletion for Gen 5 Prius Prime.
I cannot find how to display the engine temperature. Any idea? How can I turn off hybrid system in 2023 Prius?
I think you need something like ScanGauge II to show engine (or coolant in this case) temperature. I use that number to help me decide when to fire up the engine if the battery won't get me to my destination. If you mean how do you turn off hybrid mode to drive in EV mode, you hit the button beside the shift lever that says "EV mode"
In the hybrid (regular Prius), you can not as that is basically the only mode it realistically operates in. There is a very limited EV mode function but it only works under very limited circumstances when temps, SOC, low speeds, distance, etc., parameters are all met. See owners manual. Prius Prime? See above.
2023 Prime WALL to BATTERY LOSS? New 2023 Prius Prime owner, trying to get some understanding of the traction battery charging. Yesterday's charge (with Toyota Level 1 120v CCID) showed 1465W at the wall, while Dr Prius showed 1135W at battery (4.15A*273.5v), Battery temp 97degF. (It is stinkin' hot here in south Florida even in my garage at night.) Checking at various times in the charge seems to show I lose 25% to 29% to the charging power conversion, cable, heat, and battery cooling. Interested in what others are seeing
Battery is on the bottom of the car in front of the rear suspension. You can see it on a lift here: The charger is inside under the expanded polypropylene bits in the back. You can see it in the pictures in the first post here: 2023 Prius Prime | PriusChat Battery heats itself, or when plugged in there is 200-300W of electric heating it can use. Battery cooling is via the A/C refrigerant circuit. Charger is air cooled - there's a fan on top. Not clear to me how the air's ducted - presumably there's some shaping in the EPP and somewhere for it to go.
