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Just to update...my data logger hasn't arrived yet so I'm limited in what I can see at the moment. I've made three runs over the past week to...
Looks that way..but I havn't tried that yet.....I think the charger and the converter are independent....
Just charge and go so far....but maybe someone who has had theirs for a while longer could comment. (In theory, it's charge and go)
Second trial, this time from a full charge, 42 miles (w/ stop) to red LED ON @ 73MPG or roughly 13 e-miles this time. The batteries are still...
That's absolutely correct. The "Hall Sensor" provides a reading of the current flow from the Enginer pack to the HV pack for Coulomb counting so...
I stand corrected ....it only looks red on my monitor....bye the bye, it is the current flowing from the Enginer pack to the HV pack that goes...
In this picture the current sensor is the white rectangle in the lower left with the red wire passing thru it....
The current sensor is inside the box on the left labeled "STOCK BATTERY MODULE"
The current sensor is located between the HV cells and the Enginer connection point...there have been no changes...it has always been this way.
It's a good deal !
That's right, the current from the Enginer Kit goes thru the current sensor when putting charge into the HV battery.
The Enginer system goes through the OEM BMS current sensor.
Made the first trial last night w/ the pack already partially discharged from testing. 28.3 miles at 82.7MPG as opposed to usual 50.3MPG => 11.1...
At the moment, I believe so.......see:...
The easiest place to put the switch... [IMG] The ECU wiring behind the glove compartment..... [IMG] The power leads clipped in... [IMG] The...
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Gave up on that one...used the wireless PEAK backup camera....only had to go as far as the wiper motor for power...
[IMG] Temporary mount of the GenII case in the 2010 Prius. Balancing today...charging tonight......
