Enginer PHEV Test Pilots: Mpg reports and important data

Are you saying they charge $1000 for installation? The Enginer 4kWh is $3500 I believe.

 

Swingshiftworker is a California resident so is paying another $1k to get the CARB warranty.

 

Do you mean you turn the car on to READY in the driveway/garage and leave it for 15 minutes?

 

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 miles of e-supplement. The Motcells are doing quite a bit of equalizing after the first discharge.

 

hey Joanna,

I presume you still have the old converter which had a decent output of 20amps. I got the replacement which I've been told only outputs 10amps. This is to rectify the overheating. The new converter sucks because I have to drive like 50-60 miles before it runs out of juice. I, like many average drivers, do not commute this much. The improvements are minimal, like 5-6 miles. That sucks compare to the 18 I was getting with the old converter, which was prone to overheating. BTW, I only have the 2kw kit. Ttyl.

 

Hey, Kham,

Do you use scan gauge to read your amperage? If you read 18 Amps output flowing into the OEM battery with your scan gauge during idle. That means the converter is output at lease 21 amps.(Prius auxiliary power takes 3 amps). That is 5000W throughput. It is over design spec. That is why it is overheated. The design throughput is 5-12 Amps. It outputs higher current during driving when voltage drops and smaller during idle.

 

Unless the Enginer system goes through the OEM BMS current sensor (which I doubt...) the current flow won't show up on scan-gauge. The system takes advantage of SOC drift based on voltage (when the BMS sees a higher voltage it will raise the SOC to compensate).

I think the only way you'll be able to measure the current is if you use a multimeter on the other side of the DC/DC converter.

Andrew

 

The Enginer system goes through the OEM BMS current sensor.

 

What?? I think you did the wrong type of installation.
Accordingly to the posted pictures at the EAA-PHEV site, connections of the Enginer equipment is at the relay terminal post leading to the HSD converter.

 

That's right, the current from the Enginer Kit goes thru the current sensor when putting charge into the HV battery.

 

I just received an e-mail from Jack Chen of Enginer.us, who said "We are working with pilot testers right now (for the 2010 Prius). Are you interested in being a pilot tester with $1000 discount?".

Jim

 

It's a good deal !

 

Could you please provide some documentation on this statement?
I'm unaware of installation procedures changes for the Enginer PHEV system and your statements could help a lot of people.

 

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.

 

Yep. It's always been this way.

 

Still I do not see any documentation about it, is it possible to post a photo showing what you're describing?, I can't imagine how the enginer
system is connected through the OEM BMS current sensor, you Know, a picture is worth a thousand words....

 

See picture here:
Enginer - EAA-PHEV

 

Here is the HV connection.

http://www.eaa-phev.org/images/5/55/2007-39.JPG