Is it possible to connect a Turbo to a Prius?

Yes.

Do not expect a kit. You will be custom making all the piping and programing the after msrket fuel controller. Expect a long process of debugging and fine tuning.

 

anything is possible. being the first can be daunting though. would you like more power?

 

A "ventilated air system" is not the same thing as a "turbo". Typically, at least in the Americas, a ventilated air system would be akin to some type of "cold air intake". These typically do NOT reduce intake air temperatures, except at high speeds and allow more dirt into the engine than the stock parts do. There is definitely an acoustical component to them many like.

A "turbo" is an exhaust driven air compressor and the 1NZ engines do have them available, but no kit for a Prius that I have ever seen (not that I looked hard). Simple facts are that the Prius was developed to be efficient and adding power does not achieve that goal, so there is precious little market for a turbo Prius, although a cool enough idea.

 

Zage makes a 1NZFE kit that you could modify to fit the 1NZFXE. I found a Quantum hydrogen Turbo kit made for the 1NZFXE that I was in the process of mocking up when the car was totaled.







It's now for sale...

 

what are shipping costs to israel?

 

Can't imagine...

 

Check this thread out...

1st E-Supercharged Prius Build, WIP/doesn't work......
https://r.tapatalk.com/shareLink?share_fid=1171&share_tid=177409&url=https://priuschat.com/index.php?threads/1st-E-Supercharged-Prius-Build%2C-WIP-doesn%27t-work%2E%2E%2E%2E%2E%2E.177409/&share_type=t

 

Gas engines have a fixed fuel to air ratio, more air would always mean more fuel. Fortunately that device won't work.

 

It is unlikely that a turbo or supercharger can be made to work with the Prius (or other Toyota hybrids).

MG1 (one of the motors in the Hybrid system) is required to balance the torque of the ICE - an increase in engine torque would require that MG1 also exert more torque, requiring more current. Since this is controlled by the software in the hybrid controller that would need to be modified - not an easy task. Also there is probably not much excess capability in MG1 or the inverter that feeds it to provide the extra torque.

kevin

 

For those who have got forced induction to work, this was the unexpected result. M/G1 had to spin harder to balance the Engine, so they kept the HV Battery full more often. While it also makes more power at the wheels, not more than M/G1 can counter.

AutoSpeed - The Story of Turbo'ing a Hybrid Prius, Part 5

AutoSpeed - Technokill: Building a Blown Hybrid, Part 3

 

That is a Gen1 Prius in those links.

We recently had a report of a turbocharged Gen 2 on Priuschat and the poster failed to get it to work. Toyota has been successively optimizing the size of the motor/generators on the Prius to reduce weight and cost. The software is probably more sophisticated now as well compared to the Gen 1.

I'm not saying it is impossible for it to be achieved but there is an extra degree of difficulty compared to a conventional transmission.

It just depends how much margin Toyota has left in the design.

kevin

 

pleasure.

 

Lets assume this is the HP curve of a stock Prius. it is clear that M/G1 can counter both the 131 HP and the 400 Ft/Lbs of torque because it does so stock. If you size the turbo Area/Radius small, it will aid the low end and minimize lag, but not add to the peak HP, improving the curve below 5000 RPM. (this is the result the magazine articles report)

Turbine housing A/R and sizing | Turbobygarrett

Since we do not know that the transmission and M/Gs can take more peak HP, the strategy should be to beef up the curve from 1000 to 5000 RPM and let it choke for air at higher speeds. (again this is what the articles report. He uses blowers and turbos from VERY small engines) A Prius with successful forced induction will spend more time with the HV battery charged, as M/G1 spends more time countering the engines power.

This is a very hard project and not a Kit, but the real reason no one attempts it is we want more MPG not more HP.

 

I'm not sure that the 131hp and 400Ft/lbs at the wheels of torque is relevant for MG1.

MG1 has to balance the 95 NM (~70 ft/lbs) of the ICE. Over the operating curve this only varies from 75 to 95NM.

Obviously Toyota would have built some margin into the design but since it is never expected to do more than 95NM it may max out at only 10-15% beyond that.

Even if MG1 is within its capabilities, under normal cruise conditions, as you say, it will depress the ICE RPM to produce the required power (although it will actually be consuming power - MG2 will be producing the power to feed to MG1) - this could have two disadvantages;

Even as designed I find the engine is only operating at 1400-1500RPM at cruise - if this is pushed lower it starts to get into the area of worse BSFC. Secondly more of the power will be transmitted through the inefficient electrical path (~80%) rather than the mechanical path through the PSD (~95%) , increasing losses.

In spite of my objections I would be very interested in it being made to work.

kevin



Gen 2 BSFC and operating curve.

 

Transmissions are rated in terms of their Tq capacity, not HP. Hp is nothing more than a mathematical function of toque and the RPM at which that tq is applied. Clearly the transaxle can handle 400lb-ft and most likely somewhat more, but given the costs involved in discovering the upper limits.....

For Gen3 they went to the same parts, minus the chain drive, so gear-to-gear for the final reduction. I would suggest there may be an engineering reason to that change.

 

Well since we have one person here actually modifying a classic Firebird into a hybrid, whenever anyone asks "Is it Possible?" my stock answer is...somebody can do it.

However, I agree with this:

When ever anyone wants to make a core DNA change to what Hybrid Synergy Drive is really all about? I have to wonder if they are owning the right machine to start with?