Below is the latest version in text format.
It's also available as a neat 3-page 60K PDF document from links at
http://www.calcars.org (home page) or http://www.priusplus.org

V1.5 includes minor updates to the technical information and full revision
of all summary material about CalCars and "How and When Can I get a PRIUS+
to reflect the arrival of EDrive Systems.

FACT SHEET: CalCars PRIUS+ Prototypes version 1.5 May 2, 2005

CONTENTS
Introduction
1. Specifications
2. Performance data of current prototype
3. Future prototypes and consumer conversions
4. Preliminary performance data of partnering groups' conversions
5. How and when can I get a PRIUS+?
6. About CalCars (sponsor of PRIUS+ Project)

This summary of two conversions completed since fall 2004 brings you up to
speed on what we've done -- and where we're heading. This Fact Sheet is a
work in progress (check at http://www.priusplus.org to make sure you're
reading the latest version, and, if you're reading the email version, pick
up a neatly formatted (currently 3-page version). For the latest technical
discussions, see the Conversion Group URL below. Subscribe to the
Newsletter to keep up with the latest news coverage and milestones.
Note that all our mpg reports also include electricity use no free lunch!
Contact us if you're interested in becoming involved!
.
-Felix Kramer fkramer@... Founder, California Cars Initiative
-Ron Gremban rgremban@... -- Technical Lead, PRIUS+ Project

http://www.calcars.org and http://www.priusplus.org Info
http://groups.yahoo.com/group/calcars-news CalCars-PHEV Newsletter
http://groups.yahoo.com/group/priusplus/ PRIUS+ PHEV Conversion Group

1. SPECIFICATIONS
* Conversion platform is Ron Gremban's stock 2004 Prius hybrid (HEV).
* Prius hybrid battery pack (Panasonic nickel-metal hydride (NiMH) 6.5 Ah,
201.6 Volt, 99 lb/45kg.) remains unused during PHEV operation and can be
used in normal hybrid mode as needed, e.g., for comparison (in future
prototypes, this battery may be removed).
* CalCars' inital battery pack, completely replacing Prius pack (for this
temporary first prototype, we used low-performance but resilient lead acid
(PbA) for testing purposes and to obtain design criteria for
higher-performance packs): 18 electric bicycle B&B 20Ah 12Volt SLA
batteries from ElectricRider.com. (nominal 12 Ah, 2.4 kWh total at the
car's high discharge rates, 216 Volt, 240 lb without associated hardware
and components).
* Batteries positioned in empty well below hatchback deck, with independent
manually switchable air cooling system.
* Batteries recharged via standard 110-volt outlet in 3 hours with Brusa
NLG5 charger from MetricMind.com. (cheaper charger, longer time for larger
packs).
* Battery Management System and Controller/Display Unit (CDU) by Energy
Control Systems Engineering (EnergyCS.com) of Monrovia, CA, replaces
Toyota's Battery ECU. No change to the rest of Toyota's Hybrid Synergy
Drive (HSD) -- what used to be called Toyota Hybrid System (THS).
* Data from battery and CAN (Controller Area Network) bus interface.
Dashboard analog meters display battery voltage and current. EnergyCS
in-dash digital display includes battery voltage and current, Amp-hours
used from the battery, vehicle power requested (e.g. via throttle
position), battery state-of-charge (SOC) reported to the THS, and
thousandths of gallons of gasoline used per trip.
* State of Charge information sent to THS is set semi-automatically to
force energy use and regenerative braking regimen (automation will be
fine-tuned in future iterations).
* Configuration permits rapid reversion to standard hybrid operation using
the Prius's Battery Management System and retained original battery.
* Operation permits electric-only mode at up to 34 mph; above 34 mph,
battery energy continues to assist the engine, contributing to lower
gasoline consumption. The PbA battery is good for 10 all-electric miles, 20
assisted miles, or mixes of the two. Then operation reverts to normal HEV
mode, still using the new battery pack.

2. PHEV PERFORMANCE DATA WITH PBA BATTERIES
* Heavy lead-acid batteries add approx. 300 lb (10%) total, reducing
mileage by approx. 5 mpg (10%) in standard HEV operation on city streets
(because of acceleration losses), but by little or nothing at highway
speeds (where wind resistance is the main factor). Lower internal
resistance of future (lighter) battery packs is expected to increase the
efficiency of standard HEV operation sufficiently to restore original
standard HEV city mileage even when grid-charging energy is not involved.
Equivalent mpg numbers and operation costs depend on patterns of use (total
miles driven/day, speeds driven).
The following examples show improved performance (expected to be better
with lighter, more efficient batteries. IMPORTANT: low PHEV and HEV mileage
is due to short runs, hilly Marin County terrain, and other local factors.
* Under 10-mile all-electric propulsion (at under 35 mph), infinite mpg
(i.e., no gasoline use) plus 262 grid Watt-hours/mile vs. 50-60 mpg as a
normal HEV.
* 14 mile round trips, including approx. 10 miles on hilly freeways: 58-105
mpg + 185-226 grid Wh/mi, compared to 34-38 actual HEV mpg on the same
course, driving with the extra battery weight -- otherwise maybe 37-41 mpg.
* 26-28 mile trips with many surface streets: 55-65 mpg +124-164 grid Wh/mi.
* Beyond 20 miles/day (40 miles/day with NiMH or 50+ miles/day with Li-Ion
batteries), normal HEV mileage -- except better mileage on long descents
due to ability to store more recovered energy -- and no further electricity
use.
All-electric miles: power cost, approx. 1.25 cents/mile (assumption of 250
Wh/mi and 5 cents/kWh on California off-peak EV "E-9" (PG&E) rate, and not
amortizing battery cost), vs. approx. 4.5 cents/gasoline mile ($2/gallon,
45 mpg). Charging with otherwise unused/unsold photovoltaic power costs
zero/mile (not amortizing system cost).

3. FUTURE PROTOTYPES, POSSIBLE CONSUMER CONVERSIONS
* Nickel-metal hydride (NiMH) (27Ah, 5.4 kWh, 225 lb extra after removal of
existing battery); up to 20 mile all-electric range or 40 mile assisted range.
* Lithium-ion (Li-Ion) (35-40 Ah, 9 kWh, 160-190 lb extra after removal of
existing hybrid battery); up to 30 mile all-electric range or 60 mile
assisted range. (See also Section 4 below for EnergyCS Prototype)
Improved performance as well as additional electric range can be expected
from the above batteries, due to significantly lower internal resistance
losses.
* Then, we hope, "installed kits" for purchase from third-party partners!
* For the latest details (between updates of this Fact Sheet) see the
CalCars Vehicles page and subscribe to our Calcars Newsletter (see section
5 below).

4. VERY PRELIMINARY ENERGYCS LI-ION PERFORMANCE DATA
EnergyCS's version of PRIUS+, completed Feb. 2005, uses $15K of
off-the-shelf Valence Technology Saphion U Li-Ion batteries (for pack spec
see Section 3 above), plus specialized monitoring and control circuits.
These encourage EV operation at low speeds and during low power usage and
provide electric motor benefits at all speeds. This vehicle will be the
starting point for retrofits to be commercially available in 2006 from
EDrive Systems.
Equivalent mpg numbers and operation costs depend on patterns of use (total
miles driven/day, speeds driven). Following are initial examples from late
Feb.-early March 2005: (Later this year, EnergyCS will document performance
in partnership under recognized external testing auspices..)
* Under 35-mile trip all-electric propulsion (at under 35 mph), infinite
mpg (i.e., no gasoline) plus 200 Watt-hours/mile.
* 70 mile trip, 80% 55 mph freeway, 20% city: 120-180 mpg + 115-150 grid
Wh/mi, compared to est. 55 mpg as a normal HEV.
* Beyond 50-60 miles/day, normal HEV mileage -- except better mileage on
long descents due to ability to store more recovered energy -- and no
further electricity use.
All-electric miles: power cost approx. 1.0 cents/mile (assumption of 200
Wh/mi and 5 cents/kWh on California off-peak EV "E-9" (PG&E) rate, and not
amortizing battery cost), vs. approx. 4.5 cents/gasoline mile ($2/gallon,
45 mpg). Charging with otherwise unused/unsold photovoltaic power costs
zero/mile (not amortizing system cost).

5. HOW AND WHEN CAN I GET A PRIUS+

Thanks for asking. We've started a list to keep people up-to-date on the
progress of PRIUS+, CalCars, "gas-optional hybrids" (GO-HEVs) or "plug-in
hybrids" (PHEVs) in general. At http://groups.yahoo.com/group/calcars-news,
subscribe to the low-traffic CalCars-PHEV Newsletter, and watch our website
for our progress.

These vehicles will operate like any other Prius, with no necessity to
drive slower or differently. They will re-charge overnight from
conventional 110-volt outlets (no need to hunt for a place to plug in
during the day).

We are beginning to have some information about when conversion options
will be available. EDrive Systems LLC (the consortium created by EnergyCS,
Inc. and Clean-Tech LLC, will offer retrofits as installed kits beginning
in 2006 at prices to be announced. For information, subscribe to our
Newsletter (see above) or contact EDrive via their website,
http://www.edrivesystems.com.

They will include a warranty for the components, but Toyota could decide
that the conversion voids some or part of your car or hybrid system
warranty (unless the company worries that will tarnish its green image). We
won't know how dealers will respond to service requests for this car until
we start driving them.

The first conversions will be for 2004-2006 Prius (not early generations).
We think conversions will be possible for Toyota Highlander and Lexus
RX-400 hybrids, and probably for Ford Escape. Because of their different
architecture, we and EDrive are not investigating the feasibility of
converting Honda Insight, Civic or Accord hybrids.

To learn more about PHEVs, hybrids and alternative fuel vehicles:
http://groups.yahoo.com/group/priusplus/ - PRIUS+ PHEV Conversion Group
discussions
http://groups.yahoo.com/group/gridable-hybrids -- PHEV general discussions
http://groups.yahoo.com/group/Prius-2G -- 2004 Prius issues
http://groups.yahoo.com/group/Prius_Technical_Stuff -- Prius nuts and bolts
http://www.priuschat.com -- general Prius info and talk
http://www.hybridcars.com -- all about hybrids
http://www.evworld.com/electrichybrid.dfm -- focus on PHEVs at site for
general coverage of alternative fuel and advanced technology vehicles

Meanwhile, we thank you in advance for your encouragement, and hope you'll
spread the word about our efforts. If you know of any individuals in a
position to discuss fleet purchases, provide us with substantial support or
celebrity endorsements, please send them our way. If you want to contact
Toyota to tell them you'd like a Prius or other Toyota/Lexus/Scion GO-HEV,
we suggest you contact your local dealer, and feel free to send a copy of
any email you write to priusplus@....


6. INTRODUCING CALCARS, SPONSOR OF THE PRIUS+ PROJECT

The California Cars Initiative (http://www.calcars.org) is a Palo
Alto-based nonprofit startup. We're a group of entrepreneurs, engineers and
other citizens promoting high-efficiency, low-emission cars and harnessing
buyer demand to help commercialize advanced technologies. Somewhat
uniquely, we focus both on public policy and technology development.
Starting in early 2005, our efforts began to be noticed; in the first week
of April 2005, we were covered in The New York Times and Business Week,
National Public Radio, etc.

We're demonstrating the immediate opportunity and benefits of what are
variously called "gas-optional or plug-in" hybrids (GO-HEVs or PHEVs). The
next generation of hybrid cars can be based entirely on existing
components. They're basically like some current hybrids but with larger
batteries and the ability to re-charge conveniently, so local travel is
electric, yet the vehicle has unlimited range. While hybrids may cut
gasoline use by on-third, PHEVS can cut out another third. We see it as the
future pathway to multi-fuel and biofuel PHEVsl. And it makes hydrogen cars
more affordable by reducing the size of the fuel cell stack and the amount
of hydrogen stored.

We began with a prototype conversion we call "PRIUS+." We "green-tuned" a
stock 2004 Prius by adding batteries and grid-charging as a way to bring
attention to plug-in hybrids and encourage car makers to build them. (We've
replaced the battery control system but haven't tinkered with the hybrid
controls.) Our proof-of-concept uses lead-acid, which we'll be replacing
soon with nickel-metal batteries, and EDrive Systems in Southern
California have installed an even better lithium pack in their cars to get
100+mpg (plus costs of electric power).

We hope to persuade Toyota and other automakers to build PHEVs for a market
we expect to expand as the Kyoto Protocols and parallel state and
international greenhouse gas initiatives are phased in. We're demonstrating
demand initially from early adopter individuals and institutions. We're
working closely with other PHEV advocates to develop fleet orders from
utilities, government and private companies.

EDrive Systems LLC, a for-profit integration company, has announced its
intention to begin selling PRIUS+-style retrofits in early 1996. While
pricing has not been established, it is likely that these installed
conversion "kits" will go first to celebrities and entrepreneurs.
Conversions may expand include all cars that use Toyota's "Hybrid Synergy
Drive" (Prius, Lexus, Highlander, Nissan), followed by Ford's Escape and
other forthcoming hybrids.

We're also involved in advocacy and public policy, bringing together the
growing attention given to this "up-and-coming" technology (see our roundup
at http://www.calcars.org/kudos.html). We're educating the large market of
car buyers who will pay extra for better cars. We're presenting the
benefits of PHEVs, along with wind and solar power, as a coordinated
response to two of today's greatest challenges: global warming and energy
security.

We're exploring with public officials ways to provide incentives to auto
makers to build GO-HEVs. And we're developing innovative ways to meet
expected demand from public and private fleets for substantial numbers of
vehicles before a car company delivers production PHEVs. To take advantage
of that who-knows-how-long window of opportunity, we're now forming an
Entrepreneurs Brain Trust to develop a business plan for a California
company that can design, assemble and sell GO-HEVs.

We're a mostly-volunteer effort, that's gotten contributions from a
well-known entrepreneur and a major foundation, with others to come. We
document our effort at our open-source-style technology discussion group at
http://groups.yahoo.com/group/priusplus/.

And here's the (non-profit) advertisement: we ask that you support us by
becoming a Charter Sponsor (tax-deductible contribution of $95 or any other
amount at http://www.calcars.org/sponsor.html -- we are an almost-entirely
volunteer operation, and could do much more with additional resources!

Founder Felix Kramer says, I'm a startup person and environmentalist going
way back (http://www.nlightning.com/resume.html). In 2001, I sold
eConstructors.com (marketplace for web development) and began advising
Rocky Mountain Institute/Amory Lovins' Hypercar Inc. My change in focus
from that futuristic simulation to more immediate solutions led to the
launch of CalCars in 2002. My personal motivation for the project has
evolved from general environmental/clean air goals to seeing GO-HEVs as a
keystone component of a strategy to address global warming both nationally
and internationally. GO-HEVs charged from off-peak electricity from a
modernized grid and from distributed photovoltaic and wind power, with the
range extension engine powered by cellulose ethanol, are a way to
significantly reduce carbon emissions from transportation.)

California Cars Initiative info@...
PO Box 61045 Palo Alto, CA 94306