The latest version of this document is also available as a printable 4-page
PDF file at <http://www.priusplus.org>.
At CalCars-News <http://groups.yahoo.com/group/calcars-news>, we've just
posted as text-only the latest versions of many other documents, including
an index of the CalCars-News Archive and answers to basic questions.

FACT SHEET: CalCars PRIUS+ Conversions
version 1.12 Decmber 4, 2005

1. Specificationsf or PRIUS+
2. Performance data of current prototype
3. Future prototypes and consumer conversions
4. Preliminary performance data of EnergyCS Li-Ion Conversion
5. How and when can I get a Plug-In Hybrid?
6. About The California Cars Initiative (sponsor of PRIUS+ Project)

This summary of three 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 4-page version). For the latest technical
discussions, see the EAA 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://www.seattleeva.org/wiki/EAA-PHEV -- Electric Auto Assn. Conversions
http://groups.yahoo.com/group/priusplus/ - PRIUS+ PHEV Conversions
http://groups.yahoo.com/group/calcars-news CalCars-PHEV Newsletter


1. SPECIFICATIONS FOR PRIUS+ (FIRST PRIUS CONVERSION)
* Conversion platform is Ron Gremban's stock 2004 Prius hybrid (HEV).
* Stock 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 conversions, this battery will probably be removed).
* CalCars' initial battery pack, completely replacing Prius pack (for our
first prototype, we used low-performance, short-life 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, 260 lb without associated hardware
and components). (Pack replaced with new PbA batteries Oct 2005, after 11
months and approx. 200 charging cycles, pack unable tohandle 120A peak
discharges beyond 70% of its capacity.)
* Batteries positioned in empty well below hatchback deck, with independent
manually switchable air cooling system.
* Batteries recharged via standard 120-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, replaced
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 THS, and gas used/trip
(thousandths of gallons).
* Simulated State of Charge information sent to THS is set
semi-automatically to force energy use and regenerative braking regimen
(automation has been fine-tuned in later iterations of the EnergyCS
controller).
* Configuration permits rapid reversion to standard hybrid operation using
the Prius's Battery Management System and the retained original battery.
* Operation permits electric-only mode at up to 34 mph (using
reverse-engineered "EV" button available on European and Asian Priuses;
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 miles of doubled gasolinemileage, or mixes of the two. Then
operation reverts to normal HEV mode, still using the new battery pack.


2. PHEV PERFORMANCE DATA WITH LEAD-ACID 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 weight from
removing the unused original pack and lower internal resistance of future
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, etc.).

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 34 mph), infinite mpg
(i.e., no gasoline use) plus 262 grid Watt-hours/mile vs. 40-45 mpg as a
normal HEV.
* 14 mile round trips, including approx. 10 miles on hilly freeways: 80 mpg
+ 200 grid Wh/mi, compared to 36 actual HEV mpg on the same course, driving
with the extra battery weight -- otherwise maybe 40 mpg.
* 26-28 mile trips with many surface streets: 60 mpg +144 grid Wh/mi.
* Beyond 20 miles/day (40 miles/day with NiMH or 60 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. 1.5 cents/mile (assumption of 310
grid Wh/mi and 5 cents/kWh on California off-peak EV "E-9" (PG&E) rate, and
not amortizing battery cost), vs. approx. 5.6 cents/gasoline mile
($2.50/gallon, 45 mpg). (2.5 cents for 10 cents/kWh rate.)

3. ADDITIONAL PROTOTYPES, CONVERSIONS FOR CONSUMERS

* Nickel-metal hydride (Ni-MH) (30 Ah, 6.5 kWh, 190 lb extra after removal
of existing battery); up to 20-25 mile all-electric range or 40-50 mile
assisted range. In Oct 2005, CalCars announced a development program with
Electro Energy Inc. (NASDAQ EEEI) to test their bi-polar Ni-MH batteries.
* Lithium-ion (Li-Ion) (35-40 Ah, 9 kWh, 160-190 lb extra after removal of
existing hybrid battery) for the EnergyCS Prototype/EDrive cars (see next
section); up to 30 mile all-electric range or 60 mile assisted range.
Improved performance as well as additional electric range can be expected
from the above batteries, due to significantly lower internal resistance
losses.
* "Do-It Yourself" project for advanced experimenters with experience in
high-voltage projects initiated by the Electric Auto Association in October
2005,timetable for specifications and plans undetermined.
* New efforts by CalCars on other platforms, including Ford Escape Hybrid.
* We estimate automakers could provide small 30-mile range PHEVs for $3,000
more than a hybrid, $5,000 more than a non-hybrid.
* For the latest details (between updates of this Fact Sheet) see the
CalCars Vehicles page and subscribe to our CalCars News (see section 5 below).

4. VERY PRELIMINARY ENERGYCS LI-ION PERFORMANCE DATA

EnergyCS's version of PRIUS+, completed Feb. 2005, uses off-the-shelf
Valence Technology Saphion U Li-Ion batteries (for pack spec see Section 3
above), plus specialized monitoring and control circuits. These
automatically select EV operation at low speeds during low power usage, and
provide electric motor benefits at all speeds. This vehicle will be the
starting point for retrofits to be available in 2006 from EDrive Systems.
(CalCars and EDrive have no contractual or relationship; we support their
efforts.)

Equivalent mpg numbers and operation costs depend on patterns of use (total
miles driven/day, speeds driven). EnergyCS will document performance under
third-party testing auspices. Following are examples reported by EnergyCS:

* Under 35-mile trip all-electric propulsion (at under 34 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, or 2
cents/mile at 10 cents/kWh electricity, not amortizing battery cost), vs.
approx. 5.6 cents/gasoline mile ($2.50/gallon, 45 mpg).

5. HOW AND WHEN CAN I GET A PLUG-IN HYBRID?

Thanks for asking. Quick answer: most people will have to wait for
automakers to build them. To keep people up-to-date on the progress of
CalCars, plug-in hybrids (PHEVs) in general, and conversions, please join
our CalCars-News list. At http://groups.yahoo.com/group/calcars-news, you
can subscribe to our low-traffic newsletter -- or watch the News Archive
for our progress.

Prius conversions will operate like any other Prius, with no necessity to
drive slower or differently. They will re-charge overnight from
conventional 120-volt outlets (no need to hunt for a place to plug in
during the day).

The initial EDrive Prius systems are proof of concept prototypes. EDrive
Systems, LLC is working with technology partners EnergyCS, Clean-Tech and
Valence Technology to reduce component, manufacturing and installation
costs. EDrive's goal is to have a commercial retrofit option available in
2006 with an installed cost of $10-$12,000. Initial systems will be
installed in Southern California. Additional licensed installers may make
EDrive systems available elsewhere later in 2006. To find out more, see he
EDrive Frequently Asked Questions at
http://www.edrivesystems.com/Edrive-FAQ.html

EDrive's first conversions will be for 2004-2006 Prius (not 1997-2003
"Classic"). Later, conversions from EDrive, CalCars or others, including
the EAA project described in Section 3 may be possible for other Toyota and
Ford hybrids. Because of Honda's different architecture for Insight, Civic,
Accord (in Integrated Motor Assist cars, the engine always runs when the
electric motor is in use), and we'll wait for Honda to make PHEVs .

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. Read the Specialty Equipment
Marketing Association perspective on warranties and aftermarket conversions.

To learn more about PHEVs, hybrids and alternative fuel vehicles:

http://www.seattleeva.org/wiki/EAA-PHEV -- Electric Auto Assn. conversions
http://groups.yahoo.com/group/priusplus/ - PRIUS+ PHEV Conversion Group
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
automakers to tell them you'd like PHEVs, we suggest you contact your local
dealer, and feel free to send a copy of any email you write to
info@....

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,
environmentalists and consumers 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. Formed in 2002, our efforts for "100+MPG Hybrids"
began to be noticed in early 2005 when we were covered in The New York
Times, Business Week, TIME, Newsweek, National Public Radio, and local and
national TV. (See <http://www.calcars.org/kudos.html> for print, audio and
video clips.)

We're demonstrating the immediate opportunity and benefits of "plug-in"
hybrids (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. We see it as the
future pathway to multi-fuel and biofuel/cellulosic ethanol PHEVs -- the
cars that get 500 MPG (of gasoline) that people are talking about. Here's
how we describe PHEVs:

It's like having a second small fuel tank you always use first. You get to
fill it at home with electricity at an equivalent cost of under $1/gallon.
How much under depends on your car and your electric rate. You refill from
an ordinary 120-volt socket, with energy that's much cleaner, cheaper and
not imported. Or another way of thinking about this: at $3 for a gallon of
gas, driving a non-hybrid car costs 8-20 cents/mile (depending on its MPG).
With a PHEV, all-electric local travel and commuting can drop to 2-4
cents/mile.

We began with a prototype conversion we call "PRIUS+" to bring attention to
plug-in hybrids and encourage car makers to build them. We "green-tuned" a
stock 2004 Prius by adding batteries and grid-charging. (We replaced the
battery control system but didn't modify the hybrid controls.) Our
proof-of-concept used lead-acid batteries. We document our effort at our
open-source-style technology discussion group at
<http://groups.yahoo.com/group/priusplus> (see chronology from June '04-May
'05 at http://autos.groups.yahoo.com/group/priusplus/message/421). We're
working with Electro Energy Inc. (NASDAQ: EEEI) to demonstrate the
viability for PHEvs of nickel-metal hydride (Ni-MH) batteries used in
current hybrids: see
<http://autos.groups.yahoo.com/group/calcars-news/message/175>. And we
expect to work with other battery suppliers.

EDrive Systems LLC, a for-profit integration company in Southern California
<http://www.edrivesystems.com>, installed even better lithium-ion (Li-Ion)
packs to get 100+MPG (plus costs of electric power). EDrive intends to
begin selling PRIUS+-style retrofits in early 2006, with a goal of pricing
conversions at $10-$12,000. At
<http://autos.groups.yahoo.com/group/calcars-news/message/37> on May 2 we
explained how our efforts intersect. View their Frequently Asked Questions
at <http://www.edrivesystems.com/Edrive-FAQ.html>. Meanwhile, a separate
group of engineers experienced with high voltage has started a
EAA-PHEV, "do-it-yourself" conversion project that we are advising:
<http://www.seattleeva.org/wiki/EAA-PHEV>.

We're also involved in advocacy and public policy, bringing together the
growing attention given to this "up-and-coming" technology. New
organizations that have in part been catalyzed by our efforts include
SetAmericaFree, Plug-In Austin (soon to go national as Plug-In Partners),
Plug In America, and a trade association, the Plug-In Hybrid Consortium. A
bipartisan Congressional coalition has introduced legislation promoting
flex-fuel plug-in hybrids. We're educating the large market of car buyers
who will pay extra for all the benefits to them and society of better cars.
We're presenting PHEVs, along with wind and solar power, as a coordinated
response to two of today's greatest challenges: global warming and energy
security. We've spoken at high-visibility venues including the Palo Alto
Research Center (former Xerox PARC) Forum and the Electric Drive
Transportation Association Conference. We've recently engaged with noted
designer/architect William McDonough, responsible for the new Ford River
Rouge plant, to incorporate Cradle to Cradle approaches to our future
strategies. And we're working with Free Range Studios (makers of The
Meatrix and Store Wars) to produce entertaining info online.

Our goal is to motivate 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 exploring with public
officials ways to provide incentives to auto makers to build PHEVs.

Working with other PHEV advocates, we're developing innovative ways to meet
expected demand from utility, government and corporate fleets, and early
adopters for 10,000-100,000 vehicles before a car company delivers
production PHEVs. To take advantage of that who-knows-how-long window of
opportunity, we're exploring ways for a California company to partner as a
Qualified Vehicle Modifier (QVM) with an auto maker to design, assemble and
sell PHEVs -- at a price several thousand dollars higher than conventional
hybrids, which would provide a lower lifetime cost of ownership than any
other vehicle type. For info on our plans see
<http://www.calcars.org/sjmercury-vcinsider+calcars-opportunity.pdf>.
Conversion possibilities include the Ford Escape hybrid, forthcoming
hybrids from Hyundai and others, and all cars that use Toyota's "Hybrid
Synergy Drive" (Prius, Lexus, Highlander, Nissan).

We're a mostly-volunteer effort. We've gotten contributions from, among
others, a well-known entrepreneur and the Energy Foundation, with others to
come. We accept tax-deductible donations and offer a unique bumper sticker
to Charter Sponsors.

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 immediate solutions led to the launch of
CalCars in 2002. My personal motivation evolved from general environmental
goals to seeing PHEVs as a keystone component of a strategy to address
global warming both nationally and internationally. See
<http://www.calcars.org/globalwarming.html>. I envision millions of PHEVs,
charged from off-peak electricity from a modernized grid and from
distributed photovoltaic and wind power, with the range extension engine
powered by zero-carbon cellulose ethanol, as a way to significantly reduce
the more than 30% of greenhouse gases that come from transportation. See my
blog, Power, Plugs and People at <http://www.hybridcars.com/blogs/power>."

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



-- -- -- -- -- -- -- -- -- -- -- --
Felix Kramer fkramer@...
Founder California Cars Initiative
http://www.calcars.org
http://groups.yahoo.com/group/calcars-news
http://www.hybridcars.com/blogs/power
http://groups.yahoo.com/group/priusplus
http://www.seattleeva.org/wiki/EAA-PHEV
-- -- -- -- -- -- -- -- -- -- -- --