Can-view CAN-view index has reasonably priced PHEV kits for GenII Prius that have used as many as six NiMH battery packs in parallel successfully, they say. Their rationale seems to make sense and it should be possible to apply their approach to powering an EV conversion. Others have supplied Li ion packs.
Using the 2010 GenIII Prius inverter has the same advantage that it is a high production item and that many different possibilities will become available for it.
There is a local guy who is putting motors from two Highlander rear ends in his Porsche.
He was thinking about using all four of the motors from within the two rear ends but decided the two would be plenty.
It'll be a while before it,s done, but as there I info I'll let you know.
Currently the Engine and related components are out. Highlander parts are in the shop.
That sounds like how the hybrid VA Tech had at the state fair a few years ago. It had electric in the rear and a turbo biofuel diesel subaroo front end drive in a ford escape.
It is my understanding that there is only one electric motor in each Highlander Hybrid 4WD rear end which consists of one electric motor, reduction gearing, and a differential assembly with two output flanges.
Last edited by Hugh-Falls; 01-12-2013 at 04:11 AM.
Reason: Spelling correction
There is a local guy who is putting motors from two Highlander rear ends in his Porsche.
He was thinking about using all four of the motors from within the two rear ends but decided the two would be plenty.
It'll be a while before it,s done, but as there I info I'll let you know.
Currently the Engine and related components are out. Highlander parts are in the shop.
Disassembling a working vehicle appears to be one of the ways many failed EV projects start. These pumpkins are compact and finding room for them in a conversion should not be too difficult. It is easy enough to visualize the steps toward successful installation of this hardware but lets not get carried away before we have solved the REALLY knotty problems.
Stop and consider what it takes to power up and drive one of these units. There appears to be nothing directly available at hand to control and drive one of these pumpkins other than the hardware and software in the vehicle from which it comes and even that is not an exclusively EV application. A logical and prudent approach would be along the lines of what Peter Perkins is carrying forward with his UK stacked Insight IMA motor project: Develop the motor and drive package and test its capabilities before you attempt to install it in a vehicle. The pumpkin drive uses HIGH VOLTAGE (650volts) to be operational. Getting this to work properly is not a trivial challenge so lets stay cool and follow an orderly developmental process. First things first.
Things like this just help to further my belief that there is a "system" in place to hinder the development of fuel efficient vehciles. You will have a hard time to convience me this power requirement was such a good idea.
At the least, maybe the motor can be rewound for lower voltages, lets say the normal operating voltage of the prius or insight?
Cobb: The 2010 Prius and some other earlier model Toyota hybrids operate at voltage UP TO 650volts NORMALLY. Toyota raised the maximum operating voltage to gain efficiency and economy. The pumpkin motor will operate at lower voltages up to 650volts and will output/deliver somewhat proportionally lower power at lower voltages.
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PHEV Prius battery packs
Caution
I hope to buy a Prius 2 and make it an ev one day. 
