LBT 281 - Manual - Making Money Servicing Hybrids Book V2 Printer Version - 50731

MAKING MONEY
SERVICING HYBRID
ELECTRIC VEHICLES
Disclaimer of Warranties:
This manual contains test procedures and test information obtained by an ASE Master Technician with known
good test equipment on real vehicles. Your tests may vary due to your test equipment or procedures. No warranty
can be made from the ideas presented due to personal testing procedures, nor does the author or anyone
connected with him or her assume any responsibilities or liabilities. The use of this manual is conditional on the
acceptance of this disclaimer. If the terms of this disclaimer are not acceptable, please return this manual.
Automotive Video
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50731
Making Money Servicing Hybrid Electric Vehicles
Presented by Dave Hobbs
TABLE OF CONTENTS
CHAPTER 1 TECH TIP: Getting the I.C.E. to Run on a Strong Hybrid . . . .28
Why Should I Finally Start Caring.About Hybrid Vehicle Service? . . .2
Joysticks and “P” Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . .28
3 Million Registered Vehicles Means Opportunity . . . . . . . . . . .2
TECH TIP: UNEXPLAINED POWER LOSS . . . . . . .. . . . . . . . .29
15 Years of Hybrids Means Warranties Are Over. . . . . . . . . . . . . . . . . .5
Fuel Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Repair Work Outside of Oil Changes ARE Out There . . . . . . . . . .6
What Can We Service Right Now With Limited Tools CHAPTER 4
and Knowledge? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Is It A Hybrid? Identifying Hybrid Vehicles . . . . . . . 32
What Exactly Do I Need To Get Started? (Equipment) . . . . . . . . . . . . . .8
All HEVs – Under the Hood . . . . . . . . . . . . . . . . . . . . .32
What Other Tools Would Be NICE to Have In Hybrid Service? . . . . .10
GM 42 Volt Parallel Hybrid Truck. . . . . . . . . . . . . . . . . .32
CHAPTER 2 Interior Indicator of HEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
What Exactly IS a Hybrid Electric Vehicle? . . . . . . . . . . . . . . . . . . . . . .13

Universal Hybrid Electric Vehicle Component Chart. . . . . . . . . . . . . . .17
CHAPTER 5
Staying Safe Working with Hybrids . . . . . . . . . . . . . . . . . . . .38
Every HEV uses a 12-volt battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18.
What the Hazards Are . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Every HEV uses a high voltage battery pack. . . . . . . . . . . . . . . . . . . . . 19
Where the Hazards Are. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
All Hybrids have one or more 3-Phase AC Motor / Generators . . . . . .20
Personal Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 42
All Hybrids use an AC-DC / DC-AC Inverter . . . . . . . . . . . . . . . . . . . . . .22 When To Power Down the HEV . . . . . . . . . . . . . . . . . . . . . . . .44
All Hybrids use a DC-DC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 How to Power Down an HEV . . . . . . . . . . . . . . . . . . . . . . . . . 44
TECH TIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 SAFETY TIP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Some Common HEV Service Disconnect Locations . . . . . . .48
CHAPTER 3
Driving a Hybrid Electric Vehicle (HEV) . . . . . . . . . . . . . . . . . . . . . . . . .26 SAFETY TIP: Live-Dead-LiveTesting . . . . . . . . . . . . . . . . . . . 51
Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Accessory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
CHAPTER 6
Key On Engine Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 What Service Opportunities Are There for HEVs? . . . . . . . .52
Engine (I.C.E.) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 A/C Electric Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Inverters / Converters (Power Electronics) . . . . . . . . . . . . . 53
Transmissions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
HV Battery Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
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CHAPTER 1
Why Should I Finally Start Caring

About Hybrid Vehicle Service?
On the subject of servicing hybrid electric vehicles, over the past years, the independent
aftermarket has moved from a mode of curiosity to a mode of cautious acceptance to finally a
mode of apathy or resistance. Why is that? We have those answers but before we embark on
the reasons why many techs and shop owners are not enthusiastically embracing hybrid
service, let’s give some good reasons why we should embrace hybrid vehicle service.
Reason 1
3 Million Registered Vehicles Means Opportunity
Everyone wants more car count in their shop. Well maybe we should say most everyone want
more car count in their shop. A very small number of shops are so busy they just had more
profitable jobs with fewer headaches in their shops. Not only will hybrid electric vehicle services
allow greater car count in your shop, they can also help with the desire for more profitability and
fewer headaches if you are the right kind of technician / shop owner. More on that later. For
now let’s just talk car count. It seems these days that every national chain that use to be known
for ONLY transmission repairs or ONLY brakes / front ends or ONLY tires have move to a “Total
Car Care” approach. It only makes sense. In 1999 there was one hybrid model available in the
United States and if you didn’t ever see one of those 1999 Honda Insights you didn’t miss the
business. As Toyota brought in the Prius in 2002 the whole game changed. They build that
first model, the Generation I, for only 2 years but in that short time made a big splash showing
the motoring public that you could get 40 plus miles per gallon and still have room for a (small)
family and groceries in the back. That was something the 2 seater Honda Insight hatchback
couldn’t do. With the excitement of that putting wind in their sails, Toyota redesigned the Prius
for 2004 with a Generation II model that didn’t resemble an ugly “Toyota Echo looking”
subcompact. With seating for 5 and a healthy hatchback for a fair amount of luggage you still
got 40 plus MPG (most got over 50) and looked quite spiffy doing so. This car launched an era.
Not only did Ford launch their Escape / Mercury Mariner hybrid versions a year later but Honda
hybridized a version of their Civic and even their Accord. GM even joined in the party with their
Saturn Vue Greenline SUV along with their Chevy Malibu / Saturn Aura models sporting a much
lower voltage stop / start version of a hybrid electric vehicle. As fuel economy became an
economic factor with higher fuel prices and the government pushed for more fuel efficient
vehicles via C.A.F.E. standard increases and hybrid / electric vehicle tax credits these complex
high voltage fuel sipping models increased to the point where anyone with some business
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sees the raw numbers of vehicles (over 3 million by 2013) and says “why not get that
business?” Car count is car count. That includes trucks too. Ask any non HD truck
repair shop who ventured out to begin working on LD truck diesels if they are glad they
did. They will most likely point to a Ford 6.0 Powerstroke in one of their bays and say
“these things kept me afloat when other vehicle business was slow.” Increasing car
count is the reason many national franchise repair shops ventured outside their normal
specialty areas in the last few years. Another reason specialty franchises ventured into
total vehicle care is the fact that systems integration has been creeping its way into
modern automobiles and trucks for over 20 years now. What is systems integration? It
is the aspect of design that considers the total vehicle using components from one
system to interact with another. 30 years ago, a transmission specialist didn’t have to
know anything about computers and only a minimal about engine operation. Today’s
transmission specialist has to be an electrical and drivability guru with very good skills in
computers and programming modules. Too many systems overlap making the brake
specialist draw on his/her skills in engine management and electronics. Hybrid vehicle
technology is creeping its way into the mainstream of non-hybrid vehicles now thanks to
systems integration. Brake by wire systems known many years ago only to only exist in
hybrid vehicles are seeing some aspects of that technology required for systems
such as panic brake assist and radar cruise / adaptive braking. Stop / Start systems to
save on gasoline at stop lights was only a hybrid thing a few years ago now it’s
becoming common place on vehicles with nothing higher than 12 volts in the
battery tray. Just as racing and the space program brought technology into the
mainstream of consumer products, so has the evolvement of hybrid electric and electric
vehicles. So you might as well get used to growing technology as a byproduct of the
electrification of the automobile by working on them now!
These vehicles are very popular in numbers in the green states with the Prius being the
most popular car in California. Texas comes in with a high number of both hybrid and
diesel with Florida making a good show in numbers. Meanwhile, other green states like
Washington State and New York State worked into the top 10. Interestingly enough,
Ohio, Illinois, Pennsylvania and Illinois worked into the top 10 along with a real shocker
– North Carolina. Perhaps the most shocking statistics is Montana. You would think a
snowy state of ranchers and folks in the energy business would love hybrids but they
do! Overall, hybrid electric vehicle registrations have grown by 64 percent between
2010 and 2013. Diesel registration, on the other hand grew by far less than that is that
state. Considering metro areas, you expect large cities in the Pacific Coast region such
as San Diego, Los Angeles and the San Francisco Bay area to be hybrid heavy along
with the Great Northwestern metro areas in Oregon and Washington State. But Helena
Montana overtaking the San Francisco Bay area with more hybrids per household
between 2008-2009 show us people from all areas are catching on to this technology.
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As displayed in the following chart on hybrid vehicles per 1000 households other
unexpected metro areas like Charlottesville, VA and Juneau Alaska are in the top 10
areas for hybrid popularity.
According to a J.D. Power survey published in 2012, the majority of consumers (71%)
indicated that the next car they buy or lease would be a regular, old-fashioned gas-
powered vehicle. Almost one-quarter (23%), meanwhile, said they’d be most likely to
purchase a conventional hybrid such as the Toyota Prius or Ford Fusion Hybrid.
Estimates for 2015 model years car sales will be 10 percent hybrid footprint (of all cars sold)
increasing to 40 percent in 2025. C.A.F.E. is the driving force in increased hybridization of
vehicles! Add that to the typical profile of the hybrid vehicle household which is;
1. Well educated
2. Household income over $100,000
3. Somewhat emotional / dedicated to their hybrid (often naming them)
4. Educated about how their hybrid works and how it should be maintained to get the
best fuel economy. They notice a small loss in economy right off and WILL come back
to complain (or simply go somewhere else) if your shop is even remotely responsible for
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adding too much oil to their engine at the last oil change or not inflating their tires to the
proper level necessary for ‘hyper mileage’ performance levels.
Today there are over 100 different models of hybrid vehicles coming from most all of the
OEMs. The following chart illustrates just how steeped the deck is for the Toyota Prius
family of hybrids. Unlike Honda Civics or Ford Escaped, the Prius has never had a non-
hybrid mode. It has always been a purpose built vehicle.
Now once you see that about ½ of these vehicles are Toyota Prius you can focus much
of your efforts to learn and equip yourself to work on that car. Once you have that one
down you can spread out your skills and scan tools to Honda’s and Fords who round
out 2nd and 3rd place.
Reason 2
15 Years of Hybrids Means Warranties Are Over
You may be hearing about all the lengthy warranties hybrid carry. Normal non-hybrid
components on these vehicles still break and still carry normal new car warranties of 3
years / 36,000 miles for bumper to bumper protection and powertrain warranties from 5
5
years and 60,000 -100,000 miles. It is true that the high voltage battery packs and
select hybrid electric components carry an 8 year / 100,000 mile warranty (10 years /
150,000 miles in California) but how many years and miles are on many of your non-
hybrid customers’ vehicles? Lots and the same is true for the fleet of aging hybrids
rapidly clicking off their warranties. Take the example of Dorman Products. That
company specializes in high volume / high failure rate components. The reverse
engineer the OEM product and build (with improvements built in) an affordable part that
won’t fail like the original did. In 2013 Dorman began offering remanufactured hybrid
battery packs. If that company is selling them to the independent aftermarket garage
market, you can bet there is a market. Maybe it’s time for you to get into that market!
Reason 3
Repair Work Outside of Oil Changes ARE Out There
A common myth held by many professionals in the aftermarket is that hybrids are so
reliable that they never break down which in some minds is the reason they don’t show
up for anything other than an oil change in our shops. While it is true that a Ford
Escape hybrid has far less reputation than its F350 counterpart with a 6.0 Powerstroke,
hybrids do break. That includes the Toyota Prius which being a Toyota does have a
decent reputation for reliability.
What Can We Service Right Now With Limited Tools and Knowledge?
Hybrid Electric Vehicles have the same systems for gas engine propulsion such as fuel
systems, ignitions systems, emission controls system and mechanical engine systems.
With some variations they also have heating and air conditioning systems, 12 volt
electrical accessories and of course suspension systems. Braking systems are typically
more complicated in regard to the hydraulic activation but still have pads, calipers,
drums, wheel cylinders and brake shoes. Give those facts you can with almost no extra
knowledge (aside from minor safety training) and equipment service provide your hybrid
electric vehicle customers with the following list of services;
o All Engine or ICE (internal combustion engine) repairs and servicing.

o All brake work (except electronic parts as these are very high tech)*. This can be
done with OEM level scan tools.
o Normal Service: tires, exhaust, bulbs, shocks, struts, tires and suspension.
o All required preventive maintenance including fluid changes / flushes.
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Most Common Excuses for Not Servicing Hybrids

Most shops admit to being unable or unwilling to service hybrids. The excuses are widely
varied but usually can be grouped into one of these three most common areas.
1. It will take too much money for equipment / training

In this program you will see it will only take a few hundred dollars and a few hours of
training! One of the tools required, the category III / 1,000 volt DMM you may
already have in your tool box.
2. I just don’t see hybrid vehicles in my shop

In the 1989 Kevin Costner movie “Field of Dreams” the voices heard by the farmer
played by Costner kept saying “build it and they will come” in reference to a baseball
field that would be soon be visited by the ghosts of baseball’s greatest players in
history. He built it and they did indeed come. How do you ‘build it” for them to
come? Invest in a few hours of training (like the one you are reading / watching
now) and a few hundred dollars of equipment (described coming up) along with (very
important) getting the word out through all the usual (and some less than usual)
methods that you do indeed know and service hybrid vehicles. Examples abound of
technicians and shop owners who got a little training, purchased a modest selection
of tools and connected with hybrid owners in one or more manners to bring in new
business. David Taylor of Chapel Hill North Carolina was once such shop owner.
David attended hybrid training from a well-known hybrid vehicle trainer in New
England and decided to put the training to good use. As business began to grow he
started specializing in reconditioning high voltage battery packs. That business took
off in a big way and eventually ended up part of Dorman Products’ product line
mentioned previously. David is doing quite well, a definite 180 business decision
with a very happy ending. Taylor will tell you God blessed him in this successful
expansion. We could also say that with God’s help David Taylor listened to that
voice and ‘built it’ just like the character in Field of Dreams. And in the middle of
North Carolina just like those ball players the hybrid customers did indeed come!
Exactly how do you get those hybrid owners to come once you’ve got training and
equipment handled? Some signage around your shop to catch customer’s eyes is a
good place to start. Feature on your website the fact that you do service hybrid
electric vehicles. Feature the fact in any outside advertising you do and finally find
out where hybrid owners hang out on the web to read everything you can about their
questions and concerns. Finally, if you are in the market for a shuttle car / parts
chase car why not consider a Prius (new or used) to be decked out with your shop’s
logo and advertisements. Nothing tells a hybrid owner that you are on their side
more than one in your own fleet.
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A green symbol on your website is a start hop owner Phil Fournier has the right idea!
Courtesy Phil’s Auto Clinic in Hemet, CA
3. I’m retiring in a few years – why start something new?

The third most frequent excuse we hear most frequently. Henry Ford once said
that you never grow old if you are still learning. We couldn’t agree more. Some
of the best technicians and best shop owners stay ‘the best’ when they turn the
page forward to a brand new technology. New challenges and technologies
keep this profession more alive to help each of us renew the excitement for
automobiles we had when we first began. New technology won’t burn you out.
Resisting change will burn you out!
What Exactly Do I Need To Get Started? (Equipment)

By know you probably know you need personal protection equipment (PPE) in the form
of some special high voltage safety gloves. You will need to purchase at least 1 set of
Class 0 / 1,000 volt gloves. These gloves will need to have leather covers dedicated to
use only with the safety gloves and a canvas bag to keep them out of harm’s way from
damage when not in use. The rubber inside part protects the wearer from electric shock
while the leather cover protects the glove from damage while working on the vehicle.
Even the tiniest pin hole in the rubber glove could cause an electric arc to find its way
through the hole into you resulting in electric shock. Prior to each time the gloves are
used they should either be inflated by blowing into them with a seal around your face to
see if the gloves hold air or rolled up from the top down to force compression of air in
order to see if each glove holds air. If they won’t hold air there is a hole. After each
use, test again to determine if one of the gloves was damaged during use. This then
gives you lead time to get a replacement set. The gloves should also be sent out for
professional testing / certification every 6 months. The glove testing companies can
advise you if a glove failed and sell you a replacement rubber glove for a reasonable
fee. While your gloves in off being tested, a hybrid vehicle may come into the shop.
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For this reason we recommend a couple of sets of gloves so that while one set is being
tested the other set is in the shop ready for use.
Class 0 / 1,000 Volt Gloves (about $150) Safety Glasses (about $10) Electrician’s Safety Hook (about $350)
The gloves themselves are available at AES Wave, electrical contractor supply outlets,
and often times your local parts WD or Jobber. Typical costs range around $150 or
less. Testing from www.glovetesting.com and Cementex (in New Jersey) is inexpensive
– somewhere less than $20 per set typically. Besides safety glasses for potential arcing
(high voltage arcs can spit metal plasma) a high voltage disconnect staff show above
can literally save an electrocution victim as well as the rescuer’s life when employed to
dislodge someone from an electrically charged surface. Often times the muscles in the
hands lock up and can’t let go during a severe shock incident. For this reason, Ford
has made this safety hook an essential tool to be in the bay whenever a hybrid vehicle
is being services for any high voltage systems issues. Ford has named this required
tool a “Technician Release Tool.” They come in 6 and 8 foot models and are priced
between $300-400.
Outside of PPE there is the must have need of a Category III / 1,000 volt DMM. The
market has several choices and you may already have a meter that falls under that
category. Fluke, Bosch, Snap-On and many others are out there on the market. If you
have a Fluke 87 III or V series or a Fluke 88 V series meter it complies with this
requirement. Simply look in the lower right hand corner of your meter to see if the rating
is Category III / 1,000 volts or higher.
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Cat III / 1000V YES Cat II / 600V NO
Fluke 1587 Fluke 87 III Bosch Hybrid DMM

These are All Category III / 1,000 Volt Meters
In addition to the meter rating you must ensure that your leads and connections (alligator clips, probes,
etc.) are also rated for this category and voltage level. Category III / 1,000 volt rated DMMs can run as
low as $200 and up to $400 depending on the model, features and quality.
What Other Tools Would Be NICE to Have In Hybrid Service?

The DMM Class III / 1,000 volt meter you may already have as previously stated. In the
even you determine you don’t have that category of meter on hand or if you want to dive
in deeper right away you might consider the purchase of an insulation tester. Also
known as “Mega Ohmmeters” or “meggers” for short these meters do what a normal
ohmmeter cannot which is stress a circuit with high voltage to give you an idea if the
circuit will leak through its insulation when loaded under normal hybrid electric high
voltage operation. Hybrid electric vehicles can have several hundred volts in some of
their circuits and components. A standard ohmmeter will only put out between 0.5 volts
10
and 2 volts. An insulation tester can put out up to 1,000 volts of very low current to
determine the potential for leakage. They are 100 percent in detecting leaky cables and
devices but one of the best test instruments that fit the budget of most shops. Mega
Ohmmeters can be stand alone for a couple of hundred dollars or built into a standard
DMM such as the Fluke 1500 series of meters pictured below.
Shown is the Fluke 1587 testing hybrid electric vehicle high voltage cable for leaks between center
conductor and the shield. (ground) 2.2 Giga ohms means no leakage measured.
Mega ohmmeters by themselves can start as low as $200 and go as high as $800 when
packaged with other full DMM functions. Other tools in the ‘nice to have’ category
include insulated tools. Normally you will have the high voltage circuits powered down
when hand tools come into play and you will be wearing high voltage protective gloves
while working in areas where you have not yet determined the electrical status of key
component s and connections. However, in some applications such as Honda Civics
and Honda Accord hybrids the confined space of the back seat where many of the high
voltage components are located does tend to point to the need for some extra safety
methods to avoid the potential for electrical shock. In this photo of a Honda Accord
hybrid the seat cushion and seat back have to be removed to access the hybrid service
disconnect switch. Once that switch is turned off, the entire aluminum panel shown in
the photo must be removed to access the battery pack, inverter, DC-DC converter and
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key other hybrid high voltage components. In rare cases, the system will need to be
powered up with access covers like this one removed in order to do live testing. This is
where insulated tools get some real value. The set shown below is about $850.
Honda Accord hybrid backseat removed Insulated tool set
NOTES
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CHAPTER 2
What Exactly IS a Hybrid Electric Vehicle?
A Hybrid Electric Vehicle (we’ll refer to as HEV from here on) is part electric vehicle /
part gasoline vehicle. Whenever two forms of propulsion are used, the vehicle may be
termed a HEV. However, many HEV’s today don’t necessarily use the electric system
to propel the vehicle but rather assist the engine in propelling the vehicle. Conversely,
some HEVs use the gasoline engine to simply run a generator. All propulsion is
accomplished by an electric motor running of the high voltage battery pack. We’ll also
refer to high voltage as “HV” from here on out and the internal combustion gas engine to
I.C.E. (Internal Combustion Engine) from this point forward. To summarize the basic
principles;
1. Gasoline is stored in a fuel tank for use in the gasoline engine. Diesel could also be
the source of energy for a hybrid I.C.E. however as of this date none are coupled to any
HEV offerings from vehicle manufacturers.
2. Electricity is stored in a high voltage (HV) battery. The electricity stored is used to
power the electric motor(s). Electricity can only be stored in the form of DC we might
add.
3. Depending on the driving conditions and design of the particular HEV, one or both
sources are used to drive the vehicle via an electric motor. Without exception, the
electric motor(s) that drive HEVs run off of three phase A/C. (Alternating Current) The
HV battery pack may be chargeable at home for extended range EV only modes.
(Extended Range EV – Chevy Volt)
As previously stated hybrids historically date back to 1999 Honda Insight 2-Seater
followed by the Toyota Generation 1 Prius (also purpose built vehicle) 2003-2003, then
then Generation 2 Prius 2004-2009 until today’s Generation III Prius 2010 which are the
latest design with a Prius C (for compact) and Prius 5 which is a larger, higher hatch for
more cargo room. Moving forward into the mid to late 2000’s and beyond every OEM
has a variation of dozens of other non-hybrid models that have a hybrid version making
the model varieties in the mid 50’s with a total model count expected to exceed 100
different varieties of HEV and EV (Electric Vehicle) on the road by model year 2015.
Not all hybrids are created equal. The differences mainly have to do with the size and
capacity of the HV battery pack. Some hybrids can only slightly boost the output of the
I.C.E while others can run up to 70 MPH on electric power with the I.C.E. shut off.
Some may start the I.E.C. with a traditional 12-volt gear reduction electric starter motor
during cold engine starts and then switch over to using the higher voltage 3-phase AC
motor generator to restart the I.C.E. for warm engine restarts. Other hybrids may not
13
even have a traditional 12-volt starting motor at all, electing to use a more powerful 3-
phase AC motor generator for starting the I.C.E. To help simplify these differences,
HEVs can be grouped into the following categories in this chart;
As the classifications of HEVs increase in their voltage, fuel economy increase with it.
Exceptions to that rule are the heavier vehicles on the ‘strong’ category such as the
Lexus 600H and GM full size SUV’s known as the 2-Mode HEVs. Although these
vehicles have large battery packs with higher voltages, their sheer size and weight
restrict fuel economy ratings from being in the traditional 40-50 MPG that HEVs often
realize though they do exceed their non-hybrid counterparts. Also the ‘Strong’ category
is for the most part the only category of HEV that propels the vehicle down the road with
the I.C.E. shut off though most all HEVs will shut off the I.C.E. when the vehicle is
decelerating and stopped.
Another big difference in HEVs is the costs to build them. Toyota lost money on its
Prius line of vehicles for many years prior to turning the corner on profitability. It was a
calculated approach to entering the market when the time was right with the full
expectation of realizing a profit that would more than recoup their losses from earlier
years of production. Their calculations have proven correct due to the fact that ½ of the
world’s HEV purchases are now from the Toyota Prius line up. As you study in more
detail technology for the Toyota Prius you will realize the entire Toyota / Lexus line of
HEVs are remarkably similar as well as are HEVs from Ford, Mercury and Nissan, all of
which utilize the same basic continuously variable transmission. (CVT) These unique
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attribute of this transmission is the lack of hydraulics. Most all automatic transmissions
including the CVTs used by most other manufacturers use a variable width set of
pulleys to accomplish ratio changes. Hydraulics are used to make those pulleys change
in their circumference in order for a metalized belt to run at different input vs output
ratios. The Toyota / Lexus / Ford / Nissan line of HEV transmissions use a single
planetary gear set with the I.C.E. and two 3-phase AC electric motor generators
connected to the three parts of the planetary set. The center component of the
planetary hear set known as the sun gear, is connected to the smaller of the two motor
generators. The outermost component of the planetary set is connected to the larger of
the two motor generators. This gear is connected to the drive wheels via either a set of
gears or a chain (for the final drive transaxle ratio) and then on to the spider gears and
ultimately the half shafts that are connected to the wheels. Toyota calls the smaller
motor generator “MG1” and the larger of the two “MG2”. Ford, using a very similar
transaxle with engineering roots traced to a single design some years back. Ford very
descriptively calls the smaller of their two motor generators a “starter motor” and the
larger of their two the “traction motor.” Toyota has coined the term “Power Spit Device”
or PSD.
This illustration (courtesy of Toyota) of the Toyota & Lexus Power Split Device design CVT used in hybrid
electric models does not use a valve body, hydraulics for shifting or even a torque converter. Variable
ratios are accomplished by controlling the RPMs of the I.C.E. and direction / RPMs of the two motor
generators.
15
Honda HEVs also utilize a CVT but of a more conventional design of a metalized belt
and two variable I.D. pulleys. General Motors full size SUVs use a system call the “2-
Mode Hybrid Electric” which incorporates a transmission equipped with two motor
generators coupled to two planetary gear sets. However, it also utilizes a more
traditional hydraulic system that controls clutches in order to give the driver a high
torque and low torque ratio of gear selections along with the ability to operate with
engine only, electric only or a combination of both. The Chevrolet Volt Extended Range
E.V. is actually a hybrid that runs most of its operating time as a series hybrid. This
means that the I.C.E. has a primary job of running a motor generator in generation
mode creating power that will then be conditioned (inverted to DC) for storage in the
battery pack. Another motor generator primarily in motor mode then is fed AC (inverter
DC from the battery pack to AC by the inverter) to run the vehicle down the road. This
is where the Volt gets its designation as an extended range EV. It is an EV because if
it’s large Ii-Ion battery pack is charged up each day it can run 40 or more miles on that
charge w/o the I.C.E. operational. It gets the extended title by way of the hybrid
propulsion method previously mentioned – the engine in series. However, the Volt’s
transmission design does have clutch packs and a valve body much like its big brother
in the 2-mode full size SUVs. These clutches will upon the occasion of a very high
power demand situation (throttle to the floor while climbing a steep grade) connect the
I.C.E. and electric motor to the wheels in what’s called parallel mode. All other HEVs
use either parallel-series or purely parallel (meaning the I.C.E. is always running while
you are cruising / accelerating) modes of propulsion. GM micro hybrids called Belt
Alternator Starter or B.A.S. uses a conventional 4 or 6 speed transmission with an
added 12 volt DC transmission auxiliary hydraulic pump to supplement the mechanical
pump to keep the fluid flowing while the I.C.E. is stopped. The GM 2-Mode also uses a
12-volt auxiliary pump although it is a of a 3-phase design.
Honda belt style CVT GM full size SUV 2-Mode Transmission
16
Universal Hybrid Electric Vehicle Component Chart
2. Extended Range EV 3. Motor Hyundai

HV Battery Charger Generator(s)
GM
Micro
Honda
4. DC-‐AC / AC-‐DC Inverter
2. HV Battery Pack
GM – 42, 130, 300 volts 5. DC-‐DC Converter Ford, Nissan &
Honda Medium – 100, 144, 158 volts Toyota Use 2
Toyota – 202-‐288 volts 1. All Use a 12
Ford – 275 – 330 volts Volt Battery
Putting together the big picture of how hybrids work can be a bit challenging. The
drawing above depicts just about every hybrid and all of their components. A
conventional alternator is shown below the DC-DC converter because essentially that
component does the job of an alternator on all hybrids. A DC-AC inverter 17used to
make AC when plugged into a 12-volt accessory power jack and a set of diodes that
invert AC produced by a conventional alternator into DC to charge the 12 volt battery.
These common items / functions are essentially what an inverter on a hybrid does.
Let’s go through all the common hybrid components one by one.
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1. Every HEV uses a 12-volt battery.

In the case of the micro and medium HEVs this battery is a Starting / Lighting / Ignition
model (SLI) battery meaning it is responsible of starting the I.C.E. (if for no other reason
but when there is a problem with the hybrid system as is the case with Honda) and for
running lights, ignition (the L&I) and other 12-volt accessories which would include, of
course, the radio, blower motor, headlights, and various electronic modules which
include modules responsible for monitoring and controlled the HV systems on the HEV.
When the vehicle is a strong hybrid such as Toyota Prius, the symptom of a low / dead
12-volt battery will not be a slow cranking starter motor or clicking solenoid sound we’ve
all been accustomed to. The symptoms will vary from a passive keyless entry system
that won’t work unless you deliberately press the key fob to unlock the doors to the
presence of various warning telltale indicators on the IPC along with a vehicle that won’t
move. As a rule of thumb, if the 12-volt battery is in the hatch / trunk such as the case
with Toyota and Lexus hybrids that battery is an AGM (Absorbent Glass Mat) model.
AGM batteries won’t spill acid and won’t outgas into the passenger compartment like
conventional batteries making them ideal for trunk and hatch area mounting. AGM
batteries should never be charged at a high current rate. Only use a battery charger
that is designated to charge AGM batteries or trickle charge the battery. Charging an
AGM battery at a high rate for any considerable length of time will reduce the battery’s
life by a drastic amount of time. The battery could actually fail within a month or two
after being charged in your shop.
This Gen II Toyota Prius uses a LI (Lighting & Ignition) AGM battery located in the LR corner of the
luggage compartment. This is referred to by Toyota as the Auxiliary Battery. In the foreground is a 12-
volt capacitor pack that stores energy as a backup for the auxiliary battery to temporally operate the brake
by wire system should the aux battery be damaged or lose power.
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2. Every HEV uses a high voltage battery pack.

Voltages range from the 36 volt GM B.A.S. stop / start system at 36 volts (42 when
being charged) up to over 360 volts for the Chevrolet Volt. NiMH (Nickel Metal Hydride)
is the most popular type of battery technology. Newer vehicles such as the 2013-14
Chevrolet Malibu Eco, Buick Lacrosse, Buick Regal, all of the Chevrolet Volts and the
new Hyundai Sonata hybrids are beginning to use Li-Ion battery packs which require
more efficient cooling processes in order to remain stable. NiMH packs will remain
stable at higher temperatures but begin to lose their effectiveness at higher
temperatures making them equal candidates for educating customers to not block the
paths of air flow for these batteries and in the case of some Ford Escape and Mercury
Mariner hybrids the proper operation of the rear A/C unit which is designed to no cool
the passengers but rather cool the 175 pound battery pack that takes up most of the
rear hatch floor. Older Toyota Prius (Gen 1) had battery packs with 38 battery modules.
Each module had 6 NiMH cells at 1.2 volts each (in series) for a total of 7.2 volts. Each
module was connected in series with another module making up a HV battery block of
about 14.4 volts which appears as a DPID on a scan tool. This 38 module (19 blocks)
pack would then average somewhere around 273 volts. Later model Prius (Gen II and
Gen III dropped the battery packs back to 28 modules (14 blocks) with a charged
voltage of around 201 volts. Honda and Ford SUVs use a battery cell design that
resembles a D cell flashlight battery only slightly larger. The battery cells are also NiMH
and rate at 1.2 volts. They are spot welded end to end in sets of 6 for a ‘stick’ voltage of
around 7.2 volts. Each of these ‘sticks’ or modules are then connected in series one to
the other. Hondas early Insight (2 seater hatchback) used a battery pack that totaled
144 volts as did early Civic hybrids. Later models went up to 158 volts before the newer
generation Insight came out in 2010. That model of Insight was a 4 door and utilized a
lighter, downsized battery pack that had a voltage rating of just over 100 volts.
This ‘Prismatic’ design of HV battery module (left) is used in Toyota, Lexus, GM and several others.
Honda and Ford SUVs use the “D cell looking” battery module design. (right) Both produce 7.2 volts.
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Ford Escape HV Battery Cooling Module Toyota Camry HV Battery Pack Cooling Blower Motor
3. All Hybrids have one or more 3-Phase AC Motor / Generators

This device always starts the I.C.E. although some of the micro hybrids (mainly B.A.S.
systems used on certain GM modules) may also have a 12-volt starter to do starting
initiated by the ignition switch. The medium hybrids that are mainly seen in Honda’s
IMA (Integrated Motor Assist) models may have a 12-volt starter as well but it is strictly
used as a back up to the motor generator (called MG from this point forward) if there is
a problem with the IMA system or the ambient temperature drops to extremely cold
temperatures. These 3-Phase machines crank the I.C.E. at anywhere from 600 to over
1,000 RPMs making it seem like they just start running spontaneously. The 2nd job of a
MG is to create 3-phase AC power that ultimately charges the HV battery pack once it is
rectified. The 3rd job of the MG is to provide either power to turn the drive wheels
(strong hybrids) or at least give a boost similar to a turbo charger to the I.C.E. on
acceleration on medium and light hybrids. Hondas use a single MG mounted between
the I.C.E. and CVT transmission. There is a damper that resembles a manual
transmission clutch mounted between the MG and the engine. GM BAS systems use a
GM that is mounted on a bracket on the front of the I.C.E. A very rugged belt with a
special tensioner keeps the belt tight enough for both clockwise and counter clockwise
torque when the MG is either cranking the I.C.E. upon release of the brake pedal after
an idle stop occurrence or creating 3-phase electrical AC power when the I.C.E. is
turning it at idle and during deceleration. Toyota, Lexus, Nissan, Ford and Mercury all
use a pair of motor generators as mentioned in the previous chapter. Hyundai uses a
single larger MG in the same location that Honda’s IMA does (between the engine and
transaxle) for propulsion and add a B.A.S. MG on the front of the I.C.E. for stop / starts
and HV battery charging while the engine is idling. All OEMs utilized regenerative
braking. This is achieved by putting a varied field into a MG to make it a generator that
literally bogs the I.C.E. down like an exhaust brake. The more the field, the more
resistive the MG is to turn. This translates into very progressive and effective braking
for the drive wheels.
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The MG used in Honda’s IMA system is almost as large in circumference as their CVT transaxle. Special
tooling and care must be used to remove the very powerful permanent magnet rotor (right) from the stator
assembly (left) to avoid damage to the rotor. Keep all metal materials such as tools, hardware and
jewelry away from this PM rotor. Those with pacemakers should avoid getting this powerful magnet close
to their body. Do NOT lay this rotor on a metal workbench. Damage to the rotor will occur.
This bird’s eye view of a Ford Escape HEV’s Transaxle shows their “Starter Motor” and “Traction Motor”
stator windings. MGs are liquid cooled by the same coolant that cools inverters and converters.
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4. All Hybrids use an AC-DC / DC-AC Inverter.

As stated immediately after the generic HEV component diagram this device works
much like the DC-AC inverters we use to run AC devices in our vehicles through those
portable inverters commonly plugged into cigarette lighter plugs to create AC. AC (3
phase) is necessary to efficiently run the HV components such as MGs and some AC
HVAC compressors. The other job of a HEV inverter is to turn the 3-phase AC power
created by the MG(s) into DC power needed to charge the HEV’s HV battery pack. In
this function is acts much like a diode rectifier bridge inside a conventional alternator.
th
The functions of creating AC from the DC supplied by the HV battery pack and changing
AC created by the MGs to recharge the HV DC battery pack creates a great deal of
heat. High current / high frequency switching transistor packages called I.G.B.T.
(Insulated Gate Bi-Polar Transistor) are very efficient (we wouldn’t have a practical HEV
or EV without them) but still do require cooling. Cooling can be accomplished via air
cooling or liquid cooling. HEVs use one or the other. All Hondas and the later model
GM B.A.S. systems using 130 volts systems (2013 Malibu Eco, 2013-14 Buick Regal /
Lacrosse Eco) use rear mounted inverters that are air cooled. The same fan and
ductwork that are used for cooling the rear mounted HV battery packs also cool the
inverters on these models making communication / education with your customer very
important in regards to keeping the inlet / outlets of these air cooling systems clear. All
other HEVs put their inverters under the hood with most of them on top of or near the
transaxle. These systems are cooled with a liquid cooling system. With the exception
of the low voltage (42 volt) early designed B.A.S. systems which use the same cooling
system as the I.C.E all hybrids using liquid cooled inverters utilize a separate cooling
system for this task. The coolant itself is the same part number (typically) as the I.C.E.
factory coolant but is ran through a separate heat exchanger (with in front of the I.C.E.
radiator or a separate section in the bottom of it) with a separate reservoir. This coolant
is pumped with an electric pump and monitored for temperature by the Hybrid ECU
module.
NOTES
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This Gen II Toyota Prius inverter contains the main inverter plus a smaller separate one to power the AC
powered 3-phase HVAC A/C compressor. The orange connector shown coming out of the front of this
inverter goes to the compressor. The DC-DC converter is also in this assembly.
5. All Hybrids use a DC-DC Converter

All hybrids have a device that drops HV DC power (HV DC output of the inverter or HV
battery pack) from its higher level down to the level needed to charge the auxiliary 12-
volt auxiliary battery and run the various 12-volt accessories on the vehicle. That
function sounds the same as that of the traditional automotive alternator. If you look for
anything that resembles an alternator on a HEV you won’t find one unless you are
looking at one of those GM B.A.S. systems. Those MGs aren’t alternators though (even
though they look like them) but rather 3-phase AC producing (or AC using in motor
mode) high voltage machines. Unlike an alternator that only puts out charging voltage
(a little more voltage than the battery has in order to keep it charged) when the gas
engine is running, the DC-DC converter on a HEV will put out its 13, 5-14.8 volts
whenever the HV system on the HEV is powered up. This means you may see
charging voltage with the I.C.E. is off. The I.C.E. is off quite a bit of the time depending
on the level of HEV you are working on. (Strong / Medium / Micro)
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This GEN II Prius Inverter / Converter assembly has a heat sink / coolant passageway on the bottom for
the flow of coolant to remove heat from the unit. Always check for leaks and use an Air Lift style cooling
system refill tool or follow OEM service instructions to ensure air is removed from this system prior to
refilling with coolant. Air pockets can cause overheating for the electronics leading to component failure.
As with the description of the inverter, DC-DC converters are either air cooled or liquid
cooled. The same applications apply. Honda locating the DC-DC converter in the truck
/ rear hatch area for air cooling along with the HV battery pack and inverter along with
the higher voltage later GM B.A.S. systems on their Eco models (also known as E-
Assist) and all other OEMs locating the DC-DC converter near or in the same assembly
with the inverter under the hood. One notable exception is with Ford. They locate both
of these components in the engine compartment but do NOT put them together. Ford
puts their inverter on top of their transaxle and locates their DC-DC converter on the RF
fender area. Both are also liquid cooled.
24
Inverters and Converters are sometimes referred to as “Power Electronics.” The Gen III Prius Inverter /
Converter assembly is pictured (Left) and Ford SUV HEV Converter by itself (Right) behind the coolant
reservoir for the power electronics cooling system. I.C.E. coolant surge tank is pictured in foreground.
TECH TIP: If have a discharged 12-volt auxiliary battery on a Toyota Prius and you
don’t have a AGM capable battery charger or enough time to use a trickle charger to get
that battery back up and running, simply power up the Prius in “Ready” mode.
Regardless of whether the I.C.E. is running or the vehicle is being driven, if the “Ready”
icon is lit up on the IPC you will have the DC-DC converter charging that battery for you
at as high of rate as safe and necessary of that 12-volt auxiliary battery.
NOTES:
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CHAPTER 3
Driving a Hybrid Electric Vehicle (HEV)
When describing the driving experience if you have not driven a hybrid before it is
important to note that you really should just find one to drive for few hours and
experience it yourself! No better way to learn than by doing.
Ignition Switches
One big difference between the most popular hybrid and most conventional vehicles is
the power button that has replaced the ignition switch. Although more and more non
HEV vehicles post 2010 have begun transitioning to this technology, Toyota has paved
the way in large numbers with their GEN II and GEN III (as well as Lexus HEV line)
exclusively using this button whether the vehicle is equipped with a smart key on not. It
is very important to note how this works;
Accessory
Getting the ignition system into the accessory mode requires that you DO NOT apply
the brake pedal and with the key fob either inside the vehicle (or inserted in the
inductive slot in the IP if the fob is not a smart fob) you simply press the power button
once. The radio will power up and not much else.
Key On Engine Off

This mode is needed if you DO NOT want the I.C.E. to run. If you simply want to check
a blower motor or power to an ignition coil you probably don’t want high voltage ready to
go nor do you want the I.C.E. running. The traditional Key On Engine Off mode of these
26
cars is achieved by NOT Pressing the brake pedal and hitting the power button 2 times.
Now the dash is lit up along with the radio and other accessories but the word “READY”
will NOT be illuminated on the IPC. The I.C.E. will NOT run at this time no matter what.
Engine (I.C.E.) Run Mode

The I.C.E. on a strong hybrid such as a Prius will only run if it needs to. It will NOT Run
unless you see the “READY” indicator on most all Toyota / Lexus HEV models as well
as Nissan. Ford, Honda, GM and others usually opt for a conventional ignition switch
that requires a key and a twist of the switch to the crank position to get the I.C.E. to run.
It will NOT run however, on strong hybrids of any model unless it needs to. When does
it need to?
1. When the HV battery pack needs charging. These packs typically like to stay at
State of Charge (SOC) ranges of 20-80 percent with average numbers hovering around
the 65 percent mark. It doesn’t take long to charge a HV battery pack from 40-65
percent SOC either. Sometimes a few minutes are all that’s required. So the I.C.E.
may begin running with a very fast crank time and speed that is similar to dropping the
clutch on a vehicle that is being push started. You will swear it started running
immediately.
2. The I.C.E. will start and run whenever the heat demand on the HVAC control head
and outside temp / coolant temperature indicate that the I.C.E. needs to make heat in
the cooling system to supply warm coolant to the heater core.
3. The I.C.E. will run whenever the accelerator pedal is depressed enough to indicate
to the PCM that you need a lot of power or whenever engine load / vehicle speed
indicate that the HV battery pack alone are not enough.
4. The I.C.E will run (on certain models) if a mechanical A/C compressor is requested.
Mechanical compressors are on Gen 1 Prius, Pre 2010 Ford SUV HEV, all GM BAS
vehicles and early Honda HEVs.
5. The I.C.E. may run when certain faults are detected in the system. All faults that
could present a safety or component damage problem will shut down the vehicle
entirely, however.
27
TECH TIP: Getting the I.C.E. to Run on a Strong Hybrid

There is an inspection mode on many hybrids to make the I.C.E. to run and stay running
that can be a little time consuming. If you simply want to see if the I.C.E. can run
(assuming it is off presently) simply pump the accelerator to the floor and release over
and over a few times. If the I.C.E. has fuel, spark and a good HV battery pack to turn it
over, the I.C.E will run for a second or two then shut off. If you keep pumping the pedal
it will keep running.
The “READY” light on Toyota, Lexus and Nissan HEVs is required for the vehicle to move and or I.C.E. to
run. Note the yellow triangle. This is known as the Master Hybrid Warning Indicator, Nicknamed by
some techs as the “Triangle of Doom” this may or may not indicate a current fault condition. When a
significant fault is present that could affect safety or allow damage to a component this triangle shaped
light will illuminate and the vehicle will NOT move and the I.C.E. will not start.
Joysticks and “P” Buttons

The Prius family (Gen II and III) did away with a conventional cable actuated
transmission select lever. You must move a joystick from its centered position to D for
Drive or R for Reverse. Unlike a video game’s joystick, you must pause for a half
second or so when moving it especially if you wish to apply the “N” for Neutral. The
parking pawl for this family of vehicle’s automatic transmission is a spring deployed
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lever that engages a gear on the final drive just like most automatic transmissions but is
engaged by a stepper motor controlled by the TCM. It won’t go into Park while the
vehicle is moving over 3 MPH but will get commanded if the vehicle is setting still or
under 3 MPH by depressing the button marked “P” with a square around it.
Fig. 5 Joystick Style Shifter Fig. 6 Push Button Park Apply

The Prius Family of HEVs (2004 to present) use this joystick and “P” button (for Park) The “B” on the
joystick affords engine braking to supplement regenerative braking and the vehicle’s friction brakes on
mountain roads. On GM full size HEV “2-Mode” models this same engine braking is done by moving the
gear shift selector to the “M” for “Manual” position.
TECH TIP: UNEXPLAINED POWER LOSS

If you have a customer with a GEN II (2004-2009) Prius and they complain about the
vehicle losing power sometimes while driving and it then runs fine after they pull over
and “Ready” it back up again, ask them if they could have accidentally pressed the “P”
button for vehicle “Power”. This button, the “P” for PARK and the “PWR” button to turn
off the radio are all within a 3 inch radius of each other and can be confused!
NOTES:
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As stated before, the I.C.E. will run when it needs to on strong hybrids, most of the time
except at stop lights on Medium hybrids and all the time except at stop lights on GM
Micro hybrids. (B.A.S. systems) The fact that the I.C.E. starts up and runs whenever it
needs to on strong hybrids such as the Prius this can be quite surprise if the vehicle is in
gear, or being serviced on a lift / over the oil change pit with the oil drain pan plug
removed. For this reason, whenever doing ANY kind of service on a hybrid, shut off the
ignition / power button, remove the key / fob from the vehicle and store it at least 5 feet
away from the vehicle to prevent subsequent power up / READY mode activations.
Most hybrids such as the Toyota and Lexus family use a combination of engine power
and MG power to propel the vehicle and run the engine at speeds the hybrid ECU deem
the best for the job. This fact along with the fact most of these HEVs use a split power
CVT transaxle means that the driver will NOT hear the usual I.C.E. RPM wind up when
accelerating. It takes a while getting use to that. The engine stalling at stop lights is
another unconventional aspect of driving all HEVs along with the fact that they all use
regenerative braking which can be a different feeling when you are braking above
speeds of 5 MPH. Most HEVs discontinue regen braking below 5 MPH and during
panic ABS assisted braking.
Fuel Economy
Fuel economy on HEVs depends on a variety of factors. Apart from the obvious weight
and aero dynamics of the vehicle would be normal factors such as ambient
temperature, A/C use, weight of the cargo and driving style. Engine oil viscosity, tire
pressure and tire type are three very important factors in hybrid service and
maintenance that should be closely adhered to. Your favorite type and weight of oil is
NOT what these engines require. The hybrid I.C.E. has to work at100 percent efficiency
in order for it to produce the maximum fuel economy.
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Honda HEV 0W 20 Weight Oil Toyota Techstream Tire Pressure Readings
Sticking with the OEM oil requirement is non-negotiable for both engine life and fuel
economy. Tire pressure on the other hand may be slightly negotiable. Prius owner on-line
forums are quite busy with testimonies of owners who run 40 PSI front / 38 PSI rear for better
economy w/o increased tire wear. The factory spec is 32 PSI. If your customer is running 38
and you bring all 4 of the tire pressures to 32, you will bring down the MPG and your
customer will complain or go silently somewhere else! Also related to tires is the type of tire.
If you sell tires in your business, make sure you stick with the OEM low resistance rolling tires
instead of just the same size of tire. This can affect fuel economy by a couple of miles per
gallon or more in some cases.
Chevrolet Volt is no exception to the general rule that HEVs have advanced Driver Information Centers (DIC)
with features for displaying the power flow of energy (which component is driving the wheels) and fuel economy
of the vehicle. Customers who own HEVs do watch these displays and they do care!
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CHAPTER 4
Is It A Hybrid? Identifying Hybrid Vehicles
The majority of time it will be easy to determine if a vehicle is a HEV. Both the Toyota Prius
and Honda Insight are always going to be a HEV. Those models were purpose built hybrids.
Hybrids almost always have body medallions or decals making them distinguishable if you
know what to look for. Since a hybrid vehicle typically is more expensive than a comparable
non-hybrid model naturally marketing experts at the OEMs are going to market the fact that
the vehicle is a HEV. You usually will see the word “Hybrid” somewhere on the body of the
vehicle, possibly in multiple locations as well as under the hood on plastic beauty / noise
insulation panels that cover parts of the engine compartment.
A greenish or blue color scheme is often utilized along with a leaf icon to indicate an
environmentally friendly message associated with the vehicle. This can, however, be
confused with a similar label on vehicle body panels denoting flex fuel (E85) systems.
All HEVs – Under the Hood

When you raise the hood of any HEV you will always see large orange conduit that is
applied around 2 or 3 orange cables. Only one exception here and that is the blue cables on
the intermediate voltage micro HEVs built by GM during the mid-late 2000’s. These 36/42
volt systems did not use orange cables due to the lower voltage. In addition to orange
cables are the various underhood beauty covers for the I.C.E. and marketing labels affixed
to the inverters.
Toyota has switched from calling their HEV design (left) the THS (Toyota Hybrid System) to Synergy
Drive System starting in 2004. Regardless, there will be clear signs under the hood. Honda has always
used the IMA (Integrated Motor Assist) title under the hood of their HEVs.
GM 42 Volt Parallel Hybrid Truck

Very few of these trucks were produced. They utilized a 42 volt MG mounted between the
conventional transmission I.C.E. on full size GM pickup trucks along with the usual other hybrid
components. (inverter, converter, etc.) The HV battery pack consisted of three 12-volt AGM
batteries in series under the rear bench seat and a green handle like HV service disconnect
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plug behind a trim panel located at the right side of the rear bench seat. The vehicle was a
simple stop / start micro hybrid with one basic difference; the inverter had a 120 volt output
that fed two high tech GFI like outlets. One 120 volt outlet was in the tail gate area and the
other under the rear bench seat facing forward. The receptacles were to run 120 volt AC
power tools. The truck was very effective at saving fuel at stop lights and helping contractors
with power to run small compressors and electric power tools at a job site but didn’t quite
catch on.
Chevrolet Silverado “Hybrid” medallion on tailgate / fender

GMC Sierra “Hybrid” medallion on tailgate / fender
Large orange cables under hood and along frame
GM 42 Volt BAS Systems

BAS stands for Belt Alternator Starter. Raise the hood of one of these and you’ll find blue
cables leading from a device that resembles a 12-volt alternator but is actually a 42-volt 3
phase AC motor generator.
Saturn Vue “Hybrid” and “Greenline” on liftgate / fender
Saturn Aura “Hybrid” medallion on trunk / fender
Chevrolet Malibu “Hybrid” medallion on trunk / fender
GM E-Assist
These are the stop / start GM B.A.S. micro hybrids with 130 volt Li-Ion HV battery pack
and liquid cooled B.A.S. MG under the hood. The word “Hybrid” does NOT appear ANY
place on the vehicle. It is worthy of mention that other uses of the logo “Eco” for GM
models such as the Chevrolet Cruze do NOT mean the vehicle is a HEV.
2013 Chevrolet Malibu Eco Eco logo on trunk

2012-2014 Buick Regal / Lacrosse Eco logo on trunk
2014 Chevrolet Impala Eco logo on trunk
Malibu Eco HEV Logo
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GM 2-Mode Hybrid
Cadillac Escalade “Hybrid” and “2-Mode” medallion on tailgate / fender
Chevrolet Tahoe “Hybrid” and “2-Mode” medallion on tailgate / fender
GMC Yukon “Hybrid” and “2-Mode” medallion on tailgate / fender
Chevrolet Silverado “Hybrid” and “2-Mode” medallion on tailgate / fender
GMC Sierra “Hybrid” and “2-Mode” medallion on tailgate / fender
GM 2-Mode Symbol
Honda Motor Company

Honda Insight “IMA” (Integrated Motor Assist) medallion on hatch
Honda Civic “IMA” (Integrated Motor Assist) medallion on trunk
Honda Accord “IMA” (Integrated Motor Assist) medallion on trunk
Honda Hybrid Exterior Logo
34
Ford / Mercury / Mazda (Ford)

Ford Escape “Hybrid” medallion on liftgate / fender
Mercury Mariner “Hybrid” medallion on liftgate / fender
Mazda Tribute “Hybrid” medallion on liftgate / fender
Ford Fusion “Hybrid” medallion on trunk / fender
Mercury Milan “Hybrid” medallion on trunk / fender
Ford Hybrid Symbol Ford Escape HV Battery Vent Escape HEV Leaf
Pre 2011 Ford / Mercury / Mazda SUVs use a vertical vent slot along back of LR rear
window panel. Non HEV Ford SUVs do not use this vent slot in the LR window.
Also worth noting: some Ford Escape HEVs were built without the word “Hybrid”
anywhere on the vehicle. Other than the green leaf symbol, you would never know
unless you looked for other clues that the vehicle is a HEV.
Toyota / Lexus
Toyota Prius “Hybrid Synergy Drive” medallion on trunk / fender
Toyota Camry “Hybrid Synergy Drive” medallion on trunk / fender
Toyota Pathfinder “Hybrid Synergy Drive” medallion on trunk / fender
Lexus CT200h “Hybrid Synergy Drive” medallion on trunk / fender
Lexus ES 300h “Hybrid Synergy Drive” medallion on trunk / fender
Lexus RX 450h “Hybrid Synergy Drive” medallion on trunk / fender
Lexus GS 450h “Hybrid Synergy Drive” medallion on trunk / fender
Lexus LS 600 h “Hybrid Synergy Drive” medallion on trunk / fender
Hyundai
Sonata Hybrid “Blue Drive” logo on trunk / fender
35
Toyota / Lexus Hybrid Synergy Drive logo on all post 2004 HEVs
Interior Indication of HEV

All hybrids in general – Should have a gauge / meter on instrument panel cluster to
indicate when the battery pack is being charged or used to assist the engine in making
power. Honda will put an “IMA” logo on all of their instrument panels. Toyota’s cluster
will have a vehicle icon that shows the power flow of energy either into the hybrid
battery pack or out of the battery pack. Nissan has a Kilowatt meter / gauge to illustrate
the same concept to the driver.
Nissan Altima Honda Insight
36
Ford Escape GM Saturn Vue BAS
Note; most Toyota and Lexus hybrid vehicles use a graphic display either in their IPC
(Instrument Panel Cluster) or DIC (Driver Information Center) to display hybrid related
information such as high voltage battery pack charging or discharging.
Toyota Prius DIC Ford Fusion Hybrid DIC
Ford Fusion Hybrid, GM 2-Mode, Toyota and Lexus Hybrid Models all have a very
impressive display that eliminates all doubts the vehicle is a hybrid model.
NOTES:
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______________________________________________________________________
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37
CHAPTER 5
Staying Safe Working with Hybrids
Any technician working around hybrid vehicles has to know three things;
1. What the Hazards Are
2. Where the Hazards Are
3. How to Safely Handle the Hazards
1. What the Hazards Are
Besides the typical hazards a typical vehicle possesses such as gasoline and other
flammable liquids, 12 volt electrical shorts / fires, and un-deployed airbags, high voltage
is the hazard to exercise extreme caution with HEVs. (Hybrid Electric Vehicles) Exactly
how much voltage is considered ‘high’ voltage? For the world of commercial
electricians and electric utility workers ‘high’ voltage may mean anything over 1000
volts. For the tech working on hybrid electric vehicles or pure electric vehicles any
voltage that can causes injury or death should be considered ‘high’ voltage and
therefore extreme caution used. Generally speaking, any voltage over 60 volts is to be
considered hazardous when working on HEVs. Some manufacturers list anything over
30 volts AC and anything over 60 volts DC as hazardous. This is the reason that the
GM advises special safety gloves be worn when servicing their 42 volt BAS (Belt
Alternator Starter) hybrid system even though they system is under 60 volts. You will
find both AC and DC voltages on HEVs. A common misconception technicians have is
that current (amperage) is the part of an electrical system that can prove fatal and not
the voltage itself. This misconception comes from the common electrical leakage that
sometimes gets out of a vehicle’s secondary ignition system and into the technician.
We’ve all experienced the shock from a spark plug wire. Painful? Yes! Deadly? –
Generally no. The current in a spark plug wire is well down in the milliamp or lower
region. The truth is current (amperage) in either AC or DC systems on HEVs can be as
low as ½ amp can be injurious or even fatal if the voltage exceeds 60 volts. For that
reason, cables on HEVs are either;
38
Blue – 42 volts (Caution)
Orange – Above 60 volts (Extreme Caution)
Honda HEV Warning Label Injury vs Voltage/ mA Level Chart
The degree of injury / likelihood of death all depend on several factors including;
a. If the current goes through the victim’s heart. (in one hand and out the other)
b. If the technician’s hands are ‘stuck’ on the conductive circuit. (muscle contractions)
c. Heightened conductive conditions such as standing in water.
d. If there are any cuts or abrasions on the technician’s body part contacting the
electrical contact. Blood is a much better conductor than skin.
e. The condition of the technician’s heart. (previous heart problems, pacemaker, etc.)
The degree of injury rises as the voltage, current and conditions listed above increase.
Muscle / Bone Injury:
 Surface and internal tissue burns
 Broken bones and muscle damage resulting from falls
 At 16 mA, the muscles clamp on to whatever the person is holding.
Nervous system effects:
 Breathing can stop at 30 mA.
 Ventricular fibrillation can occur at 75 to 100 mA.
39
2. Where the Hazards Are
Generally speaking the hazards are anywhere there are orange (or blue) cables. The
list includes;
a. The HEV battery pack - typically in the rear of the vehicle
b. The motor generator(s) – typically in the transmission but could be a belt driven
accessory on the front of the engine.
c. Cables between the HEV battery pack and the motor generator(s) – running along
the floor pan of the vehicle and in the engine compartment.
d. Relays (sometimes called contactors) Inverters and Converters that are involved
with high voltage HEV operation.
e. High voltage capacitors – typically there are 3 of these capacitors and they are
mounted in the inverter.
f. High voltage air conditioning compressors – mounted on the gasoline engine.
Honda Insight Battery Pack Honda Accord Battery Pack

Unit is in rear hatch cargo area Unit is behind rear passenger seat
Ford Fusion HV Battery (Behind Rear Seat) Ford Escape Battery Pack
40
Toyota Prius Inverter & Capacitors Honda Accord Hybrid HV Cables
Ford Fusion Battery Pack Honda Accord HV A/C Compressor

HV relays on are the left Honda uses a combination belt / HV unit
Toyota Prius (Gen 2 – 2004-2009) Inverter / Converter Assembly (Right)
41
Personal Safety Equipment

The purchase of safety equipment was mentioned previously but bears repeating.
Class 0 / 1,000 Volt Glove Set Safety Glasses Category III / 1,000 volt meter
and leads / probes
Work Area Caution Tape Orange Cone with HV Warning label.
42
Marking a battery pack or live work area where HV work is being done is essential to
worker safety. The battery pack while completely inside its case and disconnected from
the vehicle is relatively safe, when its cover is removed, live high voltage is present.
This Gen II Toyota Prius HV battery pack is dangerous with the cover removed and each of the battery
module series wiring connections in place. Not until each of those small connection nuts and the
connection wiring has been removed can anypart of this battery pack be handled without the use of
proper personal safety equipment.
Whenever there are diagnostics or repairs to be made on any HV component or wiring

system on a HEV you should wear the proper personal protection gear such as Class 0
/ 1,000 volt gloves and mark your area to ensure others can not happen into a
hazardous situation.
Electrian’s Safety Release (Insulated Hook) for Electrocution Victim Extraction
When one victim of electocution is unable to release themselves from the power source
and the power source can not be quickly turned off, the rescuer must use an insulated
“shepherd’s staff” device such as the one pictured above to prevent the rescuer from
becoming another victim.
43
When To Power Down the HEV

The HV system should be powered down prior to servicing HV components or wiring. It
is important to note that if you are performing service on conventional voltage systems
(12-volts) and components such as routine maintanance, brakes, suspension, tires,
cooling system work, etc. you do not need to wear personal protective equipment or
power down the HV system on a hybrid. Simply do your routine work but stay
observant of any part of your body or the tools / equipment you are using are not
causing damage / dislocation of any hybrid insulation or safety covers.
Careful atttention should be paid to where your lift arms go on a HEV
How to Power Down an HEV (ALWAYS CONSULT THE OEM MANUAL)
A case for a generic and safe way to power down a HEV for service on any components
that have HV functions / wiring going to them can be made. It carries a couple of extra
steps that don’t add that much time and lend extra safety to the technician working on
the vehicle.
1. Turn off K / Press Power Button

If the vehicle is eqippped with a smart fob, remove fob from proximity of vehicle.
This step HAS to be first and in almost all cases powers down the HV system
throughout the vehicle.
2. Rem e 12-volt Auxilary battery cable.

This MUST be done after the key / power button has been switched off. The energy
source for the 12-volt system is the DC-DC conveter (serving as a solid state alternator
in its function) and will supply 12 volts throughout the vehicle even if the I.C.E. is not
running. All HEV control modules that are required to be alive to power up the HV
44
system work off of 12 volts. If you have the DC-DC converter shut down first (key /
power button off) and then remove the 12-volt battery cable, there will be no way for a
subsequent power up of the HV system.
3. Rem e HEV Service Disconnect Plug / Turn Off HV Switch

On all vehicles except Honda there is something to remove. On Honda’s you must gain
access to the HV battery pack and find a switch that resembles a relay in a home /
industrial breaker box. One problem with HEVs is the lack of standard in design. Every
manufacturer has its own way of pulling power from the HV battery pack. Most include
an orange removable plastic plug on the HV battery pack itself. All commonalities end
there. It is important to note that removing this plug is NOT like removing the main
breaker in your home’s breaker box. The HV battery pack has its voltage cut in half
when this plug is removed. Since most HEVs are 150 or more volts, ½ of that would be
enough to be injurious or lethal should you or a condutive tool come into contact with
something inside the HV battery pack. That is why it is ESSENTIAL to keep the HV
battery pack intact with all covers and safety shields on both while in the vehicle and
while on the workbench until you are ready to work on it and are wearing your protective
gloves. Only then can you take the cover off and work with the HV live components
inside the pack. Keep all others away from a HEV HV battery pack whenever you have
one out of the vehicle and uncovered on the bench.
4.. Wait. Wait for 10 Minute

This procedure is an exta step similar to the one we practice when servicing airbags.
As with the case of airbag modules that contain capacitors that need to discharge prior
to working on the restraint system, HEVs all use large high power / high voltage
capacitors connected between the high voltage lines from the battery and the inputs to
the 3-phase HV inverter. These capacitors are there to dampen the apply of high
voltage / high current DC lines to the high tech circuitry inside the inverter. They are
conencted to 2 different circuits (typically) that bleed off capacitance when the vehicle is
shut off. One of these circuits actively applies a resistor to drain the capacitors. A
module connects this active circuit it when the key / power button is turned off. In event
that circuit has malfuntioned, a passive circuit is always in place to bleed off the HV
capacitance. This resistor is much larger and therefore takes a few minutes. This is the
reason for the wait time.
45
The cover for the inverter on this Toyota Gen 1 Prius has been removed to show the large HV capacitors
that need to bleed down even after the HV battery pack has been removed from the vehicle. Bleed down
times take a second or less with everything working correctly and a few minutes if there is a problem with
the main bleed off circuit. The power from these capacitors can be lethal.
5. Test Your Components

Now its time to connect that Cat III meter to whatever HV component / cable you are
working on to see if there is any voltage. If there is voltage, something’s not been
disconnected correctly, there is a problem with the vehicle or the HV capacitors haven’t
bleed off. Assisde from the HV battery pack always being potentially leathal (unless all
the series wiring connections have been removed internally in the pack) you should
have not electricity persent ANYWHERE on the vehicle if the capacitors bleed down.
One excpetion – since most HEV MGs use a permanent magnet, the MG connnected to
the wheels on some hybrids is able to generate HV AC power whenevr the vehicle
moves. Toyota advises techs to place the drive wheels on a dolly to move around the
shop for this reason. DO NOT rotate the drive wheels while HV components are being
serviced.
46
SAFETY TIP: As you use the meter on high voltage circuits on hybrid vehicles it is
always a good idea whenever working with potentially lethal / injurious levels of voltage
to first connect an alligator clip for one connection and then connect either another
alligator clip or probe using one hand at a time. Keep the other hand (still wearing
BOTH Class 0 / 1,000 volt safety gloves) out of the proximity of high voltage connection
in order to lessen the possibility of electrical shock going THROUGH the body. If you
were to use both hands at the same time and one of your gloves failed allowing
electricity to contact you the current could conduct from one hand to the other in the
process traveling through your chest. This could induce a lethal defibrillation to your
heart. Industrial electricians often practice this ‘one hand’ method as an extra level of
safety on the job.
Safety Tip: Keeping one hand in and the other hand out.
47
Some Common HEV Service Disconnect Locations
TOYOTA / LEXUS
Toyota Prius (GEN I 2001-2003) Service Plug
Lexus & Camry Service Plug Toyota Service Plug Extended
Gen II Toyota Prius Gen III Prius Plug Unlatched
48
Ford / Mercury
Ford Escape (Rear Cargo)
Ford Fusion (Behind Seat BackCushion)
Trunk Located Release Buttons
49
Honda
Hondas that are hatchback designed (Insight Gen 1 and Gen 2) have the battery pack
and power electronics sitting in the lower part of the cargo area of the hatchback. The
components lay horizontal and are accessed by removing the loading floor carpet and
filler material to expose the HV battery pack.
Honda Gen 1 Insight (left) HV Battery pack & power electronics removed. Later model Gen II Insisght
service disconnect switch on top of HV battery pack at bottom of rear hatch area.
Honda Accord Hybrid with Back Seat Cushion & Seat Back Removed. Remove 1 or 2 screws on the
small cover at the top (driver’s side) to access the serivce disconnect switch.
50
SAFETY TIP: Live-Dead-LiveTesting

The reason for this test is to make sure your meter is working properly BEFORE
believing the “0” volts reading on your meter is believed.
1.. Check DVOM on Volts DC at 12 Volt Battery to ensure the meter and leads wor
2.. Check DVOM for AC AND DC volts at HV component to be servic
3.. Recheck DVOM for DC Volts at 12 Battery Agai
320 volts DC on 2009 Cadillac Escalade HEV. This circuit is LIVE!
51
CHAPTER 6
What Service Opportunities Are There for HEVs?
Consider that in addition to the 12 volt batteries that wear out along with burnt out
headlamps and noisy wobbly water pumps (all of which are well known Prius issues)
there is an abundance of very complicated and expensive high voltage related
components that do fail.
A/C Electric Compressors

There are three types. One type uses 3-phase AC supplied by the inverter assembly
and are used in Toyotas. The 2nd type is an electric compressor that is fed HV DC
power. The compressor itself has a small inverter that is controlled by the HVAC head
via a C.A.N. bus message. A service opportunity for that compressor (used in GEN III
Prius) is a reflash to make the compressor run slightly slower (and therefore more
quieter) for customers who complain of excessive compressor operation noise in warm
weather. The third type of HEV electric compressor is part mechanical and part
electrical. These are used on earlier Honda HEVs. Prices for all of the electric
compressors are $500 and up. One way to keep your customer’s HVAC system (and
compressor) operating properly is to never use P.A.G. oil in the A/C system. This
included cross contamination of P.A.G. oil from you last conventional A/C system work
and the Prius in your bay that requires pure highly insulated / die-electric P.O.E. oil.
There are RRR machines that address this problem and a device from AirSept called a
Hybrid Charge Guard that protects against A/C oil cross contamination.
52
Inverters / Converters (Power Electronics)

Inverters can and do fail from overheating. Ensuring your customer’s power electronics
cooling system is properly maintained is essential for the life of this expensive set of
components. Gen II Prius models had a recall on their electric pump that pumped the
coolant to cool the power electronics.
Inverter / converter assemblies can carry retail prices anywhere from $2,500 to $3,500. They can
sometimes be saved simply by replacing an electric pump that moves coolant before it fails.
Transmissions
Most hybrids have multiple motor / generators built into their transaxles. Since these
units are for the most part non-serviceable, total transaxle replacements can range from
$3,500 to $5,800. A misfire on a Prius will sometimes be so noticeable that some techs
believe the transmission is destroying itself. You could also be the ‘hero’ by NOT
replacing a $4,000 transaxle in a case like this!
Toyota Prius Split Power Device Style Transaxle
53
HV Battery Packs
Battery packs (new) can range from $2,300 to $8,700 retail. The Toyota / Lexus line of
HV battery packs lend themselves very well to individual module replacement. Often
times the only thing wrong is a few of the modules that are no longer taking a charge.
Removing the pack, disassembling charging blocks one at a time (two 7.2 volt modules
in series for a total of 14.4 volts) along with some good used modules to replace the bad
ones is essentially what some shops are doing to save their customers a lot of money.
It is more labor intensive and requires proper balancing / set up when reinstalled but is
practical for many shops. As stated previously, Doorman Products has jumped into the
refurbished HEV battery business so you know there will be a call for replacing them.
A common problem for Gen I Prius HV battery packs was leakage / corrosion. A service procedure to
clean the connections brings some of these batteries back to life.
54
Add some healthy labor charges to these numbers and even using parts from a recycler
can add up to some very healthy tickets. Then you have the overly complex systems
required to help hybrids get the higher fuel economy and lower emissions. Components
such as fuel bladder style gas tanks, coolant heat storage tanks and complex brake by
wire systems and the reliability of a Toyota Prius is offset by the higher ticket price.
Gen II Prius Coolant Heat Tank Storage System (left) Bladder Type Fuel Tank Cutaway (right)
Couple that fact with the fact that if you are (or will soon start) doing full service bumper
to bumper out of warranty hybrid repairs, you’ll have little competition outside of the
dealer. While dealers do have access to factory training and tools, they are saddled
with higher overhead costs and ‘the OEM dealer way of doing business’ that has always
been a factor that the independent aftermarket has found ways to compete with.
NOTES:
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______________________________________________________________________
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______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
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55

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What Exactly IS a Hybrid Electric Vehicle? . . . . . . . . . . . . . . . . . . . . . .13

Why Should I Finally Start Caring

o All Engine or ICE (internal combustion engine) repairs and servicing.

Most Common Excuses for Not Servicing Hybrids

1. It will take too much money for equipment / training

2. I just don’t see hybrid vehicles in my shop

3. I’m retiring in a few years – why start something new?

What Exactly Do I Need To Get Started? (Equipment)

Cat III / 1000V YES Cat II / 600V NO

Fluke 1587 Fluke 87 III Bosch Hybrid DMM

What Other Tools Would Be NICE to Have In Hybrid Service?

Honda Accord hybrid backseat removed Insulated tool set

What Exactly IS a Hybrid Electric Vehicle?

Honda belt style CVT GM full size SUV 2-Mode Transmission

Universal Hybrid Electric Vehicle Component Chart

2. Extended Range EV 3. Motor Hyundai

1. Every HEV uses a 12-volt battery.

2. Every HEV uses a high voltage battery pack.

3. All Hybrids have one or more 3-Phase AC Motor / Generators

4. All Hybrids use an AC-DC / DC-AC Inverter.

5. All Hybrids use a DC-DC Converter

Driving a Hybrid Electric Vehicle (HEV)

Key On Engine Off

Engine (I.C.E.) Run Mode

TECH TIP: Getting the I.C.E. to Run on a Strong Hybrid

Joysticks and “P” Buttons

Fig. 5 Joystick Style Shifter Fig. 6 Push Button Park Apply

TECH TIP: UNEXPLAINED POWER LOSS

Honda HEV 0W 20 Weight Oil Toyota Techstream Tire Pressure Readings

Is It A Hybrid? Identifying Hybrid Vehicles

All HEVs – Under the Hood

GM 42 Volt Parallel Hybrid Truck

Chevrolet Silverado “Hybrid” medallion on tailgate / fender

GM 42 Volt BAS Systems

2013 Chevrolet Malibu Eco Eco logo on trunk

Malibu Eco HEV Logo

Honda Motor Company

Honda Hybrid Exterior Logo

Ford / Mercury / Mazda (Ford)

Interior Indication of HEV

Nissan Altima Honda Insight

Ford Escape GM Saturn Vue BAS

Toyota Prius DIC Ford Fusion Hybrid DIC

Staying Safe Working with Hybrids

1. What the Hazards Are

2. Where the Hazards Are

3. How to Safely Handle the Hazards

1. What the Hazards Are

Blue – 42 volts (Caution)

Orange – Above 60 volts (Extreme Caution)

Honda HEV Warning Label Injury vs Voltage/ mA Level Chart

2. Where the Hazards Are

a. The HEV battery pack - typically in the rear of the vehicle

f. High voltage air conditioning compressors – mounted on the gasoline engine.

Honda Insight Battery Pack Honda Accord Battery Pack

Toyota Prius Inverter & Capacitors Honda Accord Hybrid HV Cables

Ford Fusion Battery Pack Honda Accord HV A/C Compressor

Toyota Prius (Gen 2 – 2004-2009) Inverter / Converter Assembly (Right)

Personal Safety Equipment

Work Area Caution Tape Orange Cone with HV Warning label.

Whenever there are diagnostics or repairs to be made on any HV component or wiring