How to get your Prius power windows working again

All of sudden you find that you can no longer control all your power windows from your driver's control panel.

Some symptoms
1) They work individually but you can't work them from the driver's control panel!
2) Drivers side can only control up or down movement but not both
3) Window does not go down with one press but must be held till it reaches top or bottom

There could be other variations of the above but they all point to one thing. There is a fault in the control system. Now if you are not aware on how to get it fixed, taking the problem to your auto electrician can often cost you a great deal of money. I know of a case where the customer was charges $220 and the problem still recurred.

Help is at hand! What has happened is that perhaps you ran out of power in your 12 volt battery system and the door settings get out of whack. The solution is to wind the window up and hold the switch in the up position for 10 seconds. Release it and Wallah it is all working again!! You have to do it to each window.

This tip should save you quite a bit of money if not your sanity.

14.72% Increase in Fuel Economy

With the Power Jockey installed we got 14.72% increase in fuel economy in the Estima Hybrid 2002

http://thebatteryclinic.co.nz/2011/06/estima-hybrid-economy-run/

Toyota aims to remain King of the Hybrids - NYT

Toyota Aims to Remain King of the Hybrids

Friday, 07 January 2011 11:57

As Toyota heads to the Detroit auto show that opens Monday, the company aims to burnish its reputation as a leader in environmental technology - an image increasingly under threat from resurgent rivals. Both Nissan and General Motors have been promoting their new electric-powered vehicles, which began reaching consumers last month. And Ford, which will start selling an all-electric version of its popular Focus compact later this year, will use the Detroit show to promote its green credentials.
As Toyota works at the Detroit show, it will be trying to convince customers that there is still mileage in the gas-electric hybrid technology it pioneered more than a decade ago with its Prius. The Prius, the world's first mass-produced hybrid car, accelerates and runs at low speeds on an electric motor and batteries, with a gasoline engine kicking in at higher speeds.
In ads on television and YouTube, Toyota has been previewing a new addition to the Prius lineup that it will introduce at the auto show. "I can't show you everything just yet, but here's a sneak peek," a skateboarder says in one of the ads as he zooms past a car shrouded in a black veil, which billows up just long enough to reveal the car's outline. Toyota might be on the defensive, if only because of its many reputation-tarnishing recalls in the last year. But the automaker is particularly vexed to find itself having to restate its credentials as the industry's environmental leader, something it has had little trouble claiming since it introduced the Prius in 1997.
Nissan, one of Toyota's main Japanese rivals, calls its new battery-powered Leaf hatchback the world's first mass-produced, all-electric vehicle. Its ad campaign for the United States features a polar bear running from a melting ice cap to hug a Leaf owner in a big city meant to evoke San Francisco. The tag line: "Innovation for the planet, innovation for all." A resurgent G.M., meanwhile, is claiming a breakthrough with the Chevrolet Volt, a plug-in hybrid that runs on rechargeable batteries for up to 50 miles before a gasoline engine kicks in. Last month, at the Economic Club of Washington, G.M.'s chief executive, Daniel F. Akerson, called the Toyota Prius a "geek-mobile" that he would never want to drive.
But Toyota, even as it emphasizes the company's environmental record, is skeptical of all-electric vehicles. It remains committed to the hybrid technology, which it has spent at least $1 billion to develop. By the end of 2012, the company plans to introduce six new hybrid vehicles and says that all its models will come in hybrid versions by 2020.
"Customers are going to ultimately decide what kind of car they want to drive," said Keisuke Kirimoto, a Toyota spokesman based in Tokyo. "And whatever customers choose, we will be there."
The Prius has already exceeded Toyota's own expectations. In 2005, the company said it hoped to sell a million of the hybrid vehicles worldwide over five years; by September 2010, it had sold twice that many. And within Japan, helped by generous tax incentives, the Prius has been the country's top-selling car for the last 19 months.
Earlier this week, Robert S. Carter, Toyota's vice president for United States sales, told analysts that the company expected the Prius to become its best-selling car in the American market by the end of the decade.
And Toyota's top executives are quick to highlight the uncertainties surrounding purely electric vehicles. "We still predict the spread of electric vehicles will be extremely slow," Atsushi Niimi, an executive vice president at Toyota, said at a year-end briefing.
Many analysts share Toyota's skepticism. J. D. Power & Associates, the market research company, predicts that in 2020 only 1.3 million of the 70.9 million cars projected to be sold worldwide that year will be all-electric - fewer than 2 percent. Even optimistic analysts put the figure at no more than 5 percent.
The concerns include low horsepower, the reliability of electric technology and the prospect of the charge running out while the car is being driven. Although battery technology has improved in recent years, both nickel-metal hydride and the more powerful lithium ion batteries remain bulky, vulnerable to heat and expensive to produce. The price premium of an electric car over a gasoline one could also deter consumers, if gasoline prices continue to hold fairly steady.
Still, some analysts say Toyota risks losing its edge if it does not keep abreast of advances in zero-emissions technology.
"It is dangerous for Toyota to insist on sticking to its hybrid-focused strategy," said Yasuaki Iwamoto, an auto analyst at Okasan Securities in Tokyo. "Just like it was a leader in hybrid technology, it should be jumping out in front in electric-vehicle technology," he said. "If it doesn't, it will be difficult for Toyota to regain its image as a leader in the environment space."
By at least one measure, Toyota has not lost that image in the first place. According to Consumer Reports' 2011 Car Brand Perception Survey, released on Wednesday, Toyota is the leader in the "environmentally friendly/green" category, which the survey says helped it hold onto its title as the most recognizable car brand in the United States. Without Toyota's big ratings in the green category, Ford would have claimed the overall top score, Consumer Reports said.
While it remains committed to hybrids, Toyota is hedging its bets on electric technology. In late 2009 it developed and started leasing a small number of its own plug-in hybrid vehicles, which have a range of about 13 miles before the gasoline engine starts. The model is scheduled to go on sale next year.
And last May, Toyota invested $50 million in the Silicon Valley electric car start-up Tesla Motors. It signed a separate $60 million deal with Tesla to develop a fully electric vehicle to run on lithium-ion battery packs. The two showed off a prototype at the Los Angeles Auto Show in November.
Toyota is also developing its own tiny all-electric vehicle, which it says it will begin selling in 2012. But the company takes pains to say the battery-powered car will serve a niche market of drivers making only very short commutes.
Toyota, however, needs more than niche markets to help it after a year marred by recalls of some 11 million vehicles - including the Prius - for faulty gas pedals, floor mats that could trap accelerators or braking and engine defects. Those flaws, as well as Toyota's handling of the recalls, have tarnished its reputation for safety.
Toyota's sales in the United States have suffered as a result. Earlier this week the company reported declines for December and for all of 2010, saying sales fell 5.5 percent last month from a year earlier and 0.4 percent for the year. That made Toyota the biggest loser in a recovery year for the overall United States auto market, which grew 11.1 percent in 2010 from a year earlier to 11.6 million cars, according to the research firm, Autodata.
That is why so much is riding on Toyota as it heads to the Detroit auto show.
"Last year, we caused people a lot of concern," Toyota's chief executive, Akio Toyoda, said on Wednesday in Tokyo. "But we also learned a lot," he said.
Asked by the public broadcaster NHK to think of a word to describe Toyota's strategy for 2011, Mr. Toyoda smiled.
The New York Times

Questions and Answers on 4 different hybrids

Q1.  I have a Prius in America - 2001. 138,000 miles, never had a problem until now - the inverter/converter went out. Toyota dealer mechanic estimates $4,200 to replace and possibly will have to buy new battery (another $2,300). trying to get advice - is it worth fixing or probable to have more expensive repairs down the line; is it possible to find usable converter/inverter part from salvage yard?

A1.  My guess is that it is the battery. I have never known of an inverter converter failure. My guess is that replacing the battery will fix the problem. The part on the inverter is just extras for doing nothing. We will of course repair the battery and fit the Power Jockey for less than the cost of the battery.

Q2. I have a 2007 Camry Hybrid with 36,200 miles. Took it to a Toyota dealer who did a diagnostic, which stated that the converter/inverter component needed a replacement. Cost to repair if not on warranty for the component would be $8000.

A2. Another converter/inverter. By putting up these problems Toyota is really shooting themselves in the foot.  I cannot diagnose the fault but again it would be very unlikely that it is the battery. Since it should still be under warranty - let them replace the inverter /converter!!

Q3. I have a Alphard hybrid, 2006, bought directly from Japan. I seem to have a loss of fuel mileage and wonder if there maybe something wrong. Using about twice as much fuel.

A3. If it is still running the battery should be OK. It will most likely be something in the ignition and fuel system.

Q4. I have a grey import NHW10 prius fault codes c2678-c2679-c2680 & subsequently no run situation. please advise.

A4. C2678 - Battery system failure.

       C2678 - HV battery failure

       C2680 - ILK disconnection

The first 2 codes means the battery has failed. So you will need to get it repaired. No point replacing as it would cost more tham the car is worth.

ILK Disconnection - means that the computer have disconnected the battery from the drive train. This car is no longer mobile. The engine will go into a high rev mode going nowhere.

Will hybrid cars replace gasoline cars?

In the Prius the gasoline engine has been stripped off many all it's usual moving parts that break down routinely such as the starter motor, distributor cam belts and much more making it a very efficient unit with little that can go wrong - engine wise.

Many cars have been driven for up to 10 years and more with nothing more than oil change, every 2 years and spark plugs only once in that time. This is possible because the engine don't run all the time, possibly only for half the distance the odometer clocked up as in cruise mode and at low speeds the engine does not operate. When it does run it is also at much lower RPM than regular gasoline engine. One would expect the hybrid vehicle to have a much longer useful life than normal gasoline vehicle, except for 1 flaw - The Battery.

After 10 years the battery can cost more than the value of the vehicle to replace. With existing  average age of a country's vehicle fleet at about 15 years this makes the hybrid vehicle more expensive to run and more damaging to the environment in terms of resources used, despite the fact that it is much more economical in fuel consumption. This fact alone makes it an elitist plaything and accounts for it's very poor resale value.

What the hybrid vehicle needs is an enabling technology that can extend that life of the hybrid's main battery. The Power Jockey is one such invention. It enables a much weaker battery to work with the hybrid vehicle drive system.

If we assume that the main battery needs to be at 70% of it's designed strength to function in the vehicle drive train and this position is reached after 7 - 10 years, the Power Jockey can lower this minimum requirement to say 50%. This could stretch the expected useful life of the battery to between 12 - 15 years.

If we add reconditioning and rebuilding of the main battery pack above the minimum capacity threshold we could conceivably extend the useful life of that same single main battery pack for the rest of the useful life of the vehicle. Perhaps 20 - 25 years.

Article in Wall Street Journal 24 September 2012 reports that already 26% of all Toyota's vehicle sales in Japan are Hybrids, while in the US it sold only 176,000 hybrids into the 1.6 million annual vehicle sold there. Toyota predicts that they will sell 1 million hybrids anually by 2015.

TOKYO—Toyota Motor Corp. 7203.TO +0.85% put its weight behind hybrids on Monday, disclosing plans to roll out 21 new or redesigned gasoline-electric powered vehicles by the end of 2015 and playing down the near-term outlook for other alternative-fuel technologies such as all-electric vehicles.

The Japanese auto maker predicted its sales of hybrid models world-wide will likely top 1 million this year and every year through 2015.

While the rollout and forecast signal Toyota's confidence in its hybrid strategy, the company acknowledges costs must still be cut further to increase profitability and spur sales.

"Profits from conventional [gas] powered cars are still higher, so we need to reduce hybrid costs more in order to promote their diffusion," Takeshi Uchiyamada, Toyota's vice chairman and R&D head, said at a news conference.

Hybrids are becoming more mainstream in Japan. Toyota's sales of the gasoline-electric vehicles last year reached 310,000, or 26% of its total sales. But they remain a niche in other key markets such as the U.S. Last year, Toyota sold 178,587 hybrid models in the U.S., just a fraction of the 1.64 million vehicles it sold there overall in 2011.

The Japanese auto maker has high hopes for its "plug-in" hybrid, which can be refueled either at the gas pump or by plugging in to a standard electrical outlet. Cumulative sales of its Prius PHV, which debuted earlier this year, reached 15,600 last month, including 8,400 in Japan, 6,100 in the U.S. and 1,100 in Europe.

At the same, time Toyota plans to sell just 100 models of its newest electric vehicle, a subcompact EV called "eQ." That contrasts with rival Nissan Motor Co.,7201.TO +0.78% which has bet big on EVs with its Leaf compact.

Mr. Uchiyamada said Toyota is moving ahead with plans to localize production in China of hybrid engines by 2015 and hopes to follow suit in the U.S., but said the auto maker has made no decision yet on that.

"We are looking into it, but we haven't reached a formal decision or made any specific plans yet," he said.

Earlier this year, the company announced plans to shift production of its Highlander SUV hybrid to a plant in Indiana, but the core engine components-such as motors, batteries and converters-will continue to be exported from Japan.

Beyond the main thrust into hybrids, Japan's No. 1 auto maker also laid out its strategy in other fields of environmental technology, such as all-electric and fuel cell-powered vehicles. Toyota is tiptoeing into EVs with its first sales this year, and it won't begin commercial sales of a fuel cell vehicle for at least three years.

Mr. Uchiyamada indicated that proprietary technology makes FCVs hold more promising than EVs. "Anybody can make EVs, but that is not the case for FCVs," he said. "So we see a lot more potential in FCVs."

Toyota will begin sales of a compact SUV with an electric engine made by Tesla Motors Inc. TSLA +0.88% this week in the U.S. market, where it hopes to sell 2,600 of the $49,800 RAV4 EVs over a three-year period. The company will also introduce its eQ to such clients as local governments in the U.S. and Japan in December and China sometime next year, but sales of the ¥3.6 million ($46,146) vehicle will be limited to 100 units.

The auto maker said it would launch a fuel cell-powered sedan "around 2015" in Japan, North America and Europe, and collaborate with subsidiary Hino Motors Ltd.HINOY -0.31% to debut a fuel cell bus in 2016. It projected sales of FCVs in the "tens of thousands" by the 2020s.

Separately, Panasonic Corp. 6752.TO +7.21% said Monday it will provide Toyota with lithium-ion batteries for the eQ. Panasonic has a track record with batteries used in eco-friendly vehicles, demand for which is growing amid environmental concerns and higher oil prices.

Panasonic has supplied lithium-ion batteries for Toyota's Prius Plug-in and Prius Alpha hybrids.

—Hiroyuki Kachi contributed to this article.

Write to Chester Dawson at chester.dawson@wsj.com

For more information about the Power Jockey go to The Battery Clinic website www.thebatteryclinic.com.

Prius Starts Stutters then Stops

Prius Generation 2. -

1) A common problem we see in this model is the throttle body sticking. Leads to poor performance and poor fuel consumption. Freeing up the spring mechanism fixed the problem.

2) Vehicle starts up stutters then stops. The cause could be carbon built up in the exhaust. Blowing the exhaust system out may fix the problem. Another cause could be excess oil in the throttle body. Can be seen if you remove the air filter. Pour some petrol down to dissolve the oil and start the vehicle. This may solve the problem. Oil deposit was caused by excess oil in the engine from overfilling.

All the above problem will affect the battery causing it to fail. Proper servicing from knowledgeable technicians about hybrid vehicles will save money in the long run.

Prius Generation 1 High Voltage Leak and Power Jockey

Error Codes

C2577 - High voltage system insulation failure

C2668 - High voltage system leak

C2577 is an error code related to the battery. This was fixed and cleared.

C2688 is an error code related to the hybrid system. We were unable to clear this as it would involve checking the whole hybrid drive train.

The problem with this vehicle is that no matter how good a battery we put in the vehicle, the turtle will appear and the battery soon drains out.

One final solution is to install the power jockey hoping that it will at least allow the vehicle to operate normally. If this does not work then the leak in the hybrid system must be fixed.

This particular vehicle was reconditioned and repaired 4 times with the whole battery pack changed twice. Never ran for more than 2 days before battery pack collapse. Running with the power jockey engaged over 80 KM, turtle appeared under hard acceleration Triangle error cleared itself near the end of the 80 KM run. Quite likely the problem in the hybrid system still exist and will recur. However the power jockey seem to bring the system back within it's limit of tolerance.
Quite clear that without the power jockey this vehicle is only fit as scrap metal.

Can I Gurantee That The Power Jockey Works?

 I have been asked this question by hybrid vehicle owners wanting to have their batteries reconditioned and having the Power Jockey fitted.

Can I guarantee that it will work?

This is a great question and I think you should look at it both ways.

The Main battery is getting old. It was calculated to last 7 years
That in itself is a feat as the same batteries (NIMH cells ) used
in drills last between 6 months to 1 year if used every day. Obviously it is the
way that the battery is used that gives it the long life span.

With reconditioning we try to extend this "life span" This is done
by bringing the battery to within accepted levels as detected by the
vehicles systems. Though some have gone 3 years after reconditioning
most have failed again within 2 years, Batteries after reconditioning
are still fragile and cannot take on too much stress.

When these batteries are approaching 12 years old reconditioning does not
seem to be enough to keep them within the acceptable limits of the vehicle
operating systems. This is why we developed the Power Jockey as a
battery augmentation system.  So far as we know, from the installations
since the beginning of November, there have been no failures in the 20
installations and counting. Results are encouraging. In fact they are beyond
my expectations.

We have not stopped there. By January we will introduce the Power Saddle
(now under test) which fits on the power Jockey and really puts a "tiger in
  the tank" These two developments stretches the "life span " envelop of
HEV batteries, hopefully (fingers crossed) for the remaining life of the vehicle.

Now, can I guarantee? Well I don't have enough information to guarantee.
It's like having an untested cure for a terminal condition. Without it you
haven't got a vehicle. Do you want to be one of the first to try?

The only guarantee I can give you at this stage is a year warranty on your
battery after you install the Power Jockey.

I have tried the system and It makes the car incredibly powerful. How it can work is still a mystery to me as, if it was that good, why haven't Toyota or others smarter than I, discovered it?  Ehmm - Perhaps they haven't looked here yet!!

The Power Jockey

Development Of The Power Jockey

As the HEV battery ages the weaker cells will fail as soon as they are stress beyond their ability to maintain the discharge current. Battery reconditioning mainly replaces the weakest cells and equalises the capacity of all the cells in the battery pack. The next weakest cell will still collapse as it fails to  maintain the discharge current. We have come to a point where unless we find a way to protect the cells from failure we had to stop HEV battery reconditioning altogether.

We need to find another way to help these weakened cells. The answer seem to be in our stress test where we subject the battery sub pack to 100 amps of load. We discarded cells that cannot maintain 5.6 volts. The idea was to prevent the cells from being discharged below this voltage. The most important feature was that it had to be working whenever the car is in use. This lead us to the two phase boost augmentation system.

Everything points to the fact that this can't work because we are just using the petrol engine for the augmentation system and it must surely be more inefficient! However we proceeded to prototype development and trials on a hunch that contary to percieve logic it may work.

The Power Jockey

It is called the Power Jockey because, like a 50kg jockey controlling a 1000kg animal, The Power Jockey only output a mere 1000 watts ( for the prototype) but controls a motor that operates at 33,000 watts.

The system is comprised of two operating phases.

The first is the base voltage support phase. For the prototype this function was performed by a 12 volt 1000 watts inverter outputting 230 volts AC. This phase ensures that the minimum voltage output by the system is 230 volts. At this minimum voltage each sub pack is arrested from dropping below a predefined voltage ( 6 volts in the case of the prototype ) thereby preventing excessive discharge and sub pack failure.

The second is the voltage boost phase. For the prototype this function was taken up by the rectifier and the capacitor which rectified and boost the current to 350 volts DC. Power output between 230 volts and 350 volts “rides” in support of the voltage of the hybrid battery pack. This feature delivers slightly more power to the electric drive. The overall result being to keep the ICE comfortably within it's efficient operating range hence more power and fuel economy.

A distinguishing feature of this invention is that it derives it's power from the vehicle's own (12 volt) charging system. This enable the system to operate independent of any support batteries, as the 12 volt charging system is always on hand whenever the vehicle is operating, The Power Jockey is always “available and working”.

Benefits of the Power Jockey

1. Overall increase in power to the vehicle as a more efficient electric drive also contributes towards a more powerful ICE motor as both are now working within it's best effective range.
2. More power leads to better fuel economy. The vehicle engages the silent drive more often. The ICE does not have to labour in the low REV range where it is inefficient. Acceleration is smooth and quick.
3. Protects the battery sub packs from failure by preventing the battery pack voltage from falling below the critical threshold where the sud packs will be damaged under load.
4. Allows a weak or even damaged battery pack to work with the vehicle as the parallel voltage tricks the car computer into accepting that the overall battery pack voltage is normal. Holding up the base operating voltage prevents the ICE from disengaging itself from the drive train.
5. Using power from the vehicle's own charging system, ensures that the Power Jockey is working all the time.
6. Simplicity of the design and quality component used in it's manufacture ensures that the Power Jockey is robust and reliable.
7. The unit is small and compact and is easily mounted in the boot of the vehicle occupying very little space.
8. As the unit only needs to be connected to the battery and the vehicle's charging system installation is a simple matter and can be accomplished by the vehicle's owner although it is recommended this job is done by a professional. Even if installed by a professional it's simplicity means low cost of installation.
9. Cost of the Power Jockey is low. It is less than a fraction of the cost of a new battery pack replacement and even less than the cost of reconditioning the battery. Vehicle owners can even choose to just replace damage cells in their battery pack which is cheaper than a full battery reconditioning service.
10. If installed in a new vehicle or with a new battery pack it will extend the life of the battery as the battery pack will have a shallower depth of charge and discharge.
11. It is conceivable that with the Power Jockey installed the battery pack could last the life of the vehicle purely because the owner can never accidentally or intentionally stress the battery beyond the point where sub pack damage occurs.
12. Expensive parts such as air flow meters and plugs on coils that have to be changed even with little deterioration in efficiency because loss of power in the ICE quickly leads to battery pack failure as more load is placed on the electric motor. With the Power Jockey installed these expensive parts can be used longer leading to less maintenance cost.
13. People purchase a hybrid because they save on fuel and as a result it is good for the environment. Their only concern is the cost of battery pack replacement and the reliability of an older battery. With the Power Jockey installed we are confident that this fear can be completely ameliorated.
14. Once confidence in the reliability of the hybrid vehicle is established these vehicles will have good resale value and many more people will choose to change over to hybrid and electric vehicles which will mean huge savings to the economy and benefits to our environment.
15. The inverter also allows the vehicle to be used as a generator, when 230 volt AC is required in off grid locations or in the instance of a blackout. When used as a generator the ICE will turn itself on and off automatically.

When is a Hybrid Battery Considered Fully Reconditioned

When is a Hybrid HEV Battery considered fully reconditioned? 
Rationally speaking if we can install a HEV battery in a Prius and "Triangle of Death" code icon is cleared, we will conclude we have a good working battery. The car computer monitors the HEV battery and if any cells are within the limit of tolerance the "Triangle of Death" error will be triggered.

Can the triangle error be triggered after reconditioning.
Unfortunately the answer is yes. The battery is like a light bulb. If there is a short in the wiring the next light bulb you replace will also blow. Anything wrong with the Prius mechanical and electrical system will affect the battery.
When we first started reconditioning the HEV battery we took the position that our job ended when we had a working battery. However we offered a 1 year warranty to support our service. This open us to the problem of the battery failing within the warranty period.

What problems did we encounter with the HEV battery failing during warranty?
In most cases the repair is successful and we do not hear back from the customers. However in a few cases we get the same customers back again repeatedly. Because of this we decided to look at other problems with the vehicles concerned.
To our horror many of these vehicles have never been regularly maintained. Ironically because these vehicles are so mechanically reliable their owners neglect the maintenance and still the vehicles keeps running until the HEV battery fails. The biggest discovery was that the air flow meter deterioration was the greatest contributor to the HEV battery failure. A malfunctioning MAF sensor leads to poor performance in the ICE power train putting greater demands on the HEV battery hastening it's demise. We now insist that the MAF sensor be replaced for our 1 year warranty to be valid.
Our problems did not end here. Recently we were able to purchase an S2000 scanner from Japan. We found that some error codes in the hybrid system if not cleared will bring up the turtle. With the scanner we are now able to hone in on all problems with the vehicle. We can truly guarantee that we will be able to give all our customers a fully functioning vehicle after HEV battery reconditioning, To date there has not been a vehicle we were unable to "fix".

What if we cannot get access to the vehicle?
This is a problem. We encourage our customers to bring in their cars for a service. We stand by our 1 year warranty even though failure of the battery may not be our fault. We take this stand because we believe that these vehicles despite their age are very good vehicles and our service preserves their value.

The future of the Prius Generation 1
Most people think that the use by date for this model is passed. We beg to differ. This vehicle have an electric motor as well as an internal combustion engine. It has limited EV operating mode. If we can extend this EV mode we will have an operational Electric Vehicle at a very low price without the problem of range limitation. We are looking into this and the trick is to do this safely and economically.