Updated list of Gen II XGauges (ScanGauge)

If I have a Gen2, I would have helped you to test but mine is a Gen1. Yes, changing the MTH will make your values multiply by 10 which should be about what others had observed.

The Gen2 solicited Xgauges consist mainly Mode $01 or Mode $21 (3rd byte of TXD). These 2 Modes are READ ONLY, meaning if the car supports the requested PIDs, it will response with a reply, otherwise, it will just ignore the request. So, if your other car do not support these Xgauges, it will just ignore them.

The Gen3 solicited Xgauges have additional Mode $30 & Mode $3B, which perform WRITE function to the ECUs; e.g. Disable Traction Control, Seat Belt Beep Disable, Set Battery Cooling Fan Speed, Reverse Beep Disable, etc. If your other car happens to have a PID at the same location as Gen3 but different function, its function may be ruined. So please delete these Xgauges for these Modes before transferring to other vehicles.

Vincent

 

Vincent

Thanks for the good information. As you can imagine, I have more questions. The other car that I have is a 1997 Lexus SC300, and I might infrequently transfer the SGII to that car to monitor gas mileage and maybe monitor some codes. In comparison to the 2008 Prius, the computer in the SC300 has to be pretty crude. If I have some solicited Xgauges in the SDII, is there a chance this data could mess up the computer in the SC300? Does the SGII submit the requests for the solicited Xgauges on the display only or does it submit the requests for all the Xgauges stored in the SGII memory?

If I am trying to keep close track of the 12 v battery and HV battery, should I be watching soc, buf, bva, btv, and vlt? And keep trend data for gas mileage so that if the gas mileage starts to decrease, I will know it.

Thanks in advance for your assistance.

 

Your SC300 is using non-CAN protocol ('97) so most probably it will also make use of pin14 on the OBDII connector for Ts signal. If that is the case, you may sometimes get the ABS warning light during SGII initialization. This is because pin14 is used in CAN vehicles as CAN Low signal and this signal may cause your SC300 to misdiagnose as ABS problem. I suggest you send your inquiry to Linear Logic that you want to use your SGII on 2 vehicles and one of them is a non-CAN vehicle. They have a custom-make SGII cable for non-CAN vehicle.

The Xgauge command is only sent when it is on the display. Those in memory are not active until they are on the display.

I don't know if anyone has come out with a definitive way to predict if the HV battery is dying soon. If there is, please share with me. From my own experience, my HV battery is working normally and suddenly one day it just quit. There are no early tell tale signs as far as I can tell. Nonetheless, it is good to have the SGII with me to let me know what are the DTCs since I do my own repair.

Vincent

 

There is this article:

Predictive battery failure analysis for the Prius Hybrid

but as you said there is no way to predict sudden death - all we can do is to check the condition of the battery pack and see if there is any slow deterioration.

 

Thanks 2009Prius, I 've seen that article. However, there are many phrases he used that did not seem definitive to me:

1) I have devised a method for testing battery condition. Well, that's not entirely true. It's actually just the same test procedure for the confirming a P3006 is legit.

2) Here comes the bathtub science! (Like "bathtub cheese", or "bathtub gin", "bathtub science" is home-made, by people without professional training, and may be of dubious quality.
3) I am far from a battery expert

4) I feel that the separation between the Min Block Voltage and the Max Block Voltage will be the most reliable indicator of overall battery pack condition.

5) Either the criteria for setting a P3006 is actually much more lax than the 1.2V spec, OR, the battery pack suddenly deteriorated rapidly, going from a 1.2V difference to a 3.5V difference in only one day, OR, the voltage difference between Min Block Voltage and Max Block Voltage is less pronounced in daily driving than when power braking in the bay.

6) I suggest the following. 0.20V = 100% acceptable efficiency 0.45V = 75% acceptable efficiency 0.70V = 50% acceptable efficiency 0.95V = 25% acceptable efficiency 1.20V = 0% acceptable efficiency

7) I had originally typed the chart above with "% life remaining". However, I think it's almost certain that battery deterioration will not be that linear. I'm sure Toyota and Panasonic have done studies and their engineers no doubt have stacks of data, but I don't have access to it, so my testing and conclusions on a sample of three will have to do for the moment.

I'm not against data collection or monitoring, in fact I love to analyze data myself. There will always be slow deterioration when battery ages, which battery doesn't?

Vincent

 

Gen 2 2007 Prius. I tried the inverter coolant temp (Ti1,2) and battery current (Bta) codes. The Ti codes do not seem to produce any result on my car. The Bta code produces expected results but the scale of the numbers seem to range as high as +/-60 amps or more. That seems excessive since the voltage is around 220 volts. Is the car really recovering 10Kw or more during braking and using that much to launch and run under electric mode? From some of Bob Wilson's charts it seems like I may be off by a factor of 10 but I can't tell for sure. I know the ICE can produce power of that scale but it seems lot for the battery... Thoughts anyone?

Thanks
SA

 

Braking "medium hard" or starting the engine would create/need such currents.