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Gen 1 Prius Common Failures

The first generation Prius is a special car.

The word “prius” means to “to come before” and, indeed, when it debuted in the US market, its technology marked a paradigm shift.  Very quickly the modest car established hybrid appeal and influence, eclipsing its Honda rival, the Insight, as well as the development of hydrogen cars.

For all its good intensions, the Gen 1 Prius also has “special needs”.  It was a sophomore experiment, a rare gamble by a notoriously prudent automaker to compete on fuel efficiency in the midst of the SUV craze.  Not surprisingly, almost ten years later, the early Prius is fraying from the cutting edge.

Three components were exceptionally different from regular cars (even Toyota’s full EVs that appeared around the same time).  These are exactly the large dollar common failures we’ve seen in our shop:


Hybrid Synergy Drive Transaxle—a elegant liaison between two motor-generators and an internal combustion engine, first of its kind in the automotive market.  The design was patented decades before (by TRW) but it was modern computer control that allowed the “synergy” to work smoothly.



Electric Power Steering—though first seen on the 1993 Acura NSX, EPS was a strong candidate to allow steering assist at low speeds (when its most needed) when the Prius engine would be off.  In comparison, the Toyota RAV4 EV uses an electric hydraulic pump for conventional assist.



High Voltage Battery Pack—38 Panasonic NiMH modules per pack, 7.2V each, for a nominal voltage of 273.6V.  The RAV4 EV and the pre-Prius (a.k.a. model NHW10, sold only in Japan starting in 1997) use different batteries. Though similar looking, the Gen 2 Prius (a.k.a. model NHW20, model years 2004-2009) employs different, updated Panasonic batteries.

Click on the following links for dedicated blogs on each issue (and price of repairs):

Prius Transmission Failure
Prius Steering Rack Failure
Prius Battery Failure

Posted by Carolyn Permalink Categories: Repair »

Gen 1 Prius Transmission Failure, P3009, P3120

***THIS BLOG IS OBSOLETE*** 
CLICK HERE FOR CURRENT INFO ON PRIUS TRANSMISSION REPAIR

(This blog is one in a series on Gen 1 Prius common failures.  Read the introductory blog here.)

CUT TO THE CHASE? LINK TO PRICES BELOW

Owners of the Gen 1 Prius (model years 2001, 2002, and 2003) are part of a group affectionately called “early adopters” and with that membership comes the burden of techno-drama (exclamation points, noises, et al.).  In that vein Luscious Garage could be equally named “Early Adopter Therapists”.  If it’s happening, we’re quite likely to witness it within our walls and to have the resources to help.

Such is the case of Gen 1 Prius transmission failures, which by now (some eight years after the model’s release) are nearly commonplace. (Pic is of the first bad trans we encountered—windings shorted to case—now serving as a plant stand in our downstairs lounge.)

The “classic” Prius has several unique features, including an undersized traction motor (a.k.a. MG2, the motor-generator directly connected to the wheels) of 30kW, versus the current model’s 50kW.  It also uses outdated transmission fluid, Toyota Type T-IV, which is more prone to stress versus Gen 2’s WS (“world standard”).  Ventures into the transaxle case have uncovered additional rumor about a manufacturing defect chronicled by Art’s Automotive in Berkeley.  (Pic of torn pickup tube seal, courtesy of Art’s website.) It also suffers from voltage deficiency, relying on the main pack voltage rather than a boost converter (as with the Gen 2), which Physics translates to higher amperage and therefore higher load on circuitry.

The upshot is unwelcome warning lights (master, check engine, and/or red temp symbols), noise, and/or shuddering.  Codes may coincide or follow: P3009 “High Voltage Leak Detected” and/or P3120 (information code 250) “HV Transaxle Assembly Malfunction, Motor Temperature Sensor Performance Problem”. (Pic of fried MG2 windings, perhaps due to lubricant, perhaps due to design, courtesy Jack Rosebro.)

HV leaks can be isolated using rudimentary techniques in the service bay.  A test drive with the scan tool reveals overheating problems.  The most recent patient, with only 61k miles on the clock, read over 300 degrees Fahrenheit after a mile of highway driving.

The fix is simple but expensive: replace the transaxle.  “Isn’t this exorbitantly expensive and enormous component serviceable,” you ask?  Well, yes, but you’ll pay as much in labor suffering through the process.  Reference again the chronicles of Art’s Automotive “Rebuilding a Toyota Prius Transaxle”.

[Hooray, this is no longer true!  Click here for the updated blog!]

Prices

LG offers two options for repair:

1.) USED: Replace the original with a salvaged version that may have the same penchant for problems but perhaps lower miles and less service neglect (translation: fluid changes, or lack thereof).  The labor is $100 more to cover transferring MG1 harness from original unit. (Pic of used transaxle)  Because it is increasingly difficult (near impossible) to find low mileage units, we can only transfer the 6 month PARTS ONLY warranty from the supplier.  (Expect 1-3 days lead time)

Second hand transmission: $1200
New trans fluid: $26
New HV coolant: $20
Drain Plug gaskets: $3
Tax: $118.66

Installation: $1100
Alignment: $85

Total: $2552.66

2.) NEW: Replace the original with brand new from Toyota, PN 30900-47020, that you hope will last as long as the original and perhaps longer with the proper fluid service intervals. We are now offering the transmission unit *at cost* to incentivize this option, as it is a much better investment than a used unit. (Pic of new transaxle still in box; expect 1-3 days lead time)

New transmission: $3000
New trans fluid: $26
New HV coolant: $20
Drain Plug gaskets: $3
Tax: $289.66

Installation: $1000
Alignment: $85

Total: $4423.66

3.) Once again, there is a far better alternative now!  Click here for the updated blog on transmission repair.

NOTE: Besides parts these prices also reflect a discounted labor rate of $100/hr.  We really want to help owners keep these cars on the road.

Is it worth it? The Gen 1, despite its flaws, is a feat of engineering and an overwhelming success of a vehicle, compared to all but the Gen 2 Prius (and perhaps its decendants: Camry, Highlander, and Lexus varieties).  But the “worth” of fixing ultimately depends on the attitude of the owner. 

Hardly criticism, the story of Prius Transmission Failure is a cautionary tale of proper maintenance: change the transmission fluid every 30,000 miles, for all hybrids of this design (Toyotas, Fords, and Nissans).  It is the only service item in direct contact with the high voltage motor-generator(s) and the power-split device, to cool as well as lubricate these crucial components of the hybrid system.

For inquiries on transmission problems and repair, use the LG contact form.

Posted by Carolyn Permalink Categories: Repair »

Prius HID D4R D2R Headlights

Click here for the latest blog on this topic: “Prius Headlight Problem” — January 2010

Upgraded packages for 2004-2009 Prius include High Intensity Discharge (HID) headlamps that cast a crisper, brighter, cooler-colored light than conventional halogen bulbs.  In automotive fashion, the improved visibility is of secondary importance to the impression that the car is high tech and sporty—implying the same of the person who drives it.

For Prius owners, when one of these bulbs goes out, the prevailing notion of HIDs is that they are absurdly expensive. Dealer price for one bulb is $314.23 (as of today) and rumor has it that service departments charge an additional couple hundred dollars for the physical replacement, since the procedure calls for removing the whole front clip.  Two bulbs installed can run $900.

The Prius is a terrifically economical car, and owners are rightfully shocked by the component failure as well as the cost to repair.  The bulbs are thought to last longer (I’ve read up to 8 years), which validates their price, but try explaining that to the owner of a 2006 Prius with no headlights.  Warranty coverage varies depending on the service writer on the other side of the counter.

In true form, PriusChat has a hot thread regarding this problem.  Discussion includes class-action plans to speculations of a bad batch around MY 2006.

Prius Headlight Problem via Priuschat

Our purpose at Luscious Garage is to fix the problem.  After ardent research we found a direct source for OEM bulbs (Onex Brand D2R for MY 2004 and 2005, Philips Brand D4R 4300K for 2006 and up) for $94 each.  We also offer upgraded bulbs that are brighter (Onex Brand D4R 6000K) and whiter in color, upon request.  The bulbs can be changed from above, without removing anything, in a half hour.  Two bulbs installed, with tax: $266. 

Due to overwhelming response LG is now willing to ship bulbs to individuals across the country.  Email us through the contact page, including number of bulbs (1 or 2), your name, address, and phone number, and we will call you regarding payment. Price is $150/bulb including shipping.

 

Posted by Carolyn Permalink Categories: Repair »

270k Mile Prius: Dead A/C Compressor

Luscious Garage has the distinct pleasure of servicing several high mileage Prius, including this one in a courier capacity, now topping 270,000 miles: My Favorite Prius

This car has needed *very* little attention up to now, with the first high dollar repair affecting the air conditioning system. The A/C was inoperative; climate control would blow but not cold.  The compressor was silent (it puts out a particular whine when on); a quick query to the HVAC computer turned up a P1472 (Open or short in A/C inverter high voltage output system) and P1474 (A/C inverter (w/ converter inverter assembly) malfunction).  The Prius is special in that it uses an electric drive, high voltage compressor (controlled by the inverter assembly), allowing it to operate when the engine is off. Clearing codes, the compressor would operate but with a much louder, lower whine than normal.

The diagnostic procedure lists a resistance check of the compressor motor windings, these were slightly high.  Whatever the reading, it was clear the compressor was bad.

Unlike the dealer, LG will happily replace parts with second-hand ones, so long as the replacements are reliable.  In the case of a 270k vehicle, any replacement will have less age.  We purchased a used compressor out of a crashed Prius with 60k miles for $400, less than half the price of new.  Naturally we were excited to inspect the innards of the 270k mile compressor, and we were not disappointed.  The original was completely shredded in its scroll gears.  Shrapnel was everywhere.  This compressor was finished. 

With a replacement compressor, a new drier (desiccant), HV rated A/C oil, and a fresh batch of refrigerant, this cold Prius was back on the road.  Total cost of the repair: $870.

Posted by Carolyn Comments 17 Permalink Categories: Repair »

2004-2005 Prius Misfire Condition

2004-2005 Toyota Prius have a flaw in their wiper cowl; specifically how it seals water from breaching the engine compartment.  The result is a small but significant trickle onto the top of the engine, right where the ignition system sits in a ready-made canal for water storage.  As water sits for an unknown length of time (the plugs are not due for service for 100k miles), the metal rusts and corrodes, making a nasty mess of the spark plug itself and the coil that perches above it. 

The problem is otherwise invisible since the plugs and coils are mounted into tubes through the top of the head and any residual water evaporates with the heat of the engine.

In this case, the cylinder that still held water (#1) began to misfire only after extended highway driving (roughly 10 continuous minutes); there were no symptoms in the city or short trips, basically anytime the engine stayed cool. 

Once it did act up, the condition amplified until it was present for all conditions (light or heavy throttle, low or high speeds).  The sensation was a kind of rubber-band power, unlike conventional cars where the engine connects directly to the wheels.  The “check engine” light flashed, indicating a catalyst damaging misfire.  The vehicle did not store hard codes, only a pending one for cylinder #1 (P0301 Misfire Detected, Cylinder #1). 

Toyota identifies this problem in a Technical Service Bulletin (TSB EG063-05) and recommends replacing any damaged plugs and coils and updating the seal on the cowl.  The repair is covered under warranty for three years or 36,000 miles.  Otherwise the fix costs $150 per plug and coil and another $150 to reseal the cowl.

Posted by Carolyn Comments 1015 Permalink Categories: Repair »