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As is mentioned later in that thread, this is known and well documented behavior of the manual shift version of Honda hybrids. Well documented where, you might ask. Apparently not by Honda. But on several web sites. Which might lead one to wonder why the manufacturers are so reluctant to document these vehicles. Well, it may not be so easy to explain to every possible driver. About all I can say to that is that the car does tell you when to shift, but many drivers shift when they're used to shifting.

Well, it's an interesting question, how much battery does the car need to be considered still operable? At what point does the warrantee kick in? Should the tire model apply: you've used 60% of your miles, so we'll sell you a new battery at 40% off. Or should you get a brand new battery at 99,000 miles (149,000 miles in CA) if it's lost 5% of its capacity? Where is the reasonable point between these extremes?

Anyway, those of you with aftermarket EV switches might want to ponder this poor fellows plight for a few seconds. I can't tell for sure, but I suspect that some ways of using the EV switch are similar in battery use/abuse to "nonoptimal" gear selection with the manual transmission Honda hybrids.
 

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If the mod somehow caused the charge to go below 2 or 1 bar...outside of the normal driving characteristics of the car, then maybe one could make a case for "abuse."

But I wonder how EV use could be considered as abuse, when it never allows the battery to go below 2 bars? The car never goes below 2 bars anyway under normal operation. The mod does not change the SOC rules.

If it's considered abuse to run the battery down from 6 bars to 2 or 3 bars, then I'd think that it would also be considered abuse to "feather" the accelerator pedal to acheive stealth mode, too.
 

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Hi Bif,
I'm not suggesting anything will be called abuse in a legal sense.

Dead is dead, and I suspect a dead HV battery will be replaced under warrantee. But based on the referenced green hybrid thread, it appears there are degrees of life.

I'm also not suggesting that the average EV button owner will care about the degrees of life. It's not clear it even matters in a Prius for "most" people.

So use of the EV button might be fine.
 

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Apparently the battery is not dead, but weak. Dead would be obvious, weak not so much. How many of us had poor starting performance or electrical noise with LA batteries that replacing them cured the problem?

EV button is no more abusive than frequently parking with the AC on. The only difference that might be between the 2 is that AC might not demand as much power as EV would. But then, even that's limited. Exceeding a certain power demand cuts out EV and engages ICE.

You could do worse, much worse by leaving the car in Neutral for too long, though there's safeguards there too. Remember, the car won't allow for less than 40% absolute SOC. But then, the car's method of measuring SOC could be fooled as it is mostly based on voltage.

The Prius won't work at a with a dead or near dead battery. If it is weak where it has a low capacity but still can deliver enough power for a short while, then your mileage would stink. We have one documented case on this website that substantiated that, when a woman was looking for a replacement battery for her boyfriend's classic that had over 250K miles on it. Acceleration power was poor, and fuel consumption had risen.

As for warranty, this could be a case for a degraded emissions claim.
 
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