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Things to know on the hybrid 2400w power output and dc to dc system

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jimmyzshack

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I really appreciate you taking the time and trouble to make this measurement. It relieves my mind a lot to know that the inverter is producing clean power. How do you like that instrument compared with others? I'd love to get a O-scope but for my occasional needs I can't justify the cost.
only o-scope i have used. It's $100 on amazon. I use a meter everyday for work for dc ac work.
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Farzad_k

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Anyone looking to buy the hybrid and plans to use the 2400 watt inverter plug. It will not run a 1000 watt load for more than 15-30min without overheating and shutting down (the samething also happened in the landcruiser.) At least not in the summer.

Also because the hybrid doesn't have an alternator unless you get the power switch option. The 12v dc to dc to keep the battery charged in the 4runner, doesn't have a very high output, to use a dc to dc charger to charge a power station. Example I have a victron 50amp dc to dc charger in my camper to keep the battery bank charged. When I looked at it after an hour of driving it had dropped down to 9amps from the 4runner. Just some fyi that I haven't seen anyone talk about.
My understanding of DC-DC c chargers (Victron, REDARC) is that they start in bulk/boost mode (highest amp), then they transition to Absorption mode (lower amp), and then into Float mode (very low current). When you noticed 9 amps, you noticed the current that the Victron is providing to the battery it was charging not the power that Victron is pulling from the source (2400 watt inverter). I suggest looking at the Victron information to be sure.
 
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jimmyzshack

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My understanding or DC-DC c chargers is that they start in bulk/boost mode (highest amp), then they transition to Absorption mode (lower amp), and then into Float mode (very low current). When you noticed 9 amps, you noticed the current that the Victron is providing to the battery it was charging not the power that Victron is pulling from the source (2400 watt inverter). I suggest looking at the Victron information to be sure.
that wasn't the issue. it scaled back because the 4runner couldn't keep up, voltage drop, it was still in bulk. Still like to know what the 4runner dc to dc charger system is rated at. i'm guessing not that much and that is why they add a alternator if you get the aux power switches.
 

Farzad_k

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that wasn't the issue. it scaled back because the 4runner couldn't keep up, voltage drop, it was still in bulk. Still like to know what the 4runner dc to dc charger system is rated at. i'm guessing not that much and that is why they add a alternator if you get the aux power switches.
What I was saying is that the reading of how much current the Victron is allowing to be pulled by the battery it is charging is unrelated to how much current the Victron is drawing from the 4Runner's internal inverter which is expected to supply 4400 watts (20 amps at 12 volts). I am not sure if Victron or other devices can scale back on current pull, which is why there are always fuses that will just end the pull instead of scaling them back. My REDARC limits the device by voltage, and if the voltage of its source drops below a certain amount (12.7 v) it stops drawing anything, and it does balance the pulled power at both ends, and its maximum is 375 watts (pulled and delivered).

I too am still in search of the draw current limit on that DC-DC converter. Google keeps bringing me to this thread.

Generally, chargers are designed for 10 to 20% of the Ah of the battery they are charging. So, for the 70 Ah, a suitable charger should provide between 7 to 14 amps. That is not to say that Japan would design a circuit with that kind of logic.

You may have seen this thread already. There is a 40-amp fuse by the name of SUP BATT. I think this is the circuit that charges the rear battery. It is easy to check if this fuse is in line between the DC-DC converter and the startup battery.

I have an experiment in mind that entails checking if the SUP BATT fuse belongs to that line. And then I intend to check current drawn in Accessory mode and then in Ready mode.

2025 Toyota 4runner Things to know on the hybrid 2400w power output and dc to dc system Fuse Box Cover SUB BATT
 
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jimmyzshack

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What I was saying is that the reading of how much current the Victron is allowing to be pulled by the battery it is charging is unrelated to how much current the Victron is drawing from the 4Runner's internal inverter which is expected to supply 4400 watts (20 amps at 12 volts). I am not sure if Victron or other devices can scale back on current pull, which is why there are always fuses that will just end the pull instead of scaling them back. My REDARC limits the device by voltage, and if the voltage of its source drops below a certain amount (12.7 v) it stops drawing anything, and it does balance the pulled power at both ends, and its maximum is 375 watts (pulled and delivered).

I too am still in search of the draw current limit on that DC-DC converter. Google keeps bringing me to this thread.

Generally, chargers are designed for 10 to 20% of the Ah of the battery they are charging. So, for the 70 Ah, a suitable charger should provide between 7 to 14 amps. That is not to say that Japan would design a circuit with that kind of logic.

You may have seen this thread already. There is a 40-amp fuse by the name of SUP BATT. I think this is the circuit that charges the rear battery. It is easy to check if this fuse is in line between the DC-DC converter and the startup battery.

I have an experiment in mind that entails checking if the SUP BATT fuse belongs to that line. And then I intend to check current drawn in Accessory mode and then in Ready mode.

Fuse Box Cover SUB BATT.jpg
the victron dc to dc will scale back also if that's what you are asking. also there is a 200amp sub r/b fuse also in the middle of the diagram.
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