Toyota Prius Hybrid Battery Replacement Guide: Ni-MH Cell, Module & Pack Specifications, OE Numbers (G9510-52030, G9280-47010, G9200-47030), Gen 1/2/3/4 Differences, Aftermarket Sourcing & 2026 Wholesale Pricing

1. Why Toyota Prius Hybrid Batteries Are the Largest Aftermarket Opportunity

1.1 Prius Is the World's Best-Selling Hybrid — 6+ Million Units Sold

Toyota sold its 6 millionth Prius globally in early 2024, making it the highest-volume hybrid model in history. With 23+ years of continuous production (1997-present), every Prius eventually needs a traction battery replacement. Unlike conventional 12V automotive batteries that fail in 3-5 years, hybrid traction batteries last 8-14 years, creating a rolling wave of replacement demand that has only just begun. In 2026, an estimated 350,000 Prius units will reach end-of-service-life worldwide — making Prius the single largest aftermarket hybrid battery segment, accounting for roughly 40% of all hybrid battery replacements globally.

1.2 Ni-MH Dominance Creates a 20+ Year Spare-Parts Tail

Unlike newer hybrids that switched to lithium-ion, Toyota kept Ni-MH chemistry for Gen 1-3 Prius (1997-2015) and continues Ni-MH production for the Prius C and Prius V. This means Ni-MH D-cells and modules will remain in production and aftermarket supply for 15-20 more years — a long-tail revenue stream unmatched by lithium-ion hybrids. Wholesale buyers who lock in Ni-MH supply now position themselves for the longest commercial window in the hybrid battery market.

The Toyota Prius is, without exaggeration, the founding product of the modern hybrid vehicle market and remains the single largest installed base of any hybrid traction battery on the planet. Since the launch of the NHW10 in Japan in 1997, cumulative global Prius sales have crossed 8 million units across four sedan generations and a constellation of spin-off models (Prius C/Aqua, Prius V/Alpha, Prius+, plus badge-engineered derivatives sold as the Toyota Auris Hybrid and Lexus CT200h). Every single one of these vehicles carries a Ni-MH D-cell traction pack that will, statistically, need to be replaced between year 8 and year 14 of service life.

For wholesale distributors, importers, and aftermarket service shops, the Prius battery represents the highest-volume, longest-tail, and most documentation-stable aftermarket opportunity in the entire hybrid segment. Unlike newer lithium HEVs that change chemistry every generation, the Prius Ni-MH architecture (D-size 1.2 V 6.5 Ah cells, 7.2 V modules, 201.6 V packs of 168 cells in 28 modules) has been fundamentally unchanged since the Gen 2 NHW20 in 2003. Cells, modules, and complete packs from a Gen 2 vehicle are mechanically interchangeable with Gen 3 and Gen 4 packs, and the OE numbering system (G9510, G9280, G9200, G920H prefixes) gives buyers a stable cross-reference framework.

However, four generation-specific traps catch even experienced buyers every year: (a) confusing the older 273.6 V Gen 1 pack with the 201.6 V Gen 2/3/4 architecture; (b) cross-installing Prius C 144 V modules into a mainline 201.6 V pack; (c) treating the lithium-equipped Prius Prime (ZVW52) as a Ni-MH rebuild candidate; and (d) ordering modules for a Camry XV40 or Highlander XU40 without checking the higher pack voltage (245.4 V and 288 V respectively). This guide addresses all four.

2. Prius Generations and Battery Specifications

The Prius family spans four sedan generations and several spin-off models. Below is the consolidated spec table that B2B buyers should print and keep beside their quoting desk.

Three critical takeaways from this table for B2B buyers quoting a customer’s Prius:

• The 168-cell, 28-module, 201.6 V architecture is the aftermarket core. This is the spec for the Gen 2 (NHW20), Gen 3 (ZWV30), Gen 4 (ZVW50), Prius V (ZVW40), Lexus CT200h (ZWA10), and Toyota Auris Hybrid (E180/E210). One set of D-cells, modules, and packs covers approximately 95% of the post-2003 Prius hybrid fleet in active demand today.
• Gen 1 NHW10/NHW11 uses an entirely different architecture. The 273.6 V, 240-cell pack is not compatible with Gen 2/3/4 vehicles. Catalog it separately and price it 30–40% higher due to scarcity.
• The Camry XV40/XV50 (245.4 V) and Highlander XU40/XU50 (288 V) share the same D-cell format but use different module counts (34 and 40 modules respectively). Buyers handling the full Toyota SUV and sedan hybrid portfolio can consolidate their procurement around a single D-cell SKU and three module SKUs. For more details on Toyota’s SUV hybrid lineup, see our Toyota RAV4 Hybrid battery replacement guide.

3. Ni-MH Cell, Module and Pack Hierarchy Explained

The Prius Ni-MH traction pack is a textbook example of a hierarchical battery architecture. Understanding the three levels is essential for quoting, inventory, and warranty decisions.

3.1 The NiMH D-cell: 1.2 V 6.5 Ah

Every Prius Ni-MH pack, regardless of generation or vehicle variant, is built from the same fundamental building block: a Ni-MH D-size cylindrical cell with a nominal voltage of 1.2 V and a rated capacity of 6.5 Ah (approximately 7.7 Wh per cell). For high-performance and high-capacity applications, premium cells rated at 1.2 V 7.2 Ah (e.g. OE# G9510-42030) are drop-in compatible upgrades. The D-size form factor is roughly 33 mm in diameter and 61 mm in height, with M10 stud terminals. Each cell weighs approximately 160–180 g fully assembled.

The chemistry inside is a nickel hydroxide positive electrode, a hydrogen-absorbing alloy (typically LaNi₅-based AB₅ or hybrid AB_3.5) negative electrode, and a 30% KOH electrolyte. Operating temperature window is −20 °C to +60 °C, with optimal cycle life achieved at 25–40 °C. Cells are produced as a single assembly lot under tight tolerance: a matched pack requires voltage delta below 5 mV and internal resistance delta below 1.5 mΩ.

3.2 The 7.2 V Module: 6 D-cells in series

Six D-cells spot-welded in series produce a single module with a nominal voltage of 7.2 V (6 × 1.2 V) and the same 6.5 Ah capacity as the individual cells. Each module includes a thermistor (10 kΩ NTC, B-constant 3435 K), a cell-to-cell balancing tab, and a molded ABS or polycarbonate housing. The Gen 3 OE# G9280-47010 module and the Gen 2 OE# G9200-47080 module are mechanically and electrically identical at the module level, although the BMS handshake protocol is firmware-different.

Each module weighs approximately 1.0–1.1 kg and measures roughly 240 mm × 50 mm × 100 mm. Modules are designed for field replacement: a service shop can de-stack the pack, swap out a weak module, and re-stack the unit in 60–90 minutes using basic hand tools.

3.3 The 201.6 V Pack: 28 modules in series (168 cells)

Twenty-eight modules in series produce the 201.6 V Prius pack (28 × 7.2 V) that appears in every mainline Prius from NHW20 onwards. Total cell count is 28 × 6 = 168 cells per pack. Total pack capacity remains 6.5 Ah (series connection does not change Ah), giving a usable energy of approximately 1.31 kWh. The pack weight is around 36–40 kg for a complete assembly including the steel tray, bus bars, BMS harness, and cooling fan.

The complete pack assembly for a Gen 2 vehicle ships as OE# G9200-47030; for a Gen 3 vehicle it is OE# G9280-47030. The two packs are interchangeable at the vehicle level, but the BMS connector pinout differs between the Gen 2 and Gen 3 ECUs, so a “plug-and-play” cross-install without an adapter harness will throw a P0A80 DTC.

For service shops that prefer to rebuild the pack themselves rather than buy a complete assembly, our DIY 168-cell rebuild kit ships with all 168 matched D-cells, bus bars, cell holders, and a thermal/NTC harness pre-assembled.

4. Gen 1 vs Gen 2 vs Gen 3 vs Gen 4 Differences

4.1 Gen 1 (NHW10 / NHW11, 1997–2003)

The first-generation Prius was a transitional design. The 1997–2000 NHW10 was sold exclusively in Japan with a 1.0 kWh, 273.6 V Ni-MH pack (240 D-cells, 40 modules of 6 cells). The 2000–2003 NHW11 facelift upped capacity to 1.3 kWh while keeping the same 273.6 V architecture. From a sourcing perspective, Gen 1 Prius batteries are a small but highly profitable niche: many are now 20+ years old, OEM service has been discontinued in most markets, and the aftermarket supply is dominated by reclaimed cores from Japan’s domestic scrap market. Expect 30–40% higher per-cell pricing compared to Gen 2/3/4 cells, with longer lead times (35–50 days vs. 25–35 days for Gen 2/3/4).

Gen 1 vehicles use an older BMS protocol and a non-standard service connector, so a Gen 1 “rebuild” is typically a full pack swap rather than a module-level intervention. Cross-installing a Gen 2/3/4 module into a Gen 1 pack will not work due to the different bus bar geometry.

4.2 Gen 2 (NHW20, 2003–2009)

The Gen 2 NHW20 introduced the architecture that defines every Toyota hybrid battery built since: 201.6 V nominal, 28 modules in series, 168 D-cells, 6.5 Ah rated capacity, 1.3 kWh usable energy. This generation also introduced Toyota’s standardized BMS connector, the cooling fan mounting flange, and the orange high-voltage service plug that has been a hallmark of every subsequent Toyota HEV pack.

Gen 2 packs are now 17–22 years old. The replacement wave is in full swing across North America, the EU, Australia, and the Gulf. Gen 2 modules are mechanically and electrically identical to Gen 3 modules at the cell and module level, but the BMS firmware handshake differs. The main Gen 2 OE numbers are G9200-47030 (complete pack), G9200-47080 (replacement module), and G9510-52030-series cells. Complete Gen 2 packs typically ship with a 24-month warranty and are the highest-margin SKU in our Prius catalog.

4.3 Gen 3 (ZWV30 / ZVW30, 2009–2015)

The Gen 3 Prius is the global volume leader. The ZWV30 (Japanese-market designation) and ZVW30 (export designation) share the same 201.6 V, 168-cell pack architecture but add a third-generation BMS that communicates over CAN-FD rather than the slower CAN protocol used in Gen 2. The cell-level chemistry is unchanged — still Ni-MH D-size 1.2 V 6.5 Ah — but the BMS connector pinout added two additional pins for the new ECU handshake.

Gen 3 vehicles are now 11–16 years old and entering the highest-risk window for traction battery failure. Battery failures peak at 10–14 years of service. The aftermarket demand for Gen 3 packs, modules, and individual cells is currently at peak and will remain so for at least another 4–5 years. Main Gen 3 OE numbers are G9280-47030 (complete pack), G9280-47010 (module), and G9510-52030 (cell). Compatible variants include G9510-52031 and G9510-52032, which are the same D-cell used in the Camry XV40/XV50 and Lexus CT200h / Auris derivatives respectively.

4.4 Gen 4 (ZVW50 / ZVW51 / ZVW55, 2015–2022)

The Gen 4 Prius split the lineup into two distinct chemistry paths. The base ZVW50/ZVW51 HEV continued with Ni-MH (201.6 V, 168 D-cells, 1.31 kWh), while the ZVW52 Prius Prime moved to a lithium-ion traction pack (351.5 V, 8.8 kWh). This split is the single most common point of confusion for B2B buyers.

For the Ni-MH Gen 4 HEV, the architecture is unchanged from Gen 3 at the cell and module level, but the BMS connector and the cooling fan control board were redesigned. The Gen 4 cell carries the new OE prefix G9280-73010, although the underlying D-cell is dimensionally and electrically identical to the G9510-52030 used in Gen 3. Aftermarket cells with G9280-73010 stamping are the correct catalog match for Gen 4 vehicles. Cross-installing a Gen 3 module into a Gen 4 pack requires a harness adapter; without it, the ECU will throw a P0A80 or P1A50 fault.

The Gen 4 Prius Prime lithium pack is a completely different product (Li-ion, BMS with active liquid cooling, custom high-voltage connector). It is not covered by this Ni-MH guide. For Li-ion HEV/PHEV pricing context, see our LiFePO4 Battery Price 2026 $/kWh Breakdown.

5. Realistic 2026 Wholesale Pricing

5.1 Regional Pricing Variance for Prius Battery Packs

North American wholesale Prius battery pricing runs $680-$1,360 USD per pack FOB Chongqing for Gen 2-3 NiMH 201.6V sticks, depending on cell grade and volume. European Union pricing is 10-15% higher due to UN38.3 documentation requirements and CE-RED compliance for hybrid traction packs. Middle East and Africa markets typically add 12-18% logistics surcharge (hot-climate shipping routes). Southeast Asia is most price-competitive at -3% to -7% vs NA baseline. All quotes include UN38.3, MSDS, and 12-month warranty; volume orders (MOQ 20+) unlock 8-15% tier discount.

5.2 FOB Chongqing vs CIF Pricing Comparison

FOB Chongqing (Free On Board) means the buyer takes ownership at the Chongqing port and arranges their own shipping. CIF (Cost Insurance Freight) adds 8-12% to FOB but includes ocean freight + insurance to destination port. For MOQ 100+ packs, FOB is usually better — buyer consolidates with other China-sourced goods. For MOQ 20-50 packs, CIF may be simpler even with the markup. DDP (Delivered Duty Paid) adds another 6-10% over CIF for door-to-door delivery including customs duties. Tier discounts apply to FOB pricing regardless of incoterm.

The pricing table below reflects typical 2026 FOB China factory-direct pricing for OEM-grade aftermarket Prius Ni-MH cells, modules, and complete packs. Pricing assumes full per-cell matching data, UN38.3 / MSDS documentation, drop-test certification, and a 24-month (pack/module) or 18-month (cell) warranty.

Three pricing realities every Prius buyer should understand:

• Cell-level supply is the lowest entry point. At USD 4.20–5.40 per cell, a 168-cell Prius kit costs USD 705–910 in raw cells. Adding bus bars, modules, and assembly labor brings a complete pack to the USD 800–1,000 range.
• Module supply is the sweet spot for service shops. A matched module at USD 46–60 lets a service shop sell 1–3 modules to a customer who needs a partial rebuild, leaving the remaining modules on the customer’s original tray.
• Gen 1 NHW10/NHW11 pricing is structurally higher. Smaller MOQs, longer lead times, and scarce supply push per-cell pricing 40–50% above Gen 2/3/4 cells. For a typical wholesale order of 240 cells for a Gen 1 pack, expect USD 1,500–1,900 all-in.

6. The 7-Step Buyer's Checklist

6.0 Pre-Flight: Verify Your Prius Generation and Model Code

Before sourcing a Prius battery pack, confirm the exact model code (NHW10, NHW11, NHW20, ZVW30, ZVW50, etc.) and trim level. The Gen 2 Prius comes in 4 model codes depending on the market (US, EU, Japan, Australia), and the model code determines which BMS firmware and pack connector variant is required. Mismatched packs will physically fit but trigger P0A80 codes within 50-200 km. Always cross-reference the VIN's 4th-7th characters for model code, then verify trim badge (Base / T Spirit / G Touring / etc.). For Prius C / V / + variants, also confirm the chassis code (NHP10 for Prius C, ZVW41/42 for Prius V, ZVW40 for Prius+).

1. Confirm the exact pack voltage and module count before quoting. A 201.6 V 28-module mainline Prius pack is NOT compatible with a 144 V 20-module Prius C/Aqua pack. A 245.4 V Camry module is NOT a drop-in for a 201.6 V Prius module. Get the customer’s VIN, decode the trim level, and verify the OE on the original pack label.
2. Match the BMS connector protocol to the vehicle ECU. Gen 2 (NHW20) uses CAN 2.0B. Gen 3 (ZWV30) uses CAN-FD. Gen 4 (ZVW50) uses CAN-FD with a different connector pinout. An aftermarket BMS or module that does not match will throw a P0A80 (Replace Hybrid Battery Pack) DTC.
3. Request per-cell matching data with every order. A reputable Prius Ni-MH supplier will ship each cell with voltage (within 5 mV of the lot average), internal resistance (within 1.5 mΩ of the lot average), and capacity test data (within ±3% of rated 6.5 Ah). Without these, you are buying lottery tickets.
4. Verify cycle-life certification. OEM-grade Prius Ni-MH cells should deliver ≥ 2,500 cycles at 80% depth of discharge (DoD), equivalent to roughly 250,000–350,000 km of real-world driving. Premium 1.2 V 7.2 Ah cells should deliver ≥ 3,000 cycles.
5. Check the climate derating for your market. Ni-MH cells lose roughly 25% of cycle life for every 10 °C of sustained ambient temperature above 35 °C. Gulf-region buyers (UAE, Saudi, Kuwait, Qatar) should source the high-capacity 1.2 V 7.2 Ah cells to compensate. Cold-climate buyers (Northern Europe, Canada, Russia) should specify the low-temperature electrolyte variant.
6. Plan logistics with full UN38.3 + MSDS + 1.2 m drop-test documentation. All Ni-MH Prius packs ship as Class 9 dangerous goods under IATA DGR and IMDG Code. Sea freight is the standard route for buyers importing from China. Air freight is rarely economical above 50 kg per shipment.
7. Lock in warranty terms in writing before any wire transfer. Industry-standard terms are 24 months for complete packs, 18 months for modules, and 12 months for individual cells. Packs sold to end consumers should carry an additional pro-rata warranty extension to 36 months where the supplier offers it.

7. Common Mistakes to Avoid

Across the more than 12,000 Prius Ni-MH batteries we have shipped since 2018, the same five procurement errors keep appearing:

• Treating all 168-cell Prius packs as identical. A Gen 2 NHW20 pack, a Gen 3 ZWV30 pack, a Gen 4 ZVW50 pack, a Prius V ZVW40 pack, a Lexus CT200h ZWA10 pack, and a Toyota Auris E180 pack all use the same 28-module architecture, but each generation’s BMS firmware is different. A “one pack fits all” inventory approach will lead to returns, warranty disputes, and stranded SKUs. Always stock generation-specific SKUs.
• Cross-installing Prius C 144 V modules into a mainline Prius pack. The 144 V Prius C/Aqua NHP10 uses 20 modules of 6 cells (120 cells total), not 28 modules. The modules look similar but have different bus bar spacing. Installing a Prius C module into a 201.6 V mainline pack will result in a low-voltage fault and an immediate P0A80.
• Buying “refurbished” Prius packs marketed as new. If the price is 30–40% below market and the supplier cannot show date-code labels on the cells, walk away. Re-shelled packs (new plastic enclosure, used cells) are the largest source of premature failures in our incoming warranty analysis.
• Skipping the post-install BMS relearn. All Gen 3 and Gen 4 Prius packs require a BMS relearn procedure after replacement. This resets the state-of-health counter, clears the old pack’s service records, and recalibrates the cell-to-cell balancing algorithm. Skipping this step will result in a persistent P0A80 DTC and reduced pack life.
• Ignoring the Camry XV40/XV50 and Highlander XU40/XU50 opportunity. These Toyota sedan and SUV hybrids share the same D-cell format as the Prius. A distributor who carries only Prius SKUs is leaving 15–20% of the addressable aftermarket revenue on the table. See our Toyota RAV4 Hybrid battery replacement guide and our Toyota Yaris Hybrid battery replacement guide for the full Toyota hybrid battery portfolio.

8. Recommended Prius Products from Our Catalog

The following Prius Ni-MH battery products are in stock at our Chongqing facility and ship with full per-cell matching data, UN38.3 + MSDS + 1.2 m drop-test certification, and a 24-month (pack/module) or 18-month (cell) warranty:

• Toyota Prius NiMH Battery Cell 1.2V 6.5Ah D-Size OE# G9510-52030 — the standard Gen 3 replacement D-cell. Matched to <5 mV voltage delta, <1.5 mΩ internal resistance delta. MOQ 500 cells.
• Toyota Prius / Camry / Highlander NiMH D-Cell 1.2V 6.5Ah OE# G9510-52031 — the cross-fitment D-cell for the Camry XV40/XV50 and Highlander XU40/XU50 hybrid packs. 245.4 V and 288 V compatibility.
• Toyota Hybrid NiMH D-Cell 1.2V 6.5Ah OE# G9510-52032 — the Lexus CT200h / Auris Hybrid compatible D-cell. Identical electrical spec, different factory lot.
• Toyota Prius NiMH Battery Module 7.2V 6.5Ah Gen3 OE# G9280-47010 — 6-cell series module for Gen 3 ZWV30 packs. Supplied with thermistor, bus bars, and mounting hardware.
• Toyota Prius NiMH Hybrid Module 7.2V 6.5Ah Gen 2 OE# G9200-47080 — the NHW20 module. Same 6-cell construction, BMS-compatible with Gen 2 ECU firmware.
• Toyota Prius Gen 2 NiMH Hybrid Battery Pack 201.6V 6.5Ah OE# G9200-47030 — complete Gen 2 NHW20 assembly, 28 modules, 168 cells, 1.3 kWh.
• Toyota Prius Gen 3 NiMH Hybrid Battery Pack 201.6V 6.5Ah OE# G9280-47030 — complete Gen 3 ZWV30 assembly with CAN-FD compatible BMS.
• High-Capacity NiMH Battery Cell 1.2V 7.2Ah OE# G9510-42030 — the premium upgrade cell for Gulf-region and high-duty-cycle applications. 10% higher capacity than the standard 6.5 Ah cell.
• Toyota Prius NiMH Battery Pack DIY Rebuild Kit 201.6V 6.5Ah with 168 D-Cells — matched-cell kit for service shops that prefer in-house assembly. Includes all 168 cells, bus bars, cell holders, NTC harness, and assembly instructions.
• Toyota Prius Gen 4 NiMH Battery Cell 1.2V 6.5Ah OE# G9280-73010 — the Gen 4 ZVW50 / ZVW51 replacement D-cell with the updated BMS handshake.
• Toyota Prius C / Aqua NiMH Battery Pack 144V 6.5Ah NHP10 OE# G9200-52030 — the 120-cell, 20-module pack for the NHP10 subcompact hybrid.
• Toyota Prius V / Prius Alpha NiMH Battery Pack 201.6V 6.5Ah OE# G9280-68020 — the larger-body ZVW40/ZVW41 wagon hybrid pack.
• Lexus CT200h NiMH Battery Pack 201.6V 6.5Ah OE# G9280-76010 — the Lexus-badged CT200h premium hybrid pack.
• Toyota Auris Hybrid NiMH Battery Pack 201.6V 6.5Ah E180 / E210 OE# G9200-0R030 — the European-market Auris Hybrid pack.
• Toyota Camry Hybrid NiMH Battery Pack 245.4V 6.5Ah XV40 / XV50 OE# G9200-30030 — the Camry sedan hybrid pack, 34 modules, 204 cells.
• Toyota Highlander Hybrid NiMH Battery Pack 288V 6.5Ah XU40 / XU50 OE# G9200-48010 — the Highlander SUV hybrid pack, 40 modules, 240 cells.

9. Frequently Asked Questions

How long does a Toyota Prius hybrid battery last?

A factory Toyota Prius Ni-MH battery typically lasts 8–14 years or 150,000–250,000 km, depending on climate, duty cycle, and state-of-charge management. In mild climates (California, Mediterranean, southern Japan), most Prius batteries exceed 12 years. In hot climates (Arizona, Texas, UAE, Saudi Arabia), the typical replacement window narrows to 8–11 years. Cold-climate vehicles (Canada, Scandinavia) often see 14+ years of service. A quality aftermarket replacement should deliver comparable or longer service life when properly matched and balanced.

What is the Prius hybrid battery cost in 2026 for wholesale buyers?

For B2B wholesale buyers importing from China, 2026 FOB pricing for a complete Gen 2 or Gen 3 201.6 V Prius pack ranges USD 820–1,020 per pack at MOQ 20. Module-level pricing is USD 46–60 per 7.2 V module. Individual D-cell pricing is USD 4.20–5.40 per cell. Retail pricing in destination markets typically runs 1.8–2.5x FOB depending on freight, duties, installation labor, and warranty markup. A typical end-consumer Prius battery replacement in 2026 runs USD 1,800–3,200 fully installed in the US/EU markets.

Can I replace a Ni-MH Prius Gen 4 pack with a lithium-ion pack?

Technically yes, but it is not recommended as a plug-and-play operation. Aftermarket Li-ion drop-in packs exist for the Gen 4 Prius HEV (NOT the Prime), but they require a BMS harness adapter, a custom CAN-FD profile flash, and verification that the inverter voltage window is compatible. Most B2B buyers stick with Ni-MH for Gen 4 HEV replacement because (a) Ni-MH is still cheaper per kWh, (b) the original ECU calibration is optimized for Ni-MH voltage profiles, and (c) the Li-ion conversion adds compliance risk (UN38.3 testing for the Li-ion cells, plus regional type-approval in the EU and GCC).

What is the difference between the Prius C battery and the mainline Prius battery?

The Prius C / Aqua NHP10 (2011–2020) uses a smaller 144 V, 120-cell, 20-module pack (OE# G9200-52030). The mainline Prius (Gen 2/3/4) uses a 201.6 V, 168-cell, 28-module pack (OE# G9200-47030 / G9280-47030 / G9280-73010). The D-cells are identical, but the module count and pack assembly differ. The Prius C battery is roughly 60–70% of the mainline Prius battery price at wholesale.

Do you supply Prius V and Prius+ batteries?

Yes. The Prius V (North American market) and Prius+ / Prius Alpha (European and Japanese markets) both use the 201.6 V, 168-cell pack architecture. The main OE numbers are G9280-68020 and G9280-68030. See our Toyota Prius V NiMH Battery Pack 201.6V 6.5Ah OE# G9280-68020 listing for current availability.

What is the minimum order quantity for wholesale Prius batteries?

Standard MOQs are: 500 cells, 100 modules, or 20 complete packs for our mainline Gen 2/3/4 SKUs. Gen 1 NHW10/NHW11 cells require 240-cell MOQ. Premium 1.2 V 7.2 Ah cells require 500-cell MOQ. PHEV and lithium packs require smaller MOQs (typically 10 packs) due to their higher per-unit value. For trial orders below standard MOQ, please contact our sales team to discuss sample-pack pricing.

More Toyota Hybrid Battery Guides

Toyota hybrid batteries share voltage architecture, BMS handshake patterns, and aftermarket supply chains across the lineup. Buyers sourcing Toyota hybrid traction packs typically bundle the following guides into the same purchase decision.

Looking for the next Toyota hybrid model? The Camry Hybrid (XV40/XV50/XV70) buyer's guide is in production — email sales@lianli-tech.com for early access or sample pricing.

Related Hybrid Models We Supply

The Toyota / Lexus hybrid traction battery family shares most of its voltage architecture and BMS handshake with the Yaris, RAV4 and Prius lines. Below are three adjacent models we stock in production volumes (MOQ 20 packs, FOB China, 12-month warranty, UN38.3 + MSDS docs included) and which Toyota / Lexus wholesale buyers typically bundle into the same purchase order.

Toyota Highlander Hybrid Battery (OE# G9510-48090 / G9200-48010)

The Toyota Highlander Hybrid uses a 288 V Ni-MH pack built from 240 D-size cells (1.2 V nominal per cell, 6500 mAh) arranged in 30 series-connected sticks of 8 cells each. The Highlander Hybrid battery type has been Ni-MH across all four generations (2006–2025); no lithium-ion Highlander traction pack has shipped from Toyota as of 2026. Common OE numbers by generation: G9280-48010 / G9280-48030 for 1st gen (2006–2009, Kluger / Highlander Hybrid 2WD & 4WD), G9510-48060 for 2nd gen (2011–2013), G9510-48070 / G9510-48120 for 3rd gen (2014–2019, including the 2017 refresh), and G9510-48090 for the current 4th gen XU70 (2020–2025, including the 2023 Grand Highlander variant G9510-48141 / G9510-48156).

The Highlander Hybrid sits at the heavier-duty end of Toyota's hybrid lineup — pack weight is 36–42 kg depending on cell lot, and the BMS runs a higher balancing current than the Prius / Yaris families. 2026 wholesale FOB pricing for our Ni-MH Highlander packs: USD $1,180–$1,460 per pack for the 3rd / 4th-gen families (G9510-48070 / G9510-48090), and USD $980–$1,260 per pack for the older 1st / 2nd-gen G9280-48010 / G9510-48060 packs. Compatible replacement part: Highlander 3rd Gen Ni-MH G9510-48070, Highlander 4th Gen Ni-MH G9510-48090, and the consolidated Highlander Hybrid 288 V 6500 mAh Ni-MH pack (G9200-48010).

Lexus ES300h Battery — Ni-MH vs Li-ion (OE# G9280-47010)

The Lexus ES300h battery question — "lexus es300h battery nimh vs li-ion" — comes up constantly from buyers cross-shopping the ES300h against the Toyota Camry Hybrid and Avalon Hybrid. The answer: all Lexus ES300h model years from 2013 to 2018 (XV60, 7th-gen ES) shipped with a Ni-MH traction pack, not lithium-ion. The pack is a 244.8 V / 34-module Ni-MH assembly using 1.2 V D-size cells at 6500 mAh, OE reference G9280-47010, with module-level replacement part numbers G9280-79010 (single module) and G9200-79100 (stick of 6 cells).

The 2019+ Lexus ES300h (XV70 facelift) is the first ES hybrid generation to switch to a lithium-ion traction pack — a 40-module Li-ion assembly at ~259 V nominal, OE reference G9280-79200, using prismatic NCM cells with a 5.0–5.6 Ah capacity per cell. When a buyer or distributor asks “lexus es300h battery nimh vs li-ion”, the correct sourcing decision depends entirely on the build date stamped on the driver-door VIN plate: pre-2019 = Ni-MH, 2019+ = Li-ion. 2026 wholesale FOB pricing: USD $1,260–$1,580 per pack for the Ni-MH G9280-47010 (used in 2013–2018 ES300h XV60), and USD $1,680–$2,040 per pack for the Li-ion G9280-79200 (used in 2019+ ES300h XV70). Compatible replacement part: Lexus ES300h 244.8 V 34-Module Ni-MH Pack (G9280-47010).

Lexus CT200h Battery Replacement (OE# G9280-76010)

The Lexus CT200h is mechanically a rebadged Toyota Prius C / Toyota Aqua and uses the same 201.6 V Ni-MH stick architecture as the Prius Gen 3 family, scaled down to 168 D-size cells (28 sticks of 6 cells). The Lexus CT200h battery replacement part is OE G9280-76010 (full pack assembly) with module-level replacements under G9280-79010. Production years: 2011–2017 (first-gen CT200h, E10 chassis), 2018–2022 (CT200h facelift for Japan / EU markets — not sold in North America).

Because the CT200h shares its cell lot, BMS firmware family, and CAN-bus handshake with the Prius Gen 3 / Prius C, buyers can source CT200h packs through the same aftermarket supply chain as the Prius — same voltage, same capacity, same balancing profile. 2026 wholesale FOB pricing for our Ni-MH CT200h packs: USD $1,080–$1,340 per pack for the full G9280-76010 assembly, with single-module replacement at USD $36–$48 per module. Compatible replacement part: Lexus CT200h 201.6 V 6500 mAh Ni-MH Pack (G9280-76010).

Cross-reference: For the full Toyota / Lexus hybrid battery cross-reference matrix (1997–2026, all generations, OE numbers, voltage, capacity, chemistry), see our consolidated Toyota / Lexus Hybrid Battery Catalog (PDF, 47 pages, MOQ-based tier pricing included).