Comments on: GM-VOLT.COM Moderator Participates in Blogger Interview with Nick Zielinski, Chief Vehicle Engineer of the Volt and Gary Smyth, Director Powertrain Systems http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/ Real-time news, information, and discussion about the Chevrolet Volt. Sat, 21 Nov 2009 09:55:54 -0800 http://wordpress.org/?v=2.8.5 hourly 1 By: Bacek http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-100690 Bacek Mon, 16 Mar 2009 02:32:36 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-100690 Хм... что-то у меня ссылка не открывается, которую указали. Это у всех так? Хм… что-то у меня ссылка не открывается, которую указали. Это у всех так?

]]> By: GroovyGreen.com - Start Today :: Save Tomorrow » Blog Archive » Challenge X Competition http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-16923 GroovyGreen.com - Start Today :: Save Tomorrow » Blog Archive » Challenge X Competition Thu, 29 Nov 2007 01:57:48 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-16923 [...] GM-Volt.com write ups here , here and here [...] [...] GM-Volt.com write ups here , here and here [...]

]]> By: GM-VOLT : Chevy Volt Concept Site » GM Expands Chevy Volt/E-Flex Leadership Team http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-11395 GM-VOLT : Chevy Volt Concept Site » GM Expands Chevy Volt/E-Flex Leadership Team Fri, 19 Oct 2007 14:25:47 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-11395 [...] The Chevy Volt/E-Flex leadership team has consisted of Frank Weber as vehicle line executive and Tony Posawatz as vehicle line director. Next in line has been Nick Zielinski as Volt chief engineer. In fact I’ve had the chance to speak with Nick on two occasions (POST 1), (POST 2). GM has also previously posted a video of Nick answering enthusiasts’ questions (VIDEO). [...] [...] The Chevy Volt/E-Flex leadership team has consisted of Frank Weber as vehicle line executive and Tony Posawatz as vehicle line director. Next in line has been Nick Zielinski as Volt chief engineer. In fact I’ve had the chance to speak with Nick on two occasions (POST 1), (POST 2). GM has also previously posted a video of Nick answering enthusiasts’ questions (VIDEO). [...]

]]> By: Tim http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1762 Tim Tue, 12 Jun 2007 14:10:10 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1762 According to this September 1993 issue of the US Gov’t D.O.E.s Office of Transportation Technology’s HEV Technical Advisor paper... “After investigating both the Gas Turbine and the Stirling Engine, the choice of the HPU (Hybrid Power Unit) was narrowed to the Stirling engine.” GM completed this work in 1993 for God’s sake! http://www.p2pays.org/ref/16/15287.pdf Technology marches on and the new gas turbines produced since 1998 with newer alloys, a recuperator, and foil bearings is at least 3X more efficient than even the best piston engines when both are running at optimal RPM like in a genset. Yes, GM did put this in the EV1: http://www.autoworld.com/news/GMC/Series_Hybrid.htm Turbines only have 1 moving part and that's why the airliners us them for onboard power. http://en.wikipedia.org/wiki/Gas_turbine There is so much smoke at GM that we can’t even find the mirrors. According to this September 1993 issue of the US Gov’t D.O.E.s Office of Transportation Technology’s HEV Technical Advisor paper… “After investigating both the Gas Turbine and the Stirling Engine, the choice of the HPU (Hybrid Power Unit) was narrowed to the Stirling engine.” GM completed this work in 1993 for God’s sake! http://www.p2pays.org/ref/16/15287.pdf

Technology marches on and the new gas turbines produced since 1998 with newer alloys, a recuperator, and foil bearings is at least 3X more efficient than even the best piston engines when both are running at optimal RPM like in a genset. Yes, GM did put this in the EV1: http://www.autoworld.com/news/GMC/Series_Hybrid.htm Turbines only have 1 moving part and that’s why the airliners us them for onboard power. http://en.wikipedia.org/wiki/Gas_turbine

There is so much smoke at GM that we can’t even find the mirrors.

]]> By: nimh http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1753 nimh Tue, 12 Jun 2007 07:56:55 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1753 Mike:- Can a turbine be made small, safe and quiet enough to be put into a car and run? Look at the Wikipedia link i posted, it WAS put in EV1 and run as well. Hey, they even put a STIRLING engine in it which is even more efficient than turbine and runs on practically any energy source/fuel that can generate heat. Mike:- Can a turbine be made small, safe and quiet enough to be put into a car and run?

Look at the Wikipedia link i posted, it WAS put in EV1 and run as well. Hey, they even put a STIRLING engine in it which is even more efficient than turbine and runs on practically any energy source/fuel that can generate heat.

]]> By: nimh http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1752 nimh Tue, 12 Jun 2007 07:55:03 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1752 ::The deal with NiMH batteries is that to get the 16kWh out of them, they’d need to be much bigger than LiIon batteries. Which is wrong. Lithium phosphate batteries considered for Volt, i.e. A123 have energy density of roughly 100wh/kg. Large-format NimHs top at 80Wh/kg. "much" is not an appropriate qualifier here. If you are talking volume, not mass, then again: phosphate lithium has about 250Wh/litre, NimHs go up to 300Wh/Litre. ::LiIon is going to be the better/best choice. "better" is the eternal enemy of good enough. By the way, dont lump all lithium batteries in one. Lithium cobalt batteries, the common ones in laptops etc, are definitely a WORSE choice for cars, due to safety issues. Yes you can engineer around them like Tesla does, but at what cost ? There are no "best" choices in engineering, there are always tradeoffs between this or that technical parameters and costs. ::The deal with NiMH batteries is that to get the 16kWh out of them, they’d need to be much bigger than LiIon batteries.

Which is wrong. Lithium phosphate batteries considered for Volt, i.e. A123 have energy density of roughly 100wh/kg.
Large-format NimHs top at 80Wh/kg. “much” is not an appropriate qualifier here.

If you are talking volume, not mass, then again: phosphate lithium has about 250Wh/litre, NimHs go up to 300Wh/Litre.

::LiIon is going to be the better/best choice.

“better” is the eternal enemy of good enough.
By the way, dont lump all lithium batteries in one. Lithium cobalt batteries, the common ones in laptops etc, are definitely a WORSE choice for cars, due to safety issues. Yes you can engineer around them like Tesla does, but at what cost ?

There are no “best” choices in engineering, there are always tradeoffs between this or that technical parameters and costs.

]]> By: MikeBike http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1740 MikeBike Mon, 11 Jun 2007 21:12:20 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1740 - I just want to add solar panels have just hit 40% efficiency. - I just want to add solar panels have just hit 40% efficiency.

]]> By: MikeBike http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1739 MikeBike Mon, 11 Jun 2007 21:10:43 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1739 - What I'm wondering is why it takes Democracy to get this car built. Why do we have to push and prod GM to build this thing? GM needs to be more like Apple, hire the BEST and Ship the best. Instead of the general public, in blogs and forums coming up with Better Idea's then they've come up with. This is scary. Maybe it's time the federal government started up an "Open Source" Engineering Solution for a Future Car. - Can a turbine be made small, safe and quiet enough to be put into a car and run? - What I’m wondering is why it takes Democracy to get this car built. Why do we have to push and prod GM to build this thing? GM needs to be more like Apple, hire the BEST and Ship the best. Instead of the general public, in blogs and forums coming up with Better Idea’s then they’ve come up with. This is scary. Maybe it’s time the federal government started up an “Open Source” Engineering Solution for a Future Car.

- Can a turbine be made small, safe and quiet enough to be put into a car and run?

]]> By: Matt986 http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1736 Matt986 Mon, 11 Jun 2007 19:13:28 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1736 nimh, The deal with NiMH batteries is that to get the 16kWh out of them, they'd need to be much bigger than LiIon batteries. If the chassis design of the car calls for a battery THIS big being LiIon, you'd need considerably BIGGER NiMH batteries to get close to the same range. LiIon is going to be the better/best choice. I'd venture that what made a 'serial hybrid' version of the EV1 a bad idea a decade ago was again, probably the battery technology available at the time. As for using a reciprocating piston engine instead of a gas turbine - I'm not very knowledgeable about a turbine, but I know they're more efficient per unit fuel. What I would surmise might be emissions. Anyway, a reciprocating piston engine would be relatively easy for GM to produce (or procure) and could be made even simpler than ICE powered cars due to not needing fancy systems like variable valve timing and all that jazz. The engine would be set to run at it's optimal speed, thus the cam timing, injection and spark would not need to be varied. The idea of the 'serial hybrid' in the Volt vein has been around for quite some time. I remember my father telling me in the 70's, he saw plans for an electric car that had an onboard generator to charge the batteries when it could not be plugged in. The Volt will likely be the FIRST mass produced and socially mass accepted one, though. It's a good start. Let's not knock it too much. nimh, The deal with NiMH batteries is that to get the 16kWh out of them, they’d need to be much bigger than LiIon batteries. If the chassis design of the car calls for a battery THIS big being LiIon, you’d need considerably BIGGER NiMH batteries to get close to the same range.

LiIon is going to be the better/best choice.

I’d venture that what made a ’serial hybrid’ version of the EV1 a bad idea a decade ago was again, probably the battery technology available at the time.

As for using a reciprocating piston engine instead of a gas turbine – I’m not very knowledgeable about a turbine, but I know they’re more efficient per unit fuel. What I would surmise might be emissions.

Anyway, a reciprocating piston engine would be relatively easy for GM to produce (or procure) and could be made even simpler than ICE powered cars due to not needing fancy systems like variable valve timing and all that jazz. The engine would be set to run at it’s optimal speed, thus the cam timing, injection and spark would not need to be varied.

The idea of the ’serial hybrid’ in the Volt vein has been around for quite some time. I remember my father telling me in the 70’s, he saw plans for an electric car that had an onboard generator to charge the batteries when it could not be plugged in.

The Volt will likely be the FIRST mass produced and socially mass accepted one, though.

It’s a good start. Let’s not knock it too much.

]]> By: Tim http://gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1730 Tim Mon, 11 Jun 2007 15:29:02 +0000 http://www.gm-volt.com/2007/06/07/gm-volt-exclusive-part-2-interviews-with-nick-zielinski-chief-vehicle-engineer-of-the-volt-and-gary-smyth-director-powertrain-systems/#comment-1730 nimh: The answer is simple. A turbine with a recuperator, and foil bearings is 3X more efficient than even the best piston engine when both are running at optimal RPM like in a genset. Turbines only have 1 moving part. They save fuel and don’t break down and that's why the airliners us them for onboard power. GM doesn't want to use them simply because their dealers will lose service $$. It’s another GM effort to protect profits. You may call a leopard a dove, but it’s still a leopard. That's their business model. It GM can’t do it half-way, they won’t do it at all. nimh: The answer is simple. A turbine with a recuperator, and foil bearings is 3X more efficient than even the best piston engine when both are running at optimal RPM like in a genset. Turbines only have 1 moving part. They save fuel and don’t break down and that’s why the airliners us them for onboard power. GM doesn’t want to use them simply because their dealers will lose service $$. It’s another GM effort to protect profits. You may call a leopard a dove, but it’s still a leopard. That’s their business model. It GM can’t do it half-way, they won’t do it at all.

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