Comments on: One-on-One with Jon Lauckner, VP of Global Program Management, Part 2 http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/ Real-time news, information, and discussion about the Chevrolet Volt. Thu, 24 May 2012 22:53:35 +0000 hourly 1 http://wordpress.org/?v=3.3.2 By: Storm Connors http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28711 Storm Connors Fri, 25 Jan 2008 15:58:19 +0000 http://www.gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28711 Why do you people keep talking about idling ICE? If power isn't needed to charge the battery it will be off. Guys, this is a battery driven car. It happens to be carrying an ICE powered battery charger that will be started to charge the batteries. Please stop making it complicated. Why do you people keep talking about idling ICE? If power isn’t needed to charge the battery it will be off.

Guys, this is a battery driven car. It happens to be carrying an ICE powered battery charger that will be started to charge the batteries.

Please stop making it complicated.

]]> By: john1701a http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28702 john1701a Fri, 25 Jan 2008 14:10:35 +0000 http://www.gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28702 That's what I said, back in September... http://www.gm-volt.com/2007/09/22/gm-determined-to-be-automotive-technology-leader/#comment-8418 ...but many are still misusing the "parallel" term, contributing to the confusion. That’s what I said, back in September…

http://www.gm-volt.com/2007/09/22/gm-determined-to-be-automotive-technology-leader/#comment-8418

…but many are still misusing the “parallel” term, contributing to the confusion.

]]> By: Jeff M http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28674 Jeff M Fri, 25 Jan 2008 04:57:15 +0000 http://www.gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28674 #60 (john1701a), what are you talking about? Prius - a series-parallel combo hybrid Volt - a seris hybrid ike it or not, that's the way it is, and that's the final word :) #60 (john1701a), what are you talking about?

Prius – a series-parallel combo hybrid
Volt – a seris hybrid

ike it or not, that’s the way it is, and that’s the final word :)

]]> By: john1701a http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28662 john1701a Fri, 25 Jan 2008 01:40:54 +0000 http://www.gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28662 A hybrid with only 1 motor which must operate at the same RPM as the engine has almost nothing in common with a hybrid that has 2 motors and an engine that all operate independently. Volt will be considered the third type available. Like it or not, that's the way it is. A hybrid with only 1 motor which must operate at the same RPM as the engine has almost nothing in common with a hybrid that has 2 motors and an engine that all operate independently.

Volt will be considered the third type available. Like it or not, that’s the way it is.

]]> By: Jeff M http://gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28636 Jeff M Thu, 24 Jan 2008 21:59:49 +0000 http://www.gm-volt.com/2008/01/23/one-on-one-with-jon-lauckner-vp-of-global-program-management-part-2/#comment-28636 For what it's worth, Sherry Boschert, in her book "Plug-in Hybrids" (subtitle "The cars that will recharge America") does list as examples a Honda Insight as a parallel hybrid, and the Prius as a series-parallel hybrid, saying the Prius "combines the two designs, allowing the gasoline engine to drive the wheels or be disconnected temporarily so that only the electric motor drives the wheels". Regardless, as has already been mentioned, a parallel hybrid is a lot more complexity on an already complex internal combustion engine. And a series-parallel hybrid is even more complex than that... and the more complex something is, the more likely it is to fail, thus needing more maint. and repairs. Something great for the dealership and the auto maker as the sale of the vehicle itself is only a small part of the revenue they make (especially so for the dealership). A pure EV is definitely the least complex, with the overall fewest moving parts (70-90% depending on who you talk to, compared to a conventional vehicle with an internal combustion engine). A series hybrid EV adds the complexity of the generator and what drives it, but still far less complex than any parallel (plain or combo w/series) design. As has also been mentioned, keeping it a series non-parallel design, allows for the easy swap by the auto maker of the generator, be it an internal combustion engine (gasoline/ethanol, or diesel/biodiesel), turbine, or fuel cell (hydrogen or other fuel) [even though hydrogen economy is a myth]. It's still going to be interesting to see how the whole business model is going to work if dealerships and auto makers are making less post-sales revenue (parts/service) on each vehicle. It could be why GM is backing off on MSRP'ing it for under $30k, realizing they need to take more profit up front for both themselves and the dealerships. It's also going to take a while for consumers to catch on that their total cost of ownership over the life of the car is what's important, not just the initial price... though lots of consumers just don't have the ability to afford paying for it upfront. For what it’s worth, Sherry Boschert, in her book “Plug-in Hybrids” (subtitle “The cars that will recharge America”) does list as examples a Honda Insight as a parallel hybrid, and the Prius as a series-parallel hybrid, saying the Prius “combines the two designs, allowing the gasoline engine to drive the wheels or be disconnected temporarily so that only the electric motor drives the wheels”.

Regardless, as has already been mentioned, a parallel hybrid is a lot more complexity on an already complex internal combustion engine. And a series-parallel hybrid is even more complex than that…

and the more complex something is, the more likely it is to fail, thus needing more maint. and repairs. Something great for the dealership and the auto maker as the sale of the vehicle itself is only a small part of the revenue they make (especially so for the dealership).

A pure EV is definitely the least complex, with the overall fewest moving parts (70-90% depending on who you talk to, compared to a conventional vehicle with an internal combustion engine). A series hybrid EV adds the complexity of the generator and what drives it, but still far less complex than any parallel (plain or combo w/series) design.

As has also been mentioned, keeping it a series non-parallel design, allows for the easy swap by the auto maker of the generator, be it an internal combustion engine (gasoline/ethanol, or diesel/biodiesel), turbine, or fuel cell (hydrogen or other fuel) [even though hydrogen economy is a myth].

It’s still going to be interesting to see how the whole business model is going to work if dealerships and auto makers are making less post-sales revenue (parts/service) on each vehicle. It could be why GM is backing off on MSRP’ing it for under $30k, realizing they need to take more profit up front for both themselves and the dealerships. It’s also going to take a while for consumers to catch on that their total cost of ownership over the life of the car is what’s important, not just the initial price… though lots of consumers just don’t have the ability to afford paying for it upfront.

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