GM-VOLT : Chevy Volt Electric Car Site

Nick Zielinki is a Voltec engineer who is charge of advanced engineering at GM. He is responsible for designing their future cars including the Cadillac Converj, and future Chevy Volt generations. I spoke with him at length while in Detroit.

Did you engineer the Converj?
Yeah, my job is advanced system integration I did modeling to make sure its propulsion system would work if we go to production.

Are there design blueprints for under the hood?
The car is a concept, so its a design exercise but it has the right configuration in size and space to fit in the Voltec propulsion system.

Would the car have to be changed in shape?
Not really, very close in the shapes and sizes but probably a little bit of a change for Cadillac performance. The expectations of a Cadillac customer are different than a Chevrolet customer.

Have you developed an all wheel drive Voltec model?
We actually did show a chassis with a front electric drive unit and two individual rear wheel motors in the Provoq concept. The front drive motor has a differential.

How about four in-wheel motors, Michelin showed a concept of a tire and wheel with its own electric motor built into it.
That’s more for mini cars or urban-type vehicles. When you need a motor strong enough to drive a car it gets pretty large. Trying to package it in the wheel and turn the wheel is a challenge.

Was the Converj built to be able to be produced?
The original Volt started as a concept based on the propulsion system and we did a lot of modeling that indicated it would work. We worked with design staff but we didn’t have a set of parts that existed to know how the car should be shaped.

To be honest when we did the concept car we did not do it with the thought that it would be a production car. We thought it would be a good public reaction, but it was actually overwhelming. Then so within a couple of weeks of the Auto Show our board of directors said you better do something. We decided we really wanted to do it and do it fast in a reliable way.

The Converj is closer in basic proportions to be able to use the Voltec propulsion system without making any major modifications. The aerodynamics are also a lot closer.

So would you need a bigger battery pack to achieve its stated performance?
On the Converj even though its a concept car we did go through some modeling to see what we could get in terms of performance. When we designed the Voltec system, we had enough bandwidth in the basic subsystem design that we could adjust its performance.

And keep the range 40 miles?
Yes.

By increasing the battery operating window?
Well there’s a number of things that are happening. In the later generations of the Volt Gen 2 stuff that we’re working on, we’re working on the battery. We’re improving things such as the efficiency of cooling so you don’t need as much energy for parasitic losses. We’re looking at ways of improving the electronic control system and simple things like axle ratio change or final drive ratio change allows us to get a little quicker acceleration for the Converj. With the improvements in the battery and control system we can compensate and attain the top speed of the car and attain the driving range.

It wont be like a CTS-V performance?
No, no its going to be a little better and punchier feeling that the Volt off the line.

I had the special opportunity for a one on one exclusive interview with GM vice chairman Bob Lutz. I apologize for the sound quality as we had to go to a place where the mobs of reporters wouldn’t besiege him, and there was a lot of background noise. You may have to turn up the volume to hear it well. The video appears below. I have summarized our conversation as follows:

I asked him about whether the Cadillac Converj would be produced. He said he wanted it to be and said the production clay model is already built and essentially identical. He notes financial difficulties limit the certainty for moving ahead. He also said the government would have to clear it as being worthy of advanced technology loans. He said it would be an internationally accepted vehicle.

I asked him how much the car would cost, he said about “two Volts”.

I asked if he believed GM was responsible for the auto industry’s recent rapid focus towards electrification, and he said he did.

I also asked him why electrification was so important for him. He mentioned the need to displace oil and to achieve legislative efficiency requirements.

He also explained how he believes in three years battery packs will be “way down” in price.

I asked him whether GM could build packs for other companies as a new business considering their new pack assembly plant plan, and he said he saw no reason why not, although said it hadn’t been contemplated yet.

He said the Volt program production volumes remain unchanged despite GM’s financial situation.

Lutz said he does feel Volts wouldn’t sell as well if gas stayed at $1.50 per gallon, and that at first they won’t make GM a profit.

He said the Converj would cost only slightly more than the Volt to build but yet could be sold at double the price and actually make money for GM, and that’s one of the reasons why he said he’s so enthusiastic about bringing the Converj to production.

Bob Lutz GM Interview January 2009 from Lyle Dennis on Vimeo.

The 2009 Detroit Auto Show marked a truly profound inflection point in the history of the automobile, as nearly every major automaker has either revealed electric cars or plans to build them.

Ford made an especially strong jump on the scene announcing that they will begin mass production of a battery-electric vehicle, yet unnamed, in 2011.

I was specifically invited by Ford and given a special opportunity to actually test drive a prototype. At this point the vehicle is based on the Ford Focus body, which is known as a C-class sedan.

When I arrived for my test drive out on the cold street in front of the Detroit Cobo convention center, I found the unassuming Focus was adorned with bright yellow plug graphics to let you know what was under the hood. I was given a tour of the engine compartment and could see the large electric motor, power electronic module, and 400V high voltage cables running back from the engine compartment.

After getting into the driver’s seat I turned the key and heard a little clicking, but no crank of course, and then the charge indicator lit up letting me know we could drive.

I pulled away and found the silent instant torque exciting and different, even though the car only does 0 to 60 in 10 seconds. There was no problem merging with traffic. There is no transmission, just a gearcase with planetary gears. The car performed flawlessly over a three or so mile city drive, and braking wasn’t harsh as a vacuum component was added to make the brakes more natural. They are of course regenerative.

There were a few little rough points such as some vibratory noise and a varying reading on the charge level meter, but what does one expect for such an early mule?

The battery is split into two packs, one below the cabin and the other in the trunk.

Overall the pack has 23 kWh of stored energy, and uses prismatic lithium-ion cells. Ford would not say whose cells were inside.

There are currently two of these early mules and the one I was in had only gone about 300 miles or so so far in its life. Ford is working with component-maker Magna who makes many of the components and is actually evaluating lithium-ion cells from up to 6 companies.

I was assured by Ford VP of powertrain Barb Samardzich in an interview that Ford intends to bring this car to production. The actual unique design is being developed now and a full production program is underway with a hard goal of a 2011 launch. She expects the final vehicle to have a 100 mile range and to roll out gradually. She expects to build at least 10,000 copies the first year and pledges to build more if the market demands.

Ford would not disclose what their target price was for the car but advised that Ford is a company that builds affordable cars.  But don’t expect it to be too cheap, when asked if the car could be kept below $20,000 one executive said “that the batteries alone” would cost that much.

Ford’s entry into the EV realm could be construed as reactionary to the wide publicity the Volt has enjoyed, but Ms. Samardzich advised me Ford has a 10 year history of vehicular electrification going back to the early engineering that led to the Escape hybrid in 2004.

The fact they have shown so much detail on this EV and allowed this blogger to drive such an early prototype likely indicates a strong need to “prove” they are really going to do it.

At this point I’m sure they will, and our quest to break this country from oil addiction has turned yet another chapter.

And for what its worth, Ford actually beat GM in allowing me to drive their electric car first.

Sorry for the play on words.

The Cadillac Converj concept GM just unveiled is clearly a striking design. GM vice chair Lutz said it shows how “luxury meets electric.”  I had the chance to soak in and review and photogrpah the vehicle with members of the interior and exterior design team and some of the engineers responsible for the car’s functional modelling.

The vehicle was actually designed in England and not primarily by the same volt design studio that designed the Volt. It has also not been put the the wind tunnel yet but was designed with all of the learning GM acquired in building the Volt aerodynamically. The lead designer Simon Cox told Autocar that the team was charged with designing the car just in July.

Cox said “We wanted an aerodynamic profile and the cab-forward design is a very different look for Cadillac. Fuel-efficient cars don’t have to look boring and undynamic.” And “This is a very real concept in terms of the look and feasibility of it” he said. “The interior is very believable and that was intentional.”

The front grille once again uses the new closed design that the production Volt has.  It is not actuating. The headlamps are pure LEDs and can change colors so that they can in part act as turn signals, which is the same for the tail lights that can turn white to indicate the vehilce is going in reverse.  They are housed in special laser-etched acrylic. It is a two door coupe style and although not designed with a four door variant could theoretically be implemented as such I am told, if the demand is there. The rear spoiler is actuating and activates a higher speeds.

Instead of using standard rear view mirrors, there are small rear-view cameras, which improves aerodynamic drag.

The roof is shown to have solar panels which would be used to help power the A/C compressor for ambient cabin cooling. The concept uses 20 inch wheels in front and 21 inch in back, which would be somewhat large for production. Although the car is a concept, it is being displayed to see public reaction as it could indeed make it to production, something Bob Lutz told me he would like to see happen.

Like the Volt, it continues to use the same Voltec drivetrain, with the same 16 kwh pack and 40 mile electric driving range. It has a 120 kw peak electric motor, and the powertrain is tweaked with new learning stemming from the Volt development program to give it more performance than the Volt with a 8 second 0 to 60 time.  It will also have to “dig a bit deeper” into the battery to do so as one engineer said.

The interior is extremely remarkable and striking too. High-end materials including a suede dashboard top, leather seats, and engineered wood inserts appear. There are above-dash displays showing the side view camera stream in a bilateral panaromic configuration, which gives the driver a far better image than a rear view mirror ever could.

The center stack is entirely a massive touch screen surface and uses OLED displays which are crisp and high definition. If the Volt’s center stack is an iPod, the Converj’s is an iPod touch.

The design manager told me all the components for the interior are actually production capable.

Overall this car is truly impressive aside from its drivetrain, and most likely represents the most beautiful electric car concepts ever shown.

Lets hope Mr. Lutz gets his way and this does go to production. More on this soon when I publish my exclusive 1 to 1 video interview with Mr. Lutz

Enjoy my gallery below.

GM first announced in the summer of 07 that they had chosen two supplier teams to compete against one another to build the Chevy Volt’s battery packs. From an initial field of 27 applicants, LG Chem and Compact Power Inc were one team and A123 Systems/Continental were the other.

We began hearing rumors as early as this summer that it was the LG/CPI packs that were the only ones in use in all the Volt mules, but an official announcement was not forthcoming at that time, despite it being the initial plan. Later we heard the announcement could come by year end, but the financial catastrophe delayed it

And as I sat in the press conference audience here in Detroit today, just moments ago, GM finally announced the contract had been awarded to LG chem of Korea using special large format lithium ion cells. The cells will be made in Korea, and shipped to the battery pack assembly plant in Michigan. More importantly GM will be building the packs themselves. although Compact Power will stay on as a collaborator.

Rick Wagoner noted how GM set a challenge to build the battery “that couldn’t be built”. He noted GMs confidence in the batteries has grown dramatically. He showed a model of the pack.

He announced that GM will manufacture the battery pack “right here in the United States”. He said the facility will be the first lithium-ion battery plant in the US operated by a major automaker, and will be built in Michigan. He noted the overall Volt investment has been over $1 billion so far.

He said LG Chem’s cells met has “performance, production readiness, durability and exceptional quality.”

He also noted GM is developing core-competence in automotive battery engineering that will improve their competitiveness. GM will actually create a new facility just for the manufacture of battery packs that will be distinct from the Volt assembly plant.

He said GM will also open the largest 31,000 square feet battery development laboratory in the US later this year, also in Michigan, and donate money to the U of M to develop a battery engineer training program.

Full Release:

DETROIT – The Chevrolet Volt, an extended-range electric vehicle that delivers up to 40 miles of gasoline- and emissions-free electric driving, will use battery packs manufactured in the United States by General Motors, Chairman and CEO Rick Wagoner announced at the North American International Auto Show.

GM will establish the first lithium-ion battery pack manufacturing facility operated by a major automaker in the United States to produce the Volt’s battery pack system. It consists of lithium-ion cells that are grouped into modules, along with other key battery components.

The plant will be located in Michigan, subject to negotiations with state and local government authorities. Facility preparation will begin in early 2009, with production tooling to be installed mid-year and output starting in 2010.

“The design, development and production of advanced batteries must be a core competency for GM, and we’ve been rapidly building our capability and resources to support this direction,” Wagoner said. “This is a further demonstration of our commitment to the electrification of the automobile and to the Chevrolet Volt – a commitment that now totals more than $1 billion.”

The Volt’s lithium-ion battery cells will be supplied by LG Chem. Compact Power Inc., a subsidiary of LG Chem based in Troy, Mich., will build battery packs for Volt prototype vehicles until GM’s battery facility is operational. A joint engineering contract with Compact Power and LG Chem also has been signed to further expedite the development of the Volt’s lithium-ion battery technology.

GM has been testing battery packs for the Volt, powered by cells from LG Chem, for the past 16 months. These tests – both on the road and in the lab – have provided invaluable insight into lithium-ion battery technology.

“Our selection of LG Chem was based on performance, production readiness, efficiency, durability and LG Chem’s demonstrated track record of exceptional quality,” Wagoner said. “At GM, we believe the technical strengths of LG Chem, combined with our own engineering and manufacturing expertise, will help position us as a key player in the development of electrically driven vehicles today and in the future.”

GM’s advanced battery strategy

“Our announcements are part of a comprehensive advanced battery strategy for GM that is expanding along two pathways,” Wagoner said. “First, we’re identifying core competencies – such as battery research, development and assembly – and integrating these fundamentals into our product development and manufacturing operations. We believe this will become a competitive advantage for GM, and will be critical to GM’s long-term success. Secondly, we’re building a roster of battery suppliers and academic experts from around the globe, and leveraging their specialized abilities to develop battery chemistries and cell designs, as well as future automotive battery engineers.”

Key elements of GM’s advanced battery strategy include:

* Opening the largest automotive battery lab in the United States (31,000 square feet / 3,251 square meters) that will be capable of testing new energy storage system technologies, as well as lithium-ion and nickel-metal hydride batteries, to accelerate the domestic development of advanced battery technology and lead GM’s network of existing labs in Honeoye Falls, N.Y.; Warren, Mich.; Torrance, Calif.; and Mainz-Kastel, Germany. This new battery lab will be located in Michigan, subject to final negotiations with state and local authorities
* Continuing to ramp-up “in-house” battery-development capability by increasing the staff of GM’s global hybrid, electric vehicle and advanced battery organization to several hundred engineers in 2009, including more than 200 currently dedicated to advanced battery technologies
* Joining with the University of Michigan to create a new automotive advanced battery lab in Ann Arbor, Mich., and a specialized curriculum within U of M’s College of Engineering to develop automotive battery engineers
* Continuing to grow and establish a robust lineup of battery suppliers for cell development and manufacturing and battery integration expertise, with companies such as LG Chem, A123Systems, Hitachi Ltd., Compact Power and Cobasys
* Collaborating with government organizations and industry consortia, such as the U.S. Department of Energy; United States Council for Automotive Research; the United States Advanced Battery Consortium LLC; and Electric Power Research Institute to advance the development of hybrids, plug-ins and electric vehicles, and related electric infrastructure to support those vehicles

Energy alternatives and advanced technologies that reduce dependency on petroleum, improve fuel economy and reduce emissions are the keys to developing sustainable transportation. GM is pursuing several options to best meet the varied needs of customers around the world – from advanced gasoline, diesel and biofuel technology to electrically assisted vehicles such as hybrids, plug-in hybrids and – ultimately -electrically driven extended-range electric vehicles and hydrogen fuel cell vehicles. GM believes that electrically driven vehicles, based on battery and hydrogen fuel cell technology, offer the best long-term solution for providing sustainable personal transportation.

In June 2008, the GM Board of Directors approved the Chevrolet Volt program and Voltec™ propulsion system for production starting in late 2010. For trips of up to 40 miles, the Volt is powered by electricity from the grid and stored in its lithium-ion battery pack. Beyond 40 miles, a small engine-generator creates additional electricity to extend the range of the Volt several hundred additional miles. The development of the Volt’s 16 kWh T-shaped lithium-ion battery, which is roughly 6 feet long (1.8 meters) and weighs nearly 400 pounds (181 kg), is key to the Volt’s success. The production-intent design was revealed in September 2008.

General Motors Corp. (NYSE: GM), the world’s largest automaker, has been the annual global industry sales leader for 77 years. Founded in 1908, GM today employs about 252,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 34 countries. In 2007, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling. GM’s OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

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Chrysler surprised the world Sunday with the unveiling of its very own Chevy Volt-fighter. The automaker had previously shown extended-range electric vehicle concepts of a minivan, a Jeep Wrangler (and now Patriot), as well as a sportscar EV that has been updated with the name Circuit.

However, unexpected was the unveiling of a newly-designed small sedan called the 200C EV Concept. Just like the Volt the car is a four-door four-seater with a 40 mile electrical range and a range extending gas engine that powers the car up to 400 miles. Chrysler says the car was designed to "manage aerodynamic forces" while delivering a stunning form that would be appealing to the Chrysler enthusiast.

The interior was uniquely designed to be free of switches and levers and to immerse the driver in connectivity. All human-vehicle interactions are managed by a panoramic touch screen.

The car will have a 200 kw peak motor that enables 0 to 60 in 7 seconds, and uses rear-wheel drive.

Chrysler hasn’t committed to building the car, but says they will produce one of the 5 electric concepts they have now shown in 2010, and three more in 2013.