“Also, the Prius has NiMh batteries in a parallel hybrid gasoline-only configuration. It is ridiculous to purport that this is comparable (let alone “superior”) to LiIon batteries and full electric vehicle technology.”
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1. Full Hybrids (aka series/parallel, aka strong hybrid)
The prius, as well as ford escape, fusion. The 2010 prius electric only mode has been increased to 62 mph, ford fusion is 47mph. GM’s 2 mode hybrid is also a full hybrid (slightly different configuration)
2. Power Assist Hybrid (aka parallel)
Honda Integrated Motor Assist
3. Mild Hybrid
eh, probably not worth remembering.
http://en.wikipedia.org/wiki/Hybrid_vehicle_drivetrain#Types_by_degree_of_hybridization

Ford and Prius both are rumored to be working with plug in hybrids that have 30+ mile all electric range. Series/parallel plug ins could very well have an advantage by being able to downsize the battery to adjust for price/customer needs. I doubt that GM can downsize the volt battery because operation after customer depletion (i.e. running off of the ice and generator) will result in decreased performance due to generator efficiency losses. That’s my prediction. I’m waiting for GM to prove me wrong.

I know I shouldn’t feed the trolls, but …

“Today’s Prius” has the advantage of price and immediate availability, but the rest is B.S.

“Never” is a strong word. None of us can see into the future, so to make absolute statements about the future economic viability of any product is laughable. And if we are honest about what gasoline really costs, the Volt is already economically viable (as has been discussed many times here).

Also, the Prius has NiMh batteries in a parallel hybrid gasoline-only configuration. It is ridiculous to purport that this is comparable (let alone “superior”) to LiIon batteries and full electric vehicle technology.

You could be right, but the huge battery in the Volt will be able to supply and receive a very large amount of current, so the answer isn’t obvious to me. I’m sure GM has weighed the benefits of less charge cycles on the battery and efficiency gains in regenerative braking versus the increases in cost, weight, space, safety risk, and complexity associated with adding ultracapacitors. With access to the technical specifications and their own test data, GM has probably determined that ultracapacitors don’t make sense for the Volt.

#29 Keith says, “… anybody who is knowledgeable about physics and electric motors understands the operation of capacitors and motors. If you are going to start a motor under load you had better put capacitors inline or you will burn out the motor in a short time …”

You are correct. “Start capacitors” are used to soften the inrush current that occurs when you slam a resting, loaded induction motor onto the bus at full voltage. Such is the case when you plug in the air compressor in the garage.

However, unlike the air compressor, the Volt has a motor controller between the motor and the bus. The motor controller will gradually (depending on how hard your foot is into the throttle) ramp up the voltage from zero as the motor accelerates. This eliminates the need for start capacitors.

The motor controller will likely have capacitors internally, but they serve a different purpose (i.e., to filter the pulses on the output).