GM-VOLT : Chevy Volt Electric Car Site

LG Chem is the Korean company that GM chose to supply the lithium-ion battery cells for the Chevrolet Volt.  LG has already begun the process of creating the assembly line that will manufacture the proprietary large format or prismatic cells for the Volt.  Those cells will be shipped to the USA and placed into packs by GM at its own assembly plant in northeast Michigan.  The location for that plant has already been chosen but not yet announced. Current low volume cells for the Volt prototypes are being made on an existing line in Korea.

Each Volt uses between 200 and 300 cells which make up the 300V, 16 kwh battery pack.

News from Korea has disclosed that the GM Volt contract begins on November 1, 2010 and runs until 2015.  Though initial cells will be shipped from Korea, LG confirms plans to build a lithium-ion battery factory in the United States for the Volt.

On Wednesday, however, the company had a groundbreaking ceremony for a new lithium-ion battery plant in Korea. LG is investing $794 million to build the plant and is very bullish on the future of electric cars. They expect to receive nearly $2 billion in car battery revenue by 2015, or 20% of the global market, projecting there will be an astounding 4.6 million electric cars on the road by then. They predict there will be 3.3 million cars by 2013.

“We are running out of fossil fuels, and global warming makes the development of eco-friendly energy sources a key issue for survival,” said LG Chem CEO Kim Bahn-suk. “The high performance, high efficient electric car batteries produced here will be a key ingredient for the futuristic and environmentally-friendly car technologies.”

Representatives from the Korean government were at the cermony too along with GM’s director of EVs and Hybrids, Bob Kruse.

“The government aims to grow Korean green car industry to be one of the world’s ‘big four’ by the mid 2010s, and I believe LG Chem will be a valuable partner for us,” Korean Minister of Knowledge Economy Lee said. “The future of the electronic car battery will also decide the future of not only the global auto industry but also the energy industry in a larger sense.”

LG says details on construction of the US plant have not yet been decided.

“Details are not available at this time because things are still being worked out,” LG spokesperson Dick Pacini told GM-Volt.com. “But our plan always has been to grow our footprint in the US, and in particular, Michigan.”

Source (JoongAng Daily ) and (Korea Herald)

It may be recalled the Washington Post recently published an extensive piece about Bob Lutz and the Volt in which the vice chairman of GM and originator of the Volt concept was described as being “ambivalent” about the Chevy Volt. The story’s painted Lutz as a lover of loud shiny powerful gas guzzlers and that the greening of the auto industry that the Volt represents gave him mixed feelings.

Lutz has taken that author to task in his latest FastLane post. “Let me say this clearly: There is no ambivalence on my part – or on the part of anyone at GM – toward the Chevy Volt. None. Zero,” writes Lutz.

Lutz confirms the Volt program is “the most exciting program I have worked on in my entire career.”

“The Volt can literally change the face of automotive transportation as we know it,” he writes “Who would be ambivalent about that?”

Lutz goes on to say the advent of the Volt and other smaller cars that GM has in the pipeline does not mean the end of performance car. He likens their arrival to a grocery store that first begins to offer organic vegetables, “doesn’t mean it shuts down the meat counter.”

Source (FastLane)

And for your viewing pleasure, the world’s first high resolution images of the Chevy Volt in black are below. Click to get to the high-res versions, and Enjoy!

While visiting the GM Technical Center in Warren Michigan for the new battery lab tour and announcement, I had another chance to briefly test drive the Volt Cruze mule. How could I resist?

With the sheer novelty of the first drive behind me, I figured I could get a better feel for driving the car. Since I’ve also had the chance since then to drive the Toyota Prius and the new Honda Insight a driving comparison, albeit limited, might be in order.

Volt wins hands down.

The Volt mule is one sweet car. The pep and power of the smooth, refined, and quiet Volt motor can’t even be compared to the straining whine of the hybrids’ small combustion engines as they try to pull those cars up to speed. The Volt is in a different league altogether.

The Volt mule is heavier, less aerodynamic, and lacking the suspension tuning the actual production Volts will have. Yet despite these restraints, the car still handles marvelously.

The power and spirit was refreshing. I also found I could rip around curves with certainly and solid grip and hug. The Honda Insight handles pretty well though feels lighter, the tallish Prius seems most tenuous around curves.

One could sense the weight and bottom-heaviness of the Volt mule due to the 400 pound T-pack in the center. Although slightly unusual feeling it also gives the driver the benefit of a low center of gravity and even weight distribution which provides confidence in road handling.

Round two in the Volt mule was as inspiring as the first.

GM still will not allow experience of generator mode, but GM VP Jon Lauckner explains these mules were built for testing the propulsion system’s performance, not how the car interfaces with the driver. There is not even soundproofing in the mules. Thus there really is no point for GM to share a subpar generator mode experience that does not realistically represent how the actual car will behave. When the integration vehicles, which are 100% production intent Volts, hit the test roads soon, journalists will come back to experience all of the car’s functions.

I also suspect no one will be able to meaningfully compare the Volt to the Prius or Insight because the driving experience is so radically different and so far superior in the Volt.

Even aside from the fact that the Volt can be driven for 40 miles without gas, it is truly in a different league altogether than any hybrid sedan on the road today.

On Monday June 8th, GM despite being amidst a chapter 11 bankruptcy, formally opened its new expansive advanced automotive battery systems lab. I was present for the press conference and heard the announcement live.

The lab is the largest and most technologically advanced automotive battery lab in the United States.
Located in the sprawling 1 mile square Warren Technical Center, the lab occupies 33,000 square feet, 4 times the size of the old lab.

In attendance for the announcement was US Senators Levin, and Stabenow, Congressman Sander Levin, and Michigan Governor Granholm who along with their entourage were given tours of the lab.

CEO Henderson said today is “about the lifeblood of the future” for GM. He said the new GM will be a leader in electric cars.

This facility will advance GM’s knowledge and testing skills. Henderson said GM plans 14 hybrids in production by 2012, and to have 2/3 of their cars using alternative energy by 2013.

The Volt assembly plant will go online later this summer.

The lab is intended to advance new lithium ion and other battery development. Henderson noted there is also a related special curriculum to develop auto battery engineers at U of M in Ann Arbor.

GM VP of engineering Jim Queen said the official opening of the lab is part of GM’s effort to reduce dependence on petroleum reduction, improve fuel economy, and reduce emissions.

He talked of a comprehensive battery strategy to bolster GM’s portfolio of supply partners. In producing hybrids, plugin hybrids and electric cars, McQueen believes electrically-driven vehicles provides the best long term solution. Cells modules and systems will be developed in the lab.

Pack testing in the new lab started in January, nine months ahead of schedule.

Over half the lab is to test cells. Remaining floorspace is for evaluating battery packs, and the lab has 6 megawatts of capacity.

There are 160 test stands for batteries and 42 thermal chambers to duplicate extreme temperatures and humidity.

There is also a battery teardown area to assess competitors benchmarking. Automated systems allow around the clock testing, and there are other facilities in Germany and New York.

Rapid battery testing technological protocols have been developed.

The facility has green technology, and has a center hallway with LED lights and floor made from recycled tires. 90% of the battery electricity testing is returned to the grid and GM is experimenting with wind turbines to help power the lab.

Michigan Governor Granholm said she intends and aspires for Michigan to be the battery capital of the US a reinvention not only of GM but as the state as well. Comments of congratulations were made by Senators Carl Levin and Debbie Stabenow.

Full Press Release:
* Reinforces the New GM’s commitment to advanced technology leadership
* Will accelerate the domestic development of advanced battery technology and lead GM’s network of existing battery labs in Honeoye Falls, N.Y.; Warren, Mich.; and Mainz-Kastel, Germany
* Capable of testing all current battery systems, including lithium-ion, as well as new energy storage technologies such as ultracapacitors for GM’s extended-range electric, plug-in, hybrid and fuel cell vehicles

WARREN, Mich. – General Motors expanded its significant battery research and development capabilities today by opening the largest and most technologically advanced battery lab in the United States on its Technical Center campus here.

The new Global Battery Systems Lab will lead GM’s global advanced battery engineering resources and expedite the introduction of electrically driven vehicles, including the Chevrolet Volt, as well as plug-in hybrid and hybrid-electric vehicles and fuel cell vehicles.

“The new global GM battery lab will benefit consumers across America by helping us advance the development of battery technology in the United States and put cleaner, more efficient vehicles on the road more quickly and affordably,” said Fritz Henderson, GM president and CEO. “Our new lab improves GM’s competitiveness by speeding the development of our hybrid, plug-in and extended-range electric vehicles, including the Chevrolet Volt.”

The Global Battery Systems Lab spans 33,000 sq. ft. – four times larger than GM’s previous Tech Center battery lab – and will be used by GM’s growing team of more than 1,000 engineers working on advanced batteries and electrically driven vehicles.

Planning began in December 2007 and construction started in August 2008. Operations began in January – nine months ahead of schedule. The lab became fully functional in May, equipped with 160 test channels and 42 thermal chambers duplicating extreme real-world driving patterns, hot and cold temperatures and calendar life. The lab’s maximum power capacity is 6 megawatts, or enough electricity to provide power to approximately 1,400 homes.

“This facility is state-of-the-art and represents one of the largest and most capable battery test labs in the world,” said Jim Queen, GM group vice president, Global Engineering. “More than half of the lab is dedicated to testing the electrochemical battery cells and their enclosures, known as modules, a capability not available in GM’s previous battery lab. The lab’s remaining floor space is committed to evaluating completed battery packs.”

The Global Battery Systems Lab was built within GM’s Alternative Energy Center facility, and includes many environmentally friendly features such as a center hallway with high-efficiency LED lighting and a floor made from recycled tires. Approximately 90 percent of the electricity used for battery testing can be returned to the local energy grid for use by homeowners and businesses.

Additional new benefits offered by the Global Battery Systems Lab include a thermal shaker table for battery structural integrity testing, a battery teardown area for failure analysis and competitor benchmarking, an integrated test automation system and improved Design of Experiments methodology – an information-gathering exercise that allows GM to perform more thorough battery tests more quickly.

The Global Battery Systems Lab complements GM’s other battery labs in Mainz-Kastel, Germany, Honeoye Falls, N.Y., and the Warren Technical Center’s Research Chemical Engineering facility. The opening of the Global Battery Systems Lab is the latest move in GM’s comprehensive battery strategy, which includes ramping up “in-house” responsibility for advanced battery technology and a broad portfolio of supplier partners.

At the 2009 North American International Auto Show in Detroit, GM:

* Announced plans to establish the world’s first lithium-ion battery pack manufacturing plant operated by a major automaker in the U.S.
* Selected LG Chem to supply lithium-ion battery cells, electronic components and control hardware for the Chevrolet Volt
* Signed a joint engineering development contract with Compact Power and LG Chem to further expedite the development of the Volt’s lithium-ion battery technology
* Joined 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.

Energy alternatives and advanced technologies that reduce dependence on petroleum, improve fuel economy and reduce emissions are 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.

Facts: Global Battery Systems Battery Lab

Location

Alternative Energy Center, GM Technical Center, Warren, Mich.

Timing

* Battery system test area operational January, 2009
* Cell and module test area May, 2009

Size

Total floor space: 33,000 sq. ft.

* 14,400 sq. ft. – pack testing and development
* 17,400 sq. ft. – cell and module development
* 2,000 sq. ft. – technical support

Benefits

* Increased pack testing
o 32 cyclers (serve as treadmills for batteries)
o 64 test channels (available for individual battery tests)
o 25 thermal chambers (duplicates extreme temperature conditions)
* New cell and module testing
o 32 cyclers
o 96 test channels
o 16 small thermal chambers
* Environmental control capability – to allow for test correlation and repeatability
o New humidity-controlled walk-in chambers
o New air flow benches to provide specific temperatures and levels of humidity to test air-cooled battery packs
o New coolant chillers to cool or heat liquid-cooled battery packs

Enhanced capability

* Integrated test automation system enables around-the-clock standardized testing, customized test schedules and monitoring tests from desk or at home
* New thermal shaker table for structural integrity testing
* Improved Design of Experiments methodology – an information-gathering exercise that allows GM to perform more thorough battery tests in a shorter period of time
* Battery teardown area for failure analysis and competitor benchmarking

The Washington Post has just published one of the most intensive and thoughtful articles about the Chevy Volt and what it means for GM I have ever seen. The story is based on an interview with GM vice chairman Bob Lutz.

The story begins pointing out that the Chevrolet Camaro SS is GM’s latest muscle car that flies in the face of all the environmental talk going on these days. “Sexy with charisma,” says Lutz, but admits “Some people don’t care for those kinds of descriptions today — it’s a different time.”

Lutz counters “But we have new vehicles, too. We have the Volt. We are committed to the electrification of the automobile. We know this is the time.”

Extensively described is how the Volt came to be. The author confirms what we already know, Lutz didnt commission the Volt to fight global warming which he calls a ‘crock.’

“If you look at most of the mainstream media, you get the impression that 95 percent of Americans today want a vehicle like the Chevrolet Volt or a [hybrid such as the] Toyota Prius,” says Lutz. “And that, by God, the reason General Motors is in trouble, is that we have not offered a vehicle like that. But when you look at the reality, at today’s fuel prices, most Americans still want a conventional car.”

Lutz says why the Volt was really developed, “Because it is an important symbol. We need it. It has a chance to change our image.”

However, Lutz intends the Volt to lead the way for a pure electric future. He says the Volt not only represents GM’s commitment to change but call it “the first generation of an electric vehicle from GM” leading to successively more enhanced Volts eventually resulting in a pure electric with more than 150 miles of range.

Lutz recounts what happened when Toyota first introduced the Prius in Japan in 1997. The GM board met and asked if they should do the same thing.

“Somebody said, ‘Do we have [hybrid] technology?’ ” recalls Lutz. ” ‘Oh, yeah,’ was the answer. ‘Oh, yeah, we got the technology. We’ve been building hybrid prototypes since the late ’60s.’ ”

However, it was decided the cost, then about $600 to $700 million wasn’t justified as it was expected the cars would lose money. Wagoner decided ‘We can’t do that’ and the decision to not go forward with a hybrid program was made.

After watching the Prius’ halo effect drive sales of other Toyota cars and make the company a media and environmental sweetheart, by 2006 Lutz had finally had enough.

He told GM VP Jon Lauckner, known as ‘the Wizard’ he wanted a “game changing” electric car that would leapfrog the Prius and deliver 150 miles of pure electric range. Lauckner said it would be “too expensive” and furiously scribbled calculations that would be his solution of the Volt’s range extender design.

It is written that GM’s plan to build a limited first year run of 10,000 copies of the Volt at around $40,000 exudes caution. Lutz isn’t worried though. He expects all 10,000 cars to be purchased quickly by “well-heeled electric car die-hards.” This will lead to economy of scale cost reductions that will eventually get the car into the $25,000 to $30,000 price range he says.

Producing the car he feels is an absolute necessity for GM. “We’re talking about our image here — about remaking GM; it is essential to get this done,” says Lutz. “We can’t make any mistakes with the Volt.”

Lutz believes an artificial market is being created for electric cars driven by “influential environmentalists and the intellectual establishment” who want electric cars to succeed, and Obama’s stated goal of 1 million electric cars on the road by 2015.

Lutz although excited about the Volt is already mourning the loss of the high-power, gas-guzzling, dazzling machines of old. “In time, the government is going to legislate out of existence cars like the Camaro, the Corvette, the Cadillac CTS — all these acclaimed vehicles that have lately gotten rave reviews from the automotive press around the world,” predicts Lutz. “So, ultimately, we are driven by legislation into the kind of excitement provided by the Volt.”

And for demand. He says “it’s probably just 5 percent of the public that desperately wants something environmentally sound and is willing to pay a premium for it,” and notes “the customer will never recover the premium paid for the hybrid system in fuel economy.”

Lutz believes the electric car marketplace is skewed to the coasts. “I would say the East and West Coast intellectual establishment kind of lives in its own world. When you get to the broad American marketplace, excitement is still kind of defined in the way it used to be.”

And with that the 77 year-old Lutz set off on his 60 mile drive home saying “nice afternoon for a drive.”

Lutz, GM, and the country it appears are thus ambivalent about the greening of the automobile.

Source (Washington Post)

GM-Volt.com has now been in existence for 29 months. Throughout this remarkable turbulent ride I have had the chance to meet with and question many GM executives including former CEO Rick Wagoner on a few occasions.

Now of course Fritz Henderson is at the helm. He has inherited a company that is in bankruptcy, and is charged with the herculean task of restructuring it into a leaner meaner four brand form. The government and bankruptcy court are of course making that job easier.

We here have focused on the Chevy Volt’s development which we have been assured remains on track, in good health, and undeterred.

There may come the day when I get to meet and interview Mr. Henderson. If I did, as always, I’d want to bring all of you with me to ask him any questions you might have.

Please use the comments of this post to write down your one question for him. Please keep it short and concise, and watch out for repeats. If I do get the chance, I’ll pick as many as I can.

Henderson already answered some public questions on GMs Fastlane blog. He told a “Volt skeptic” who wondered if Volts could actually get into the hands of people other than the rich and famous, “this will not be an inexpensive vehicle in its first generation, but it will be extremely affordable relative to a tesla. while we have not made final decisions on pricing, you should be thinking about $40k ish, with a $7500 available tax credit.” He also said it was “not likely” when one commentator asked is we’ll ever see and electric Camaro.

And while your thinking about what question you’d like to ask, watch the new GMreinvention television ad below.

[flash http://www.youtube.com/watch?v=q0Vcx3cRdi8]