GM-VOLT : Chevy Volt Electric Car Site

People often ask if the Volt’s extended range architecture is such a good idea, then why haven’t all the other automakers opted to do it?

To date the only companies publicly embracing the design have been Chrysler, and Fisker though there have been unconfirmed reports Jaguar is working on it too.  Other companies such as Ford, Tesla, Nissan, and Toyota have publicly dismissed the concept altogether.

Mitsubishi has now apparently decided to embrace the idea too.

According to a report out of the UK, Mitsubishi has confirmed its intentions to launch an extended-range electric car by the end of 2010.

Reportedly the vehicle will be a compact SUV similar in size to the Toyota RAV-4 and will use a drivetrain similar to the Chevy Volt’s Voltec system.

The vehicle will also share the 40 mile all electric range with a small possibly 3-cylinder 660 cc gas-powered range extender that would allow it to continue driving on gasoline and 200 miles or so.  The range extender would act as a generator producing electricity for the motor just as in the Volt.

Mitsubishi claims it is confident it can make the 2010 deadline for the EREV as it is already  in production of the lithium-ion battery powered i-MiEV electric car.

Mitsubishi sources describe the diminutive i-MiEV as ideal for crowded city driving such as in Japan and some places in Europe.  Although they do plan to release the i-MiEV in the US in 2011, the company doubts it will sell in significant volumes due to its small size, though it is capable of 100 miles EV range and 90 MPH top speed.  This is why the EREV would be needed.

It is likely the new Mitsubishi EREV will make its appearance at the Tokyo Auto show in the fall.  Then Mitsubishi sources tell GM-Volt.com, “our plans will be made clear.”

Source (Register Hardware)

This is Frank Weber, Global Vehicle Chief Engineer, Chevrolet Volt. I read with great interest “Dave G’s” post comparing the cost and range of extended-range electric vehicles (EREV) like the Volt to that of BEVs. While many of Dave’s numbers are estimates, his analysis is spot on and worth noting. EREVs have a distinct cost advantage – today and well in to the future – over pure EVs when vehicle range is the primary consideration.

Dave G’s Comment:

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OK, lets look at how a 70kWh BEV would compare against a 16kWh EREV if batteries were 1/4 of the price they are today.

The CEO from CPI (the company that builds the Volt packs today) puts the Volt’s battery pack cost at $8K. He is also the one that predicts the cost going to 1/4 of what they are today in the next 5-10 years.
http://www.greencarcongress.com/2009/02/profile-li-ion.html

Specifically, he says:
• The ratio of end-of-life to beginning-of-life is 75%.
• The AT application is sized for a 70% depth of discharge…
• A vehicle pack battery pack has non-cell costs such as a monitoring system.

These items together justify a 2.5x premium for the AT application (or approximately $ 1,000/available kWh) …

From a historical perspective over the past 17-18 years the cost has come down by a factor of 15x. In the next 5-10 years we should be able to come down by an incremental 2-4x and we will have to do that to accelerate the penetration of the technology.

So this says that the Volt’s battery costs $8K ($1000/ available kWh x 8 available kWh). We can also use the figure of $500/total kWh, since he says the total to available ratio is around 50% (i.e. 75% of 70% from first 2 points above). That means a 70 kWh battery pack would cost around $35K today. This sounds about right, since we know the 53kWh Roadster battery pack costs Tesla around $23K, and that uses high volume consumer electronic chemistry.

Now if batteries were 1/4 of today’s prices in 6-8 years, then the Volt’s battery would cost around $2K and a 70kWh battery would cost around $9K.

We also know that the ICE range extender (ICE, radiator, exhaust, etc.), costs around $2K. Keep in mind that we are talking about the wholesale cost for GM, not the retail price you or I would pay.

So the Volt’s range extender and battery pack would cost a total of $4K, while the 70kWh battery pack would cost around $9K.

Bottom Line: If battery packs cost 1/4 of what they do now, the 70kWh BEV would still cost $5K more than an EREV-40.. Since BEVs have serious issues refueling for long trips, the EREV is the clear winner for me. I don’t think I’m alone here.

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Below are two hypothetical examples of the cost advantage of the EREV approach.

The first chart compares the EREVs and BEVs based on today’s costs. This takes the very conservative approach of assuming manufacturers of BEVs have managed to drive battery technology costs to comparative levels (red line). The cost of GM’s battery technology is represented on this line. The cost of the range-extender moves the EREV technology slightly off the cost curve. However, even with the added cost of the range extending engine generator, the total cost of the system is still significantly below that of a limited range BEV, and the benefit – in terms of range – exceeds that of adding additional battery costs (pink area).

The second chart, applies the same logic, only this time under the assumption that battery costs will decrease by 50 percent. Again, the EREV approach has a significant cost advantage. However, it’s important to note that cost is just one of the reasons we believe the EREV approach is technically better. There are no compromises associated with an EREV. It offers the benefits of petroleum-free driving while overcoming range-anxiety. When the battery’s energy is depleted from driving in pure electric mode, the engine generator produces electricity to extend the Volt’s driving range to more than 300 total miles. And it can be the primary car for customers from places as cold as Kapuskasing, Ontario to as hot as Yuma, Arizona.

My compliments to Dave for his insightful post.

We just heard from Volt lead designer Bob Boniface on a webchat and he was able to shed some light on issues related to the design of the Volt among other things. Some key information is as follows:

Ports
He confirmed the Volt will have two ports, one for gas and for for charging each on opposite sides of the vehicle. The charge port is in the front quarter, driver’s side.

Change from Concept to Production Form
The never ending questions of why the car changed from concept to production continued. Bob explained that the proportions between the two are drastically different because “the concept powertrain layout was completely different and pushed the front wheels far forward giving us the long hood we all loved.” This though produced a Chevy Tahoe-sized wheelbase of 116″ which as he put it “made drivability and maneuverability unmarketable.”

Coefficient of Drag
Boniface still wouldn’t publicly confirm the Volt’s CD, stating that “many of our competition quote grossly exaggerated aero figures that are not repeatable when we test their vehicles in our tunnel,” in particular to a reference about the Tesla Model S having a CD of 0.27.

“If I quote an actual GM derived tunnel figure,” he said, “it may not look impressive to you when, in fact, it is superior to most if not all of our competition.”

Finally he assures us “The Volt aero performance is second only to the EV1 in GM history.”

He also noted GM will test the 2010 Prius’ aerodynamics next week and says “I expect the Volt to stand up to the competition.”

Colors
He said “We will have a full range of colors,” but “you will have to wait until we get closer to launch to find out all colors.” Boniface also reported there will be more than one trim level and that GM may take customer feedback in determining color options.

Low Font End
It was noticed in the IVer video that the front end of the Volt appears precariously low to the ground, especially the air intake port.

Boniface explains “we took the Volt ride height down as low as possible without violating GM best practices.”

“The piece to which you are referring is a flexible airdam that sits fairly low to the ground (same height as Corvette airdam),” he writes. “This piece is a big aero enabler and should not be damaged by a hit to a curb.”

Future Voltec Vehicles
Boniface excites us with prospects for the future now that Volt design work is done. His team is “working on some other (secret) projects now,” he says.

Charge Sustaining Mode
Boniface decided to take a non-design question about why GM hasn’t allowed anyone outside the company to experience driving the Volt while in generator mode. He said “I have driven the mule in charge sustaining mode and, frankly, I don’t know what all the fuss is about.”

“It was remarkably smooth and quiet with a nearly seamless transition,” he said. “I think the team wants it to be perfect before letting others drive it.”

To make sure he was perfectly clear, Bob actually made a cameo appearance in our GM-Volt.com comments section, which by the way to my knowledge is the first time any GM executive has done so in the site’s history. He said:

When I said that I did not understand what all the fuss was about, I was referring to the internal fuss. Of course I understand that this is a critical part of the EREV experience and people are eager to understand this part of the puzzle. The point was that the transition is so good that I do not know why we do not allow people to experience it.

Currently the Chevrolet Aveo is GM’s smallest production car in the US.  Although low in price, sales aren’t terrific and the car is not popular.  However, it is clear that small cars are a thing of the future, and GM has repeatedly said it would build them, and for the first time as a new company, actually make money on them.

We heard when the government brokered GM’s bankruptcy reorganization that the automaker agreed to build a new small car in the US for the US market, but did not announce what the car would be.  Previously the Chevrolet Spark had been demonstrated and set for production, though with reorganization that has become more uncertain.

Today, new sketches have been released of a new subcompact or B-class GM car.  The car will be called the Chevy Agile in South America where it will be released in the forth quarter of 2009.

It seems like the car is slated to replace the Aveo in the US in 2011, just as the upcoming Cruze will replace the Cobalt. Some reports speculate it will be called the Chevy Viva in the US.

In South America the car will be powered either by a 1.4 L 105 hp engine or an optional 1.8 L 129 hp engine.

“The Agile goes beyond a traditional hatchback,” said Carlos Barba, General Director of GM Design Mercosur. “It’s a car full of youth and a design that will surprise.”

Source (Autoblog)

GALLERY:

Bob Boniface is the chief designer of the Chevy Volt. In this GM video he discusses what the current pre-production state means from a design standpoint and what work is yet left to do.  We are treated to some new moving footage of the pre-production vehicle in black.

Boniface explains at this point his team is now looking for fit and finish, gaps and flushness.

He says cars are meant to be seen in motion and this is the first time he can do so with the Volt and thus “its like Christmas morning for me,” he says.

“It looks like a different car to me,” he adds.

He says buying cars is an emotional purchase and that cars are very much a fashion statement.

“We were able to strike a good balance between aerodynamic performance, and those visual cues that excite a buyer,” he says.

He closes by stating the car is “meeting the aerodynamic performance,” that GM had set out for it.

Below the video you can also join in a real time webchat with Bob today at 2PM EDT.

I consider myself a fan of fuel efficient vehicles.  At this point the Volt seems the best thing coming, although within the next couple of years there will clearly be a plethora of options to choose from.  This will include pure EVs, EREVs like the Volt, plugin hybrids, and standard hybrids both mild and strong.

Right now it isn’t really possible to walk into your local dealership and pick up an electric car, although you can get your hands on one with a lot of effort and money.

What we do have at our widespread disposal are state-of-the-art hybrids.  Though GM for example has applied hybrid technologies to its large trucks like the Chevy Tahoe, and that serves its purpose, I feel focusing on the small light sedan and optimizing it for efficiency make the most sense to me.

From my work here on GM-Volt.com not only have I been given and continue to get unrestricted access to GM executives and engineers, but I enjoy access to executives and vehicles from all the automakers.  A particularly fun perk is getting one-week test drives in some of the latest cars.  I took this opportunity to test drive two of the latest mainstream hybrids, the 2010 Prius and the 2010 Insight.  I will have the 2010 Fusion hybrid next week.

I compared the Insight and Prius side by side on several parameters, and offer a video of my impression at the end of the post.

I found the Prius to outperform the Insight in all areas but price.  It is faster, more powerful, more solid and better handling.  It has better interior space and technological nuances.  Mostly importantly it got tremendous fuel economy.  On a 6.5 mile course I was able to achieve 92.5 MPG in the Prius, with reasonable driving style and moving safely with the flow of the traffic.  On another 12 mile course I obtained 81 MPG.  The Insight could only achieve 62.5 MPG on that same course.

The Prius beings at $22,000 and the Insight at $19,800, making price the only parameter the Insight did better.  Recent reports indicate Honda is scrambling to put out a mid-cycle engineering upgrade to the new Insight to address its shortcomings.

At the end of the day however, neither of these cars can be compared to the Volt.  Though I have yet to drive the production model it will clearly be faster, more powerful, quieter, cooler and more high tech.  Most importantly it will drive 40 miles without the use of any gas at all.  Yes it will at first be more expensive, yet after rebates at $32,500 a Volt is only slightly more than a fully loaded Prius which is $31,770.