Recently, I and the rest of my Sales Team completed the first of several ‘training modules’ from General Motors to get us prepared to demonstrate and sell the 2011 Chevrolet VOLT here at Singh Chevrolet. Lyle was kind enough to ask me to review it with you.
For those of you looking for the bottom line: No. It did not tell us the size of the gas tank or the actual MPG while driving in Charge Sustaining Mode. Not yet. But to be fair, it is only Module 1. There are still a few weeks to go before the demo model will arrive in our showroom and more training modules will be sent soon.
I can assure all of you that everyone would pass the ‘final exam’ based only on what you have read here on GM-volt.com.
But, there were some interesting bits of information not previously shown here — So, listen up class! Here are some of the highlights:
We reviewed the Basics:
Electric Motor: 150 HP – 273 FT/LBS Torque
Top Speed: 100 MPH
They also showed the complete video that we have all seen here, and on chevrolet.com/volt — the one with the blonde spokesmodel narrating while the animated demo plays behind her.
Competitors were covered: Nissan Leaf, Fisker Karma, Coda Automotive, Ford Electric Focus, Tesla Roadster and Tesla S models, Toyota Prius and Plug-In Prius. As with all training for any given product, the benefits of “ours-over-theirs” were given.
The Chevrolet.com/Volt website is proudly promoted throughout the training module. Walkaround Videos are coming soon to that site, and will have all of the information that I am writing about today.
Most of the training focuses on a review of GM CSI requirements and how they are even more important for the VOLT. The Goal: “A completely satisfying sales experience.”
‘Must Know’ Features Salespeople should use in every presentation, demo drive and delivery:
Under the Hood: If the vehicle is “ON” and you open the hood, the ICE Generator will start, letting you know that the vehicle is on and operating.
A) Engine Coolant Surge Tank and Pressure Cap
B) Engine Air Cleaner/Filter
C) Engine Oil Dipstick
D) High Voltage Battery Coolant Reservoir and Pressure Cap
E) Engine Cover
F) Engine Oil Fill Cap
G) Power Electronics Coolant Reservoir and Pressure Cap
H) Brake Fluid Reservoir
I) High Voltage Cables (Orange)
J) Remote Positive (+) Terminal
K) Power Electronics Module
L) Windshield Washer Fluid Reservoir
M) Remote Negative (-) Terminal
N) Engine Compartment Fuse
Driver Information Center:
Some of the ‘unique’ messages shown on the DIC are:
Battery Cooling Active
Service High Voltage Charging System
Charge Cord Connected
Tutorial is available while car is in ‘Park’.
Driving Modes:
Normal – Is the default drive setting and the most efficient driving mode.
Sport – Electronically reconfigures the accelerator pedal response to provide quicker application of torque in sport driving situations. It doesn’t increase the power it just provides quicker response.
Mountain – Automatically adjusts the propulsion system to provide needed power when driving up steep long mountain grades. These conditions are defined as high altitude with greater than 5% long grade. Used rarely, it should be selected before entering mountainous terrain. This setting can limit EV Range and power, but may be needed to maintain posted speeds above 60 mph and up.
Avoid ‘riding the brake pedal’ when driving downhill. Instead, let the regenerative brakes help slow the vehicle down while recharging the battery at the same time.
“Electric Range is maximized at speeds of 50 mph and below. Higher speeds use more energy and can significantly reduce electric range.”
“The vehicle recovers energy while coasting and braking in ‘Drive’ or ‘Low’.”
Configurable Instrument Cluster:
Basically, when EV Mode, the ‘Fuel Gauge’ is grayed out. When in CS Mode and generator is on, the ‘Battery Gauge’ is grayed out. Switching from EV to CS Mode is usually so seamless and quiet, only the changing gauges actually lets the driver know it happened.
Maximizing Efficiency and Range:
“Vehicle Performance Feedback” is accessed by pushing the ‘leaf’ button on the center stack. You will then see 3 corresponding buttons on the touch screen:
1. CHARGING: Accesses three charge modes, “Immediate”, “Delayed Departure Time” and “Delayed Rate and Departure”.
2. POWER FLOW: Displays a series of screens that show the flow of power between the engine, the electric drive unit and the high voltage battery.
3. ENERGY INFO: Brings up screens showing a summary of usage information since the last time the high voltage battery was fully charged. (Distance traveled in each mode and average fuel economy.)
Factors affecting Range: Ambient Temperature, Driving Technique, Terrain.
Climate Control Modes:
FAN ONLY: Air conditioning and heat are turned off. This is the most efficient setting.
ECO MODE: Air conditioning and heat are controlled to balance comfort with fuel economy.
COMFORT MODE: Full manual control of air conditioning and heat. This is the least efficient mode.
It is recommended that you ‘pre-condition’ the vehicle while plugged in, before starting to drive. Also, the heated seats use less electricity than full cabin heating.
Centerstack Display:
The 7-inch, high-resolution display is the primary interface. Also used for Navigation system. AM/FM/XM/CD/DVD/MP3 playback is standard. Use the centerstack buttons, touchscreen buttons or steering wheel controls. Built-in 30 gigabyte drive can store about 7,500 songs.
Interior Quiet:
The VOLT is so quiet that sounds normally drowned out by road and driveline noise can sometimes be heard while driving.
The gasoline generator will NOT have a normal “starter sound” when energizing, but it is noticeable. The generator runs at a fairly constant speed so there is no change in sound with the accelerator, but it may increase at times like when under load in Mountain Mode. “Pump sounds” in relation to the heating and/or cooling of the battery pack may be heard even after the vehicle is parked. This is normal.
Keyless Start & Cabin Pre-Conditioning:
Key Fob has buttons for Unlock Doors, Lock Doors, Charge Port Door Release, Remote Vehicle Start, and Panic Alarm. Using the Remote Start does not always start the generator. It just ‘wakes-up’ the car to pre-condition the interior.
To Start the car, Press Brake Pedal and push Start Button. The same to turn off the car.
Charging the Car:
Push the charge port door release button when car is in Park. Plug in 120-volt portable charge cord, or the 240-volt charging station cord.
It takes about 10 hours with 120v and 4 hours with 240v.
Adding fuel: Press the fuel door button on driver’s door. System is pressurized so it takes a few seconds for pressure to equalize, then the door will open to the ______-gallon tank.
Drivers who find they use the generator very little should try to keep tank only 1/3 filled most of the time.
Warranty:
The Driveline components are covered 5-years/100,000 miles.
The Lithium Battery is covered 8-years/100,000 miles.
“Chevrolet Connect” powered by OnStar:
Remotely monitor and control these items:
• Current Charge Status
• Next Scheduled Charge
• ETA to Charge Completion
• Setup Charging Start Time (later in evening when rates are lower)
• Remote Start
• Unlock Doors
• Pre-Condition car while plugged in
• Sends Text or Emails to you for ‘Charge Reminders’ or ‘Charge Interrupted’ notices and ‘Charge Completion’
• MPG Efficiency
• Odometer Readings
• Electric Miles Used
• and more…
These were the main items shown in this first of several training modules for the Chevy Salespeople. That is all I have for now. When the next one comes in, I hope to report more so that you too can be a “Certified Chevrolet VOLT Salesperson”, or embarrass one who isn’t.
+22
Aug 18th, 2010 (8:05 am)Wow a lot of great info. Thanks for the update CorvetteGuy.
+1
Aug 18th, 2010 (8:07 am)Great Information !
Thank-You CorvetteGuy.
+2
Aug 18th, 2010 (8:09 am)Thanks “Corvette Guy” for the sharing of what you were presented at the training session.
+157
Aug 18th, 2010 (8:15 am)My God, it’s really happening! I hope you sell more Volts than any other salesman in the world. Hopefully they’ll send you’re dealership a higher number simply because you’re so on top of things.
Give me a +1 if you think Chevy should send Corvette Guy all the Volts he can sell.
You hear us GM!
+3
Aug 18th, 2010 (8:17 am)From the article:
I can assure all of you that everyone would pass the ‘final exam’ based only on what you have read here on GM-volt.com.
Thank You Corvette Guy, for the good information, and the compliment to Lyle and us.
+20
Aug 18th, 2010 (8:17 am)Shamless try for +1s :>)
+5
Aug 18th, 2010 (8:18 am)After reading info about the Ampera, I am still holding out hope that the Volt/Ampera will have a 6 US gallon/5 Imp gallon tank, and get 50 mpg in city driving and 42 or better at 70 mph. The problem is the 1/3 of capacity could indicate a 9 gallon capacity, which when combined with the frequent references to 40 miles electric then 300+ miles, doesn’t bode well for good CS mileage if the tank is 9 gallons.
GM disappointed in a big way on pricing, I hope they don’t do as poorly on CS mileage. Not that I will be using the ICE that much, but it is what most people will look at first.
+1
Aug 18th, 2010 (8:21 am)Wow thanks for sharing…I hope you don’t get bust for revealing any “proprietary” information. But you are right that most of this info we may have heard someplace along the way.
+1
Aug 18th, 2010 (8:23 am)Nice info Corvetteguy.
“Electric Range is maximized at speeds of 50 mph and below. Higher speeds use more energy and can significantly reduce electric range.”
I wonder how significantly
+3
Aug 18th, 2010 (8:28 am)Let me add another thank you – this is great information, the kind of stuff that early adopters really want to know NOW (actually, 6 months ago, but now is sufficient – unsatisfying, but sufficient
.
Please keep sharing, but don’t break GM’s rules – I’d rather that you not share and keep selling Volt’s than share and get your allocation pulled.
Ron C (serious Volt envy here in Chicagoland)
+1
Aug 18th, 2010 (8:30 am)Corvette Guy,
EXCELLENT report! Good job.
I was also very impressed by the Singh Chevrolet website. It looks like you guys have really adopted the VOLT concept whole-heartedly.
I have one question: Has it been officially established that the ICE gas mileage is 34 mpg?
(From the Singh website) That is a number that is often quoted but I am not sure where it came from or if it is official.
Best of luck with Volt sales to you guys and all GM dealers around the country.
GO VOLT!
Aug 18th, 2010 (8:34 am)What is the red icon that the left turn signal indicator points at ?
Tom
Aug 18th, 2010 (8:35 am)Interesting info!
Thanks
Aug 18th, 2010 (8:37 am)Seat belt alert/warning, I think.
Another comment/question: I’ve read somewhere that the High-voltage Battery & Power Electronics share coolant, and note they seem to share a coolant tank. Is this tank actually partitioned & the coolants kept separate, as the separate filler caps (D & G) would imply?
+2
Aug 18th, 2010 (8:37 am)Any info on 0-60 time in Sport mode? Just curious.
(oh and thanks for all the great info to digest. i finally get to see more screens up close)
+2
Aug 18th, 2010 (8:42 am)I wonder if the old guard in the service bay is excited or nervous about providing maintenance for the new Volts.
Good ol-boy lifts hood
No room for his fat hands there.
Get the IT kid.
___________________________
FYI, the handle is one given to me by friends in the glory of my teenage years back in the 70s.
Aug 18th, 2010 (8:44 am)So far, it looks like there are enough bells & whistles to us “geeks” happy and they seem to be non-intrusive enough to not get in the way.
P.S. Corvette Guy, did you ask if was OK to publish this info?
+5
Aug 18th, 2010 (8:46 am)The 34 MPG figure is just 300 miles/9 gallons and rounded up. As soon as I read something official, I will update our site.
+1
Aug 18th, 2010 (8:48 am)Trivia, I know, but I wonder if there’s a reason the Windshield Washer Fluid Reservoir is placed in such an odd location —up front, right behind the grill?
And let me add my thanks, CorvetteGuy, for your trouble in providing/organizing all this “inside info” for us all here at gm-volt.com!
Aug 18th, 2010 (8:52 am)To reiterate what others have said: Great Report and Great Job!
I hope all these options and geeky interfaces aren’t too much to mainstream the technology. It seems a little overwhelming. That said, I’m thinking your first couple of year’s of customers will have researched very well before showing up at your door.
This is an amazing car. Hope I can get a Volt SS sometime in 2012 model year. That’d be the best! I’m thinking the options and pricing are in another training module?
+1
Aug 18th, 2010 (8:53 am)Great stuff CG! Thank you!
>> Warranty:
>> The Driveline components are covered 5-years/100,000 miles.
>> The Lithium Battery is covered 8-years/100,000 miles.
Now, the battery warranty stuff we’d all heard, but 5/100 drivetrain is news to me. That’s not bad! At any rate, it sure beats the drivetrain falling under the 3/36 bumper-to-bumper warranty.
I wonder what “driveline” actually covers… in a car with no transmission. Does the genset fall into that category?
+4
Aug 18th, 2010 (8:56 am)Wonderful post! I Love this kind of detailed info!
Thanks!
Only 84 days until 11/10/2010
NPNS!
Aug 18th, 2010 (8:59 am)“Configurable Instrument Cluster:”
Any information on switching to a simulated analog gauge set? I really hate digital readouts for speed, component temperatures, oil pressure, etc.
Aug 18th, 2010 (9:00 am)I was asking myself the same question about the 3 reservoirs and if they use 3 different coolant type also ?
Is it too much asking to describe each icon dashboard?
Great stuff, thanks
+2
Aug 18th, 2010 (9:00 am)Superb article CorvetteGuy and thank you. Looking forward to reading more as you get it.
+1
Aug 18th, 2010 (9:00 am)So since the dealership will have to have a demo unit on the lot at all times does that mean you will be the first to have your own Volt? No reason to leave it at the dealership at night, you’d get better advertising by having a Volt Poster at the dealership and driving the actual car on the roads for all to see and not hear.
Very Jealous and thanks for the great post.
Aug 18th, 2010 (9:09 am)Great post! I sure hope the CS number is at least >40 though. Despite all the electrical inefficiencies I don’t see how it can’t at least be on par with a 1.4T Cruze.
+4
Aug 18th, 2010 (9:10 am)This Training Module is only the first, and did say it was an “overview”, so it did not go into the ‘depth’ that many of you here would like. It only covered basic functions, so I don’t think there is anything “Top Secret” about it. (at least I hope not….)
It also mentioned several times that the ‘best’ source of information is the Owner Manual, and I do not know when I can get my hands on one of those.
+2
Aug 18th, 2010 (9:14 am)CorvetteGuy, very well done! This was a very fascinating read.
I love the fact that the car itself can store 7500 songs.
I assume it can sync with my i-pod (once it get it).
And the remote information it can provide.
This car is really going to be very cool.
Thanks again, CorvetteGuy. Nicely done.
+2
Aug 18th, 2010 (9:17 am)“BATTERY EJECT” is ARMED and in STANDBY.
(for Project Better Place – Battery Swap)
hahaha…..
+1
Aug 18th, 2010 (9:24 am)Great information and presentation. Really gave us good information along with screen shots that tie things together that we have read about for many months. Thanks!!!!
Aug 18th, 2010 (9:28 am)LOL, James Bond will trade his latest gadget car to a greener Volt but he has to forget about a quick battery swap, as mentioned above.
Aug 18th, 2010 (9:28 am)Does it have 12V aux battery?
Aug 18th, 2010 (9:30 am)Yes.
Aug 18th, 2010 (9:35 am)Pressurization of the fuel tank may make for different rules, overall. How do you pressurize a tank which is 100% full? How actually full will the 9 gallon tank be when “completely” filled? Could this be what is behind the mystery of the big tank and the high CS-mode mpg?
Aug 18th, 2010 (9:36 am)I’m curious if Ontstar will have remote capability to kill/ disable phone app (whatever it is) or just ignore remote when phone reported lost/stolen?
+1
Aug 18th, 2010 (9:37 am)That was a question that came to my mind too. With all of the recent news about the Int’l Space Station having to ‘fix’ its cooling system, and that it uses a special fluid to do that, I was wondering what the Volt will use. I will have to ask my Service Guys tomorrow. They have their own Training Modules going on… I have not seen those.
+1
Aug 18th, 2010 (9:37 am)I await your next thrilling installment with baited breath.
/yes, “baited breath” smells about like you’d imagine, lol
Aug 18th, 2010 (9:38 am)Thanks CorvetteGuy
Great informative Article. Looking forward to the next module
Aug 18th, 2010 (9:40 am)Not really. Perhaps it’s not fair to other dealers for Corvette Guy to get more Volts, but on the other hand GM could only pray that the average salesman will understand this car half as well as him on launch day. I just know there’s gonna be a salesman out there trying to lure someone towards a Vette instead of a Volt because he’ll make a higher commission. I don’t think this would be the case with Corvette Guy, despite his name.
+1
Aug 18th, 2010 (9:40 am)I would hope that anyone in the auto service department would be thrilled to learn new things about cars and get their hands on cutting edge technology.
Aug 18th, 2010 (9:41 am)Zachary Taylor (Jackson) Said:
How do you pressurize a tank which is 100% full? How actually full will the 9 gallon tank be when “completely” filled? Could this be what is behind the mystery of the big tank and the high CS-mode mpg?
Ah Ha! Good point, they never said how many gallons it takes to “fill” it up!
Aug 18th, 2010 (9:45 am)I suggested this to Saturn years ago — in those days, most people didn’t have iPods, so I imagined that it would rip the songs off of whatever CD you put in the slot (and you would delete the ones you didn’t want through an interface in the radio, later).
I remember mentioning this to a co-worker (IT services company), and was told that a conventional hard drive would need to be de-rated (given larger magnetic domain regions than it would ordinarily be formatted for) to make it easier to take the vibration and temperature variations in a vehicle. This prompted me to suggest that Saturn offer the ability to play mp3 discs instead (and I saw such on a Vue or something several years later).
Poor Saturn.
I suppose enough time has passed since this that hard drives have been improved in the area of vibration and temperature resistance.
+1
Aug 18th, 2010 (9:45 am)At the very least, the power required will be cubed (P^3) based on aero drag, same as any vehicle. Any other losses would be nearly insignificant compared to aero drag at speeds above 50 mph.
+2
Aug 18th, 2010 (9:49 am)http://en.wikipedia.org/wiki/Torque
CorvetteGuy assuredly meant POUND FEET or FOOT POUNDS, not FT/LBS. Yes, it matters, but only to us performance and power enthusiasts, which I oddly thought CorvetteGuy might be.
Go Volt, the strongest off the line mainstream pony car ever built. 273 foot pounds of torque at 1 rpm. Woo-hoo!
Aug 18th, 2010 (9:49 am)I think you will need to put in a pin number to “log in” to the app as it is. So if you have a secure pin, I don’t think there would be a need to remote kill the app itself.
+1
Aug 18th, 2010 (9:51 am)I don’t know if I can drive 50 mph to make the most of the range, but I know I’ll try like heck!
Excellent thread today, good job Chevy, GM and, of course, CorvetteGuy!
Now about that gen 3 version.
Lighter chassis, lighter battery, higher output generator, ICE modified for efficiency for a specific rev range, 60 mile EV range.
I would love to see that 50 mph threshold bumped up to 65. What are the factors to do it if possible? Can that EV-1 coefficient of drag make it around an EREV? How far will the new CEO push for significantly expanding the Voltec?
I can see that the three main engineering goals will be to reduce the losses in recharging the battery, improving battery density, and converting torque to electricity.
I would love to be a fly on the wall of the Volt engineering meetings!!!!!!!!
Aug 18th, 2010 (9:53 am)I built a carputer for my S10 in 2001 with a 60 Gig Hard Drive for my digital music, using a standard laptop hard drive i never had a single issue. But I am guessing this probably uses a solid state hard drive so there are no spinning discs, this will improve the data transfer speeds and protect the drive from damage as SSD’s are not succeptible to vibration damage.
This is exciting stuff!!! Thanks CorvetteGuy!!
Aug 18th, 2010 (9:57 am)Zach,
Maybe it’s a solid state drive?
Even today’s industrial HDDs don’t do too well in the cold (0C).
Or maybe they heat it?
Aug 18th, 2010 (9:59 am)I hope CorvetteGuy lets us know if you can use sport and low modes at the same time. Some of us will want to maximize driving fun over efficiency some of the time. You can really do more one foot racing with strong regen. Ask any 2009 season Formula One driver that used KERS.
+1
Aug 18th, 2010 (10:02 am)Wow, THREE different coolants. We need to find out the maintenance intervals.
Aug 18th, 2010 (10:02 am)About Volt gen 2 or 3, V2G (vehicle to grid) capability to act as emergency generator wired to a home transfert switch would be a nice addition too!
Aug 18th, 2010 (10:05 am)Let me add my thanks for a great post! I should throw away my television since all the excitement you need everyday is to check out Lyle’s website and all the comments. And the excitement is ramping up!
Aug 18th, 2010 (10:09 am)See #37 CorvetteGuy post above, still unknown yet.
+2
Aug 18th, 2010 (10:12 am)The Driving Mode screen looks like it gives us some clues in Normal mode:
263 miles for an almost full fuel tank (11 / 12 bars) = 286 miles when full
32 miles for the battery (8 / 10 bars) = 40 miles when fully charged
Thus, one is able to make a few calculations…
Assumptions:
usable battery pack capacity: 8 kWh (16 kWh pack size – may be using more than 8 kWh)
Range for fully charged battery: 40 miles (Normal Mode)
CS Range for full tank: 286 miles
Energy in gasoline: 125000 BTU /gallon = 36.6 kWh / gallon
Efficiency of ICE + transmission: 30%
Efficiency of Electric drivetrain (controller + electric motor): 85%
Energy required per mile driven (Normal Mode):
(8 kWh * .85) / 40 miles = 0.17 kWh / mile driven
Number of gallons required for full CS range (Normal Mode)
0.17 kWh / mile driven * 286 miles / .30 / 36.6 kWh / gallon = 4.4 gallons
Range in CS mode (Normal mode):
286 miles / 4.4 gallons = 65 mpg
So based on these assumptions it looks like a 5 gallon tank and 65 mpg in CS, Normal Mode.
I guess it all revolves around what actual battery capacity is utilized. Did they have to go more than 8 kWh? I think yes. Perhaps they want to say 8 kWh delivered to the wheels (add capacity enough to offset efficiency losses). Perhaps the Normal Mode is very relaxed compared to highway driving at 70 mph, averaged, regular gasoline. Obviously.
Thus, I’m still standing by my 30 mpg in CS mode, highway driving at constant 70 mph (averaged), regular gasoline.
It just goes to show you how fast and easy the numbers change based on assumptions. We are getting close to the double digits in the number of days until we have a chance at finding many things out.
If the Volt gets 30 mpg in the above stated CS conditions, I will be very happy. That would be a great achievement for a serial drivetrain. Place your bets…
+1
Aug 18th, 2010 (10:13 am)Why are they using a mechanical hdd at all? This could be done with flash ram (like a thumb drive) that has a much higher shock resistance. Or a SSD.
+3
Aug 18th, 2010 (10:13 am)Corvette Guy,
Thank you for the excellent post!! We appreciate it!
For some added info, I have found a picture of the Volt’s engine.
Aug 18th, 2010 (10:14 am)Corvette Guy – Thanks for very good info.
+1
Aug 18th, 2010 (10:15 am)I sell ‘em. I drive ‘em. But this is the first time I’ve ‘written anything about ‘em. (sigh) I should’ve checked my techie grammar.
Aug 18th, 2010 (10:15 am)This is really good stuff!
As far as the windshield fluid being at the front of the car, that part of the grill is closed off, so it will not be a problem, don’t you think?
And it looks to me like there are three separate reservoirs for the coolants, which I think is a good thing. Don’t know if the fluids are different, but it appears they are completely separate.
Good work GM-Volt Team!!!!!
NPNS
+2
Aug 18th, 2010 (10:15 am)I think CorvetteGuy will soon be changing his name to VoltMan.
Aug 18th, 2010 (10:17 am)It would be great to see some of that service information. Also does this have a 120V outlet like trucks and SUV.s ? with this big generator you could run the whole house in a power outage !
Tom
+1
Aug 18th, 2010 (10:18 am)absolutely! maybe we can lease spare battery capacity to the grid too!
Aug 18th, 2010 (10:21 am)It did not specifically state that the “hard drive” is an old-fashioned spinning drive. Flash drives are also referred to as ‘hard drives’ or ‘removable hard drives’ in the case of memory sticks and stuff. I am pretty sure its a solid state memory drive and they just use the term ‘hard drive’ because even my mom knows what that is.
Aug 18th, 2010 (10:34 am)Great stuff, CorvetteGuy!
Two questions:
1) What is the “NW” at the top and center of the display?
2) What is the “routine” maintenance on the Volt? Will the Volt require more or less servicing than an ICE?
Thanks!
Aug 18th, 2010 (10:42 am)I am pretty sure the “NW” is your ‘Compass Direction’. It is not in the standard GM rearview mirror on the Volt. I do not know about service intervals yet. [ Stay Tuned...
]
+6
Aug 18th, 2010 (10:49 am)CorvetteGuy – great job writing up the details covered in training! Our staff has completed module 1 also – no earth shattering new info – and as you said, if you’ve been a regular to this site, you pass with flying colors! All thanks to Lyle!
Aug 18th, 2010 (10:53 am)So, the Magnetic pole derivation would periodically update the compass thru Onstar
+12
Aug 18th, 2010 (10:58 am)nasaman Says
Aug 18th, 2010 (8:48 am) Trivia, I know, but I wonder if there’s a reason the Windshield Washer Fluid Reservoir is placed in such an odd location —up front, right behind the grill?
And let me add my thanks
Fluid reservoirs have been moved up front for a few reasons, but mosting because they are inexpensive to replace in the event of a collision. Since the ICE is smaller and mounted to the RF, I imagine the radiator has been shifted slightly to that side, allowing space for the washer fluid reservoir to mount in the LF area behind the grille.
Rather than having expensive electronic modules mounted upfront, engineers have moved less expensive items like this to the front and outside corners… insurance companies appreciate the potential cost savings in the event of a relatively minor collision and typically reward the vehicle with better insurance repair ratings, ultimately lowering premiums. All good!
+4
Aug 18th, 2010 (11:05 am)Great explanation, LeoK! You & our other dealer CorvetteGuy are major assets to this blog!
Aug 18th, 2010 (11:20 am)Thanks CorvetteGuy!! This info only wets my appetite towards the day when I take delivery. The more information that comes out, the more I see I made the right decision to go with the Volt!
+1
Aug 18th, 2010 (11:27 am)About insurance, for those who bought/rent (ordered) their own, do you have an idea of the cost of premiums, compare in %, over their actual vehicle repair/replacement cost ?
Aug 18th, 2010 (11:45 am)Getting pretty sure the volt averages 30 miles per gallon in CS mode based on the graphics in the last couple of posts, assuming they represent full tanks and and assuming a 9 gallon tank size.
Aug 18th, 2010 (11:48 am)Not sure I agree with all your calculations, but that 263 miles of range on a nearly full tank is interesting. It seems to contradict the often heard claim of 300 miles range in CS mode. Sounds more like it’s 300 miles of range electric plus gas total. Note the 295 mi “Total Range” on one screen.
We really need to know the gas tank size to derive CS mileage. I don’t think we can get it from assumptions of ICE and generator efficiency. You assume a 30% efficiency giving 11 kWh per gallon which seems pretty generous. The only real world example I can find is that of a 9 kW Honda generator providing 6 kWh per gallon of gas. At 5 mi per kWh that would give us 30 MPG. Hopefully GM got a nice efficiency of scale with their larger generator and didn’t get too penalized by all the extra emissions equipment.
+1
Aug 18th, 2010 (11:50 am)You guys (me included) really are nerds! I love it, though. One question: when in CS mode what happens when the gas tank runs dry? Does it shut the car down? Does it dig into emergency reserves? My question is for purely geek reasons: to accurately measure CS MPG (and range) the simplest thing is to run it till the tank is dry.
Aug 18th, 2010 (11:51 am)Oh, yes, lest I forget, thanks CorvetteGuy. It sounds redundant, but really, it helps bring the Volt to life. Thanks much.
Aug 18th, 2010 (11:55 am)Wow…what an impressive article with so much information! Great job!
I had a question – you mentioned the following: ‘Also, the heated seats use less electricity than full cabin heating.”
I wonder if the owners manual will have good information such as this? For those of us who want to get the most out of full electric mode, little tips like this are very valuable.
Thanks again, and can’t wait until the next ‘training’!
Aug 18th, 2010 (11:55 am)I was starting to worry about the high cost of insurance (I’ve never owned a car over $25K) and I heard a commercial (Farmers’ ?) that claimed a discount for hybrid cars.
Aug 18th, 2010 (11:55 am)I think because the Volt has both full power trains, Electric Drive and dirty polluting internal combustion engine, it should be much higher. Having both full drive trains means that in an accident, replacing or fixing both drive trains is most likely going to be a “Total” loss. Insurance companies don’t care that you are an early adopter. They care about what it will cost to fix your car. In a BEV you only have one drive train. In an ICE you only have one drive train. In the Prius you have ICE as the Full drive train and electric as a small factor. The Volt is Full Full.
+1
Aug 18th, 2010 (12:00 pm)The LEASE rate is very good financing. Personally I want to own it outright and I abhor car payments, so I’m feeding the piggy bank as best I can.
Aug 18th, 2010 (12:00 pm)There’s a darn good chance you’re right that it’s a SSD or flash drive, not a spinning-disk HDD. For one thing, ~30GB (disc-based) hard drives are getting less common nowadays. An 80 gig 2.5″ drive is about the smallest “mainstream” HDD you can buy nowadays.
There’s really just no good reason to spec a drive that small unless you’re talking Flash or SSD.
And when you factor in the much higher reliability… it’s pretty much a no-brainer.
Aug 18th, 2010 (12:10 pm)Something I haven’t seen discussed: what’s the service interval for a timing belt? It doesn’t seem logical to have it be the usual 100,000 miles when the ICE might be on for only a fraction of that time.
Aug 18th, 2010 (12:13 pm)No worries. Everyone on this site can point out hundreds of mistakes I’ve made, starting with being mean to people.
On the plus side, you stumbled toward a very useful metric, which is torque pound feet divided by vehicle weight in pounds. That gives you a weightless measure of power in torque feet which allows you to directly and honestly compare power between vehicles of different weight. The bigger number wins. Any idea what the GVWR of the Volt is? For comparison, my electric vehicle (motorcycle) puts out 0.36 torque feet on its own and 0.15 torque feet with a rider, 36% more power than a 2010 Corvette Grand Sport which puts out 0.11 torque feet. Not to take away from the Grand Sport, which will leave me in the dust above 50 mph once it starts shifting into higher gears. Assuming we aren’t already at the next stop sign, red light or sharp turn with me still in the lead.
+4
Aug 18th, 2010 (12:22 pm)The LUU camshafts are driven by a chain not a belt.
WOT
+2
Aug 18th, 2010 (12:23 pm)Noting that while the initial report was that driving at 50 MPH optimized range, which was quite incredible, the training more believably says that ““Electric Range is maximized at speeds of 50 mph and below”. Big difference. It was hard to imagine how 50 MPH was the most efficient speed.
Not sure if it was discussed by the EPA may be coming up with drive cycles that will drop the EV range by 30%. So the “up to 40 miles” EV range may turn into an EV range of 28 miles.
+2
Aug 18th, 2010 (12:35 pm)Again, let me thank you, Corvette Guy, for the job you have done. Publishing this blog entry was plenty of work, but you have responded to many questions today and deserve even more of our thanks. Looking forward to the next installment.
+1
Aug 18th, 2010 (12:41 pm)But the engine is only hooked up to a generator, and the e-motor is hooked to the Drive train, there is not a transmission. Although there are more components in the engine bay I would think that it would be easier to service or repair than a hybrid or even a gas vehicle. It does not have 2 full drive trains, unless you consider a power cable from the generator to the motor and battery a “drivetrain”
+1
Aug 18th, 2010 (12:44 pm)I think I am done speculating what the range will be, i will just wait for GM to give me a number…
I just hate when people compare a lowered Volt range to the 100 Mile leaf range – remember the Leaf actually ranges from 45 – 145 mile range. I would hate to be stuck at the low end of that range with no generator.
Aug 18th, 2010 (12:48 pm)And it worked beyond expectations, I guess. +70 at writing this post time.
+2
Aug 18th, 2010 (12:49 pm)And thus the functional difference between torque and horsepower. In the most general sense, horsepower is needed to overcome drag (maintain speed), torque is needed to overcome inertia (initial launch).
It will be very, very interesting to see what Volt (and other EVs) can do in actual street performance. For streetlight-to-streetlight stuff, EVs should rule! Running a high-speed course, probably not so much. EVs won’t have the horsepower at the upper end.
zero-30 time = excellent.
zero-60 time = good.
60-80 time = maybe not so good.
1/8 or 1/4 mile = low ET (good) with low top end (ending mph – not so good).
Anything over 100mph, forget it.
There are so many differences between how ICE engines and electric motors operate that it’ll be very interesting indeed.
Aug 18th, 2010 (1:01 pm)I believe this generation of engines, also used in the Cruze, use a steel chain instead of a timing belt.. should last the life of the car.
Aug 18th, 2010 (1:22 pm)It’s great seeing one more person stepping up to the plate and go to bat for the Volt. Thanks for your contribution CorvetteGuy. We look forward to more installments! And enjoy those Happy Trails.
Happy trails to you ’til we meet again.
Aug 18th, 2010 (1:23 pm)I’m just reporting it… I don’t know what the percentage of electricity use would be for the different systems. I does make sense. Like using an electric blanket to heat the bed, not the whole house.
Aug 18th, 2010 (1:25 pm)Loboc,
Are you sure?
The White Zombie Datsun can do 10 second 1/4 mile runs with a top speed of 117 MPH.
Not bad for a Datsun BEV.
http://www.plasmaboyracing.com/history/2010.php
+2
Aug 18th, 2010 (1:30 pm)There’s no need to talk like that’s in the future. EVs already rule in streetlight to streetlight. I know from personal historical experience. In high speed racing, electrics have improved performance by more than 10% in ONE YEAR. That hasn’t happened with internal combustion engines since the middle of last century.
2009:
24 hours of Electricross off-road endurance race, winning vehicle goes over 500 miles.
TTXGP at Isle of Man race
Electric wins heat over hundreds of full gassers in FFM national motocross championship
2010:
Electrics win against full gassers in AMA 16″ wheel open class motocross race
FIM e-Power international electric race series
TT-Zero Isle of Man race
TTXGP international electric race series with lap time performance levels faster than than the slowest finishers for AMA Supersport gasser racers on the same track/race day
Electric drag racers regularly crush full gassers in some classes (see NEDRA for records)
Killacycle
Pikes Peak race times are decent for electrics in both cars and motorcycles, both ran in 2010.
Hybrids have already performed extremly well or won in Formula 3, LeMans and Formula 1 racing.
Sure, electrics are weakest at the top end, but they are already directly competitive in general against many mainstream gassers, even in racing, are improving every year and crush gassers off the line, in the low end, and in stop and start and short distance daily driving conditions called the real world.
Full gassers already have to resort more and more to special and unequal conditions and excuses to compete with electrics.
I guarantee that GM won’t give you full access to performance EV launch capabilities in a family sedan, as you’d you have full pants off the line once a block, though the Volt oughta be perky.
+2
Aug 18th, 2010 (1:41 pm)Here is a clarification of the 3 Charging Modes:
When charging Volt, there are three charge modes that you
can chose from.
• Immediate – Instructs the vehicle to start charging as
soon as it’s connected to an electrical outlet.
• Delayed Departure Time – Tells the vehicle to calculate
what time to start charging based on when you want
to drive.
• Delayed Rate and Departure – When you choose this
mode, the vehicle calculates the charging start time
based on utility rate schedules and preferences in
addition to when you plan to depart.
+1
Aug 18th, 2010 (2:00 pm)CorvetteGuy,
This was a great day here at GM-Volt.
Nice job and some really good information.
– Rashiid
Aug 18th, 2010 (2:02 pm)OK, I didn’t see anybody ask this question… What is the point of the L position? There are no gears, so there really is no L, so why is it there? What does it do?
On my Ranger EV, it has a D and an E mode – where E is Economy with better regen and limiting acceleration. Does L on the Volt do the same? (If so, why is it still called L?)
Aug 18th, 2010 (2:08 pm)Way COOL
Aug 18th, 2010 (2:09 pm)What kind of electric motorcycle do you have? I commute daily on a motorcycle and will gladly convert to electric if it meets my needs.
+1
Aug 18th, 2010 (2:16 pm)Interesting blog post about the Volts on Pike’s Peak.
http://blogs.insideline.com/straightline/2010/08/2011-chevy-volt-testing-on-pikes-peak.html
Aug 18th, 2010 (2:17 pm)L is the same as running a lower gear, except rather than a transmission to slow the car it is using heavier amounts of regen. The prius has this it is a b (for engine Breaking mode) when used it slows the car and uses more regen than “coasting”. Simmilar driving feeling to an L on an auto trans…
Aug 18th, 2010 (2:22 pm)Thanks for the Link! Interesting (and very short) article. Volt regenerated more than 10 miles of electric range on Pikes Peak descent, this is awesome.
Aug 18th, 2010 (2:25 pm)Why ?
Aug 18th, 2010 (2:27 pm)So when I go add windshield fluid – I might start the ICE by lifting the hood – oops.
Aug 18th, 2010 (2:29 pm)“B” mode causes the engine to pump with compression, holding the valves shut to create resistance for vehicle slowing on long decents. Since some kenetic energy is directed to the engine, the result will be less regen than usual.
Speaking of regen. I was impressed by how much more the Li-Ion battery in the PHV model could capture more from braking than the usual NiMH battery.
+3
Aug 18th, 2010 (2:31 pm)The “2011 Chevrolet Volt Details Book” (pdf.) just came in. Sadly, it also came with a huge warning “It is intended for use by dealership employees only and is not to be disseminated to, or reviewed by, consumers.”
I wish I could show it to you.
All they need to do is re-word the Introduction, and print it on glossy 100-lb stock, and you’ve got yourself a color brochure.
Patience, friends… If they have this ready, then the full color brochure will probably be on the Chevrolet site very soon.
Aug 18th, 2010 (2:33 pm)I’m not the technician, but I’m sure it is used for starting the ICE Gen and some other minor accessories that can’t access the high-voltage main battery directly.
+1
Aug 18th, 2010 (2:38 pm)Wonderful post, and wonderful responses to the questions.
.
Thanks, Corvette Guy!
+2
Aug 18th, 2010 (2:39 pm)Thanks to everyone for the kind words. Hey, I want to get in one of these and drive it just as bad as you guys (and gal LauraM). There is no official word when we will get our showroom demo, but I plan to make a number of YouTube videos when it shows up. Although long before that happens, the Walkaround Videos will have been on the Chevy site. But recording ‘customer reactions’ to driving an electric car will be lots of fun!
Aug 18th, 2010 (2:40 pm)Moving on to a technical question, why are there 6 high-voltage cables? For 6 what?
+2
Aug 18th, 2010 (2:41 pm)OMG
Compression cannot “hold the valves shut” in any way shape or form.
In ANY transmission setting they will be mechanically opened by the cam lobes and closed by the valve springs as the timing of the lobes permit. (unless of course you have some form of modulated displacement system on the valvetrain- which the Prius does NOT)
Now go back to Priuschat and verify!
LOL
WOT
+2
Aug 18th, 2010 (2:44 pm)Three phase cables (U,V,W) for each motor generator used.
WOT
-5
Aug 18th, 2010 (2:44 pm)That seems unlikely with all the prior discussion about seemless transition. Getting enough kick out of just a 12-volt to spin up the engine fast enough would be an interesting trick. Smooth startup requires idle speed. Starters in traditional vehicles drawing from a 12-volt rather than a big traction battery don’t get anywhere near than fast.
The goal for hybrids is to establish oil-pressure prior to fuel & spark, which requires both faster speed and longer duration. What is it for Volt?
Aug 18th, 2010 (2:46 pm)Thanks CorvetteGuy. Your recent posts have been the best ones on this site, IMO, because they’ve had ACTUAL DATA/INFO. Fantastic.
Been fun seeing the engineers/motorheads/tinkerers heads exploding today. Christmas Day.
-3
Aug 18th, 2010 (2:47 pm)Grow up. You know there is a “B” mode and you know the engine is used for decelerating when engaged.
Aug 18th, 2010 (2:53 pm)It’s in this very incomplete and behind the times list:
http://www.pluginamerica.org/vehicles/#2%20&%203%20Wheel%20Vehicles
Each is for a different user riding profile, which may or may not match yours.
Don’t forget to order your Volt at the same time.
+2
Aug 18th, 2010 (2:54 pm)I can tell you what the Aux battery does for both my Ford Escape Hybrid, and the Ford Ranger EV. It’s the main circuit that runs the usual accessories. Plus the high voltage battery pack is disconnected in the car’s(truck’s) off state. The 12V system is needed to turn on the High Voltage systems. Plus, things like lamps, fans, and electronics are already made for 12V systems, it’s much harder trying to find 300V equivalents of all that for vehicles. Sure they can be found, but it’s much easier to stick with a 12V system, and the 12V system is kept charged up with a DC-DC converter that drops the High Voltage down to the 12V. The interesting thing on the Ford Escape Hybrid, the 12V system does not start the engine, the HV Motor/Generator does. So if the HV battery pack is discharged, Ford has a charging system that allows you to jump the 12V, which can then charge up the HV battery. I’m sure the Volt system is similar in that there is no starter, rather the generator acts as the starter motor to spin the ICE.
Aug 18th, 2010 (3:09 pm)CorvetteGuy, can you ask Lyle to update the article with that information?
And thank you for the excellent info! It was nice to get an article like this this morning instead of another article padded around a single sentence from a GM executive (“I am a strong supporter …”).
(I love the site and appreciate your efforts, Lyle
)
I’m looking forward to that Volt Details document leaking, which I’m sure it will in no time!
Aug 18th, 2010 (3:11 pm)CorvetteGuy,
What would you think if GM offered a Corvette Voltec option?
+3
Aug 18th, 2010 (3:21 pm)– General Motors files for initial public offering, planning to sell stock in a bid to repay U.S. taxpayers for bailout.
http://www.reuters.com/article/idUSN1821354220100818
-2
Aug 18th, 2010 (3:26 pm)Geez, I though GM already paid back the taxpayers. At least that’s what they’ve been saying in their ads.
Aug 18th, 2010 (3:28 pm)Actually, I already ordered my Volt. I’m number six on my dealer’s list, of which they are allocated 16 of the 2011 models. I actually received a call from a Chevy rep yesterday (not the dealer) thanking me for my order and offering to answer any additional questions. Of course, he couldn’t answer any of my questions!
+1
Aug 18th, 2010 (3:30 pm)I would sell my 1979 C3 Vette and take out a 2nd mortgage for the rest!
+2
Aug 18th, 2010 (3:31 pm)They paid back the government loans, The taxpayers (gov) still owns a 61% share of the company, this IPO is simply selling off the government owned shares. So they paid pack the loan, now they are selling the equity/
Aug 18th, 2010 (3:37 pm)Well, I was talking street cars, not full-on racing cars. (Even though this guy’s car is street legal.)
Running at sustained 100+ mph with an electric will be problematic. Not that anybody does this every day on the street in the US. You’re just not going to have enough horsepower to overcome the drag with the motor wound out to 10,000 rpms or more. There won’t be anything left.
As far as ET vs top end (mph at end of 1/4 mile run)… A quicker ET can mean that you don’t get a high top end mph in some cases. You get to the end of the run well after the car hits it’s peak mph. In other words, he’s probably running at 117mph well before he hits the traps. It’s as fast as he can go.
Something that is slower off the line could do the same ET, but, with a higher ending mph. The second half of their run they would be accelerating faster than the EVs first half, in other words.
Take a look at HD softail ET for example:
http://www.dragtimes.com/Harley-Davidson–Softail-Drag-Racing.html
They’re running 120-135 mph at the end of the run with a 10-second ET. They’re still accelerating when they hit the 1/4 mile point.
BTW, a 10-second ET is really, really fast for a street-legal car. Most factory muscle cars are in the 12-to-13-second range. (Camaro, Charger, Mustang)
+1
Aug 18th, 2010 (3:47 pm)Which means you should add windshield fluid when the car is turned off. In your driveway maybe. If you are on the side of the road, it’s no different than a conventional ICE car. It makes sense.
Aug 18th, 2010 (3:49 pm)It makes sense to use 12v accessories. Lights, switches, motors for a/c & p/s, seat heaters, radios, etc, etc. That way, all these things can be used across the entire line.
There’s a whole thread about it on the chev-rolet-volt-age site. The GM battery expert was very informative. (Kissle, Kissler, ?)
What I still don’t get is why they have a 12v battery that is recharged from the traction battery. I don’t see why they wouldn’t just use a drop-down transformer.
+3
Aug 18th, 2010 (4:02 pm)Amen! Excellent job on the article today, CorvetteGuy! When I posted this ~5 pm (Right coast) the +’s were in the mid-90′s! Even if you logged in as 80 different people, that’s STILL great (lol). I hope that Lyle has your arm pre-twisted for the other modules ! Given the knowledge levels here, maybe you should “borrow” one of the tech modules as well (g).
Again, excellent job!
Be well,
Tagamet
Aug 18th, 2010 (4:07 pm)If you used a drop-down transformer, you couldn’t use “jumper” cables.
Be well,
Tagamet
Aug 18th, 2010 (4:20 pm)It looks like the IPO is back on. Reuters at 4:22PM filed a report stating that GM had filed the IPO with regulators and that the US Treasury is to be named as “a selling shareholder” (whatever that means). Presumably the shares will go on sale tomorrow and the US government will still have a fairly large ownership of GM after the dust settles.
Reuters: http://www.reuters.com/article/idUSTRE67H51H20100818
Forbes: http://www.forbes.com/2010/08/18/briefing-markets-general-motors-autos-potash-bhp-billiton-target.html?boxes=financechannelforbes
+2
Aug 18th, 2010 (4:27 pm)Just curious, CorvetteGuy. Did Lyle have to out-bid the National Enquirer for the print rights to this series (g). It shoulda brought a good dollar!
PS: I think that “The new GM” should consider letting GM stand for “Grin Machine’s). You drive one – you smile.
Be well,
Tagamet
+2
Aug 18th, 2010 (4:31 pm)It depends on the final drive ratio.
For example Chevy Cruze Eco’s 1.4L has 148 lbs-ft torque. 1st gear is 4.273:1 and the final drive ratio of 3.833:1; overall 16.378:1 at the wheels. That means Cruze Eco put outs maximum of 2,424 lbs-ft torque at the wheels (assuming peak torque can be reached during the take-off).
For the Volt to match it, the electric motor need to have final drive ratio of at least 8.879:1. If it has 10:1 ratio, it can smoke the Cruze off the line. Keep in mind that the Volt is much heavier.
+2
Aug 18th, 2010 (4:31 pm)A “drop down transformer” only operates on AC. Both batteries are DC, so you need a DC to DC converter, which is most likely just another way of saying an inverter — An oscillator takes the DC voltage and chops it up (turning it off and on very rapidly), this then is an AC signal mixed with DC and it WILL work with a regular transformer (a pair of coils with an iron core). The higher the frequency the smaller the transformer can be. The AC that comes out of the transformer is then rectified (diodes) and used to charge the “regular” battery.
Aug 18th, 2010 (4:32 pm)I don’t see how that would work either. The traction battery/generator is starting the engine.
Oh well. We’ll know soon enough. I hope the Chilton’s manual comes out soon.
Aug 18th, 2010 (4:46 pm)Someone explained it better than I could in a post “above” mine. I hadn’t scrolled up/down that far at the time I posted.
AND #134.
Be well,
Tagamet
Aug 18th, 2010 (4:59 pm)You cant use jumper cables with a Volt, not in the way that you are thinking. The reason is for safety.. the main relays for the big battery pack are not turned on until the computer says its ok to do so.. and that computer is powered by the 12V battery because the big battery is disconnected while the safety checks are being made.
+2
Aug 18th, 2010 (5:04 pm)But at the end of the strip, you still have a Harley Softail. Actually a lightweight version of a town bomber would be a good profile for an electric application.
By the way, how does those times/speed compare with the Killacycles’s official 1/4 mile and top speed of 7.864 seconds and 169 mph? Oh, poorly. More than a dozen electric drag racers already do over 100 mph at the end of a 1/4 mile and the electric field is still small (for now).
http://www.nedra.com/record_holders.html
Or how about Lightning Motors doing 166 mph at Bonneville (salt and long runs), 169 on pavement, or Mission doing 150 mph, or a TT-Zero rider going 135 mph through speed traps on a street race course well over 30 miles long.
When the facts change, I change my mind, What do you do, sir?
Not to mention bone stock base Telsa Roadsters able to do 120 mph for the entirety of 76% of Americans’ daily commute.
Of course you’ll take a hit on range at high speeds. That’s due to air resistance, not hp, and is true of full gassers as well.
But to claim that you can’t go much above 100 mph with an electric is silly. It’s been repeatedly shown that you can easily, for a decent distance, if it is set up to do so. Of course, it ain’t cheap.
Now that you raised the silly > 100 mph = no good for electric meme, wasn’t the fastest commercial ground transportion vehicle speed record was set by an electric vehicle at 357 mph years ago with 258 mph from a ground transport electric vehicle on regular daily commutes quite common?
As for a Corvette Grand Sport finally catching up to me, but only if the speed limit is greater than 50 mph, on horsepower, it’s got 436 horsepower to my 29 and I have exactly one gear, so I’ll take enough electric torque any day, as 36% more torque (mine available at 1 rpm relative to Corvette’s at 5,000 rpm) and one gear means I can beat 1,400% more ICE horsepower and multiple gears all the way up to 50 mph.
That’s not to say that we all wouldn’t like more performance, higher top speeds, longer range, faster recharge and lower prices. We would and we do. Manufacturers who want our business will keep working on that. In the meantime, all types of vehicles with electric drive, Volt included, are good enough for us all to switch to them quite easily. I know. I did it for my motorcycle and for my car. Entirely for the best performance for the best value for my particular riding profile in the case of the electric motorcycle. I don’t why I waited so long in each case.
Aug 18th, 2010 (5:13 pm)I’m not entirely sure that this is correct, but I’m totally willing to “stay tuned”.
Be well,
Tagamet
+4
Aug 18th, 2010 (5:18 pm)Yes, there are very practical reasons ALL new EVs and hybrids with 300V + traction batteries will keep a “plain ole” 12V battery on board —of the 10 or more models I know of from Tesla, GM, Nissan, Coda, Fiskar, etc with 300V + batteries, there’s a very important reason no one has mentioned yet: safe (and cheap) power distribution…
Imagine having 300V dome lights, door locks, windows, etc, etc all over the car. In even minor accidents (especially those that might only break thru the thick orange insulation but not blow a circuit breaker or fuse), both the cars passengers and rescue crews would be exposed to potentially lethal high voltage. Because there’s necessarily so much current available from an EV’s high-voltage battery (compared to a tube-type TVs fly-back transformer or even a stun gun) there would be an unavoidable danger of electrocution. Therefore, all EV/hybrid makers with HV batteries will strictly limit HV distribution to centralized, well-insulated tunnels wherever possible to minimize the threat of electrocution in the aftermath of an accident.
In addition, conventional 12V wiring harnesses are MUCH LESS costly to fabricate & install than oversized HV cabling!
+1
Aug 18th, 2010 (5:23 pm)Great Job CorvetteGuy!!!
One question: Did they tell you what the recommended oil change intervals are? It can’t be based strictly on mileage since most of the mileage will be with out the ICE for most people. Does the car have sensors that detect “dirty” oil or is it based on engine running hours?
Thanks! I hope you get a lot of volts for all you have offered everyone here!
+2
Aug 18th, 2010 (5:29 pm)It’s 6:30 Right Coast Time (RCT) and the + count is 104. (If it hits 120 I’d sell.)
Be well,
Tagamet
Aug 18th, 2010 (5:35 pm)Positive and negative leads for three phase power I would guess, I’m pretty sure the motor is a 3-phase ac induction motor.
+1
Aug 18th, 2010 (5:48 pm)Wouldn’t it be funny to pull a Volt into Valvoline Instant Oil Change and watch them try to figure out how to change the fluids?
Aug 18th, 2010 (5:57 pm)I’m interested in this ‘pre-conditioning’ concept. Is it possible that the Volt can be told to, while still plugged into its charger, warm up the car in winter or cool it off in summer before the driver gets in?
That would be way kewl!!
+1
Aug 18th, 2010 (6:01 pm)Coming on late – so I’ve had a chance to look at some the follow up by CorvetteGuy. Really well done!!!! I have questions – such as mountain mode being enabled at a 5% grade when that’s within 1% of the Interstate limit of 6%. (I misread the option and thought it enabled the ER ICE at the driver’s option.)
Let’s pick up on this next time. A great article and timely feedback. Thanks.
Aug 18th, 2010 (6:03 pm)Yes, that’s exactly the purpose of “pre-conditioning” while the car is still plugged in. It obviously saves battery power/range and, yes, it’s both “kewl” as you say in summer AND warm (in winter).
Aug 18th, 2010 (6:04 pm)Yes, that’s a capability, as long as it’s plugged in.
Be well,
Tagamet
Aug 18th, 2010 (6:44 pm)I guess some of us just change the subject.
I was referring to STREET machines by major manufacturers, not race cars.
There is no way that a production EV (and Tesla roadster is not ‘production’ by any stretch of the imagination.) will be able to sustain 100mpg like a Corvette or Camaro or Mustang. With only one gear, the motor will wind out and the battery will be sucked dry.
That’s the current state-of-the art and it’s not going to change until batteries and motors have a different design than current offerings.
+1
Aug 18th, 2010 (6:59 pm)Good reply except for the very last bit. The size of the cables is primarily driven by the current (of which the motors will draw a lot, thus the fat orange cables) rather than the voltage (which would mostly drive the type and thickness of insulation). So, Wattage being equal, a 12 Volt cable to a dome light would have to carry 25 times the current as would a 300 Volt wire and would have to be significantly heavier. However, your points about the safety of 12 Volt circuits vs. 300 Volt circuits trumps all of the advantages of lighter-weight, high voltages lines for auxiliary functions.
And CorvetteGuy: Excellent post! Keep them coming.
Aug 18th, 2010 (7:07 pm)Does it have a “preset time” mode? Say you want to start charging at 10:00PM most times, so you set that as your preset time and just select this mode, or better yet make this your default charge mode.
Aug 18th, 2010 (7:11 pm)Great report CorvetteGuy!
A couple of questions that came up from reading your post:
-Is all of the regen from accelerator ligt-off or does the “brake” pedal increase regen to the max before engaging brake pads?
-Can pre-conditioning be done remotely even when the car isn’t plugged (definitely a big plus for us hot climate folks)?
Aug 18th, 2010 (7:12 pm)You can schedule the charging time start from the 7″ centerstack display screen, or from the Chevrolet Connect app on your Smartphone, or from the MyVolt.com website.
Aug 18th, 2010 (7:14 pm)Like I mentioned earlier, this first module was basically an overview of the main functions and did not go that deep. I hope to get answers to many of these questions over the next few weeks!
Aug 18th, 2010 (7:23 pm)I know… right?
And then, wait till they figure it out and hand you the bill for all three coolant changes …… tres funny!!
+3
Aug 18th, 2010 (7:29 pm)I was called last week by a someone from GM’s MyVolt team to inform me my VOLT ORDER has been received and that someone will call me in the future (he did not say when) to give me the delivery information and talk about setting up my home charging system.
I read the GM-VOLT site every day, and as the saleman said, I already know more than he does about the VOLT, thanks to Lyle..
Aug 18th, 2010 (7:39 pm)Congratulations on your Volt!!
Aug 18th, 2010 (8:15 pm)Heck, that has to be put on the “Day One Tests” sheet. Just remember to bring spare gas cans.
Day One Tests:
1) CS at highway speeds, 70 mph, flat, normal conditions, regular gas, two-way average.
2) Run the tank dry test to see if an emergency use of the battery pack is realized.
3) Full tank full charge range test at highway speeds, 70 mph, flat, normal conditions, regular gas, two-way average.
+2
Aug 18th, 2010 (8:20 pm)It would be even funnier with Leaf
+2
Aug 18th, 2010 (8:29 pm)LOL, I like it Tag! and also your play on words with a certain color.
- Electric drive vehicles employ “grin” technology.
- Electric drive–the “grinning” of America.
- Those ordering their 2011 Volt makes me “grin” with envy…or is that just chagrin.
- And with all of that instant torque, can’t wait for the light to turn “grin”!
Anyone else want to add anything?
Aug 18th, 2010 (8:53 pm)Remember this is a 3 phase ac motor.
Tom
Aug 18th, 2010 (9:00 pm)The loans were TARP loans that both GM and Chrysler have paid back with interest, so on those loans the government made money. What remains is equity that the U.S. Governement obtained during the bankruptcy proceeding; since no one else was willing to buy GM, the government did to save the sutomotive industry in the U.S.
I am keenly interested in how the government will fair on this IPO. They will no doubt retain a portion of the 65% ownership they currently have, and gradually sell off what remaining shares they own. It will be interesting to see how many shares they do retain after the initial offering.
Happy trails to you ’til we meet again.
-7
Aug 18th, 2010 (9:09 pm)BTW,
For everybody who likes to talk “tow truck possibilities”.
That’s 5 (count ‘em, 5) pressurized liquid systems the Volt has that the Leaf does not.
1. Oil
2. Engine coolant
3. Fuel
4. Battery coolant
5. Power electronics coolant
A leak in any one of these will likely be a single point failure and a call for the tow.
Aug 18th, 2010 (9:11 pm)It makes sense. Thank you all for the explanations.
Aug 18th, 2010 (9:14 pm)+115 and counting for post # 4 tonight. That must be a new record, I think.
Aug 18th, 2010 (9:15 pm)The 12 Volt battery is used to jump other cars that have insufficient battery power to start. As far as needing to jump a Volt, I don’t think that will be needed as the Volt battery pack has plenty of reserve to start its generator/motor. JMO.
Happy trails to you ’til we meet again.
Aug 18th, 2010 (9:17 pm)As long you avoid saying viridian “grinch” joule, you’re safe
+1
Aug 18th, 2010 (10:03 pm)And you might add the water pump belt to your list. Speaking as guy who’s both critiqued and chaired detailed critical design reviews of spacecraft and nuclear systems for over 15 years, let me assure you that a rigorous FMECA of the Volt design would NOT be likely to find any of the leaks you’ve listed (or a water pump failure) to be system-level SPFs —UNLESS THEY OCCURED ON CONVENTIONAL GASOLINE-FUELED AUTOMOBILES!
IOW, NONE of these 6 failures (or virtually any other credible subsystem SPF) would interfere with or prevent the Volt’s EV subsystem from operating normally. This robust system-level redundancy is an aspect of the Volt’s EREV architecture that sets it apart from all other hybrids and EVs —which ARE vulnerable to credible SPFs! Although hybrid & EV owners may sometimes need to be towed, Volt owners should NEVER need towing!
Aug 18th, 2010 (10:05 pm)In the unlikely event that the MAIN battery was below depletion level, couldn’t the Jump points be used to start the ICE to charge the car? Just wondering.
Be well,
Tagamet
+1
Aug 18th, 2010 (10:09 pm)It’s funny, that’s the very first thing I thought too! There are pretty much endless references that could use “Grin”, and the Professors were all good.
Be well,
Tagamet
Aug 18th, 2010 (10:12 pm)+120 @ 11:11pm RCT.
Be well,
Tagamet
Aug 18th, 2010 (10:16 pm)SELL! SELL! SELL!
+1
Aug 18th, 2010 (10:48 pm)And you might add the water pump belt to your list. Speaking as guy who’s both critiqued and chaired detailed critical design reviews of spacecraft and nuclear systems for over 15 years, let me assure you that a rigorous FMECA of the Volt design would NOT be likely to find any of the leaks you’ve listed (or a water pump failure) to be system-level SPFs —UNLESS THEY OCCURRED ON CONVENTIONAL GASOLINE-FUELED AUTOMOBILES!
IOW, NONE of these 6 failures (or virtually any other credible subsystem SPF) would interfere with or prevent the Volt’s EV subsystem from operating normally. This robust system-level redundancy is an aspect of the Volt’s EREV architecture that sets it apart from all other hybrids and EVs —which ARE vulnerable to credible SPFs! Although hybrid & EV owners may sometimes need to be towed, Volt owners should NEVER need towing!
Aug 18th, 2010 (10:54 pm)You’re mistaken. “Awaiting moderation” is giving me trouble, so I’ll just give you the bottom line & say that I’ll stake my long reputation with NASA and DOE on it: Although hybrid & EV owners may sometimes need to be towed, Volt owners should NEVER need towing!
+2
Aug 18th, 2010 (11:06 pm)john1701a: That seems unlikely with all the prior discussion about seemless transition. Getting enough kick out of just a 12-volt to spin up the engine fast enough would be an interesting trick. Smooth startup requires idle speed. Starters in traditional vehicles drawing from a 12-volt rather than a big traction battery don’t get anywhere near than fast. The goal for hybrids is to establish oil-pressure prior to fuel & spark, which requires both faster speed and longer duration. What is it for Volt?
Don’t worry Corvetteguy.
Most of us knew exactly what you meant.
Certainly the 12V rail is necessary for “starting”, just NOT for the actual cranking phase (MG1 does that) but certainly everything else leading up to it. ALL of the Volt’s various control and management systems, lighting, accessories, entertainment and comfort operate on the 12-Volt system.
So when you push the POWER button if the 12V battery is dead, you will either need a 12V charger or a jump like any other car. (hence the underhood “remote” boosting/charging points) The Volt can provide a jump in this fashion as well, both while following the process in the owners manual of course. The remote points are there for convenience, as the 12V battery is mounted under the rear stowage cover. (as is the DC-DC converter)
It amazes me why some people seem to feel the 12V systems are just going to be eliminated with EVs and EREV.
Would that be beneficial in some way?
GJ on your article CG!!
WopOnTour
-1
Aug 18th, 2010 (11:43 pm)Since the Volt is only using 8Kw out of a 16Kw battery pack how would it go below depletion level. This is the reason I think it won’t be necessary to ever have to get a jump for the Volt. Not only did GM provide for long battery life but by using only 50% it insures having sufficient ability to charge the 12 Volt battery; never a problem here. JMO.
Happy trails to you ’til we meet again.
P.S. Whoever gave me a -1, speak up and give your reason why you disagree or don’t like the comment. I don’t believe it was Tag.
+1
Aug 19th, 2010 (12:20 am)Well all-righty then.
I’ll stake my long non-NASA non-DOE reputation that there will, in fact, be a Volt that requires towing.
(looks like nasaman and I are going “tow to tow”!)
Aug 19th, 2010 (12:31 am)Nice artificial handicapping.
So you’re saying that you have to start the gasser engine in advance of launch, warm it up and rev it up to high rpms, all while out of gear, while an electric drive can do a dozen launches or so, already at maximum performance, and maybe you also have to pop the ICE into an extra gears (electrics often use only one gear) or use different gear ratios, at the risk of stalling, just in order to try to compete with electric drive on an unequal playing field? Weak.
I tell you which one I’d rather try to start and launch reliably in repeated time sensitive situations. And it ain’t the ICE full gasser. I know. I’ve had personal experience with both full gassers and electric drive for years.
+3
Aug 19th, 2010 (12:51 am)There are three separate cooling systems, all which use Dex-Cool, just as all other Chevrolet vehicles today.
Nick Richards
Volt Communications
+1
Aug 19th, 2010 (12:53 am)Seems like a safe enough bet. Maybe even a sucker bet. Some EV1 owners had to be towed when their wheels came off. And of course if you’ve been in an accident you may need a two. But I think he was saying they wouldn’t need to be towed because of a drive train failure.
Aug 19th, 2010 (12:55 am)Those old fashioned full gasser cars get 100 mpg? Really?
Meeting your statement where you mean, rather than what you say, perhaps you meant mph?
Hardly from changing the subject, you seem intent on making more irrational anti-electric drive FUD.
Lotus will be surprised to hear from you that they don’t do any vehicle production.
So your basic point is that GM and Ford haven’t produced vehicles with electric drive in volume yet? Sad, isn’t it? But don’t fret. I hear that the Chevy Volt anf Ford Focus and Transit Connect electric are coming out momentarily. Oh, except that Ford is already making lots of SUV and sedan hybrids, which use electric drive, GM also already makes a few sedan, SUV and truck hybrids with electric drive and has stated intent to soon start making weak hybrids in mass volume.
No existing Corvette, Camaro or Mustang will ever be able to produce maximum torque from 0 rpm or be able to compete in any fashion with just one gear like any electric vehicle ever built, past, present and future, can.
Aug 19th, 2010 (1:13 am)Thanks, CorvetteGuy.
As always, new info creates more questions.
The display shows P R N D L. We have always been told that the Volt has a single speed transmission, so what’s with the D L?
I thought the re-gen was tied into the brake pedal, as opposed to Tesla’s model of the gas pedal.
But they say “don’t ride the brake pedal going down a mountain” so does that mean that there is no regen from using the brake pedal, and it is the same as the Tesla?
Brings me back to the Drive Low designation, Does putting it in Low give increased braking re-gen when lifting foot off gas pedal?
Aug 19th, 2010 (2:47 am)+129 Wow! That’s gotta be the highest amount of pluses for anyone on this site ever!
Aug 19th, 2010 (4:08 am)If the main battery got that low, I would be tempted to consult with the dealership for a careful recharge.
I would recommend you DONT jump start anyone or get a jump start with your Chevy Volt.. there have been many cases of severe (several $thousand) damage to the Prius when it was jumped .. as in the Volt, all the computers and inverters are controlled from that small 12V battery, you hook it up improperly and there it goes.. even a single spark as you hook up the cables (even more so if the terminals have some corrosion) is enough to fry many electronics. That high voltage spark also does cumulative damage to many sensitive components.
If you have to jump someone use a portable jump box, if you need a jump get towed to the dealership for them to slowly recharge the battery. Dan Pettit used to talk a lot about how the wrong battery grease could cause lots of expensive headaches.
Aug 19th, 2010 (4:51 am)I really wouldn’t count on that, apple makes it very tough to hack into their software, and even if you could it’d probably be illegal without licensing from apple. So don’t count on that. It’ll probably load to the hard drive via a flash drive, ripping from an mp3 cd or dvd, or best hope in my opinion some type of wifi but that’s unlikely.
Corvette Guy, congrats on all the plus 1′s!
Aug 19th, 2010 (4:59 am)Use a portable Targus multicard reader. Connect with a USB cable and you can move any data you wish to. These are available for $12.
=D-Volt
Aug 19th, 2010 (5:45 am)Loboc, I think I see your point now.
Let’s say that instead of a 1/4 mile, the race is 2 miles.
The BEV will top out first and continue to lose ground, while the ICE is still building up speed and will pass the BEV before the 2 miles is up. Right?
So the BEV is great in the shorter races because of its acceleration, while the ICE is better in the longer races because of its top end.
Aug 19th, 2010 (5:46 am)I just seem to remember some of the Grin Motors engineers commenting that the Volt would be “Jump capable”. Not too big an issue in any case.
Be well,
Tagamet
/off to work
+4
Aug 19th, 2010 (5:52 am)Thanks, Nick. It’s always very coo when we see that GM people are monitoring the site (and our views)!
Congrats on the Volt’s imminent birth.
Be well,
Tagamet
Aug 19th, 2010 (6:59 am)“Under the Hood: If the vehicle is “ON” and you open the hood, the ICE Generator will start, letting you know that the vehicle is on and operating.”
You think this could be a way to charge the battery all the way up? I know mountain mode only holds back a bit of charge. I wonder if you simply opened your hood if it would charge until the battery is full.. Or I wonder if the car just wastes the electricity somehow.. I know it would probably take 6 to 8 hours to charge from the generator at the minimum so it wouldn’t be advisable.. just wondering.
Aug 19th, 2010 (7:10 am)Yes, “L” Low simulates a low gear, and when you let off the gas, you will slow quicker and get more regen.
Aug 19th, 2010 (7:28 am)
Aug 19th, 2010 (7:32 am)Why don’t you invite one of your “tech guys” at the dealership to join this group and have him/her input the details that most of us “techies” (I’m an EE) are interested to read?
Raymond
Aug 19th, 2010 (7:35 am)And at +138 and counting, it seems to have worked, LOL
join thE REVolution
+1
Aug 19th, 2010 (7:39 am)Hi Nasaman,
I agree about the 300V distro, but why not just have a 300V-12V high efficiency DC-DC converter? Seems like they’re real high reliability, I’ve used some from Vicor for applications I’ve had here at work, and in a system containing over 60 of them, have never seen a failure in over 5 years. (The ones I’ve used are capable of providing over 10A, but they have various models you can choose from).
Is there any distinct advantage to having a separate battery over a converter like this? When I asked previously, I believe someone mentioned reliability, but I feel like that’s not the driver, at least based on my experiences with such converters.
join thE REVolution
+1
Aug 19th, 2010 (8:08 am)I don’t like the fact 12V lead-acid batteries have to be replaced so often due to plate shedding, etc. However, they battery’s extremely low internal impedance makes it a very good +12 to +14V “clamp” (much better than even large electrolytic capacitors and/or zener diodes), which assures the 12V rail will be protected from overvoltage in the event the 360V-12V DC-DC converter developed an input-to-output short or some other “sneak” path (frayed wiring, etc) from the 360V rail developed. What I hope to see in future EVs is in fact, as you suggest, many “distributed” 360V-12V DC-DC converters (say 8 or 10), each with its own “12V-clamping” Li-Ion long-life battery that should never, or very rarely, need replacing.
You’re right, distributed power converters offer real advantages. But I think the industry will hold onto the proven 12V rail system so widely used for a good while, perhaps using a single 12V Li-Ion long-life battery in place of the lead acid battery we’ve all learned to hate so well.
Aug 19th, 2010 (8:16 am)Seems like a good mode for aggressive city driving.
Aug 19th, 2010 (8:23 am)There was an attempt (I believe by BMW) to upgrade all the automobile wiring to 42 volts. This wil decrese the size of the wires by over 60% and save many pounds of copper. Almost all solid-state components use lesser voltages, but small DC-to -DC converters are cheap and their use will not increase much the cost of the electroic equipment.
42 volts is near the limits of human skin sensitivity (I can feel 36 volts), but I have not read any new information about that idea. Most wires have insulation ratings near 300 volts, so a 300 volt wiring system is possible, but the shock hazard is too great.
Raymond
Aug 19th, 2010 (8:39 am)12V wiring, while common for many apps, has more connection issues than higher voltages. This shortcoming has been engineered around for the most part but it does rear it’s head from time to time. There would definitely be advantages to go to 24V, 36V, or 48(?)V but there is a lot of legacy 12V items that make this difficult.
Aug 19th, 2010 (8:41 am)I trust that this is the best mode for stop-and-go driving during morning and evening traffic jams. The poor gas users will get less than 1 MPG in that type of traffic, while the Volt users keep riding out the 40 mile EV range as much as possible, except for the energy used for cooling or heating (and listening to their 300 songs).
Raymond
Aug 19th, 2010 (8:42 am)My thoughts exactly, especially since AFAIK there isn’t a 12V power source to charge the auxiliary battery so the conversion losses will be there regardless.
Aug 19th, 2010 (10:01 am)Partly wrong. Here’s an AMA sanctioned race longer than two miles and class (16″ wheel) where electrics swept the podium against gassers.
http://www.minimotosx.com/latest_news.htm
Real world electric racing and testing results shows it’s just much more complex than Loboc’s take, with more factors than just torque, horsepower, vehicle weight and historic mass production status. Torque foot pounds divided by vehicle weight in pounds is still a useful comparative metric, though, even if it only tells one piece of the story.
As for Loboc’s plaintive cry that we have to artificially restrict our thinking only to currrent mass volume street cars, I checked. There is no street is the US where a driver is allowed to go anywhere near 100 mph. Common street (as opposed to road, avenue or boulevard) speed limits are 25, 30, 35 mph, very rarely higher, but sometimes lower. In large cities, average actual speed during rush hour is around 10 mph, sometimes slower. The average speed of ground travel in the US for all types of roads is less than 50 mph. The only venue where you can legally go 100 mph in the overwhelming majority of the US is in professionally sanctioned racing. Thus the discussion of racing and race vehicles for multi-mile speeds of over 100 mph, a very unusual event for daily commuters.
Aug 19th, 2010 (10:46 am)Exactly right.
Aug 19th, 2010 (10:52 am)I believe that, for DC voltages, 48 VDC is the highest that is allowed to be on conductors exposed to human touch. BMW’s 42 VDC would have given them some headroom.
I wonder how the transition from legacy 6V to 12V was made palitable somewhere around the late ’50s or early ’60s. My dad’s 1959 VW had a 6V electrical system.
Aug 19th, 2010 (10:54 am)I’m talking about a “street car” not a street. sheesh.
I have been well over 100mph on several occasions in the US. Yeah, it’s illegal, but fun! But not on a street. That’d be just plain dumb.
Regardless. There are zero planned or near production EVs that can sustain 100mph like most common V-8 and most V-6 gas vehicles. And, Tesla’s 1k hand-built cars ARE NOT production vehicles any more than the lightening zombie fellow.
+1
Aug 19th, 2010 (11:08 am)Number 4, battery coolant: The Leaf will rectify that lack in version 2 when they start experiencing Honda-level failures of their ambient air-cooled battery pack.
Number 5, power electronics coolant. The Leaf is air-cooled here? Wow, that’s frightening. I wonder how Nissan expects the solid state devices therein to last the duration of the warranty.
Aug 19th, 2010 (12:52 pm)There is a DC-DC converter of on the Volt of course. It is used to create voltage “set-points” on the 12V rail from anywhere from 12.5 Volts to 15.5Volts (in 0.25V increments) and is capable of delivering up to 200Amps! This assures that changes in 12V systems and accessory loads wll always be maintained. The only real reason whyhere is still a 12V battery (and I beleive it will be an sealed Absorbnt Glass Matt- AGM style on the Volt) is so that prior to the high-voltage contactors being “enabled” there is a source of power to work off from. (Otherwise the high-voltage source is pretty much isolated. In fact the contactor relays themselves operate off the 12V system so you need a source of power to get it all going!
HTH
WopOnTour
Aug 19th, 2010 (1:07 pm)So based on the wisdom of Loboc, since full hybrid mass production cars already do more than 100 mph sustained, that’s the obvious mainstream drivetrain choice for Camaros, Corvettes and Mustangs to receive the additional superior low end benefits of electric drive?
I agree. Toss on a plug, too, and Bob’s your uncle.
Aug 19th, 2010 (3:50 pm)Seems like there should be a modern capacitor that could fill this role effectively…but then again it’s easy being an armchair quarterback that doesn’t have to actually worrry about the details.
Aug 19th, 2010 (11:33 pm)Yea,,, no,,,, yea LOL
A capacotor wouldnt be able to maintain the KOEO accessory loads for very long. Too much current. (likely 5-20 amps) A small 12V AGM battery is the way to go.
WOT