GM-VOLT : Chevy Volt Electric Car Site

Arguing over the merits of the pure EV versus the extended range electric car rages on, though we are aware and indebted to Tesla for bringing the idea of electric cars to the mainstream and inspiring Bob Lutz and GM to create and unveil the Volt concept.

Now, three years later and Tesla has just launched its IPO, while ironically the new GM is about to launch theirs.

These economic events have led to a number of comparisons of the two companies appearing in the press.  A particularly uncharacteristically scathing report comes from Agnus MacKenzie, the Editor-in-Chief of the mainstream automotive publication MotorTrend who took a swipe at Tesla in favor of the Volt.

For all of Tesla and its vociferous CEO Elon Musk’s talk, MacKenzie points out, the reality is only about one thousand $100,000 Tesla Roadsters have been sold, and the much ballyhooed future $57,400 Model S EV exists only in a one-off prototype. Furthermore, only an additional 100 Roadsters are on order, and despite government loans to do so, the company is very far from making the Model S a real saleable reality by its intended 2012 deadline, a mere two years from now.

He even goes so far as to say Musk’s talk of Tesla’s technology being disruptive is really “nonsense”; pure electric cars are nothing new, they were around in the 1890s, with ranges of 50 to 80 miles by 1910.  He also expresses some fear about the idea of Silicon Valley computer geeks building cars as opposed to the century-old tried and true engineering of Detroit.  ”This is supposed to be a good thing?” he writes.  ”If I owned a car that was as unreliable and glitch riddled as the computers and software I use every day, I would be filing a lemon-law suit.”

Mackenzie notes Nissan is already far ahead of Tesla, writing “so while the Model S is still pretty much vaporware, Nissan has already launched the world’s first purpose-built, mass-produced EV, the Leaf,” which can be bought at ” your local Nissan dealership next year.”

Finally he concludes something we’ve known here for a long time:

But perhaps the ultimate irony is it’s GM, long the Silicon Valley poster-child for all that’s wrong with the auto industry, that’s poised to launch a car that may be more significant than anything Tesla is ever likely to build. The Chevy Volt is a thoughtful, innovative, technically advanced vehicle; the prototypes we’ve driven confirm it cleverly combines the best attributes of an electric motor and the gasoline internal-combustion engine. Disruptive technology? Sorry, Elon, there’s more at GM than Tesla.

Source (MotorTrend)

Pike’s Peak has been a cornerstone of advanced Chevy Volt developmental engineering. The road is so important to Volt development because it represents a continuous long grade uphill. This driving condition would be expected to put a maximum load on the Volt’s engine-generator while in charge sustaining mode. After the battery reserve is depleted, the roughly 3500 pound car has to rely solely on its 53 kw (71 hp) engine to deliver power for the continuous climb, sustained velocity, and any acceleration. Since the car will thus be at its performance limits, engineers can try to tweak the system to keep performance acceptably nimble. Indeed this scenario is exactly why the Mountain Mode was created; to give drivers an extra large battery buffer to dip into when an uphill grade arrives.

Every time GM has gone to Pike’s Peak we’ve been told the Volts perform well. Yet they keep going back, as refinement continues.

Recently Edmunds captured a fleet of Volts taking the climb and descent and posted the video below. Volt spokespersons Rob Peterson confided Volts have traveled altogether about 800 miles on Pike’s Peak. The path is 38 miles round-trip and the summit is at 14,110 feet. “At this point, our development engineers are focusing on real-world miles, putting the vehicles through their final paces,” said Peterson.

The ride back down form the summit is also interesting because the car can recapture a significant amount of energy via regenerative braking. “By the time the Volts made it off the hill, they had recaptured double-digit miles of energy,” said Peterson.

I asked Volt director Tony Posawatz, what GM is learning from its repeated trials up and down the Peak.

“As you know, we are very serious about the testing we do on our cars, especially the VOLT with it being loaded with so many “technology firsts,” he said. “We try to prove to ourselves that in the most severe and harshest environments that every VOLT will exceed our expectations including on-going “tweaks” as we finalize our software/controls and assure full completion of all of our tests.”

“It is pretty fun to continue to do work on Pikes Peak when you know your car can handle it,” said Posawatz. “Do all other plug-ins tout their prowess on Pikes Peak? I think not.”

“You know our ReGen braking recaptures a lot of electric miles on the way down and records a really low brake pad temp,” he added. Such low temperatures have occurred that a ranger who performs mandatory brake testing seven miles from the summit actually had to check the Volt twice with his laser gun.

Just slightly more than a year after emerging from bankruptcy protection and giving the US government 61% ownership stake in exchange for survival, General Motors has officially filed with the US Security and Exchange Commission for a proposed Initial Public Offering of shares in the new company.

The terms of the IPO in terms of pricing have not been disclosed, and is expected to occur in the fall, possibly in October. At least 20% of the governments share will be sold to the public and proceeds of anywhere form $12 billion to $16 are expected, making it potentially one of the largest IPOs in history. There will be 500,000,000 shares of stock after the IPO and GM will sell preferred shares, while the government will sell common shares.

The S1 filing which details the risk and benefits of investing in GM shares, as the company sees it, can be read in detail here.

Within the document, and germane to our focus here, GM outlines its alternative energy vehicle strategy.

They state the following five objectives:

• Continue to increase the fuel efficiency of our cars and trucks;
• Develop alternative fuel vehicles;
• Invest significantly in our hybrid and electric technologies;
• Invest significantly in plug-in electric vehicle technology; and
• Continue development of hydrogen fuel cell technology.

GM declares the Volt and Ampera as their only extended range electric vehicles under development, although they are developing another PHEV. “We plan to invest heavily between 2011 and 2012 to support the expansion of our electrified vehicle offerings and in-house development and manufacturing capabilities of the enabling technologies-advanced batteries, electric motors and power control systems,” GM writes.

Specifically GM mentions “a PHEV, using a modified version of GM’s Two-Mode Hybrid system and advanced lithium-ion battery technology, is scheduled to launch in 2012. The PHEV will provide low-speed electric-only propulsion, and blend engine and battery power to significantly improve fuel efficiency.” The specific make and model of the 2-mode plugin hybrid, as well as projected production volumes is not mentioned.

As important as the Volt is to GM’s future, it is mentioned 22 times in the S1, the company still perceives risk and uncertainty related to it.

“We have announced that we intend to produce by November 2010 the Chevrolet Volt, an electric car, which requires battery technology that has not yet proven to be commercially viable. There can be no assurance that these advances will occur in a timely or feasible way, that the funds that we have budgeted for these purposes will be adequate, or that we will be able to establish our right to these technologies,” GM writes.

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.

We already know the Volt offers normal mode, sports mode, and mountain mode.  There will also be a fourth mode of operation called maintenance mode.

The purpose of this function is to maintain the gasoline engine-generator in cases where it is rarely or never used. If the engine is never run, fuel may go stale, and mechanical parts may seize.

“We’ve initiated somethingcalled the maintenance mode,” Volt director Tony Posawatz told Automotive Engineering.

“Just like having fuel and oil monitors and other smart sensors, we have a system in this vehicle that will be able to keep track of how long the engine hasn’t run,” he said. “It can then give an update to the customer and run the maintenance mode to burn off fuel and lubricate the powertrain’s moving parts.”

The exact parameters of maintenance mode havent been finalized yet, but since many users may rarely use the engine its role is very important.

I asked Tony if maintenance mode will go on automatically or if drivers will be prompted to activate it when the system sense it is needed.

“Driver will be prompted and can select when to engage jut like software updates on your computer,” he said. “At some point and time, the car will override and initiate maintenance mode to protect the car and the customer.”

I also asked Tony that if only a little fuel was burned once in a while in maintenance mode, since gas could still go stale after a year, whether there will be another way to drain the fuel.

“There are other ways to burn off the fuel, like using mountain mode, for example to build additional battery charge buffer,” he said. “You can also not plug-in for a day, drive longer distances, or heaven forbid, not put much gas in the car in the first place and only fill up before longer journeys.”

“More to come,” he added.

Dan Akerson will step into his role as CEO of General Motors on September 1st. He replaces Ed Whitacre who held the position for about ten months.

Whitacre apparently never planned to keep the job long. Uncertainty about his plans led to his stepping down. In preparation for its upcoming IPO financial institutions needed some assurance Whitacre would hold the job long enough to keep investors comfortable. GM’s board asked him to either stay for several years or step down. He chose to leave, giving the job to Mr. Akerson who was already on the board having been placed there by the US government’s auto task force.

Reports suggest that Akerson is in it for the long haul. He has considerable experience and expertise in running large companies, and managing money. Though he isn’t known to have particular experience in the automotive industry, he is described as a very fast learner and a very driven competitor.  Moreover, the halls of GM are filled with endless numbers of car guys and gals, what the company needs is a leader, not another engineer.

Former GM vice chairman Bob Lutz in a recent interview called Akerson “a very astute businessman, a brilliant financier, a great-dealmaker and a fabulous CEO to take GM through the IPO.”

We have also learned from anonymous sources Mr. Akerson played a significant role in pushing for increased Volt production capacity, even though some skeptics point out his current company the Carlyle group has links to the oil industry.

In what’s becoming a tradition here at GM-Volt, I reached out to Mr Akerson via email to see what his position is on the Volt and electrification of the automobile.

In a great sign of appreciation and respect for our work here, he responded.

“I am a STRONG advocate of the Volt and the erev technology,” he wrote. “I think it is fair to say that this will be a top priority at GM.”

Now that’s a relief!