GM-VOLT : Chevy Volt Electric Car Site

The latest word on the Volt now being displayed at the ongoing Geneva Motorshow is that public awareness and interest is quite high.

As we wrote last week, production versions of both the (for now) American-manufactured Volt and Opel Ampera are being seen for the first time by many Europeans in Geneva from Mar. 3-13, giving GM plenty of opportunity to field questions and provide answers.

According to Chevrolet Europe Spokesperson Cornelia Harodt, questions regarding Extended Range Electric Vehicle technology, have been more than one might expect from the uninitiated.

“I am still in Geneva because I wanted to see and hear how show visitors react to the car now that the price is out and we are only a few months away from launch,” Harodt said via e-mail over the weekend, “I noticed that most people are very well informed about the Volt and how the technology works. They just wanted to see the car in reality.”

Chevrolet fully plans to make the Volt a world car in as quick and logically progressive a time frame as possible. (Photo courtesy of GM.)

Although the Volt is scheduled for delivery this year first in Switzerland, and not long after for €41,950 in Germany concurrently with the €42,900 Ampera – with similar but undisclosed prices expected in other European countries – Harodt said Chevrolet is yet unwilling to divulge more pricing and rollout plan specifics.

Indeed, even high-level industry executives, alternative energy advocates, and other stakeholders have widely varied predictions for European (and American) electrical vehicle (EV) purchases for the next several years.

Naturally, if oil prices continue cresting higher as some forecast, more Europeans are expected to add to the growing number of those already sold, as evidenced by a daily increasing list of refundable pre-orders the Volt and/or Ampera have thus far received.

Informed observers have said European consumers’ decision for or against EVs will also be partially determined by government subsidies offered in their respective countries.

Incentives vary country by country in Europe, and are particularly strong for U.K. buyers to buy Chevy Volts, Opel Amperas and Vauxhall Amperas – the three nearly identical versions Europe is anticipating. Volt shown. (Photo courtesy of GM.)

Some countries offer fewer financial incentives to spur early EV adoption, while others such as the U.K. offer up to 25-percent of the selling price or a maximum of £5,000 (about $8,100).

This being the first full year for the U.S. Volt, even in its home country sales have been sluggish, but this was expected as the roll-out is occurring in stages, and GM is aiming first for markets perceived to be most receptive.

In Europe, a similar progression may take place. At this point, it is predicted that EV sales will be a small percentage of sales for traditionally powered autos, at least for the next few years.

As previously mentioned, the European Volt and Ampera will include a Hold mode, that lets drivers switch to petrol power at will, without the battery being drained, a feature not available in U.S. versions.

To further clarify between the two, Harodt said this is the only difference.

Technically, little separates the Euro and U.S. versions right down to the steel safety cage shown. Indeed all are yet to be manufactured in the U.S. until European production details are settled. (Image courtesy of GM.)

“Besides the additional Hold mode the EU Volt is technically identical to the U.S. Volt,” she said.

In Geneva, Harodt said potential customers are eagerly lining up to finally drive production Volts in a limited circuit.

“The show organization introduced the possibility to offer test drives of green technologies a year ago. Last year we arranged for two Volt mule cars in the form of Chevrolet Cruzes to experience how an electric car drives,” Harodt said, “This year, we have the real car for drives. So people could not only see the Volt they could also get behind the wheel and drive it in the dedicated test area. The feedback was very, very positive.”

For some, Harodt said, the Volt is their primary reason for returning for more of the multi-day Geneva show.

“All test drive slots are booked quickly for the day,” Harodt said, “Some visitors are so excited about the drive opportunity that they sign up for the next day and just come back to the show for the Volt drive.”

General Motors of India announced last week that a pre-production version of its all-electric Chevrolet Beat mini-car would go on display in April to spur interest for what could become GM India’s second Battery Electric Vehicle (BEV).

In January 2010, at GM’s 10th Auto Expo, Chevrolet showcased its first BEV concept, the e-Spark mini-car, a project jointly created with long-established Indian electric automaker REVAi.

The e-Spark is scheduled to launch as India’s first 4-door electric passenger car by the end of 2011. The popular car was chosen as the first to electrify, even as GM also ramped up production for the internal-combustion-powered Spark, and the 100,000th model traversed the assembly line not long after.

Of the conventional Spark, Chevrolet – GM’s only Indian brand as of yet – says “it has already emerged as the most sought after mini car in its segment,” and won J.D. Powers’ accolades in 2007, 2008, and 2009.

At this point, GM says the electric Beat – also popular in gas-powered form – is not yet a certainty for production, but dependent on how much demand it can drum up, and government incentives it can help foster.

An electric-powered version of the Beat will be exhibited next month. (Gas-powered version shown. Photo courtesy of GM.)

Presently, incentives for Indian hybrid and electric automobiles include exemption from customs fees and breaks on other duty charges.

As of yet, we know little about the electric powertrain or performance capability for the prototype electric Beat. Requests for information from GM India were not returned before deadline.

With the production green light in view, GM has divulged that under the Spark’s conventional exterior lies a “RECC EV” powertrain developed by REVAi.

The e-Spark will reportedly sell in the neighborhood of 350,000 INR (Indian Rupees, or about $7,771), and Chevrolet says it “will be equipped with a host of smart consumer friendly features.”

In addition to an “intelligent Driver Display System,” air conditioning, and stereo with auxiliary jack for connection with MP3 players, it will offer leather seats and – as required in some areas – seat belts.

While the car will lack ABS, it will offer an optional rear-view mirror with integrated camera and video monitor.

Chevrolet of India celebrated its 100,000th conventionally powered Spark as it rolled off the production line in April 2010.

REVAi should be a suitable partner for GM as it was founded as an electric city car maker all the way back in 1994. It began as a joint venture between Indian and U.S. companies and in May 2010 was acquired by the Mahindra Group of India, reportedly a $7.1 billion corporation.

REVAi also sells its mini EVs in London as the G-Wiz, and boasts “one of the largest deployed fleets in the global market and the accumulated data from more than 100 million km [62.1 million miles] of user experience.”

GM India says the REVAi-derived AC motor powering the e-Spark promises “fantastic performance.”

Unknown are the specifics of the fantastic performance, but the REVAi city car is said to get 90 km (56 miles) per charge.

The Chevy e-Spark will utilize a “Regular” drive mode and “Boost” mode which amps up the torque for a short duration as needed.

Last year, the Volt was also displayed alongside the e-Spark. It could eventually come to India, as the Asian sub continent is seen as an extremely fertile market for clean, efficient transportation.

The Spark will be the GM India’s first production BEV, and is scheduled to launch before the end of the year. (Gas-powered version shown. Photo courtesy of GM.)

With its burgeoning population still relying heavily on antiquated technology, India has been pushing for means to curb emissions, while simultaneously contending with a dramatically increasing number of drivers.

Last year India had an estimated 110 million drivers – about a third of the entire U.S. population mingled among a population that is more than three times the U.S. population – all crammed into 1.27 million square miles, a space about one-third the size of the U.S.

Its number of drivers represents a doubling since 2000, and the end of upward growth is anywhere but in sight.

In 2007, seven Indians out of 1000 drove. By 2010, 11 out of 1000 drove. Although percentages of .007 and .011 may sound paltry, consider that India’s population of 1.15 billion is the second largest in the world, and one-sixth of the world’s entire population of an estimated 6.78 billion. By 2030, India is expected to exceed the most-populous country, China.

We told you it was a fertile market, didn’t we?

It’s probably also a good thing that the new GMs come with seat belts. Unfortunately, while many Indians are being born each year, a significant number are being killed as road traffic increases.

According to Doug Lansky, one of the the pundits and pollsters at the Titanic Awards, in his book of the same name, a driver’s license is not legally required in India, and the country ranked second to Italy for having the “world’s worst drivers.”

Less controversial data shows that while India has undertaken a massive program that as of last July licensed 10 million drivers, in 2008 accidents reportedly accounted for around 100,000 deaths in India, a number some project to rise to 150,000 by 2015.

In contrast, in 2009 the U.S. National Highway Traffic Safety Administration’s latest available tally counted 33,808 traffic deaths (not counting motorcyclist deaths which other estimates put at 4,762). NHTSA says the U.S. record is the lowest in 60 years, while others say India could see an increase of around the U.S.’ total in the next four.

Not a company to shy away from a challenging, if not also rich potential opportunity, it is into this market that General Motors is plunging itself as fast as it can.

The need for safe-as-possible low- and no-emission vehicles is especially pressing, and GM already sells several small-displacement cars equipped with fuel-sipping petrol and alternative fuel-capable engines.

GM says “the e-Spark will be one of the leading platforms of GM India in its ‘Drive to Green’ initiative.”

As an all-electric, the Beat is hoped to add to GM India’s commitment to provide environmentally friendly transportation – and naturally, add to its increasing sales.

GM entered the Indian market in 1996, and Chevy began selling cars in 2003. GM says Chevrolet is one of India’s fastest growing brands, and operating “state of the art” manufacturing plants in Halol, Gujarat and Talegaon, Maharashtra.

Chevrolet models sold presently in India are the Captiva, Optra, Cruze, Aveo, Aveo U-VA, Spark, Beat and Tavera.

In 2010 Chevy announced a 59-percent year-over-year sales increase of 110,804 units compared to 69,579 the previous year.

Beyond the General Motors’ headlines we’ve already splashed across the page this week, news ranging from close to home to the other side of the world has been a mix of GM contending with setbacks, as well as that of hopeful new ground being tilled for the future.

Chevrolet Volt in China – early examples were sent over to create interest in a market where GM is on the rise. In other quarters, it is contending with it all – the good, the bad and the indifferent.

Since we do not want to let some of these stories go by unreported, we thought we’d assemble a news brief round-up of items relating to the recovering American automotive company.

A literal fire

Yesterday, workers for a Michigan factory that supplies GM with interior components were requested to stay home until further notice following a Wednesday evening fire that wrecked an estimated 40-percent of the plant.

No injuries were known to be reported at the facility located between Detroit and Lansing, although some employees were transported to warm shelter from the sub-freezing weather.

While shortages to GM assembly lines will have to be dealt with, unknown is the full effect the shutdown will have on GM’s automotive production. What is known is that it is affecting at least seven GM manufacturing plants – including the Detroit-Hamtranck plant which makes the Volt – and GM had to to shorten shifts and reschedule overtime at various plants yesterday.

Fire at GM supplier’s Atreum Howell plant. (Photo by Alan Ward / Daily Press & Argus).

The Detroit Free Press reported the Atreum Howell plant belongs to supplier Magna International, the company to which Opel was almost sold in 2009. It is one of more than 200 facilities the Canadian conglomerate owns in 25 countries.

The plant also supplies Chrysler, Ford, Nissan and Mazda, and employs 460 workers.

Aside from the Volt, impacted GM plants also build the Chevrolet Tahoe, Suburban, Cruze, Silverado, and Impala, as well as the Buick Lucerne, Cadillac DTS, and GMC Sierra and Yukon.

Environmental cleanup plan

GM may be leading the way in environmentally sound transportation into the future, but the aftermath of its past manufacturing has left a mess too big to ignore.

More to the point, a $770 million environmental trust was approved in a New York federal court, contingent upon final approval for the cleaning up and sale of 89 GM properties in 14 states.

The Detroit Free Press reported yesterday that U.S. Bankruptcy Judge Robert Gerber was expected to approve the liquidation, and the U.S. Attorney’s Office is still discussing more claims with GM that may require more money from the now restructured and profitable company.

An empty lot at Buick City in Flint. (Photo by Ryan Garza / The Flint Journal)

The approval process was said to have been expedited by the U.S. government which still owns 33 percent of the new GM. Pressure to approve the plan also came from the governments of Canada and Ontario which reportedly contributed $9.5 billion toward its bailout.

Forty-seven of the sites are in Michigan alone, and include the remains of Buick City, the Pontiac Assembly plant, and others. Cities most affected are Detroit, Saginaw and Bay City.

Canadian class action suit

Coincidentally, the sum of $770 million appeared twice in one week in actions against GM.

The second instance occurred on Tuesday, when a Toronto judge approved a $770.6 million (CA$750) class action suit by about 200 disenfranchised dealers. The group allege their getting the axe as part of GM’s restructuring concealed a conflict of interest, and was a breach of contract.

The plaintiffs claim they were given insufficient disclosure during 2009 out-of-court dealings by General Motors of Canada Ltd. and Cassels Brock & Blackwell LLP.

The lead plaintiff is Trillium Motor World Ltd., and the ruling was handed down by the Ontario Superior Court.

Represented by Sotos LLP, the plaintiffs are hopeful Canadian law will support their case more successfully than similar attempts in the U.S. have been able to for American dealers.

Building on opportunity

General Motors this week is reporting it and its joint ventures in China set a new sales record of 184,498 vehicles for February.

A Chinese English-language paper nevertheless managed to spin the news as a decline because all-time-record January sales were even higher at 268,071.

Industry-wide, the Chinese publication did acknowledge car sales in China slowed this year after the capitalist/communist Peoples’ Republic decided to reinstate a 10-percent tax on small car sales while phasing out subsidies in rural areas for trade-ins.

In any event, GM says China represents a bright spot in its global diversification plans, and the company is trumping sales records and growth there.

GM invested early in the decade in China, and that once controversial move is now largely being seen as brilliant in hindsight.





Entry level Baojun 630. (Photo courtesy of GM)

As further commitment, last year GM created an entire new brand for buyers in China’s second- and third-tier markets called “Treasured Horse” – as Baojun is translated.

GM also says that China will be one of the first countries to get the Chevy Volt, although Buick is a more prestigious brand.

More precisely, February Buick sales increased 45.9 percent to 40,250 units, and several models set new records.

Chevrolet rose 5.7 percent by selling 42,358 units, and the Cruze set a new record, being the Bowtie brand’s leading Chinese model.

Cadillac surged 121.1 percent, selling a comparatively few 1,992 units to China’s growing upper class, which preferred the SRX model as most popular.

Baojun logo.

The bulk of GM’s Chinese sales remain the province of its subsidiaries, and especially in the mini-vehicle category. Of these, SAIC-GM-Wuling pumped out sales of 101,133, and FAW-GM sold 5,079 light commercial vehicles.

February sales in Shanghai alone were 78,207 units, 42 percent of the total for the country, and a 34.4-percent year-over-year increase.

Note that February sales in the U.S. were record setting too, but its sales across four much better-established brands of 207,028 units was only 22,530 units more than was achieved by GM’s mere foothold in China.

To make their appeal to people from countries where fuel prices exceed those in the U.S. by as much as 50-100-percent, both the Chevrolet Volt and its sister, the production-ready Opel Ampera, are experiencing time under the limelight at the Geneva Motorshow, Mar. 3-13.

The first Volts and Amperas are expected for European delivery on-target by the end of 2011.

The Vauxhall-badged version of the Ampera is also anticipated in the UK, and is slated for consumer delivery there in early 2012. Both it and a right-side-drive Volt will be made available.

Opel Ampera. (Photo courtesy of Opel).

Aside from obvious stylistic cues, the Ampera is nearly identical to the Volt, sharing its powertrain, dimensions, and overall design.

One functional difference that both the European Volt and Ampera feature is a “hold” mode that allows the driver to retain the battery’s charge by switching over to the 1.4 liter generator prior to the battery’s depletion. This could be useful for drivers who opt to save the EV mode for congested low speed areas, or perhaps even in densely populated areas where they wish to be sure to put out zero emissions.

While this innovation is novel, and praised by GM execs, not only will high European and UK fuel prices make it more costly to drive in gas-consuming mode, various iterations of the Volt/Ampera will themselves be commensurately more expensive, in large part because of a 20-percent Value Added Tax (VAT).

Opel, based in Germany, and the property of GM since 1929, is pegging the starting MSRP at about €42,900 (Euros, or in excess of $59,300 depending on exchange rate).

Opel Ampera interior. (Photo courtesy of Opel).

According to Cornelia Harodt, a European Chevrolet spokesperson, the Volt will start at €41,950.

“This will be a high spec car with leather interior and many premium equipment features,” Harodt said of the Euro Volt, “We will start sales in November 2011, on time to celebrate 100 years of Chevrolet.”

If you did not know, Chevrolet this year is celebrating its centennial. It was founded in 1911 by Swiss national, Louis Chevrolet.

Fittingly, the first Volts will be sold in Switzerland.

“Besides Switzerland we will sell in a number of European markets, but we have not announced other markets yet,” Harodt said, “We are following closely government discussions on incentives and taxation for environmentally friendly cars. Of course we are working very closely with our country organizations and the dealer network to evaluate the market opportunities accordingly.”

Vauxhall Ampera (Photo courtesy of Vauxhall).

When it becomes available, the UK’s Vauxhall version of the Ampera will reportedly cost about £28,995, (British Pounds, or about $47,300 depending on exchange rate). This price is lower than the Opel Ampera because it factors in a £5,000 government grant allocated to UK buyers.

Yes, instead of a tax credit as is the case in the U.S., in the UK, they are essentially getting a direct discount.

UK car pubs are already predicting UK buyers will account for a majority of the buyers for the first 15,000 European Amperas, which is the number GM Europe President Nick Reilly estimates will be built for the first 12 months.

Reilly has also told the European automotive press he does not foresee Volts stealing sales from Amperas, or vice versa, a sentiment echoed to GM-Volt.com by U.S. GM spokesman, Rob Peterson, who said each brand will appeal to different demographics.

“While they may be in Europe concurrently,” Peterson said of the Volt and Ampera, “they won’t necessarily compete directly against one another.”

Europe-wide, GM has already documented over 3,500 letters of intent for the EREV, and about 1,000 or so refundable deposits at €150 each.

Initially Amperas along with Volts such as this one driven by President Barack Obama with Teri Quiqley, manager for the Detroit-Hamtramck plant in the passenger seat, are coming from U.S. assembly lines. (Photo courtesy of GM).

The first Volts and Amperas will be made in the U.S. at the Detroit-Hamtramck plant, but plans for the not-too-distant future are to assemble at least the Ampera if not both in Europe.

A question remains whether the Opel’s sister Vauxhall version of the Ampera will be built in the UK.

That the Volt/Ampera should come to Europe is fitting in a number of ways. First off, it was designed with input by engineers from Saab and Opel. Secondly, it is hoped the economical EREV will be snapped up by people who must pay as high as $8.00 per gallon of gasoline, which is a price it has hit at least in Germany. And a third reason – as important as any – is it is hoped the Volt/Ampera will contribute to GM’s financial recovery.

While at least in the near term, GM is undoubtedly banking more heavily on other mass-appeal models such as the new Camaro convertible, Cruze hatchback, Aveo sedan, and others, it is doing all it can to continue a sales rebound in Europe that has been less successful than in the U.S.

Opel Ampera. (Photo courtesy of Opel).

The positive spin is that overall, Chevrolet reports 2010 saw its highest European market share in its history at 2.5 percent. Vauxhall reports this year that within the UK, it’s enjoying a “record breaking” 18.85-percent retail market share. In Europe overall, Opel and Vauxhall in 2009 shared around 6.4 percent of the market, and as of this week, Opel and Vauxhall report they are still growing, having increased 2010 market share in 18 out of 27 European countries.

The less-than-exciting news for GM fans is that in 2009, Europe as a whole reportedly bought 16-percent fewer cars, and last week GM disclosed that it lost money in Europe for the 11th year in a row.

Fortunately for GM, following its U.S. bailout, the company found itself with money to reinvest in its European subsidiaries, and saved Opel from a proposed sale of controlling interest in the company to Magna International of Canada.

In light of more successful restructuring in the U.S. and renewed profitability here, GM, while acknowledging serious challenges, is optimistic about European sales – not to mention those on the rise in India, Asia and China.

Crediting a marked sales increase last month to improved availability and incentives across its make and model spectrum, GM reported a 49-percent increase compared to Feb. 2010, including a 70-percent peak, the highest year-over-year gain in GM’s history.

Specific breakdown of the limited-availability Volt’s contribution was but 281 units, down from 321 in January compared to the Nissan Leaf, which sold just 87 units in January, and 67 in February.

While Volt sales are comparatively better than its nearest competitor, yet not significant compared to GM’s internally combusted models, the brand-new model has no year-over-year stats to drag down the average. Its inclusion in GM’s “newest vehicles” category therefore had no effect on GM’s newest models which posted the company’s top gains in February.

Overall – including all sales to fleets, rental companies, and consumer retail sales – “newest” vehicle sales increased 66 percent for the month compared to a year prior, with consumer retail sales as a category cresting as high as 119 percent.

Following this gain by its newest models, GM cited significant sales increases also for passenger cars, crossovers, pickups and SUVs.

Passenger cars sales overall rose 40 percent, with improvement to consumer retail sales at 76 percent.

A particular boost came to passenger car sales by new models including Chevy’s Cruze of which were sold 18,556 units, a robust 212-percent increase over last year’s Cobalt. The new Cadillac CTS also led with a 159-percent year-over-year increase.

Crossover sales overall were up 57 percent, with leaders being the Chevy Equinox of which were sold 98-percent more than last year.

Full-size pickup trucks also carried a heavy load, accounting for a 65-percent increase overall, with retail sales rising 83 percent.

High dealer inventories and strong sales strategies are largely credited with the rapidly returning profitability for the recently bailed-out American automaker.

GM said U.S. inventories, at about 517,000, were about 7,000 more than January, 2011, and 101,000 higher than February, 2010.

As a brand, Chevrolet led the way in increasing GM’s sales with 142,919 vehicles delivered, a 43-percent increase overall for all sales, which factored in a 69-percent retail customer sales increase.

Higher overall percentages, with less volume were also reported by GM’s other three brands, consisting of a 73-percent increase for Buick which sold 15,807 units, a 59-percent improvement for GMC, comprised of 32,534 units sold, and a 70-percent upsurge for Cadillac, which sold 15,768 units.

As explanation for the disparity between “overall” and “retail” sales, GM’s fleet sales for its four U.S. brands remained near nominal at 43,900 units, or a 2-percent increase for the month compared to a year prior, and sales to rental fleets were down 5 percent.

So where does the Volt fare in all of this?

Monthly sales figures in the several hundreds are due to the Volt’s limited availability, and, possibly to an extent because of price gouging by certain dealers not abiding by GM’s requests not to. At this juncture, low sales are not reported to be strictly due to lack of demand.

While the company is not yet raking in the profits through Volt sales, plans for availability through more U.S. dealers – which should help counteract gouging – as well as plans this week in Geneva to introduce the production version of its European sister, the Opel Ampera, has led GM to only express optimism for the Volt in the long term.

Source: GM

Having begun Aug. 16, 2010, the world’s “longest” and “greenest” electrically powered vehicle race was completed last Thursday, Feb. 24, where it had begun in Geneva.

The 28,000 km (17,398 mile) promotional competition was completed by three teams although four had been on the line at the start – two operating powered two wheelers, and two driving automobiles – one a three wheeler, the other a four wheeler.

The Swiss-based Orliko Solar Racing Team’s Zerotracer, an outrigger-equipped enclosed motorcycle, was the first to cross the start/finish line at the gates of the United Nation’s Palace.

Comrades in a cause, from left to right: Team Trev, Orilkon Racing Team (de facto winners), Vectrix Team. (Photo courtesy of the organizer, zero-race.com.)

While other sources have reported the race had no “winner,” Zerotracer was essentially the winner according to the event’s official blog, which declared it “the most efficient and reliable electric vehicle.”

In order to be so considered, it was not only the fact that Zerotracer was technically first across the line that gave it this distinction. In fact, upon arriving at the UN headquarters, the three completing teams ceremoniously paraded side by side toward the finale.

In addition to the ZeroTracer team, other entrants were the South Korean-based Power Plaza Team’s Power Plaza EV car, Australia-based Team Trev, and the German-based Vectrix Team riding a scooter.

The Power Plaza team – the only entry driving a four-wheel car – was the one that did not finish, after withdrawing early due to mechanical failure.

Since the race was about sustainable transportation and mobility, entrants were judged not by who made a dash to the end, but by “a variety of performance criteria by scientific experts in transport, by selected judges along the way and the general public.”

Not like most races, the three competitors virtually sauntered side by side toward its completion. Zerotracer (left) was already the winner according to the EV race’s unique criteria. (Photo courtesy of the organizer, zero-race.com.)

More specifically, entrants were judged according to their:

• Reliability – based on vehicle performance assessed by the number of breakdowns or repairs needed during the Zero Race
• Power and Speed – based on acceleration and range capacity to complete the Zero Race track (evaluation by a panel of race car drivers)
• Energy efficiency – based on assessments by vehicle manufacturers and various other experts
• Popularity of the vehicle, based on the judgment of the general public
• Safety – based on evaluations by transport engineers
• Design – based on opinion polls by spectators and the general public along the way

In order to be entered in the race, the competing vehicles had to be able to carry two people, be electrically propelled, able to cover at least 250 km (155.3 miles) at an average speed at or above 80 kph (50 mph), and they had to cover a maximum distance of 500 km (311) miles per day with only a four-hour recharge “during [a long] lunch time.”

The event was the brainchild of Louis Palmer, a “global environmental adventurer,” who previously was the first to circumnavigate the world via a solar powered vehicle.

“In 80 days around the world with renewable energies and for a green future,” Palmer wrote on his Web site. “This is the slogan of the Zero Race. We want to show that electric mobility and renewable energies provide a solution for an ecologically balanced life on this planet.”

As is probably apparent, the three teams that finished the epic journey named after the “80 days” of actual driving/riding time in fact required far more time for the event’s completion. Factoring in maritime crossings, and numerous pit stops particularly for recharging their batteries, the trip took 188 days in total.