GM-VOLT : Chevy Volt Electric Car Site

By Ray Iannuzzelli

Editor’s note: Thanks to Ray for this comparo, and Happy New Year to all of you! – Jeff

I suppose I’ve always been a bit of a car guy. At the age of 16, my brother and already had three cars and performed a nearly successful engine rebuild on our 1957 Chevy convertible. During my adult life as a parent, engineer, runner, amateur cook, and car aficionado, I’ve had several GTOs, BMWs, and other non-performance cars. My two most recent BMWs are shown below.

   2008 BMW 135i                                                               2000 BMW Z3

However, my 2012 Volt is unique among all of them. Although not as peppy as the 135i that I traded in on my Volt, it is nearly as much fun to drive.

My recent fascination with electrics started a few years ago when I started a consulting gig for a battery supplier. Although not responsible for the design of vehicles, my job brought me close enough to get bitten by the electric car bug. I knew I had to have one. At this point I must give some credit to my dear wife of nearly 40 years. As an environmentalist of long-standing she convinced me back in 2004 that the new model Prius would be a wise investment. So, now on our second Prius (a 2010 model IV), we have some street credibility when it comes to environmentally friendly vehicles.

2012 Volt and 2010 Prius IV (background)

So How Do They Compare?

When you read that I was an engineer you just knew there would be some tech talk. I promise it will be short and sweet. I have compared my Volt and Prius. I wanted to know which car to drive on a trip. If we are planning a 100 mile journey which car is most economical? How about a 200 mile journey or longer?

The graphs below make the decision easy. Figure 1 is a comparison of the Volt vs. Prius mileage based on the energy used. It shows the breakeven trip at around 125 miles, i.e. for trips less than 125 miles the Volt is the clear winner.

Figure 1 Volt vs. Prius Mileage_energy

Figure 2 shows a similar graph to figure 1 except the mileage is based on the cost of the energy.

Figure 2 Volt vs. Prius Mileage_$

Figure 2 shows the breakeven mileage at around 85 miles, i.e. for trips greater than 85 miles the Prius is the winner.

The assumptions used to generate figures 1 & 2 are:

1)     average EPA gasoline mileage
2)     see figure 3 which is based on data from my volt between 11/18/11 and 12/25/11
3)     average NH price between 11/18/11 and 12/25/11
4)     based on recent PSNH electric bills
5)     average Prius mileage between 11/18/11 and 12/25/11; below the yearly average of 50.1 mpg
6)     data averaged from several Web sites

Figure 3 Volt Measured Electric Mileage

What I find interesting comparing figures 1 & 2 is the extreme volatility in the price of gasoline as compared to electricity. I would have expected a technical comparison to be much closer than is in fact the case.


Conclusions:

1. The criterion upon which a comparison can be made between the performance of the Volt and Prius is technically straightforward. If we use as a criterion the amount of energy consumed, the Volt shows a miles-driven breakeven of about 125 miles. Whereas, if we use the cost of the energy consumed, then the miles driven breakeven falls to about 85 miles. A clear implication here is that as gas prices rise relative to the electric rate, the $-breakeven will approach the energy-breakeven.

2. Of course the electric rate and gas price are both relative to the local market in which the comparison is made.

3. Also, the time-of-year and temperature are additional variables that will affect the comparisons.

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Dear GM-Volt Readers: We value everyone’s feedback on our daily stories, but – please – don’t post breaking news or other stories that we could be working on as a post here. Doing this will help ensure fresh daily discussions, and will be better for everyone. If you would instead, please e-mail story ideas to jcobb@verticalscope.com Thank you!

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When asked to create a “dream car” from GM parts, the company’s North American President, Mark Reuss, described a hybrid vehicle in which no mention was made about mpg or emissions.

Although the hardware he’d drop in place of the 7.5-liter V-12 gutted from a 2002 Cadillac Cien concept would be green, the car Reuss spec’d was distinguished by still-significant gas-electric horsepower and torque in the mid 400s and blazing lap time capability.

Not actually built, this is what Reuss would do.

The opportunity for this brainstorming exercise was a discussion with Car and Driver, and while no hint was made that the Cadillac ELR would echo these themes, it at least shows the proclivities of one key executive at GM. While the 2009 Converj was beautiful, Reuss said he loves the 2002 Cien whose angular body “defined” Cadillac for him.

So as an ultimate, he picked his favorite Cadillac and sketched it out sensibly enough for today’s environmental and fuel efficiency conscious times, but stacked the deck decidedly in favor of power to weight so the fun-to-drive factor was definitely not left out.

The Cien’s carbon-fiber monocoque chassis and body comprised the one car that most inspired Reuss, Car and Driver says. So, why not convert it into the ultimate Volt?

Indeed, if his wish list is at all accurate, it means GM knows how to make an all-wheel-drive hybrid vehicle weighing within a few pounds of the Volt but with triple the horsepower and approaching double the torque.

As Car and Driver observed, Reuss knows full well what GM could concoct if its engineers were turned loose. Before his present role, he led architecture engineering, launched GM’s performance division, oversaw global virtual development, and ran Holden in Australia.

So when people talk about wanting to see a Volt SS, or other high-performance variants, here’s one more proof that GM understands, even if it is playing cards close to its chest.

But what do you think? Is this “parts bin special” the best GM could do? Or do you doubt it could be done? If optimistic, what do you think a car like this would cost? Could you come up with something better? More power? Lighter but less powerful than the 3,800 pound vehicle here? Different body style? How would you balance the equation?

Fisker Karma? Tesla Model S? GM’s president says from existing parts he could build an EREV like this that would trounce either in the quarter mile or around a race track.

And, more importantly, will there ever come a day when GM would create something like this? Perhaps after several more years when the electrified vehicle shakeout has had some time to run its course? How close do you think the Cadillac ELR will come to this imaginary benchmark?

Naturally, many more economical and practical Voltec designs could also be built, and likely would come first, but we thought it revealing to see what kind of vehicle GM’s president would envision as most entertaining for himself.

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Dear GM-Volt Readers: We value everyone’s feedback on our daily stories, but – please – don’t post breaking news or other stories that we could be working on as a post here. Doing this will help ensure fresh daily discussions, and will be better for everyone. If you would instead, please e-mail story ideas to jcobb@verticalscope.com Thank you!

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Volvo recently announced pricing for its 2013 V60 plug-in wagon capable of 31 miles all-electric range at speeds up to 74 mph, as well as other diesel hybrid modes making it “the technically most advanced Volvo model ever – an electric car, hybrid car and muscle-car all rolled into one.”

Production for the all-wheel-drive showcase – co-developed by Volvo and Swedish utility Vattenfall – is scheduled for November 2012.

Volvo says the initial Euro-market production of 1,000 Silver-painted V60s will command €57,000 ($74,533) apiece (including Value Added Tax (VAT), before green incentives, to vary regionally, and about $20,000 more than the European Volt). In the UK, prices will start at £45,000 ($70,318). Plans for 2013 are to build 4,000-6,000 units for the 2014 model year.

“The world’s first diesel plug-in hybrid.”

Some of you may have read that this vehicle will come to the U.S. in 2013 or 2014. Yesterday, Volvo spokesman, Per-Åke Fröberg confirmed only that it might arrive here, but if it does it will be as a gasoline model.

“Since the V60 Plug-In Hybrid has a diesel engine, it won’t be sold in the U.S., given the extremely small market for premium diesel cars,” he said. “We are, however, looking at using the same technology with a gasoline engine but I can’t confirm any time line.”

Nonetheless, the “three cars in one” V60 might be interesting to some of you, so we’ll highlight (and link to) a few more salient points for your perusal.

The AWD, six-speed automatic transmission vehicle will come with a T6 badge as it has the same horsepower range as the highly capable petrol T6. The V60 Plug-In is strong enough even to include a trailer hitch.

Its front wheels are powered by a five-cylinder 2.4-liter turbodiesel producing 215 horsepower and 325 pound-feet torque.

The rear axle is powered by an electric motor producing 70 horsepower and 148 pound-feet torque and supplied by an 11.2-kwh lithium-ion battery pack under the rear floor.

Volvo says the battery consists of 10 modules each containing 20 cells. These 200 cells are monitored by a sophisticated battery management system. Integrated water-cooling is driven by the car’s climate control unit.

As Volvo explains, three pushbuttons give the car three entirely different temperaments:

• In Pure mode the car is powered solely by its electric motor as much as possible. If the battery pack has been recharged with electricity from renewable sources, its range is up to 31 miles [capable of speeds up to 74 mph] and its carbon dioxide emissions are zero. The electric range varies with terrain, climate and driving style.
• Hybrid is the standard setting whenever the car is started. The diesel engine and electric motor cooperate to ensure optimal balance between driving pleasure and environmental footprint. CO2 emission (NEDC, mixed driving cycle for certification) is 49g/km [65 percent lower than a V60 with the same engine]. Fuel consumption on this same [optimistic] drive cycle is 1.9l/100km [124 mpg]. The car has a total range of up to 620 miles.
• In Power mode the technology is optimized to give the car the maximum possible power. The diesel engine and electric motor have a total power output of 215+70 [285] horsepower and maximum torque of 325+148 [473] pound-feet. The electric motor’s lightning-quick torque delivery contributes to the car’s acceleration from 0 to 62 mph in 6.2 seconds.

Recharging time via one of Europe’s 230-volt home outlets ranges from 3.5 hours at 16 amps to 7.5 hours at 6 amps. While recharging, the passenger compartment can be pre-heated or cooled for comfort’s sake, as well as to pre-cool the battery to an optimal 68-86°F, and also to maximize electric range.

When switched to AWD mode, instead of mechanical power transfer, the central control unit distributes power between the diesel-driven front wheels and the electrically-driven rear axle.

In this mode, the diesel engine operates continuously and the generator ensures that the charge level in the battery pack is sufficient to supply the rear axle with the necessary power. Because the electric motor is outmatched by the powerful diesel, torque to the rear wheels is limited and AWD is limited to 74 mph.

The V60 Plug-in Hybrid has two heating systems. In electric mode the car uses a PTC (Positive Temperature Coefficient) air heater. It also has a diesel-powered heater.

Also noteworthy is the V60′s two-stage braking. When the driver presses the brake pedal, the system starts braking the rear axle’s electric motor. This braking energy is then used to recharge the car’s battery pack. The mechanical brakes are activated only when the situation requires more braking power than the rear axle can provide.

The hybridization of this wagon asks a hefty premium over, say, Volvo’s S60 wagon built on the same platform – or the Volt, which is priced in Europe at €41,950 ($54,489, incl. VAT) – but Volvo is optimistic.

“There is immense interest from the markets. We are convinced that the first thousand cars will be sold even before production gets under way next autumn,” says Stefan Jacoby, President and CEO of Volvo Car Corporation. “With the V60 Plug-in Hybrid we boost our leading position in electrification. None of our competitors can offer customers an equally ingenious car. It elevates hybrid technology to an entirely new level.”

About 30 percent of total volume will go to Sweden and the other Nordic countries, Volvo says. Germany, Switzerland, Belgium, France, the Netherlands and Britain will have a share of between 5 and 15 percent each.

In its core markets Sweden, Germany and Netherlands, V60 co-developer Vattenfall will offer buyers a “starter pack” including 100-per cent renewable electricity generated by Vattenfall´s own production facilities and a wall-mounted charging station.

If imported to the U.S. with a gasoline engine, and sans the European VAT surcharge, we shall see when it will arrive, how much it will sell for, and how successful it might be.

Volvo, Again
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Dear GM-Volt Readers: We value everyone’s feedback on our daily stories, but – please – don’t post breaking news or other stories that we could be working on as a post here. Doing this will help ensure fresh daily discussions, and will be better for everyone. If you would instead, please e-mail story ideas to jcobb@verticalscope.com Thank you!

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Last week Tesla outlined its pending Model S options ranging from a pre-incentive MSRP of $57,400 to nearly double this at $105,400 for a packed-out Signature Performance edition.

This is a fairly wide range for the company’s only model. Can you imagine Chevrolet optioning the Volt from $39,995 to $73,495 for the same rolling chassis and powertrain? No, by the time GM commands high five figures for a Voltec, odds are better it will be a Cadillac ELR.

With such a varying sticker, one could almost say the Model S is a line of vehicles saving Tesla the cost of different exterior designs.

Signature Performance version distinguished by red with white leather.

The main price-impacting options are thermally managed Panasonic-celled battery packs starting at 40 kwh and available also in 60 kwh and 85 kwh. Note that each bump in capacity is larger than the Volt’s entire 16-kwh pack, and close or slightly more than the Leaf’s 24 kwh.

Tesla’s approximately 4,000-pound luxurious family sports sedan is not cheap, but industry observers are crediting it for bargain-basement battery pricing.

Each increase of 20 kwh (or 25 kwh) starts at $10,000 which substantially undercuts price-per-kwh for competitive automakers’ batteries.

The car follows Tesla’s inaugural model, the Roadster coupe, which is being discontinued after a few year run and anticipated total sales of 2,400 units.

The first S models are expected summer 2012 through winter 2012 starting with the top-of-the range first. This will mean a lapse of several months as Tesla sells out the Roadster and prepares for first-year assembly of 5,000 S models at its 350,000-square-foot factory – formerly the GM/Toyota NUMMI plant – in Fremont, Calif.

This factory’s annual Model S production capacity is 20,000 but with over 7,000 pre-orders, Tesla’s first-year goal is already more than spoken for.

Tesla lists prices with a $7,500 federal incentive already deducted letting the base model come in at just under $50,000. While some publications are echoing this practice, we’ll let you do your own math depending on your actual circumstances.

The vehicles

All versions utilize a 300 kw (402 horsepower) motor, but Tesla configures them so the higher the battery pack capacity, the higher the performance.

The first vehicles expected in July will be 85-kwh versions followed by the 60-kwh model in the fall, and 40-kwh entry level versions in winter 2012.

Performance even for the base-level $57,400 Model S is nothing to sneeze at. Zero-to-60 mph is stated at 6.5 seconds, top speed is 110 mph, and range at 55 mph is said to be 160 miles.

Its 40-kwh battery comes with an 8 year/100,000 mile warranty and a 10-kw charger (20 kw optional) but Tesla says it cannot utilize level III “Supercharging” as can some higher powered models.

The 60-kwh Model S starts at $67,400 before adding options (that many buyers will want). Its bigger battery allows for 0-60 mph in 5.9 seconds, top speed of 120 mph, and range is boosted to 230 miles at 55 mph. Battery warranty is also upped to 8 years/125,000 miles, and an extra on-board charger is optionally available for a total of 20 kw.

Up from here come models that – being launched first – will give the initial media splash and reward the highest paying buyers all at the same time.

Four versions with the 85-kwh battery are the $77,400 Model S, $84,900 Model S Performance (add $5,000 in “Additional Standard Equipment), the $95,400 Signature, and the Signature Performance for $105,400.

Range for all four when measured at 55 mph is 300 miles. The Model S Performance and Signature Performance zip to 60 mph in 4.4 seconds with top speed of 130 mph, while the Model S and Signature do 0-60 in 5.6 seconds with top speed of 125 mph. All 85-kwh models come with an 8 year/unlimited mile battery warranty.

The 100-percent refundable reservation price for your choice of Model S variant is $5,000 however to put your name on a Signature Performance model, the company kindly asks for $40,000 in advance.

 
The vehicles come with eight airbags, and Tesla says they will achieve top safety ratings. Other options of note include a $1,500 glass panoramic roof, paint, trim, interior and infotainment choices, and more.

The twin on-board battery chargers (20 kw total) are said to provide up to 62 miles of charge per hour when plugged into the charger port hidden behind the driver’s side side-marker light.

Tesla also plans to install 90-kw “SuperChargers” along California’s I-5 between Los Angeles and San Francisco for the 85-kwh S models, and possibly 60-kwh versions. They are said to add 160 miles of range in 30 minutes or less. Since their connectors are proprietary, not J1772 or Chademo, only Teslas will be able to plug in to them.

Gambit

Tesla’s intentions to become a bona fide American car manufacturer are – like Fisker’s – ambitious and relatively high stakes.

The company includes as its financial backers Toyota Motor Corp., Daimler AG, Panasonic Corp., and of course, company CEO Elon Musk, who is its largest shareholder

Earlier this month, Bloomberg reported that Morgan Stanley reduced Tesla’s price target by 37 percent, and that day its stock fell almost 10 percent to $30.89 per share. As of last week it was at $27.90 following this options pricing news.

Tesla would like to be the first profitable EV maker, but at this stage, Bloomberg reported Tesla’s third-quarter net loss widened to $65.1 million from $34.9 million a year ago, and through Sept. 30 it had lost $172.9 million. These statements were culled from Tesla’s Web site, but otherwise Tesla has not yet issued an annual report.

Morgan Stanley’s downgrade, according to its analyst was “entirely due to lowered forecasts for long-term global EV penetration for the industry, while implying Tesla’s EV market share rises slightly versus our prior forecast.”

In its favor, Tesla is making some spectacular looking automobiles with performance to match. It has been getting reviews ranging from optimistic to super-enthusiastic from the automotive press – with some also noting its elitist tendencies as well.

No doubt this time of uncertainty, speculation and volatility in sentiment is factored into the maverick company’s business plan.

The Model S vehicles, while potentially pricey by average car standards, are less than the six-figure Roadsters, and plans are to sell perhaps ten times or more the volume per year in coming years while the company also designs and intends to launch mass market EVs costing less than the Volt.

The company was credited by Morgan Stanley as prioritizing delivery quality over quantity for its Model S, and Musk said it expects to be profitable by 2013.

To view Tesla’s Model S options and pricing page, click here.

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Dear GM-Volt Readers: We value everyone’s feedback on our daily stories, but – please – don’t post breaking news or other stories that we could be working on as a post here. Doing this will help ensure fresh daily discussions, and will be better for everyone. If you would instead, please e-mail story ideas to jcobb@verticalscope.com Thank you!

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Since hiring Bob Lutz a few months ago, Utah-based VIA Motors has kept busy, and now it’s preparing to show an extended-range pickup truck, 4WD SUV, and three-quarter-ton full-size cargo van at the North American International Auto Show in Detroit, Jan. 10.

As we reported in September when Lutz’s place on VIA’s board was announced, these are GM-based vehicles and the company says all three can drive 30 to 40 miles “on advanced, non-flammable, lithium ion batteries, then up to 400 miles using the onboard generator, averaging up to 100 mpg.”

Do you like the “non-flammable” qualifier about the battery that distances VIA from the Volt’s ongoing issues? We don’t know who’s responsible for that marketing statement, but Lutz is otherwise taking the lead in promoting the vehicles intended first for fleets, then consumers.

“VIA Motors has developed the first extended-range electric powertrain capable of replacing the V8 engine,” Lutz said. “It was my great privilege to introduce the Chevy Volt, and it will be a great honor to introduce the world’s first line of eREV trucks, vans and SUVs by VIA Motors.”

The pickup’s production is scheduled to begin in 2012, VIA says, “with plans to ramp up production to 20,000 units per year over the next few years including the eREV SUV, van and other large eREV vehicles.”

These series hybrids utilize a proprietary 650-volt drive system technology designed for full-size trucks, and VIA says it employs “a streamlined second stage manufacturing process” to integrate its powertrain technology into new OEM vehicles it calls VTRUX.

It makes sense that Lutz is the front man on this initiative, as he was hired to “help move this along, particularly with GM, but also with other OEMs,” said David West, VIA’s chief marketing officer in September, “This kind of thing needs a lot of high-level buy-in.”

Being a quasi-celebrity “car guy,” with extensive industry connections, and known for his role in launching the Volt, Lutz is considered well positioned to help the aspiring truck manufacturer raise funds, open doors, and now also to pitch its vehicles to would-be customers.

The company is taking $1,000 fleet pre-orders for its pickup truck “from some of America’s largest fleets,” it says.

One option customers can check is all-electric range of either 20 or 40 miles meaning battery pack size is buyer-selectable.

The pickup’s “anticipated selling price” for volume orders is $79,000 – obviously dependent on how they are outfitted, final production costs, and likely also the number of units purchased.

VIA says expected fleet account deliveries will begin some time in 2013.

Previously it has said it would like to sell to retail consumers as soon as 2013, so whenever this actually turns out to be, it’s apparent the company will be looking to do so as soon as feasible.

WSJ Market Watch

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Dear GM-Volt Readers: We value everyone’s feedback on our daily stories, but – please – don’t post breaking news or other stories that we could be working on as a post here. Doing this will help ensure fresh daily discussions, and will be better for everyone. If you would instead, please e-mail story ideas to jcobb@verticalscope.com Thank you!

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Not everyone here celebrates Christmas, we know, so for those of you who do not, we hope what ever you do, that you have a great weekend.

And naturally also, for those who do celebrate, we say Merry Christmas to you!

Originally, I had thought to post a Volt video we got access to, but we ran into some technical difficulties delaying it. So at nasaman’s suggestion, I’m going to reprint a Volt poem instead – as first seen this week on Voltage.

Best Regards,

- Jeff

By Roy Wilson
Volt owner #6112

‘Twas the night before Christmas and in the garage
There wasn’t a trace of a Ford or a Dodge
The presents were wrapped and the lights were all lit
So I figured I’d mess with my Volt just a bit!

I popped the release and I lifted the hood
When a deep voice behind me said “Looks pretty good!”
Well, as you can imagine, I turned mighty quick
And there, by the workbench, stood good ol’ Saint Nick!

We stood there a bit, not too sure what to say
Then he said “Don’t suppose that you’d trade for my sleigh?”
I said “No way Santa,” and started to grin,
“But if you’ve got the time we could go for a spin!”
His round little mouth, all tied up like a bow,
Turned into a smile and he said “Hey! Let’s go!”

So as not to disturb all the neighbors’ retreat
We backed the Volt quietly onto the street
Then, taking our places to regen down the hill,
I pushed the power button and let the display fill
The lack of motor sound took him by surprise
He liked it a lot, by the look in his eyes.

With electrons alive and the battery all aglow
We headed on out where other EV’s go
And Santa’s grin widened, while tilting his ears,
My Volt drove so quietly with no shifting of gears
Then he yelled “Can’t recall when I’ve felt so alive!”
So I backed off the pedal and said “You wanna drive?”

Ol’ Santa was stunned when I gave him the fob
As he walked past the headlights he was thinking “Sport Mode!”
The electric motor exploded with torque so supreme!
Santa let out a shout and said “I love it, what a dream!”

We watched the little ball stay steady as she goes
Because we both knew how efficient the Volt computer knows
Then I heard him exclaim as we accelerated from sight
“MERRY CHRISTMAS TO ALL, IT’S A HECK OF A GOOD NIGHT!!!”