GM-VOLT : Chevy Volt Electric Car Site

Nick Reilly is the head of GM Europe.  He has historically been known to let the “cats out of the bags” far earlier than his US-based counterparts who tend to stick closer to the “stay tuned” corporate mantra.

In a new interview published in Autocar, Reilly shed a rather detailed light on what appears to be GM’s next plans for extended range electric cars after the Volt.

First he clarified 2015 as the expected year in which the second generation Volt/Ampera would appear.  He admitted GM was already working on developing the vehicle.  Up to that point he expected the cars to be exported from the manufacturing base in Detroit, but that by 2015 believes sales volumes will be so great that they would need to be produced locally in Europe as well.  “At that point it will make business sense to ramp up volumes of the Volt and Ampera, and to have several production sites for the ‘EREV’ model family,” Reilly said. “We will need one of those factories to be in Europe, and I’m very keen for it to be Ellesmere Port.”

In addition to laying out the timeframe for the generation two Volt/Ampera, and it planned volume expansion, Reilly also disclosed that GM expects to release an actual family of extended ranges electric vehicles in that same year, also currently in development.

Besides the Volt/Ampera second generation, there will be two more Voltec vehicles.  These will include a smaller Astra-sized hatchback and a five-seat crossover similar to the Volt MPV5 concept which was previously unveiled.  He also noted that the second generation Volt/Ampera would be slightly larger.

This would create a class which may appear as a sub-brand of three vehicles of increasing size, with the Volt/Ampera situated in the middle.

Reilly anticipates by this second generation, the vehicles will cost less than presently and have even longer all-electric ranges, because of successful efforts to reduce cost and increase efficiency GM is presently working on.

“We’re anticipating a 50 per cent improvement in the cost of the electrical components in the EREV powertrain in time for the second-generation cars,” said Reilly.

Reilly specifically said the 2015 Voltec vehicle’s prices would be roughly $7800 to $12,500 more than an otherwise equivalent gas car.  At that price point he expects government incentives will no longer be needed to propel sales which are projected to hit high global volumes by then, thus creating the need for several global production locations.

Reilly’s comments could be interpreted as to only apply to Europe’s Opel, but considering the global nature and fundamentals of GMs development and operations it seems likely these plans would apply to the US as well.

Source (Autocar)

2011 1.4L I-4 Range Extender for Chevrolet Volt

GM went with a 1.4 L four cylinder normally aspirated gas engine for the first generation Chevy Volt generator. Though perhaps not optimized for efficiency within the serial hybrid model, the engine was readily available, mass-produced and relatively low cost. GM didn’t have time or money to build a powerplant specifically for the Volt.

“It offered us a nice balance,” said Volt vehicle director Tony Posawatz of the chosen engine. “It was a high-volume unit with existing capacity in a plant, and the output of the engine allowed us to meet the associated performance requirements.”

Engineers have done their best to optimize the efficiency of the system using this engine, though other powerplants could make charge-sustaining mode fuel efficiency even better. GM has not officially announced CS MPG though they have gone on record saying it will be better than any other car in its size class.

The engine will operate within a fairly narrow band, switching between several RPMs depending on the driving load at the moment. Most of the time it will probably operate at about 1800 RPM.

“We’re still finalizing the details but we’ll probably allow it to go up to 4,000 rpm, and that would only occur at high speeds or high loads, otherwise it would be relatively modest, almost imperceptible by the customer,” says Posawatz.

That GM has been able to achieve respectable performance and seamless transition into charge sustaining mode with an off-the-shelf combustion engine is nothing short of remarkable. However, the company isnt sitting still. Posawatz and his team are engaged in several advanced projects studying alternative options for the next generation Volt generator.

“We didn’t spend a lot on the extended-range feature, but you can bet that we are already looking at advanced projects on what an extended-range feature should operate like in the belief that this propulsion system will resonate with customers,” says Posawatz. “That may be a Stirling cycle engine, perhaps it’s a Wankel, a gas turbine, a small displacement motorcycle engine– you can extend the possibilities to a lot of different alternatives.”

Source (Automotive Engineering)

When the Chevrolet Volt concept was first unveiled in January 2007 it illustrated the use of a 1-L 3-cylinder combustion engine.  Other variants of the Voltec propulsion system, then known as E-Flex, were also demonstrated at various times.  These included hydrogen fuel cell and diesel concepts.

In the end GM decided to go with a 1.4 L normally aspirated 4 cylinder engine that will also be used in other GM cars including the high volume Chevy Cruze expected to launch in the fall.

GM has apparently been continuing to study other possible range extenders, according to a report from Edmund’s, with the hope that one of these could make its way into the second generation of the car expected in the 2013-2014 timeframe.

One of the barriers to the Volt making it to high sales volumes is the considerable expense not only of the battery but of the complex extended range drivetrain, something pure EVs like the LEAF do not have to contend with.

“Right now, the propulsion system is too expensive, even with using an existing engine,” said GM’s new vice president of global vehicle engineering, Karl Stracke.

Stracke explained that GM is looking carefully at several different range extenders for future generations.  These systems include two cylinder gas engines, diesel engines, and even rotary or Wankel engines.

“We have a strategy to go rotary engines or a two-cylinder [gas] engine making 15-18 kW,” said Stracke.  ”Rotary has a higher fuel consumption but here’s the advantage [holds up his hands to form round, frisbee-sized shape] — packaging.”

Stracke has even piloted a rotary engine-powered Volt prototype.  ”I have driven the car already,” he said.

“One rotor could be enough,” he added. “Of course with the higher rpm of a rotary, you need to have an NVH solution.”

Stracke also believes a diesel powerplant could find its way into the Volt.  ”The cost of the engine would be higher for the manufacturer,” said Stracke of the diesel engine, “but the fuel costs would be cheaper for customers.”

To reach high volume sales, not only does GM have to lower the cost of the powertrain but also the cost of the battery pack.  And, for the first time in the history of GM-Volt.com a GM executive finally admitted the total cost of the Volt’s 16 kwh lithium-ion pack.

The pack costs “roughly $10,000,” said Stracke.  He also said that GM is “working aggressively to get that cost down 50 percent” for the next generation Volt.

“The future of the automobile has never been as interesting as it is right now,” said Stracke. “Big question is, what new propulsion system will come next?”

Source (Edmunds)

First of all, let me express my thanks to Lyle for creating and supporting the best EV community on the web, and for letting me guest post on the homepage.

I recently had the opportunity to exchange emails with Rob Peterson, Volt / Advanced Technology PR Manager at General Motors regarding GM’s future product plans. Given that the Converj was cancelled, then possibly resurrected, I wondered if there were any other changes to previously stated product plans at GM.

Rob’s first and best response regarding current / new alternative fuel / propulsion systems was: “Right now, we are only working on the ICE variant” of the Voltec propulsion system. Certainly, until GM gets the Volt’s wheels on the road, this should be their only integration effort. Given that they are combining electric and flex fuel (gasoline / E-85) technologies in a single product, that is saying a lot.

In parallel, GM continues to work on fuel cells and improved ICE’s, like the HCCI (homogeneous charge compression ignition), which combines the best parts of spark and auto ignition systems. Rob also stated that GM is “intrigued by the potential of natural gas”, which is in line with their restructuring filings listing natural gas as a possible development option in the future. He concedes some techs require new infrastructure and all need continued cost reduction.

As for my favorite, the rotary engine, Rob stated: “a rotary engine – which theoretically makes sense, because it operates efficiently at specific bandwidths – is at a clear disadvantage, having not been a part of the powertrain portfolio for automotive purposes for some time and without the benefits of generational learnings that typically drive down the cost of technology”.

In short, GM is going to play it safe / smart by concentrating on internally developed Voltec, advanced ICE and fuel cell technologies.