GM-VOLT : Chevy Volt Electric Car Site

Previously we heard rumors that GM might use a 1.4 L non-turbo 4 cylinder engine as the Volt’s range extender.  Last week GM CEO Rick Wagoner confirmed it was under consideration.

Now GreenCarCongress’ Mike Millikin reports the decision has been finalized as per personal communication with Larry Nitz who is GMs VP of Hybrid Powertrain Development.  Nitz also clarified that the engine will be naturally aspirated.

In the original Volt concept model the plan called for a 1.0 L 3 cylinder turbo engine.

Keep in mind, the only function of this E-85 capable engine is to fire up when the battery discharges to a level of 30% state of charge after 40 miles of EV driving.  When it runs, it will match the demands on the battery that are called for by the electric motor.  It will sustain the battery at that 30% state of charge, and will turn off at times (see graphic above).

The goal will be to get the driver home in the charge depleted state.  This way the driver can get the most benefit from charging.

Source (GreenCarCongress ) thanks to Karik in the forum for the tip!

Graphic from MotorTrend, thanks to RB and Exp_EngTech for pointing it out!

The initial Chevy Volt concept model had a 3 cylinder 1.0 L engine as the generator to keep the battery charged. The model with this engine suggested the vehicle would get 50 mpg when running beyond the 40 mile EV range. Recently we heard rumors on this point, neither confirmed nor denied, that GM might be considering a 4 cylinder 1.4 L engine instead.

Now GM’s CEO Rick Wagoner has confirmed these rumors. The 1.4 L turbocharged ICE is expected to power the Chevy Cruze we’ve recently just seen photos of, the car Wagoner refers to as the next generation Chevy compact.

Wagoner answered the following question, among others posed of him by the Flint Journal, centered around the fact that GM was planning to built this engine’s assembly plant in Flint, Michigan:

Flint Journal: Are there opportunities for Flint to have a hand in the future production of the plug-in Volt?

Wagoner: The new, small displacement engine that is tentatively scheduled to be built in Flint will be used first in the next generation Chevy compact car. However, we are looking at other potential; vehicle applications, including an application as the range-extender engine in the Chevy Volt.

Wagoner also mentioned that the turbo 1.4 L “achieves a superb balance between fuel efficiency and power” and specifically tell us “when teamed with a manual transmission, the new engine will offer customers a 9 mile-per-gallon increase in fuel economy over Chevy’s current entry in this segment.”

It is possible that this engine change decision may not represent so much an engineering issue, but rather an economies of scale advantage. It is clearly a big decision since Wagoner himself is aware of the debate.

Source (MLive.com)

The initial Volt concept showed a 1.0 L three cylinder gasoline engine as the on-board generator.  The role of that engine is to keep the battery at a 30% state of charge once 40 EV miles or so had been driven.

More recent discussions with the Volt engineers suggested that the actual engine to be used was not yet finalized.  Frank Weber indicated to me that GM would use a "family zero’ engine line but he wouldn’t commit to size or number of cylinders.

A new report cites "rumors" that GM has decided upon a 1.4 L non-turbo 4 cylinder engine for the Volt.  The report goes on to indicate that a turbocharged version will be used to power the new Cobalt replacement car.

The engines will be built in Flint to be used on the Volts when they begin to run off the Hamtramck assembly line in late 2010.

Source (MotorTrend )

Mike Allen is the senior automotive editor for Popular Mechanics. In a new article he seems to take issue with Detroit’s strategy that plug-in hybrid vehicles have powerful powertrains. He is in fact taking aim at the Volt.

He invokes images of the famous VW (hippie) microbuses that had 40 hp engines, and recommends that PHEV’s would be better off emulating them.

He recommends PHEVs use a 10 hp microgenerator that could propel highly aerodynamic cars at 60 to 70ph when the battery is drained, and be able produce heat, so that energy of heating the car won’t have to be drained from the battery.

We don’t know the final specs of the Volt’s on-board ICE , but we do know it will be a ‘family zero’ 1.0 L engine with 3 or 4 cylinders turning a 53 kW generator. Of course, the electric drivetrain motor is powerful, giving 0 to 60 of 8.5 seconds and peak speed of 100 mph.

GMs argument is that people still want to maintain and enjoy powerful driving, even when going electric. Allen counters that it may be time for a change in driving expectations in this more energy economical world, aka the VW microbus analogy.

So do we think it would be better to have a smaller on-board microgenerator presumably paired with a less powerful electric engine?

I don’t know about that, but I like the picture that came with the article (above) of the Cont/A123 li-ion prototype pack being raised into the Chevy Volt prototype mule.

Source (Popular Mechanics )