GM-VOLT : Chevy Volt Electric Car Site

In the biggest news since the initial concept announcement, GM vice-chairman Bob Lutz confirmed  that in fact the first Chevy Volt prototype, with the full lithium-ion battery pack has hit the test track.

He said “It is reliably meeting its objectives.  Even with a rough calibration, even with the wrong drive unit, the wrong body, etc. etc., it has been hitting its 40 miles on electric power.”

He specifically confirmed the dynamometer tests have been successful even under various thermal conditions.

He even went so far as to say “I can almost say the battery is the least of our problems,”

He further explains that much of the engineering challenge ahead has to do with software, figuring out how and when the engine should kick in for example.

He notes that he is much more confident in the November 2010 deadline.  He talks about Volt vehicle line executive Frank Weber in the following way:

“Three months ago if you asked Frank Weber ‘so November 2010?’ he’d get flustered and say he wouldn’t answer until he knew more, now if you ask him the same question, he’s calm and relaxed and says unless we encounter some completely unforeseen obstacle – November 2010 looks good.”

Finally he confirms that CEO Wagoner is as involved in the Volt project just as much as he is, confirming extreme interest in it straight from the top.

Source (Autoobserver)

Previously we heard that Bob Lutz was about to test drive the completed lithium-ion battery powered Chevy Volt prototype vehicle. This is very true, but it hasn’t happened just yet.

GM vice-chairman and Volt shepherd Bob Lutz tells GM-Volt “we hope to drive it on the road next week.”

Lutz’ enthusiasm is palpable, just like ours! With respect to his and his team’s groundbreaking maiden test-drive he says, “the guys are super-pumped!” and “I can hardly wait!”

Furthermore he advises us that so-far the dynamometer tests on the completed mule vehicle “are going really well.”

Steady as she goes sir, and as I told Mr. Lutz, consider us of the Volt Nation to all be driving with him, in spirit.

Scott from PetroZero reports that he had an email conversation with GM vice-chairman Bob Lutz the other day. This is also being reported over at Autobloggreen .

Scott asked him the popular question, "Since the ICE gets 50 mpg when charging the battery, why not skip the battery and get a 50 mpg car."

In response, Lutz told him that GM is actually considering building a pure-EV Volt without the ICE and necessary associated controls and hardware and greater range. This could be a way for GM to meet California’s ZEV requirement.

From my discussions with Bob Lutz, this was actually his original idea for the Volt, a pure-EV, and they called it the iCar. It was VP Jon Lauckner who revised the design to be an E-REV, to eliminate the range anxiety problem.

Scott also reports Lutz told him he’d personally be getting into one of those lithium-ion Volt prototypes for a test drive in 9 days.

Source (Petrozero )

As we have reported, GM has started it’s Project Driveway program in which 100 hydrogen fuel cell cars will be loaned to 100 U.S. drivers in NY, LA, and DC. Here in NY, I had the chance to drive off in one of these Equinoxes and recorded the experience in the video below the post.

In speaking with GM fuel cell executives, it seems clear they are serious about getting hydrogen cars on the road. Project Driveway will last 3-1/2 years, they then hope to use the consumer feedback to begin a production process which could lead to getting the cars on the road in 2013.

GM argues that substantial hydrogen can be generated from natural gas (CH4) with a net effect of less energy expenditure and less CO2 emission than petroleum use. They feel it could work in highly populated areas by building a few strategically located filling centers at a cost of $2 million each. It won’t work in large low-population density regions.

About one half of the hydrogen already produced in the U.S. is currently used to “scrub” sulfur out of petroleum. Thus, this hydrogen could be used to store vehicular energy, be turned into water in fuel cell cars, and the sulfur-containing petroleum can stay in Saudi Arabia. Net effect: petroleum displacement.

Right now, there is just one hydrogen fueling station in the NYC region in White Plains. The first two chosen east coast real-world drivers for Project Driveway live or work there, one is a teacher and the other an attorney. They will get their cars in January. GM hopes to use this project to convince goverment to help set up a few more hydrogen fueling stations in the region. Click play below and take a drive with me.

[flash http://www.youtube.com/watch?v=uqo7zDRLZGI]

New York Times columnist David Pogue had more discussion with Bob Lutz about the Chevy Volt than was able to be aired on the CBS Sunday Morning segment. So like any good reporter, he reported it in today’s New York Times (link).

Bob let out some important new information for us to digest and ponder, here are his quotes, followed by comments of yours truly:

1. Volt performance:

“Our performance targets for the Volt are 0 to 60 in around five or six seconds. Top speed of 120 miles an hour for a limited time. A hundred miles an hour is sustainable.”

0 to 60 in 5-6 seconds is faster than the 8-8.5 seconds chief engineer Nick Zielinksi told us. Now thats performance! Lets look for this surprise.

[[[UPDATE:  GM has advised me that unfortunately, Bob misspoke, the 0 to 60 time will actually be 8.5-9.0 seconds]]]

2. First public test drives:

“I’m hoping that as early as spring of ’08, we will have the first rough prototypes running, which will permit members of the media to drive 30 or 40 miles purely on batteries and listen to the internal combustion engine kick in. ”

If they let me, I’ll be there!

3. Release date:

“It’ll either be late ’10 or early ’11, but we’re still holding everybody’s feet to the fire for 2010.”

Yikes!! We’re not backing off the promise already?

4. Arrival of first battery packs:

“We get the first experimental packs from our two developmental suppliers in October. And then we can start bench testing.”

Hey thats in 9 days!

5. Price:

“My personal target still is to bring this car into the market at, you know, nicely below $30,000. And if we achieve that, it will really become a viable solution.”

He says if.

6. Production Volt appearance:

“Obviously, it’s not going to have, like, 22- or 23-inch wheels. But you always do that with show cars. You have way bigger wheels than you put in production.

It’s going to be close enough to the show car to where, when people see one on the road for the first time, they’re going to say, “That’s the Chevrolet Volt.” And it’ll be totally different from any other General Motors car, which I think is part of the secret of the Prius. By driving a Prius, everybody knows, “Oh, that person is concerned with the environment.” Being noticed for what you’re driving is very powerful motivation for what you drive.”

That’s reassuring, we will being seeing the Volt.

General Motor’s has officially announced that it will begin mass production of hybrid versions of it’s popular large SUV vehicles the GMC Yukon and Chevrolet Tahoe. The cars will be available for purchase in the 4th quarter of this year.

GM-Volt.com moderator was given the opportunity to test drive one of the pre-production models right in the crazy yellow-cab filled traffic of NYC, and to discuss the cars with Vehicle Chief, Full Size Truck Hybrid Mark Cieslak and Assistant Chief Engineer Small block truck engines Chris Meagher.

These vehicles are unique for two reasons, they are the first-ever passenger vehicles to have a 2-mode hybrid system, and they are the first ever large SUV hybrid vehicles on the planet. While they aren’t Volts, they are a step in the right direction.

Standard hybrids like the Toyota Prius use a single mode hybrid system, meaning the electric motor powers the car only at low velocities, once speed or acceleration increases, the car goes to all combustion. In the 2-mode Yukon and Tahoe, there are two separate electric motors directly linked into the transmission. One powers the car at low velocities, whereas the other one kicks in at certain high speed conditions. This allows the vehicles to improve fuel economy both in city and highway driving. Indeed the car gets a 40% improvement in fuel economy in city driving, and overall a 25% improvement over the non-hybrid base models. Further gains in fuel economy come from the truck’s abilities to shut off 4 of the 8 cylinders, and to use a variable displacement oil pump.

The cars are engineering marvels and contain the most sophisticated on-board computer and software systems on the road. In order to achieve the best possible fuel economy, the computer analyzes the car’s driving state 50 times per second and determines which configuration; electric motor 1, electric motor 2, four or eight cylinders, or ICE shut-off will be most energy-efficient.

Some modifications of the vehicles structural components had to take place to make up for the increased weight from the hybrid system and batteries. This included an aluminum hood and improved aerodynamics of the front grill and running boards. The car uses a 300V NiMh battery housed under one of the rear seats, and has a 6.0 L engine.

Getting into the driver’s seat (I drove the GMC Yukon), it feels like any other large SUV. Differences become apparent when one looks at the dash. There is an indicator showing the driver’s role in the trucks ecomony. If you accelerate too hard the needle goes to the right (burning too much fuel), if you brake too hard it goes to the left (losing stored energy by activating non-regenerative brakes). If your driving is optimal, the needle stays in the green zone.

Starting the car comes straight from the electric motor, and you do not hear the whine of the starter. When stepping on the accelerator, one feels the unique instant responsiveness of the electric motor. While driving one can barely perceive when the gas motor switches on and off, and indicator lights show if the ICE is on or off, in 4 or 8 cylinder mode, and which electric motor is running. On the in-dash nav screen all of this data is displayed graphically.

Overall, a very responsive, agile and well-handling ride, and a lot of fun.

One might ask if it isn’t paradoxical to have a giant gas-guzzler as a hybrid, but Mark’s answer is that it is actually a “perfect marriage”. Since this type of vehicle is generally so fuel consumptive, making hybrid gains on it are very valuable. Plus one can do all the heavy hauling needed, while still reducing oil consumption. The non-hybrid version of these trucks get 14 mpg city/19 mpg highway. With the 2-mode hybrid system, those numbers go to 20 mpg city/? highway (not federally approved yet).

When asked what he’s most proud of in these vehicles, Marks reply is “best technology, best efficiency, and best capability of any hybrid vehicle on the road today”.

While they’re not Volts these machines bring us closer to that goal. Indeed, these are two of several hybrids GM is putting out this year. And expect to see the 2-mode systems in upcoming Escalades, Saturn VUEs, and pick-up trucks.

Pricing is not finalized yet, but will fall within the same price range of the current Tahoe and Yukon lineups.