We know, you've heard this before. Since shifting production of the all-electric Leaf, Nissan has seen a pretty substantial increases in sales. For May 2013, sales were up a whopping 319.2 percent compared to last year to 2,138 units. This means (just like last time) that last month was the second-best month ever for Leaf. Let's call it a trend. Nissan starting 2013 Leaf production in Smyrna, TN in March, Leaf sales are up 332.5 percent compared to the same period in 2012. That big price cut didn't hurt, we're pretty sure. Nissan's director for electric vehicle sales and marketing, Erik Gottfried, said that the new hot Leaf markets are Atlanta, Chicago and Denver.
For Chevy, the general news is "steady as she goes." The Chevy Volt sold 1,607 units last month, down 4.3 percent from 1,680 in May 2012. At least this reverses Chevy's recent downward Volt slide (February: 1,626, March: 1,478, April: 1,306). Compared to 2013, Volt sales are up 1.4 percent.
As Green Car Reports points out, this means the Leaf has now outsold the Volt for 2013, 7,614 to 7,157, but the Volt has still outsold the Leaf by about lifetime 10,000 units (in the US). Where will we be next month?
Chevy Volt sales may be seem low, but they still outsold the rest of the plug-in cars on the U.S market in 2012. In 2012, they accounted for 45% of all plug-in electric car sales in the United States, at 23,461 units, and when you account for the Volt’s European cousin, the Opel Ampera, the picture looks even rosier.
The ChevyVolt is sold worldwide, however, most of them are sold in the United States. Outside of the U.S.A, far fewer Volts have been sold. They are for sale in not only the United States, but Canada, most of Europe, China, and Australia. People in countries in which they are not sold, will travel to the U.S, buy them, and literally ship them to their country themselves.
Outside of the U.S, worldwide, only 1,336 were sold, 1,225 of which were sold in Canada. In China and Europe combined, only 111 Volts were sold. But the Chevy Volt also sold as the Opel and Vauxhall Ampera, so there are three brands selling the same car. Opel is German, and the Vauxhall version is right hand drive, and for the U.K. GM sold 5,293 Ampera cars. This is still only a quarter of the Chevy Volt sales in the U.S, but still 48 times more than the 111 Volt sales in China and Europe.
Combined, worldwide sales of the Volt and Ampera were 30,090 which, while still short of GM’s 40,000 unit goal, is surprisingly strong given the endless criticism of GM’s plug-in hybrid. Based on the pattern of Volt sales in 2012, there is likely to be a substantial increase this year, and another in the future as a price drop is expected.
Now he tells us. Bob Lutz, who helped spearhead the development of the Chevrolet Volt at General Motors, told UK's Autocar that the Volt's extended-range plug-in powertrain would've been better developed for full-size SUV than a smaller-sized car because of the greater opportunity to cut fuel use compared to gas-guzzling models like the Cadillac Escalade.
Lutz figures prospective customers would be more wiling to pay the plug-in premium if the model in question was an SUV rather than a small-to-mid-sized car because of the greater potential for savings. Despite the actions that he took in the development of the Volt, he now says that he would've first designed an extended-range powertrain for a model like the Escalade before making the powertrain available in smaller vehicles.
Lutz is currently drumming up support for automotive startup Via Motors. This week, Lutz and Via presented three converted GM models at the Detroit Auto Show, including a pickup truck, a SUV and a van. Via, which is expected to price the models at between $70,000 and $80,000, estimates that it will produce 2,700 units in 2013 and about 20,000 in 2014. Source: Autoblog Green
While President Obama’s goal of getting a million electric or plug-in hybrid vehicles on the road by 2016 may fall well short, some automakers are feeling more bullish for their own prospects on a global sale. In a recent interview, a General Motors executive said that worldwide, GM hopes to sell about 500,000 electrified vehicles annually. But that quote should come with an asterisk.
Rather than focus on out and out hybrid cars, like the Toyota Prius, GM is taking a different course. The General wants to build more plug-in hybrid vehicles, like the Chevy Volt, as well as pure electric cars and traditional cars outfitted with mild hybrid systems. All told, GM believes that of the 9 million-ish cars it sells every year, by 2017 about 500,000 will be electrified in some way.
Indeed, GM is well on its way to that goal. Chevy Volt sales have been steadily gaining momentum, and GM now offers its mild hybrid eAssist system on many Buick models as standard equipment. eAssist is also standard equipment on the new Chevy Malibu Eco. These vehicles will go a long way towards that 500,000 vehicle mark. Keep in mind, that is 500,000 vehicles worldwide, including places like China and Europe, where plug-in car sales are growing month after month.
Still, I think with GM hedging its bets, and focusing on the areas it feels strongest, they could easily reach sales of 500,000 electrified cars by 2017. Do you think they’ve got it in them?
On Tuesday night my wife and I had dinner with five Voltec engineers in Durango, Colo. We had received a call about a week ago saying that they would be stopping in our town and wanted to know if we would be interested in talking with them. We, of course, we’re delighted to meet them and share our experience with the car.
These five engineers are part of the propulsion team. They were making a loop through Colorado that started in Denver and would end in Colorado Springs. They told us that they were testing various new components, and otherwise testing the performance of the vehicle in mountainous terrain. They did not share what those the new components might be.
At the outset I should note that these men seemed to be very proud of what they had achieved. I was very complimentary towards the car and they were very happy to hear those compliments and told me how much they appreciate not only what I said, but also the very positive responses they have received. Several of these guys had also worked on the hybrid Silverado and they were very proud of their achievements with that truck. I should also note that GM-Volt came up in the discussion several times, primarily raised by me. There were many smiles around the table and they assured me that they were very familiar with the site and it was monitored closely every day.
Our discussion started with their question as to why I bought the Volt. Condensing a long discussion, I said that I fell in love with the car. The car and I made a connection. It just felt right. I had never bought a Chevy before, and have only owned one American car out of over 40 I’ve owned. I did not expect to feel a connection with the car when I got in and drove it, but boy was I surprised. I was impressed by the quality, by the quietness, by the feel of the brakes, steering, and doors, and above all I was impressed by its quickness, responsiveness, and seamless operation. Yes, economy and operating costs as well as environmental concerns can be very important to a buyer. But if most buyers are like me, the first and most important question is whether the car feels right to you. In the case of the Volt the answer was a definite yes for me.
Since they were propulsion engineers they were primarily interested in how the engine/ battery/drivetrain system worked in mountainous terrain. I told them I was very happy with Mountain mode. I had tried to navigate the mountains without it, and ultimately came to the conclusion that mountain mode was the best. I did ask them about a phenomenon I had experienced on several occasions. Usually when I run out of battery power driving on the flats it shows that I consumed around 10.4 kilowatts. However, on several occasions, and it seems primarily when driving in the mountains, I would only show a consumption of approximately 9.6 to 9.8 kw before I would run out of battery power. They did not have an answer for why this would occur but they may get some information that could could sort out, since they downloaded a whole bunch of data from my car.
They asked me about my likes and dislikes and I told them that I thought Chevrolet had struck a very good balance between the competing interests of battery power, weight, cost and engine efficiency. I did make one comment about the gasoline engine to the effect that on occasion I could feel a slight vibration through the steering wheel and possibly the floor. I suggested that since a vibration is connected to your sense of what you hear, that I may have been feeling the engine more than actually hearing it when driving in the mountains. I said the noise was very low, and not the least bit obtrusive, but I did on occasion notice it and therefore thought that they might want to think about inserting a little more isolation between the engine and other components.
They asked me if I had any recommendations on the display screens in the car. I said that maybe it was a lack of imagination, but I really didn’t, with one exception. In the power mode you can see the number of kilowatts consumed, but I would like to have an initial notation of how many kilowatts were in the battery before I started the trip. When the car is unplugged, there is a notice that is fully charged, but there is no numerical indication of what that charge is. I felt it would be useful to have that information, which would enable one to monitor how the battery was performing.
They asked about charging. I told them there were no public charging stations around here and all charging was done in my garage. They asked what I used and I said I decided on the SPX Power Express since, although it was more expensive, it appeared to be a much heavier duty device that some of the cheaper models. There were some knowing smiles around the table. I explained I was very happy but had experienced two charging interruptions, which I attributed to lightning or some other problem with the electrical current. They asked if the check engine light came on and I said that it did. The first time it’s cleared fairly quickly but the second time stayed on for several days. It stayed on long enough that I ended up making an appointment with the dealer to have it checked out, even though I was certain, based on my conversation with OnStar, that there was no problem. As these things go of course the next day it turned off. They explained that it is specifically designed to stay on through four cycles, a requirement having to do with the emission control standards.
We discussed a few non-propulsion things, primarily little quibbles that I had. I suggested that the back door trim on the inside could easily be of a higher quality, similar to that on the front doors, without costing too much. I mentioned the need for a bit of rubber trim on the outside of the rear doors, to keep the doorjamb from getting dirty. They smiled, and said they were fully aware of that problem based on their experience every time they wash the cars. We discussed power seats a little. They explained that they were not included for weight and cost reasons. I said that in most cars I’ve found power seats unnecessary since my wife and I drive separate cars and rarely adjust the seats. Oddly, the Volt is an exception. We both love it so much, and prefer it to our Acura, that it is always the first car out the garage and the other car is only driven if both of us are driving at the same time or if we are hauling a large load.
When they brought up the subject of the coming winter, we had a lengthy discussion about heat pumps. They said a heat pump was not included because of the experience with heat pumps in the EV-1. I explained that they should look at the issue again since heat pump technology has changed dramatically since the late 80s and early 90s and based on my household experience with heat pumps it seems to me that the possibility of it meeting the Volt’s heating needs were very high. My heat pump still works well at 10° F.
We discussed marketing a little bit. I expressed the view that Chevrolet was not focusing on the biggest attribute of the Volt – that the combination of a gas generator with a battery was a marriage made in heaven. The single largest drawback that keeps people from enjoying the seamless quiet power and economy of an electric vehicle is the concern that they cannot take trips of any distance. The Volt solves that problem. Any time it needs to be driven on a long trip, the driver can do so simply by filling it with gasoline just as in any other car. However, for 80 to 90 percent of the daily usage of the car, the driver can simply run it on battery power, never using gasoline.
After dinner we went out to the car and they asked if they could download data from it which I gladly agreed to. I also received an in-depth explanation of the operation of the drivetrain. I did mention that one chintzy little thing I didn’t like was the hood release latch. I said I assumed it was taken out of the Chevy parts bin but was really a bush league device that was not consistent with the otherwise high-quality engineering in the car. I asked about the Cadillac ELR and specifically about the news that it might get a turbochargedengine. The response was a knowing smile but otherwise, “no comment.”
It was a wonderful evening. I am very impressed with the attitude and confidence of these men. They seem very committed to the car and that commitment was evidenced by the fact that they were dog tired by the time they reached me, having worked several very long days. A couple of them could hardly keep their eyes open during dinner but they still exhibited enthusiasm and interest.
Since they will probably be reading this, thank you again guys.
The reports were spot on. The LG Chem battery plant in Holland, MI – which was intended to make batteries for the Chevrolet Volt plug-in hybrid, but has not yet started production – is not only furloughing its 200 employees, those breaks are "extending and expanding," according to reports on local TV news stationWZZM 13, citing statements from the company. The rolling furloughs started April 30.
Just as alternative-energy vehicles have made a splash in the presidential election, the LG Chem plant story is playing in the Michigan Senate race between Democratin incumbent Debbie Stabenow and Republican challenger Pete Hoekstra. Stabenow's point of view is in line with Obama's, which is that plug-in vehicles are a good thing and that "we need to win the [global] race" to build them. Hoekstra, on the other hand, criticized the spending of taxpayer money on a plant that "hasn't produced a singe battery."
There's a word potentially missing there, since the plant hasn't made a battery yet. LG Chem's line is that since plug-in vehicle demand is lower than expected, the workers are not being asked to make the packs. Yet. But once demand increases, "the plant will be fully operational," WZZM writes. LG Chem isn't saying when that might happen.
LG Chem also points out that it isn't using federal money to pay for idle workers and will review any misspent money for potential refunds to the government. According to a company statement sent to the Grand Rapids Business Journal:
Taxpayer money has not been wasted, because when the market demand justifies production, the facility will be utilized. More than 1,000 construction jobs were involved in building the facility, and 200 company jobs have been created, adding a solid boost to the local economy. LG Chem has the strongest motivation to operate the plant, because it has invested more than 50 percent, over $150 million, of the cost to construct the facility, so it will utilize the plant when the time is right. ... LG Chem feels a duty to take care of the people and to keep them on the team, so they can be ready for production. The company will not use (Department of Energy) grant money to pay for any idle time. It will review prior billings, and if any has been used, then that money will be refunded to the DOE.
More to come, assuredly. There's a video report below.
Despite rising Chevrolet Volt sales – September was the second record sales month in a row – not all is well in Volt productionville. According to local TV news reports, the Western Michigan LG Chem plant that makes the battery packs for GM's plug-in hybrid does not have enough work to keep all of its workers busy.
WOOD TV 8 recently reported from the scene (video available below) and talked to LG Chem workers and ex-workers about the card games being played, the movies being watched and the lack of batteries being made. "As much as they want to work, there's nothing to do," the report says.
For months now, up to 40 workers "would just sit in there during the day," one former employee said. "It's really sad that all these people are sitting there and doing nothing, and it's basically on taxpayer money."
When the plant in Holland, MI was officially announced in 2010, LG Chem was clear that there would be a training period. Specifically, the company said it "estimates that over 400 jobs could be created by 2013 and many of the people will be hired and trained in advance of the plant being operational." Thanks in part to a $151-million grant from the Recovery Act, LG Chem hired 100 of the 200 workers at the plant. Some of them now say they are furloughed for one out of every four weeks and haven't made a single cell for a production Volt. In WOOD TV 8's words, the workers, "say the last of the materials needed to make battery cells, including chemicals, was shipped back to Korea.... Workers say they made test battery cells, starting late last year, perhaps 100,000 or more, and that they did a good job. They say they produced perhaps 4,000 a week. But, they say, that worked ended for the most part last December."
The Recovery Accountability and Transparency Board, which oversees the federal stimulus program, toldWOOD TV 8 it would look into the situation. WOOD TV 8 was not able to reach anyone in an official plant capacity and emails from AutoblogGreen to GM and LG Chem were not returned by press time.
*UPDATE: A GM spokesman told AutoblogGreen, "we don't routinely comment on our suppliers' operations."
For those of you who’ve wondered whether General Motors still pays as much attention to GM-Volt.com as it used to, how’s this for an answer: On Saturday afternoon I received an email from the company’s Kevin Kelly, manager, Electric Vehicle and Hybrid Communications, who informed me he’d read a post on the forum, and wanted to make sure owners of 2013 Volts understood a consumer satisfaction program now ongoing.
If owners of 2011s or 2012s say, “Hey, why don’t we get a customer satisfaction program too?” The answer is you don’t need one, as this is GM speak – a polite or euphemistic way of saying 2013s are being called in for a preemptive software update.
The thread in question began with a post by 1RiverMan1 who said he received a recorded phone message advising him to get his car to the dealer ASAP, and this set off a round of questions and some minor confusion which Kelly wanted me to make clear to you all.
1RiverMan1 wrote on Friday:
I came home to a message from my Volt advisor on the phone indicating that there has been a problem with some of the 2013 Volts mysteriously turning off the electric motor while driving. Apparently the steering and brakes will still work, but you have to safely coast to a stop, turn the car off and then power it up again 2-5 minutes later. She indicated that the solution was a software update and I should take the car in as soon as possible. The update takes about an hour. If you have not had this message yet, check with your dealer. Observations and concerns by other GM-Volt forum posters following included:
“Why does GM use a voice call to get out this information? A written communication with full details is more appropriate?”
And: “Just wondering if person’s voice sounded like Romney or maybe Ryan?”
And: “You would think we could log onto MyVolt.com and get a list of active service bulletins for our vehicle rather than wondering if we are being scammed by a telemarketer with a list of Volt owners.” To all these and any other concerns, never fear, GM is not meaning to be tough to deal with, and here’s its official statement from Kelly’s note:
We are notifying 2013modelyear Chevy Volt owners about a customer satisfaction issue. We have received a few reports from owners that their electric motor has temporarily stopped working, resulting from a software anomaly when their vehicle is in the delayed time and rate charge mode.
We’re asking owners to bring their vehicles into their local Chevy dealer for a re-flash of the vehicle’s control system, which should take less than an hour. Until then, we’re recommending that customers switch to immediate or delayed time charging to avoid this inconvenience.
But, I asked, what about 2011s or 2012s?
“It is only for 2013 because the data that caused the problem was only in 2013 models,” Kelly said. “We did not have the same issue for 2012 or 2011 models.”
I also asked whether GM is certain this will be a 100-percent cure, and have there been other issues besides?
“We are confident this will fix the issue,” Kelly said. “There have not been other issues that have resulted in requiring 2013vehicles return to dealers for a software update.”
How healthy would the U.S. economy be if in five years from now, the average gas price were to be $7.25 per gallon, never to decline, and still on its way up?
Whether you believe this will happen – and if it does things will be OK or not – a car like the Chevy Volt, for which we have a one-year review video posted below – can travel around 38 miles more or less on electric power – with gasoline backup. Since it is a part-time EV, the Volt is resistant to rising fuel costs, and is a hedge against the economic decline that some say could follow assuming prices do rise.
Do you realize how utterly dependent this civilization we’ve built is upon oil? Petroleum is used for way more than just making combustible fuels. It is used in chemical manufacturing, and actually, nearly every man-made object we have come to enjoy in our modern lives has some tie-in to oil and its byproducts. Can you think of anything that doesn’t?
The person who submitted this Volt review video is more than in tune with these realities. He is a Peak Oil advocate who goes by the name of MrEnergyCzar. Regulars here have no doubt seen his comments on this Web site, and in the forum.
He, as were many of you, was one of the early ones in line to buy a Volt. His motivation was it was part of his 10-year plan to prepare for the effects of how things could go considering most independent oil experts say conventional petroleum production peaked in 2006, and as for the U.S., that event happened in 1970.
MrEnergyCzar believes that society won’t grow by burning more and more lower grade oil resources, like tar sands or heavy oil, that take more money and energy to extract and process.
“I cannot control oil geology, but I can mitigate some of the peak oil potential negative effects on my home, life and family with careful planning, change, persistence, sacrifice and perseverance,” says MrEnergyCzar. “In other words, I’m creating my own peak oil insurance policy.”
That’s his rationale, and he’s sticking to it. Whether your personal reasons to be interested in the Volt involve reducing carbon emissions, other pollutants, improving energy security, national security, patronizing an American business, or merely paying less in monthly gas bills, it does not really matter.
MrEnergyCzar’s one-year review video has you covered, but just so you know, his concern is the global macro economy given the world uses oil for far more than just burning to power our personal vehicles.
He is writing a book on the subject from which I reviewed an excerpt. It actually pulled me in, and got my attention with straight facts evenly delivered. He has given this topic a lot of research, and his approach comes across as rational and his arguments are cogently presented, but I won’t give the book’s details away here.
As for how the Volt fits into the book’s storyline, that I’ll share. Like any car, the Volt also requires oil to build, but once it’s in your possession, it can conceivably use very little oil to run, which at least is half the battle.
MrEnergyCzar says he gets around 300 mpg in his Volt given he usually stays on electric power minimizing the need to draw from the fuel tank. And to get his electricity, he uses surplus solar generated juice from his utility free New England home along with charging at work via a donated charger. He adapted the way he lives to be in sync with the amount of power the sun provides for his home and car.
His approach to predicted petroleum decline and rising prices, he said, was not to put his head in the sand and deny. Nor was it to scream doom and gloom or head for the hills.
Instead, it was and is to progressively wean his suburban lifestyle away from unnecessary consumption – while retaining a high quality of life in suburbia. So, assuming petroleum does become more and more scarce, he will not be caught short.
His message is free for all, and he readily shares it on his Web site, Facebook, Twitter, other avenues, including YouTube – that latter of which, we’re posting one example of here.
While he does make a small income from his advocacy efforts, they have been mostly on him. His day job is in the helping profession with a nonprofit, and he’s a helper by nature. He spends many hours per month developing his social network to express what is essentially a sideline passion he’s researched extensively since 2007.
He says he does not expect people to necessarily buy into all he says at once, but be forewarned, he has done his homework. He is also obviously intelligent, sane, and so … assuming you are too, he may be worth listening to more, if you’re not already in tune with his worldview.
And in any case, he gives a nice straightforward review of the Volt from his personal perspective which does not require belief in anything except MrEnergyCzar speaks from the heart, and GM has engineered one fine extended-range electric car.
Oh also, in the video he mentions a “red dot” on the graphic pasted on the back of his bumper. What does it mean?
It represents where we are about to be or will be during most of the Volt’s life in terms of the “conventional” oil production curve.
If you have other observations or questions you can address them as usual in the comment section below.
And if you like the video, this could be a good one to share with those misinformed about the Volt.
According to spy photos that have surfaced recently, the Volt-based Cadillac ELR has “that Cadillac style” baked into the sheet metal, and now pictures indicate the theme is not surprisingly carried through to the interior appointments as well.
The “dramatic luxury coupe” as Cadillac has described it, was seen in a number of spy photos, and posted by various publications. Outside, the black-and-white coupe closely resembles the concept, with perhaps a bit more front overhang, subtle variations in body creases, and exterior mirrors, instead of the stylized electronic ones shown.
Since the photos are copyrighted, we cannot show them, and given that most GM-Volt readers have seen the exterior shots already, the latest news we’ll share here is Motor Trend also got shots of the interior.
2009 Converj concept shown. Black-and-white camouflaged pre-production versions have been seen with Cadillac design cues staying very close to the concept pictured. Inside, the car has unmistakably Cadillac features also for the car expected to out-Volt the Volt.
The ELR will sport a version of the Volt’s center mounted speedometer along with digital LCD gauges necessary for an extended-range car including battery and range meter, etc.
Cadillac’s CUE infotainment system was clearly identified in the photos, as were touch-sensitive buttons lifted from the Cadillac XTS sedan that may well be customizable. If you thought the Volt’s interior was a gee-whiz creation, the Cadillac with leather-wrapped steering wheel, shift knob and seats will take all the high tech goodness and blend it into a premium theme fitting for GM’s top-line nameplate.
As for what’s under the hood exactly, no one knows. All that’s known is it will be some variation of the Volt’s gas-electric Voltec powertrain, although last week, George S. Bower, an engineer and long-time enthusiast on this forum who writes from time to time gave it a good educated guess in a speculative write-up.
No doubt the ELR will offer more acceleration, perhaps more all-electric range, or both. The car is based on the 2009 Converj concept that got underway before the Volt’s December 2010 launch.
Other than the second-generation Volt believed due for 2014 or 2015, it is the only Voltecvehicle known to be pending. GM has not even officially confirmed what is otherwise a loosely kept secret that the ELR will be launched next year for 2014.
A new charging standard will allow EVs to be charged in as little as 20 minutes.
SAE International’s much-anticipated technical standard for plug-in hybrid electric vehicle (PHEV) and electric vehicles (EV) has been approved and published.
Developed in a consensus environment by more than 190 global experts representing automotive, charging equipment, utilities industries and national labs, “J1772™: SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Couple” enable charging time to be reduced from as long as eight hours to as short as 20 minutes.
“This new technical standard is a real game-changer,” said Andrew Smart, director of Industry Relations and Business Development for SAE International. “It reflects the advancements in technology within PHEV and EV engineering and we are pleased to represent the collaborative efforts within industry that made it possible.”
The standard represents the future of charging technology and smart grid interaction, while addressing the needs of today. Such needs include reduced times at public charging stations, enabling consumers to travel greater distances in their PHEV’s and EV’s.
“This new standard reflects the many hours that top industry experts from around the world worked to achieve the best charging solution – a solution that helps vehicle electrification technology move forward,” Gery Kissel, engineering specialist, Global Battery Systems, GM, and SAE J1772 Task Force Chairman, said. “We now can offer users of this technology various charging options in one combined design.”
The original version of J1772 defined AC Level 1 and AC Level 2 charge levels and specified a conductive charge coupler and electrical interfaces for AC Level 1 and AC Level 2 charging.
The new revision incorporates DC charging where DC Level 1 and DC Level 2 charge levels, charge coupler and electrical interfaces are defined. The standard was developed in cooperation with the European automotive experts who also adopted and endorsed a combo strategy in their approach.
“Nearly all automakers approved this standard, and it will enable and facilitate EV customers to drive more all-electric miles,” said Mike Tinskey, Ford’s associate director of Electrification and Vehicle Infrastructure.
The chart showcases the J1772 SAE Charging Configurations and Ratings Terminology.
2009 Converj concept shown. Black-and-white camouflaged pre-production versions have been seen with Cadillac design cues staying very close to the concept pictured. Inside, the car has unmistakably Cadillac features also for the car expected to out-Volt the Volt.
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