BMW i3 Getting 130 Mile EV-only Range for 2017

Despite being a relatively rare and new sight on the road for most Americans, BMW’s i3 has been around since 2013- which means it’s time for an update, according to BMW’s product cycle. Unlike most models that get snazzier headlights and re-shaped passenger mirrors, however, the 2017 BMW i3 is getting something really useful: a 130 mile all-electric range.

While the news was confirmed by a BMW spokesperson, the full details still aren’t available. Exactly how BMW managed to increase the i3’s range by some 30% will be revealed “by the end of the year”, but it’s believed that the update will steal some thunder from the next-generation Nissan Leaf when that car launches.

Even without knowing all the hows and whys involved, you can bet that the bump in range will make the i3 even more appealing than it today … and it’s already one of BMW’s hottest selling cars, even without the extra battery power!

Source | Images: BMW, via AutoExpress UK.

Rocky Mountain Power begins VIA Motors truck test

In Utah, the state’s largest utility provider, Rocky Mountain Power is embarking on a new truck test. It has acquired two of the GM-based extended-range electric pickups from VIA motors, using the vehicles to determine if they will save enough in fuel costs and prove durable enough and help the company’s bottom line. If the test proves successful it could pave the way for a full-scale fleet order.

Orem-based VIA Motors officially introduced its line of extended-range pickups vans and SUVs back at the North American International Auto Show in January. And with Bob Lutz appointed to its board of directors, VIA has essentially the ideal spokesman for promoting its eREV vehicles.



Using a 650-volt drive system specifically engineered for full-size pickups, the eREV GM-based trucks are capable of traveling a distance of 30-40 miles on electric power alone and up to 400 miles using the on-board gasoline generator to replenish the vehicle’s “non flammable” lithium-ion battery pack. According to information released by VIA Motors, this enables fuel economy figures of up to 100 miles per gallon. As for charging, the truck can have the battery replenished in four hours using a 240-volt outlet, 11 with a standard 120-volt household unit.

“We’re excited to take this truck on an extended test drive,” said Rocky Mountain Power’s President and CEO Richard Walje.

Walje says the utility company plans to press the eREV pickups into regular fleet use, which will include “loading them up with lots of equipment, towing things with them and validating how they will actually work as a replacement for the fleet we have.”
Although it’s far too early to tell how effective the pickups will prove in service, it’s going to be interesting to see how they perform.




VIA Motors’ President Alan Perriton, believes that electric fleet vehicles could, down the road, not only help utilities save on fuel costs and reduce emissions but also perform other functions, such as supplying power to neighborhoods, while crews work to fix power outages, “a sort of traveling power station, he said.”

Back in January at NAIAS, VIA Motors said it planned to begin manufacturing the trucks in 2012, with actual fleet deliveries scheduled to commence sometime in 2013. Given this week’s announcement, there’s every indication the company is on track to make good on those projections.


Source: GM-Volt.com

Infiniti EMERG-E on Display at Geneva Auto Show

Images of Infiniti’s much anticipated Emerg-E range-extended electric sports concept car might have leaked onto the Internet long before its 2012 Geneva Motor Show unveiling -- but now we know the sexy sports car isn’t all looks.

Officially unveiled this morning, we’ve learned that the Infiniti Emerg-E can accelerate from 0-60 mph in four seconds, has a 0-130 mph time of 30 seconds, has an all-electric range of 30 miles, and emits less tailpipe emissions than a 2012 Toyota Prius.

Featuring a classic mid-engine design, the Infiniti Emerg-E is driven by twin electric motors capable of producing 300 kilowatts of power.

Those motors are in turn fed by four inverters, powered from the Emerg-E’s battery pack.

When the battery is depleted -- or when extra power is needed -- the Infiniti Emerg-E uses its three-cylinder range-extending gasoline engine to generate additional electricity.

Infiniti hasn’t confirmed details of the Emerg-E’s 3-cylinder engine.

But we suspect it may be the 1.2-liter 3-cylinder direct-injection, supercharged Miller-cycle engine developed by sister company Nissan for its supermini range.

Source: Green Car Reports

Chevrolet Volt Wins Canadian Award

Yesterday, the Volt received yet another honor, this time from north of the American border by the Automobile Journalists Association of Canada (AJAC), which named the Voltec propulsion system as the winner of the “2012 Best New Technology” award.

The occasion was the Canadian International Auto Show, and following “rigorous” judging of 10 new technology entries by AJAC’s Technology Jury made up of 12 of Canada’s leading automotive journalists, the Voltec system came out on top.

“We are very proud to receive AJAC’s 2012 Best New Technology award for the Voltec propulsion system,” said Kevin Williams, president and managing director at GM of Canada. “The Voltec propulsion system is the heart of the Chevrolet Volt, which combines pure electric drive and an efficient range-extending engine to create the only electric vehicle on the market today that does not require a customer to make compromises on when and where they can travel.”

This is now the second major award won in Canada by the extended-range electric Volt this year. The car was also recognized not long ago as Motoring TV’s “2012 Best New Green Car of the Year.”

The budding Canadian list of acknowledgments also adds to a long list of awards and accolades won by the Volt in 2011, and yesterday’s honor won’t likely be the last.

Source: GM-Volt.com

Will Quad 0 Leases Help Boost Sales in California?

With last month's sales of the 2012 Chevy Volt less than half what they were in December, Chevrolet has stepped up its efforts to sell its innovative but pricey range-extended electric car.

And it's doing it the old-fashioned way, by "putting money on the hood," as salespeople say.

According to Chevy salesman and certified Volt specialist Randall Blaum, the company has come out with what it calls the "Quad $0" lease program for the 2012 Volt.

That means no down payment ($0 down), no security deposit ($0 deposit), no payment for the first month of the lease ($0 first payment), and no cash due when the sale is completed ($0 at signing).

Owners are still responsible for their local DMV and registration fees, plus a small amount in taxes that cannot legally be rolled into the lease amount.

The base payment on a 36-month lease ranges from $369 to $425 per month, depending on the options on the specific Volt leased, and allows 12,000 miles per year.

The base price of a 2012 Chevrolet Volt is $39,995, and adding a healthy number of options can take the price toward $45,000.

The downside to this seemingly attractive offer? It's only available in California--and it applies only to 2012 Volts built before production halted in mid-December.

Traffic

Those cars do not have a very desirable feature to be included in 2012 Volts built for sale in California when production restarts this month: the added emissions equipment to certify them as "electric Advanced Technology-Partial Zero Emission Vehicles."

Volts with that "e-AT-PZEV" certification qualify to receive one of 40,000 "green sticker" permits allowing owners to travel in High Occupancy Vehicle lanes with only a single occupant.

So California Volt buyers will need to assess carefully whether the financial advantages of the Quad $0 lease for an existing 2012 Volt outweigh the benefit of solo HOV-lane travel in an updated 2012 Volt later this year.

You can draw your own conclusions as to whether this will juice sales of the Volt in its most crucial market, or simply act as a clearance sale for cars that may be viewed as less desirable once newer 2012 models arrive at California dealers.

Meanwhile, Blaum says his dealership--Quality Chevrolet in Escondido, California--has 10 Volts that qualify for the Quad $0 lease in stock now.

Source: Green Car Reports

Volt sales decrease in wake of ‘Batterygate’

Not surprisingly, Volt sales dropped in January following “right-wing” attacks from media pundits who had plenty of fodder before House Republicans heard testimony from federal officials and GM’s CEO regarding the battery fire in June 2011.

The total number of Volts sold was 603 in January, according to GM. It was the worst month since August, when GM sold just 302 Volts.

This number is also well down from the Volt’s fourth quarter average of 1,259 sales per month.

Pictured in front of Philadelphia’s Independence Hall, where America was born, is a car that threatens a revolution leading to energy independence.

Also retracted was Nissan which sold 676 Leafs in January, down from 954 in December.

The decline in Volt sales happened also as GM dipped some as a company. Yesterday GM reported total sales of 167,962 vehicles in the U.S in January, down 6 percent compared with a very strong January 2011.

“Chevrolet drove our performance once again and sales of our fuel-efficient new cars were especially good,” and Don Johnson, vice president, U.S. Sales Operations. “The strength that the economy and the auto industry showed in the fourth quarter carried into January, so we believe the year is off to a good start.”

Chevy passenger car sales increased 13 percent. GM’s total passenger car sales increased 3 percent in January, led by a 30-percent increase in sales of fuel-efficient small and compact cars, which include the new Chevrolet Sonic, the consistently strong-selling Chevrolet Cruze and the new Buick Verano.

In addition, the Buick LaCrosse, which now offers the 36-mpg highway eAssist powertrain as standard equipment, posted a 6 percent year-over-year increase, and the Chevrolet Camaro was up 20 percent.

We have heard GM’s executives say the Volt will have to rebound, and efforts are underway for this.

Automotive News reported that it’s unknown exactly what the effect of the House subcommittee hearing was. It reported some dealers have not taken as many Volts because of reduced customer demand.

GM North America President Mark Reuss also said the National Highway Transportation Safety Administration’s Volt battery investigation had an unquantified negative impact, and it will take time for Volt sales to rebound.

The Detroit News also reported Reuss saying when GM restarts production at the Detroit-Hamtramck Assembly plant this month, Volts will be built in a “very reasonable” volume, while noting some pent-up export demand.

As previously reported, it won’t be until May or June that GM’s executives know actual Volt demand. GM has previously said it is willing to adjust production to meet demand from its previous goal of 60,000 units worldwide with tentatively 45,000 of these destined for the U.S.

With hopefully the worst behind it, signs of the Volt’s being turned into a political lightning rod are evident. We would not be surprised to see more push back to unjustified attacks, and acknowledgement that a wrong was perpetrated.

Already, some consumers have seen through the tactics, and the underlying value represented by the extended-range electric Volt remains.

It’s been said that the darkest hour is just before the dawn.

Source: GM-Volt.com

GM says if necessary it will cut Volt production

Yesterday GM said although it’s too soon to tell, if demand is perceived as insufficient, it will not rule out reducing the Volt’s production this year from its present goal of 45,000 for the U.S., and 15,000 for export.

This statement came from the company’s Chairman and CEO Dan Akerson when asked whether GM could meet output targets for the Volt.

“We’re going to match production with demand,” Akerson said just after the start of the North American International Auto Show. “There’re new variables in the equation, so we’ll see.”

Observers and pollsters note the battery investigation by the National Highway Transportation Safety Administration – which is reportedly close to concluding – did make an adverse impact on Volt sales that could linger.

The upside for GM is the positive customer service gestures it gave particularly with regard to the battery and cooling system updates. This was noted not just by GM-Volt.com, but also by NHTSA and the U.S. Department of Transportation.

NHTSA’s administrator, David Strickland, was quoted as saying the company “really did put customers first” and Secretary of Transportation Ray LaHood has been said to be pleased with GM’s response.

Yesterday GM’s global product development chief Mary Barry told Reuters she did not know exactly when NHTSA’s probe would close, but said, GM is optimistic based on feedback received.

“We’re a short time frame, not an extended, protracted period” she said with regards to a resolution.

But still in question is demand for the Volt later this year. An industry analyst at IHS Automotive, Rebecca Lindland was quoted by Businessweek as saying GM’s worldwide sales target will require more than just retail deliveries to be achieved.

“I think fleet customers will help but it is going to be tough to reach that 60,000 mark without them,” Lindland said. “These contracts can be lucrative when structured correctly. It is also a good way to get more consumers familiar and comfortable with the technology so it is worth the investment for GM.”

Also potentially muddying the outlook is a congressional subcommittee which later this month which will inquire whether news of a June NHTSA post-crash-test fire was deliberately withheld.

But while GM has said it is willing to be flexible with production, it has not said it won’t build the expected allotment of Volts this year either.

GM’s North American President Mark Reuss said the automaker is still filling orders and may not know until around the second quarter.

“There’s no trend because we haven’t satisfied demand,” Reuss said to reporters. “I told everybody that we’d be looking at satisfying demand right around second quarter. We’re not there yet, so I don’t know.”

Source: GM-Volt.com

Chevrolet Volt Review - VIDEO

Jason Cullinane purchased his Volt Feb. 2, 2011 after he passed on another one where the dealer tried to hit him for an additional $2,500 over sticker.

“Fremont Chevrolet was honest and charged only MSRP,” Cullinane said. So it got the sale.

Now approaching his first year, he is still so gung ho about his Volt, has on occasion generously offered test rides to people, and at Chevy’s request, he now offers this video (which he said will be followed by another one).

Keep in mind also, all this enthusiasm is being offered although this is his first American-made vehicle.

“I have driven many kinds of cars in the past but I have never owned an American car,” he said. “My parents drove plenty of American cars during my childhood and I grew up with their frustrations at the lack of quality and reliability. I have owned vehicles from VW, Toyota, BMW, and Subaru. Having owned the Volt for almost a year now, I can say that the quality of the vehicle is at least as good as any other car I have driven.”

Plans are to keep this Volt for “10 years or more,” and the car has grown on his wife who first had to get over misgivings about it.

“My wife initially hated the car because of her experiences with American vehicles,” Cullinane said. “Now that she has been in it and had quite a few miles under her belt, she is impressed. This is no small feat by the way. She is still ambivalent about the exterior design, especially the nose and she thinks that the center stack controls (physical and digital) need to be redesigned but she thinks the interior is comfortable and that the engineering is awesome.”

Chevy Volt battery catches fire at NHTSA

Comments22

As a tipster put it: "Crap."

Even though there is plenty of evidence that the Chevy Volt is a safe car (one just protected its occupants in a recent crash with a bus), there are now new and seemingly legitimate worries about the safety of the 16-kWh battery pack after a crash. Bloomberg reports that a Volt that was parked at a National Highway Traffic Safety Administration test center recently caught fire, burning nearby vehicles. The Volt had been put through a side-impact crash test three weeks prior and a official told Bloomberg that investigators determined the battery was indeed the source of the fire. Apparently, NHTSA reps are talking with "all automakers" with lithium-ion vehicle for sale (or coming soon) about the safety of their battery packs.

On the one hand, this is bad news for people who already have worries about the safety of plug-in vehicle. On the other hand, a crashed car, whether powered by gasoline or lithium, isn't exactly a safe item. Given that this fire follows a second garage fire involving a Volt (whose cause has not yet been determined), we expect a spike of "plug-in cars are bad" news soon. Whether this is warranted or not is another question. The NHTSA's issued a statement to Bloomberg that said:

Based on the available data, NHTSA does not believe the Volt or other electric vehicles are at a greater risk of fire than gasoline-powered vehicles. In fact, all vehicles – both electric and gasoline-powered – have some risk of fire in the event of a serious crash.

Indeed. We'll have more on this as details are released.



Source: Autoblog Green

Chevrolet dealers are now free to sell their Volt demos

Effective today, GM is allowing its Chevrolet dealers around the country to discretionarily sell their Volt demos, thus more than doubling the company’s inventory of Volts available for sale

In a phone interview today, GM Spokesman Rob Peterson said GM’s decision is in response to strong customer demand and it is an attempt to put more people in Volts sooner who are already waiting to get one.

“Our exit surveys at dealerships indicate that the number-one reason for serious intenders of the Chevrolet Volt to not purchase the vehicle is availability,” Peterson said. “As of Nov. 1 we had about 1,800 vehicles on the ground and 2,300 dealer demos.”

Here’s a 2012 for sale in Concord, N.C.

There are around 2,600 Chevrolet dealers participating in the Volt program. If there was any doubt as to the Volt’s supply to demand ratio, this is the latest word from the source: 1,800 Volts have been thinly spread among these dealers, and GM wants more availability now.

“What we’ve started to do is actually allow the dealers to put their dealer demos into inventory, so if they want to sell – they don’t have to sell – if they want to sell they can sell their dealer demo,” Peterson said. “By taking this maneuver and allowing them if they choose to sell them, this basically allows us to go from 1,800 units in 2,300 dealerships to 4,100 in inventory.”

He said the stop-gap measure will ameliorate a supply constraint now being felt by Volt buyers who may be second or third in line, or otherwise being told they will have to wait.

Despite naysayers, this latest move is an indicator that supply is limited in some regions – and we will add – it will also help GM meet its dash to the calendar year finish line. The company has said all year it intends to deliver 10,000 Volts in North America by year’s end.

As of the end of October, GM had delivered 5,003 Volts, and its allocation process has yet to be fine-tuned. If it is to hit the target, GM needs to sell another 4,997 in November and December alone. Peterson has effectively said GM is not sweating it, but it is certain that freeing up more Volts can only help it achieve the goal.

This said, the decision whether or not to sell a Volt demo will be up to individual franchises.
If a dealer chooses not to sell its demo because it feels it is a better business decision to keep it and be able to show it, that is out of GM’s control.

Peterson gave no indication whether GM is encouraging its dealers to sell, and said it was strictly voluntary.

So, would it be a good decision? For GM’s dealers to give up their demos would also mean some effect on their general marketing plan, which includes nationwide roll-out by year’s end.

Peterson said demos sold would be replaced, but was not definitive as to how long the time lag would be if a dealer figured that a proverbial bird in the hand was worth two in the bush.

“That’s yet to be determined,” Peterson said of the time between a dealer selling off its only Volt and getting a replacement, “but you’d imagine that as soon as we can get production up to fulfill the nationwide roll-out and get at least a unit to every single dealer that’s available for sale, then we’ll put the dealer demo back into place.”

Peterson made sure to clarify the dealer demo program is not being canceled, and GM still views it as a value for its dealerships’ efforts.

“We’re not moving away from the dealer demo program,” he said, “we still believe its extremely important for the educational process for the vehicle.”

2011 demos.

All Volt demos have Volt graphics, which Peterson said would ordinarily be removed – unless, perhaps, if someone wants to do some extra unpaid advertising, and leave the decals on.

As for demo pricing, as has been covered before, this decision is also left up to the dealer.

“We’re steadfast in communicating to our dealers that they should be selling the Volt at the manufacturer’s suggested retail price,” Peterson said. “You know, they’re independent franchises and that gives them the flexibility to do what they need to do.”

Observations

It has been an interesting ride all along, but the next couple of months will have a lot of eyes on Chevrolet to see how it finishes up the Volt’s first calendar year.

Critics will observe what they will, but in pulling out the stops and willingly sacrificing its demos, GM is indicating it really has had supply constraints, just as it has said all along.

Source: GM-Volt.com

2012 Volt drives family off oil and saves $30,000

September 30, 2011 was a day I’ll never forget. It took longer than the gestation period of my child to finally take ownership of my Volt and drive it away from the dealer.

The excitement that day was punctuated by the torrential downpour that ensued during the ride home. Roads disappeared under streams of water as tree branches rustled in the wind. While driving I recalled the videos of the Volt barreling though knee-deep water on the test track and I instinctively knew which button to push to clear the windows. The Volt pushed confidently through standing water as the windows magically cleared. Upon arriving home I silently pulled into the garage and plugged into the awaiting fast charger. This moment symbolically marked the beginning of a new era: that of 100 mile-per-dollar driving.

Following, I’ll discuss how the Volt fits in my 10-year plan to wean off of oil, my review of the vehicle, people’s reactions, pros and cons, model year differences, as well as future thoughts.

Why the Volt? – Background Information

Realizing how our economic system dangerously relies on the availability and abundance of dwindling cheap liquid transport fuels, mainly oil, I began preparing my family five years ago for the inevitable consequences that this “peaking” of cheap oil will cause to society. For starters, I wasn’t going to be caught with my pants down in a gas-guzzling SUV with $6-per-gallon gasoline. I knew there were a number of efficient vehicles coming on the market, but had not determined which one would meet my needs.

After deciding to ditch the SUV I began to analyze my family’s total energy usage and make numerous modifications at home. Some of the most significant changes involved cutting my electricity use by 75 percent and purchasing a solar-powered electrical system. These changes make my home one of the few net-zero solar homes in the country, with no traditional utility bills. I chronicled these changes in detail on my Youtube channel.

In summary, my average-sized home’s energy footprint, inclusive of the SUV, uses the equivalent of 50,000 kwh annually. It takes just over 3,000 kwh of electricity to power the home; three tons of wood pellets to heat it and 1,000 gallons of gasoline for driving. My solar system was designed to power my entire home and also power a plug-in vehicle at about 6,000 miles per year.

The Volt emerged as the logical solution to help me achieve my goal of using the least amount of oil possible, while eliminating any range anxiety typically associated with electric vehicles. The Volt’s total annual energy use will be about 40 gallons of gas and about 4,700 kwh of electricity. This will reduce my home’s total annual energy footprint, inclusive of the Volt, from 50,000 kwh to 23,000 kwh. I’ll be using about 8,700 less gallons of fuel with the Volt over eight to nine years. The Prius would have required me to use about 2,500 more gallons versus the Volts 320 gallons over the same time period. That was not in line with my goal.

2012 Volt review

The Volt springs off the line in near silence. The instantaneous 273 pound-feet of torque was a pleasant and unexpected surprise. It’s hard to resist punching it from a standstill when next to fancy sport sedans or against my favorite friend, the Prius. While 0-30 mph in 3 seconds is no record, doing it in near silence sets it apart. Fortunately, flooring it regularly will not degrade or damage the 400-pound lithium-ion battery according to the experts.

The 3,800-pound Volt’s low center of gravity makes hugging corners sports-car inspiring while the multiple drive modes satisfy both the hands-off driver and the hyper miler enthusiast. Most should expect 25 to 50 miles of EV range in varying weather conditions; the former in extreme heat or cold and the latter in temperatures between 60-80 degrees F.

When the battery is depleted, the gasoline engine generator kicks in to propel the car another few hundred miles with its 9.3-gallon fuel tank. The transition is seamless and difficult to hear while driving above 50 mph. The engine can actually come on while the battery still has range left in eight different unique scenarios, but that’s another discussion.

I have already reached 50 miles of EV range on one charge; the record is around 75 miles. I have driven 1,200 miles on my first gallon just by charging at home. With gas at $3.50/gallon, the average car gets about seven miles per dollar (MPD). The Prius checks in at 14 MPD while the average Volt driver should get an incredible 20 to 30 MPD. On average, Volt drivers will fill up every 30 days. In my case, the solar surplus of 6,000 miles of electricity from home and a courtesy charger being installed at work, makes the Volt a 100 mile-per-dollar no brainer.

I invited several co-workers, friends and acquaintances to get behind the wheel and experience the electric drive feeling first hand. All those who accepted loved the Volt and were surprised by the futuristic interior, quick acceleration and silent operation. Two declined to drive or even get in however. One felt the federal tax credit dollars would be better spent by oil companies drilling for more oil. The other got angry over something to do with the government telling him what car he has to drive.

On a deeper level, I sense that many people dislike the Volt because we were raised to believe we need to consume more to be happy. The Volt goes against this societal norm. The Volt is the next iteration of the motor car on a shrinking planet. Whether it’s the lighter weight chrome-like polished wheels, fuel-efficient tires, low co-efficient drag, reduced air-intake grill, energy efficient premium Bose stereo system, lighter hand-powered seats, no exposed exhaust pipe or the air-pump with built in tire sealant in place of a spare tire, the mark has been hit.

After the $7,500 tax credit, a fully loaded Volt comes in around $37,000 or about $7,000 more than the average new car. You’ll get leather heated seats, navigation, a 30 GB hard drive to store thousands of songs, DVD player, CD, FM, AM, XM (three months) and the unique ability to pause and rewind live radio. Throw in top safety rating in its class, eight airbags, traction control, three years full On-star, keyless exit/entry, 8 years/ 100,000 mile battery and related component warranty, ability to experience pure electric car like driving most of the time but with no range anxiety, mpg numbers people dream about, a Volt app for your I-Phone or Android phone, and dare I say it, it supports American jobs.

The Negatives

The additional $7,000 for a Volt (after federal incentives) compared to an average internally combusted automobile is often seen as too much extra to pay up front to save $10,000 – $40,000 on gas over nine years because our culture desires instant payback and savings. This assumes gas prices do not increase.

Other perceived negatives are it only has four seats and is a compact. Also you need an accessible outlet to charge it and it is front wheel drive. It is harder to maintain your weekly chit chat with your local gas station clerk and it takes premium gasoline. On a more serious note, it can take a very long time to obtain one as they’re producing around 700 per week and are on their target to sell only 16,000 this year and 60,000 next year. Lastly, while some have found it a positive conversation starter, I’ve more often found it to draw undue attention.

Model year differences

Unlike the 2011, the 2012 Volt comes with keyless entry with door access buttons on all doors and passive auto locking. You get three years of On-star instead of five and the base price is lower due to de-contenting. There are now seven color choices. The 2012 is now EPA-rated 94 MPGe instead of 93 MPGe. The center display shows kilowatt hours used while the battery discharges and the navigation instructions also appear in the driver display.

There is now easier-to-read lettering and backlighting on the center display buttons and gear shift lettering. You can now turn off traction control manually and the taillights have white reflectors in them.

Source: GM-Volt.com

What is in Store For the Volt?

I wrote last time that I had done two recent stories for popularmechanics.com having to do with the Chevrolet Volt. The first was on Volt (and Nissan Leaf) sales – both still limited by supply, not demand, as production and distribution ramps up. For the second, I was asked to clean my crystal ball and predict the future for Volt, and extended range EVs in general.

There are good reasons why the Volt was 2011 North American Car of the Year and has earned numerous other awards. An arguably attractive 5-door, 4-seat hatchback with appeal to environmental and technology enthusiasts alike, it runs on exhaust-free grid power for 30-40 miles, then seamlessly switches to gasoline when more miles are needed.

But to do that, it needs to tote around both a gas engine and an electric propulsion system, including a 435-lb lithium-ion battery pack, plus a multi-clutch planetary gearset and 10 million lines of sophisticated software to efficiently and transparently marry the two. That makes it both heavy and pricey for its size, with a $39,995 base sticker price for 2012.

"Among other things, we need serious cost reduction."

When I saw Mickey Bly, GM's executive director, Electrical Systems, Hybrids, Electric Vehicles and Batteries, and Volt chief engineer Andrew Farah at Detroit's North American International Auto Show, I asked where GM might be headed with "Voltec" propulsion beyond this first-generation Volt. "We have to look at every incremental opportunity for efficiency," Bly responded. "We'll continue to use the Volt as a platform for technology development."

"We're already looking at other portfolio opportunities," Farah added. "We're also looking into what Gen II might be. Among other things, we need serious cost reduction." Cost, efficiency, continued development and other "portfolio opportunities" – predictable responses.

So I called independent expert Jon Bereisa, a former career GM technology leader who worked on everything electric from EV1 through fuel-cell EVs and two-mode hybrids to Voltec. Before bolting in 2009 to found Auto Lectrification LLC, where he is president and CEO, Bereisa was GM's director of Advanced Engineering & Technology Strategy.

"I left the auto industry and went upstream to the supplier industry," he said. "You might say I'm pushing vehicle electrification technology into the OEM environment.



"Let's look at the Volt propulsion system architecture in two dimensions: In the X dimension, it has a lot of band width. It can cover a large variety of vehicles." Bereisa defines "architecture" as a system that can be scaled up or down and within which any one component or subsystem can be changed to a different technology without tearing up the rest.

"You can run the motor as a motor and the generator also as a motor," he continues, "and pick the time and conditions under which the generator becomes a motor, so you can cover a lot of vehicle masses and sizes. For energy, the battery – the Volt has three cells in parallel, and of those threes, 96 in series [total 288] – could have two in parallel for smaller vehicles, or four or five in parallel for larger vehicles – leaving the series string alone, which determines your voltage – and still have 30-40 miles of range."

"E85 applied to the Voltec architecture would do a phenomenal job of reducing the amount of petroleum being burned."

His Y dimension is the propulsion system itself: "You can take it to Brazil, up its compression and have a pure alcohol E100 engine. The rest of the vehicle stays the same. Europeans are in love with biodiesel, so you can use a small direct-injected diesel running on biodiesel fuel. [Eventually] you can take out the engine, generator and battery pack and put a hydrogen fuel cell in front and two hydrogen tanks in back, while the rest stays the same."

Bereisa offers a near-term idea on which he believes GM should be working: making the engine E85 capable. "Today, the average Volt drive is a little over 1,000 miles before refueling. And when the owners refuel, they add back about eight gallons, so that computes to approximately 125 mpg. But with E85, only 15 percent of that gallon of fuel is petroleum-based gasoline, so on a gasoline-usage basis, that's 125 mpg times roughly six, or about 750 mpg... a HUGE improvement! E85 applied to the Voltec architecture would do a phenomenal job of reducing the amount of petroleum being burned."

GM says there are no current plans to make the Volt engine E85 capable, however. That would add cost, and the availability of E85 fuel is still slim in most areas. Perhaps they'll rethink that down the road.

"Literally thousands of dollars can come out of that car."

He believes there are cost-reduction opportunities in the Gen I Volt even before Gen II: "The mission was to build the car as fast as we could, which meant using existing parts as much as possible. When you use available components, you're probably carrying a little more cost and mass than you need, since every component had to do something else, probably in a larger vehicle. So I think literally thousands of dollars can come out of that car, and by the time they get to Gen II, it'll be a very cost-effective proposition."

Including the battery? "About 70 percent of that is cell cost. I think we'll see that down to maybe $200 per kWh in two to three years, even without major innovations. And I foresee at least twice the energy density in five to seven years."

The range-extender engine? "When we modeled the Volt's engine, theoretically we could have gotten to high 40s or low 50s mpg in gasoline mode. But we would have had to run it continuously at 3500-3800 rpm and just switch it on and off, and the noise and pleasability wouldn't work. We had to drop it down, which got us to 37-38 mpg. But I think a lot of fuel economy still can be gained without major expenditures in tooling or engineering."

He also sees opportunity to reduce the vehicle's mass: "The Volt came in at 1,600-plus kilos. My target was 1,500, with the battery. We borrowed components from other places, and it adds up. So a lot can be done just in lightening, which will increase gasoline fuel economy as well as electric range."

The result will be a slightly smaller, much lighter, more fuel efficient and more affordable Volt.

Now for that still-cloudy crystal ball: I foresee that Volt, like conventional cars, should get a facelift with aero improvements and a technology upgrade in three to four years and probably a complete makeover by 2017. And it will benefit from incremental improvements year to year to reduce cost and weight and improve efficiency.

I'm not as bullish as Bereisa on the rates of improvements in battery cost and energy density but can foresee a significant battery cost reduction by that 2014 facelift and another, along with energy-density improvement, by that 2017 Gen II. The result will be a slightly smaller, much lighter, more fuel efficient and more affordable Volt that can run 35-50 miles on battery power, achieve mid-40s-mpg gasoline economy and sell in the low- to mid-$30Ks.

I also foresee evolving Voltec technology proliferating to other GM vehicles, including larger cars, crossovers, even trucks. And other makers offering EREVs, beginning with Fisker.


Source: Green Car Reports

Opel executive says more Amperas are possible

General Motors’ Adam Opel division is reporting that it may get as many as 15,000 Volt-based Amperas to sell in Europe for its first year instead of a previously reported 10,000.

According to an interview with Wards Auto, Alain Visser, vice president-sales, marketing and aftersales for Europe, the company was initially supposed to get just 8,000 Amperas. Popular demand however – and sufficient capacity at Detroit Hamtramck to fill it – may see GM shipping more of the still-American-made cars.

“We’ve got over 6,000 reservations, which is way above what we anticipated,” Visser said of a program in which someone can reserve an Ampera online with a E150 (approximately $209) deposit. “We obviously have very direct discussions with Detroit. Our current indications are we have the capacity from a global point of view to fulfill [demand for the Ampera]. So we are OK.”

Somewhere between 10,000-15,000 Opel Amperas will be sent to Europe. It was recently named 2012 Car of the Year in Denmark.

As we covered the other day-e, Opel is evaluating other EVs, has a three-prong electrification strategy, and wants to lead its market.

“I think it is a really big step here in Europe, because there are a lot of manufacturers talking about e-mobility … but we [are] the only one with an electric vehicle with no range limitation that is actually on sale today and not a concept car,” he told Wards Auto. “It’s a massive opportunity for the Opel brand.”

WardAuto data indicates Opel’s light-vehicle market penetration grew to 5.1 percent through August, up from 4.8 percent the year prior. Citing its improved position, and sounding a little like he’s taking a cue from VW and other proud automakers in his country, Visser said the company sees potential marketing opportunities there.

“We want to position ourselves more and more as the German brand, combining the German substance of quality and technology with emotion,” he said, “That’s why design is becoming so important for the Opel brand. The fact that our market share is going up is confirmation we’re on the right path, and we plan to increase and strengthen our position even more in 2012, including growing market share.”

Unknown is if or when GM would set up European production of the Ampera or other e-vehicles. Also in question is the degree to which hydrogen power will eventually play in GM’s electrification strategy, but we know it is being considered as part of the company’s long-term plan.

Is it therefore possible EREVs and EVs are to be a stop-gap measure for a decade or more? Will they only be a limited fraction of the global vehicle pie indefinitely? We have no proof this will be the case, but Opel has spoken of hydrogen vehicles’ inclusion, and GM is still working on them.

While GM’s hydrogen info pipeline may be kind of dry these days, Opel has already gone on record saying what its policy is at this juncture.

“Batteries have a relatively low energy density, so we believe a pure battery-powered car is primarily suited for use in urban areas where limited ranges are sufficient,” said Dr. Lars Peter Thiesen, Manager Hydrogen and Fuel Cell Deployment Strategy.

Part one of Opel’s e-mobility solution for its “complete range of electric vehicles” is the short-range EVs. Part two is the Ampera and future extended-range models which are seen as more versatile and providing no range anxiety. Opel is also holding out hope for future developments of cost-effective hydrogen fuel cell vehicles “with no restrictions on vehicle size or use.”

RAK-e concept.

At the moment GM is emphasizing what it has for sale in the near term – extended-range models and soon-to-be EVs. If hydrogen can be made feasible, no doubt Opel – and GM – would like to be a leader in that technology as well.

But really, anything could happen between now and when or if hydrogen power can be made cost effective. In the meantime, it is not even clear when Opel EVs will become available.

Visser did not add any more fuel to the rumor that the Spark EV might be re-badged as an Opel, and spoke less definitively about the RAK-e concept’s production potential than he did recently with Automotive News.

“Reaction to that vehicle was overwhelming and extremely positive,” Visser said of the all-electric lightweight tandem two-seater. “It is not impossible, but it is not at all decided. It is something we would like to start studying, particularly given the positive feedback of the Frankfurt show.”

Source: GM-Volt.com

Living with the Chevy Volt: 1,000 miles, 11 gallons and a lot of fun

The 2012 Chevy Volt you see above is a little different from those that have been poked, photographed, and test driven on this page in the past. First, this one is a little dusty, with 1,000 miles on its plug-in hybrid power train. This one is also a 2012, with some subtle changes from the 2011 version. However, the biggest difference between this Chevy Volt and others seen on this site is that this one is sitting in my driveway.

This is my Volt, picked up two weeks ago as one of the first available in my area. For 2012, Chevy made available the color "Summit White," also known as just plain old white. Since the Volt has lots of thick black accents, I went with the white thinking NASA, Space Shuttle and Saturn V. As it turns out, everyone who has seen the car has immediately mentioned Star Wars and Stormtroopers. That works, too. For the interior, I reversed the scheme of the outside, picking the bright white accents on black leather (a new combo for 2012). It's not exactly the most subtle car in the world, but I like it.

I traded in my much-beloved 2004 Toyota Prius for this latest bit of automotive kit, which I know is bound to raise some voices in protest. After all, the Prius had brought me more than 100,000 miles of 50+ mpg, worry-free driving, so trading it away doesn't represent a big (if any) net gain for the environment. However, it's not as if my Prius is about to become a paperweight. Someone else will take over driving that car, while I take advantage of the temporary government kickback to do just what such incentives are intended to do: support bringing new technology to the marketplace. According to GM, more than 10 percent of new Volt owners have traded in an existing hybrid, which is pretty much what you would expect. Few people currently driving Hummers are likely to think of the Volt as their obvious next purchase.

In my first 1,008 miles in the Volt, just over 600 have come via electricity. My daily commute is about 30 miles in each direction, and there's currently not one single charging station available to the public in downtown St. Louis. So, I haul myself to work on electrons each day, and come home with a lot of the miles being generated the old-fashioned way, burning something less than one gallon of premium gas in the process. I've had to fill the tank once since purchase.

Having lived with the Prius for seven years and given that puttering around a parking lot in the Prius was an all-electric affair, I thought I understood what it would be like to drive an EV. I was wrong. Not only does the Volt keep on zipping along silently right up to 70 miles per hour and beyond, the feeling between the pedal and the power is different than in the Prius. It seems much more direct, less mediated. It seems digital. Driving the Volt sometimes seems less like you're being propelled by something under the hood, and more like you're being pulled along by an unseen rope. Chevy may go on and on about how this car is so similar to any other, the truth is it's not. It's strange... and cool. Prius-switchers will also find that the car is a lot snappier off the line, and much more flingable in curves. It's a heavy car, but the low center of gravity keeps it planted.

Even when the internal combustion power kicks in, it's not what you'd expect. The engine's efforts to keep the battery charge level from dropping too steeply are often disconnected from what you're doing with your foot. It revs, slows, or stops with little regard to your input. As far as the car's behavior goes, it doesn't seem to act one whit differently when gas is being burned, but the audio cues from the engine can seem odd.

So far, performance seems to fall solidly within GM's predictions. I consistently get between 35 and 41 miles out of a charge. Warmer weather certainly helps, with the higher values coming on days where the temperature was around 70 and the shortest range falling on a rainy day in the low 40s. Driving along the highway at 70+ mph doesn't strain the car's ability to keep up, but it does drain the battery more quickly than moving on side roads at slower speed. Somewhere around 50 mph seems to be optimal. On those miles where the gas engine was running, I've seen right around 35 mpg. So far, I've burned right at 11 gallons, giving the car a lifetime mpge of 91 (which includes the electricity used). I hope to get it back above 100 mpge, even if no one builds me a charge point at the far end of my daily commute.

I'll be living with this Volt for years to come, so expect some updates on how it's aging, how I'm adapting, and hopefully how the Midwestern infrastructure is becoming more EV-friendly.



Source: Autoblog Green

Subtle Changes For the 2012 Chevrolet Volt

A few questions have been asked about what changes have been made to the Chevrolet VOLT for 2012. The documentation sent to the dealerships has everything spelled out in text, but uses the same photos from the 2011 model.

The first 2012 VOLT arrived at our dealership this past Thursday. My customer had ordered a 2011 VOLT on Feb. 20, and sadly we could not get the additional allocation. Thankfully, he was very patient and we rolled it over to a 2012. We scheduled a delivery time for Friday at 5 pm. Our service department and detailers did not finish the pre-delivery inspection and detailing of the car until 4:30, so I had very little time to go over the car myself to see what has actually changed.

Below are a few photos followed by the “Official List” of changes and the “What’s New” pdf that I received.

New passive reflectors this year.

Someone posted the question a few days ago about the tail light having additional white squares on them. This was the first thing I checked out. Using the brakes and the turn signals, I found that these white squares are merely “passive reflectors.”

When the turn signals or brakes are used, the red light shines straight through them. But, when the car is parked and just sitting there, they reflect the light better than the old tail light bezels.

Updated door handle.

Next, is the Standard Keyless Access. The surprising part here is that the new push-button appears on all four doors! That I did not expect. The button is chrome, not body-colored, so it is easy to spot. With the key fob in your pocket or purse, when you approach the car, pushing the button once unlocks the driver’s door. A second time unlocks the remaining doors and the rear hatch.

New icons.

The Driver Display Screen has a couple of new icons. In the bottom-left under the “Total Range” readout is a green icon of a car and the word “READY.”

The documentation sent to us does not explain why this was added, but it was briefly mentioned in a training video that is is there to let you know the car is ready to operate. I do not know if a similar or different-colored icon appears if it were “NOT READY” …

Also, there is a new icon for “Navigation.” Again the documentation does not go into detail about this selection, but it was mentioned in the training video that when the “OnStar Turn-By-Turn-Navigation” is used, selecting this on the driver’s display will show the nav system instructions in that small area of the screen.

Yellow back-lit PRNDL display is new this year.

Another welcome improvement is on the center console next to the gear selector. In addition to the PRNDL that is shown in the upper-right of the driver’s display, there are backlit PRNDL letters in the center console itself. The letters are back lit in yellow for the chosen gear.

Improved clarity here too.

My favorite improvement is to the clarity and size of the text on the touch-panel center stack. The labels are slightly larger and much crisper than on last year’s car. They are very easy to read now and you don’t have to squint at them to read them even in bright daylight. I did not have the chance to check them out at night, but I would guess that there is an improvement there also.

Energy in kWh used is shown.

On the centerstack screen for “Energy Info” the display now shows “kWh used” for this charge. I know that many of you have posted that this calculation is far more informative than “Total Miles”. It still shows “250+ mpg” on the right, and the Lifetime MPG calculation on the bottom-right.

Eco-minded hooligans take note: Could this be an On/Off capability for traction control?

And finally, on the overhead console there is a new button for “Traction Control On/Off.” This may be the most “FUN” addition to the VOLT !!! In the 2011 Owner’s Manual, Page 1-23, it states “The Traction Control System limits wheelspin. The system turns on automatically every time the vehicle is on and cannot be turned off.”

Get ready fans!!! Now you CAN TURN IT OFF, and smoke your tires with the best of them! I do not have a copy of the 2012 owner’s manual yet to fully confirm this, but what other reason would there be to add a button to turn the dang thing off?

Well, that is all I could find in the very short time I had with a 2012 VOLT. In addition to the 11 remaining orders that we have taken so far that need to be filled, we just ordered a Summit White VOLT, with all of the options, to put in our showroom for sale. We hope to have it by Thanksgiving.

Source: GM-Volt.com

General Motors and LG Group agree to co-develop electric vehicles

Lately we have heard about companies partnering to combat mandated efficiency rules, and yesterday another agreement was announced, this time between General Motors and LG Group with the stated goal to jointly design and engineer electric vehicles.

This is the second agreement between GM and a battery supplier reported in recent weeks. Earlier in August, GM similarly announced a large but unspecified deal with A123 Systems.

The GM-LG news also follows on the heels of yesterday’s report of other American-owned automakers’ partnerships or desired collaborations to share the load in the rapidly changing automotive industry climate.

General Motors Chairman and CEO Dan Akerson and Juno Cho, president and COO of LG Corp sign an agreement to collaborate on the design and creation of new electric vehicles yet to be disclosed.

As GM-Volt readers know, LG Chem is the battery supplier for the Volt and Ampera, but that was just the beginning between the two companies, GM said.

“The success of the extended-range propulsion system in the Volt and Ampera led to exploring other collaborations in the electrification of the automobile,” GM said. “Teams of LG and GM engineers will work on key components, as well as vehicle structures and architectures.”

GM said a definitive agreement was signed Wednesday and described it as win-win. GM gets “LG’s proven expertise” and LG gets a feather in its cap by widening its portfolio as a solutions provider.

“Many solutions for tomorrow’s transportation needs may be available more quickly by building on our partnership strategy,” said GM Vice Chairman Steve Girsky. ”Consumers benefit by getting the latest fuel-saving technology faster if we work with the best suppliers and we save time and money in the development process.”

No money has yet changed hands in relation to this partnership, GM said.

The company is also staying mum about specific vehicles that will be born from this new agreement, saying only that more will be announced closer to market readiness.

Speaking of which, the partnership is expected to augment GM Chairman and CEO Dan Akerson’s commitment to stay ahead of competitors in the yet nascent, but rapidly expanding electric vehicle development.

Akerson has also said he would like to lower the Volt’s cost both through efficiencies, and better supplier pricing due to economies of scale.

In making its announcement this week, GM noted this is not the first time LG and GM have collaborated to build a vehicle.

Last year the two companies worked together to build a demonstration fleet of electric Chevy Cruzes. These were used during the G20 summit in Seoul as official vehicles, and GM is still “market testing” these BEVS, GM said.

World conditions are demanding world solutions and cooperation as GM also observed.

“Accelerating the pace of roadworthy technology is more important than ever with the announcement of a number of more stringent emission and fuel consumption regulations around the world, including the recent agreement calling for a U.S. Corporate Average Fuel Economy (CAFE) of 54.5 mpg (23.2km/l) by the end of the 2025 model year,” GM said. “Electric vehicles, which have no tailpipe emissions and require no gasoline, are expected to play a major role in reaching the CAFE goal.”

As we noted yesterday regarding a Ford-Toyota deal, automakers are not only concerned with domestic mandates in the U.S., but also with creating global platforms and solutions to minimize barriers to acceptance in other markets.

But at this point, GM would not state where the LG/GM vehicles will be sold, and merely said products resulting from the partnership will be marketed in many countries.

We asked GM also if these new vehicles would include eAssist, BEVS, EREVs, hybrids, or what? While GM has said it and LG would develop “electric vehicles” suggesting BEVs or EREVs, GM would not answer this question.

“We cannot give any information on specific technologies,” said GM spokesman Kevin M. Kelly, “nor on which markets the vehicles will be sold in at this time.”

Source: GM-Volt.com

2012 Chevrolet Volt: The Plug-In Hybrid Basics You Need to Know

The 2012 Chevrolet Volt will soon be arriving at Chevrolet dealers nationwide as General Motors makes the plug-in hybrid electric car available to all fifty states before the end of this year.

But on year on from the launch of the 2011 Chevrolet Volt, what are the differences between the 2011 and 2012 models?

Here’s our list of things that you need to know about the revised 2012 Chevrolet Volt.

How it works

The 2012 Chevrolet Volt is a range-extended plug-in hybrid. Using a small battery pack, it can operate for up to 35 miles in all-electric mode everywhere from city streets through to the freeway.

But when its battery pack is depleted, the Volt’s 1.4 liter gasoline engine kicks in, powering a generator capable of producing up to 55 kilowatts to run its 111kilowatt electric motor for a total range of 379 miles.

The Volt can also be run in ‘mountain mode’ -- allowing the driver to force the Volt to use both gasoline and battery power in situations when the car will be operating under heavy load for many miles.

Charging

2011 Chevrolet Volt charging port

As the 2012 Chevrolet Volt is a car which can operate from either electricity or gasoline, its battery pack is a lot smaller than all-electric cars like the 2012 Nissan Leaf.

At just 16 kilowatt-hours in size, the Volt’s battery pack can charge from empty in 10 hours or less using a standard 110-volt charging cord plugged into a domestic power outlet, or in around 4 hours using a suitable level 2 J1772 compliant charging station.

Pricing, options

At $39,995, the base-level 2012 Chevrolet Volt is over $1,000 cheaper than the base-level 2011 Volt -- but it has less standard features than its predecessor.

The Satellite navigation and DVD entertainment system featured as standard on the 2011 Volt is now offered as a $1,995 premium option for the 2012 Volt.

Also reduced on the 2012 Chevrolet Volt is the car’s OnStar coverage. Dropped to 3 years complimentary coverage from the 5 years offered with the 2011 Chevrolet Volt, owners of the 2012 Chevrolet Volt will have to pay an additional $299 per year for the additional coverage.

So although the 2012 Volt has a lower base price and larger, more impressive options list than the year before anyone wanting a Volt with the same specifications as the previous year’s $41,000 base model will find themselves shelling out an shattering $43,083.

Driving, handling

2011 Chevrolet Volt drive test, March 2011

Although we’ve not driven the 2012 Chevrolet Volt, its driving experience will be identical to the 2011 Chevrolet Volt.

We’ve found the Volt to provide a very impressive driving experience thanks to excellent road manners and its T-shaped battery pack providing a very low center of gravity.

Cabin noise is noticeably quiet too -- both with and without the Volt’s range extending gasoline engine running. Part of that is down to the way in which the Volt’s engine works in range-extended mode. Rather than rise and fall with the speed of the car, it operates within a very narrow band of engine speeds -- making it easy for engineers at chevrolet to design acoustic dampening to keep noise minimal inside the cabin.

We also love the Volt’s “Low” setting on its “transmission selector”. Paired with the “Sport” power mode, it’s possible to drive the Chevrolet Volt without really even touching the brake pedal in what we lovingly title “The Volt’s Tesla Setting”.

Source: Autoblog Green