Up Close with the Chevy Volt National Tour By Brian Dreggors
23.4mpg. Its not bad considering the 4000lbs of weight my V8 Oldsmobile is pulling along, not to mention the heavy air conditioning draw on another unseasonably humid Florida day combined with the extra-legal cruising speed. Yet as I proudly note my impressive fuel economy, I realize that if I were using the car I was driving to see, I would be averaging just north of 80mpg. And for nearly half of the 106-mile trip from Clearwater to Orlando, I wouldn't have been using gasoline at all. On Monday, myself and Michael (Smallchevy) made the daytrip from Orlando to Miami to see what we may recall one day as the first conceptualization of a vehicle that changes how we drive - the Chevrolet Volt. We were also fortunate enough to be able to be given a guided tour of the Volt by John Ferris, one of the engineers leading E-Flex development. First Impressions 'Tidy' is the most politically-correct description for the Volt concept because pictures do indeed deceive. The car is surprisingly small in person and seems to wear the suit of a much larger vehicle. Appropriate, since the Volt's design director, Bob Boniface, also penned the 2006 Chevy Camaro concept. Such a larger-than-life feeling can be partially attributed to the shockingly tight front and rear overhangs, mere inches longer than the overall wheelbase of the car itself. Despite the drawn-back stance, the Volt is a front-wheel drive car and, as John mentioned to us, that certainly opens up a world of possibilities for future styling. One doesn’t have to imagine very hard to see that the dissolution of components that the E-Flex system provides does away with many of today’s design limitations rigidly enforced by contemporary drivetrains. While there are no current plans for a rear-wheel drive E-Flex car, Ferris mentioned that moving the electric power packs to drive the rear wheels is certainly possible. Oh, and for the record, the concept is drivable and - like most concepts - limited to about 25mph. Another contributing factor to the Volt’s rather small size is one of its limitations. E-Flex isn’t highly-scalable, owing to the relatively heavy battery pack needed to propel the car. With increased size comes increased mass and the need for more batteries, which would lead the car into a battle between weight and power that it would never win. Ferris told us that GM engineers feel that the Volt hits at the sweet spot for both the E-Flex concept and its global marketability while noting that the monocab Opel Flextreme concept shown in Frankfurt was, though a bit larger, more about the maximum utilization of space. We would have to agree that the size is very appropriate for the marketplace and that the Volt’s lines certainly don’t betray its practical liftback. That said, it’s pretty clear that the Volt is but a cog in the overall GM green machine that includes hybrids and other technologies that are more appropriate for a given size and use. Inside, the technology showcase doesn’t come to an end. Peering through the glass roof – actually not glass at all, but a special GE Lexan resin that allows for complex surface texture – reveals comfortable seating for four as the battery tunnel takes up the middle seat. The rear console contains a multimedia DVD system as does the front. The lack of a traditional floor or column shifter helps to open up the cabin and the surprisingly clean dashboard and console have cleanly-integrated buttons and switches. Gear selection is done with an inverted pistol grip control by the steering wheel. Perhaps the best way of describing the layout and design of the Volt’s interior is to use the term ‘crafted.’ The flying armrests, the brushed stainless trim, the integrated suede inserts, the zippered glove compartment and door pockets, and the cut-and-sew leather dash cover speaks of a craftsmanship in contrast to the cold, methodical design school familiar to most high-tech concepts. The combination of the interior styling with exterior elements like door glazing that ‘drops’ the beltline and, of course, the pale greenish hue creates a car that seems to be in sync with the natural environment around it without forgetting its automotive roots. Ferris mentioned that the styling was likely to be toned-down as the Volt moves from concept to production as the focus remains on achieving the ideal range and cost, but I for one hope many of the elements toyed with in the Volt survive or at the very least spread to other ‘green’ GM products. This is frankly the only car I’ve seen that looks environmental, yet I still would be seen in. The Brains Behind the Beauty As we all generally know by this point, the Volt’s claim to fame is a 40-mile pure-electric range with a potential range of 640mi using its 1.0l I3 gasoline engine and 12 gallons of fuel. Dual charge ports for the plug-in cord are located on either front fender. The real breakthrough with this system is the ability to provide true independence of petroleum for the majority of everyday urban driving while still giving owners the flexibility of travelling long distances in the same vehicle without range concerns. Because the batteries in the Volt are designed to start charging at 30% remaining power, they will never fully drain out. Charge times are approximated at about 6 hours on an 110v cycle or 3 hours on a European-style 220v cycle. It’s likely that specialized charging stations will run the higher voltage for decreased charge time in order to more adequately ‘refuel’ the car while the driver is shopping or the like and it may also be possible to use 240v large appliance outlets to quicken home charging, too. At current energy rates, the cost of driving a Volt within its electric range is between 1-2 cents per mile. An average compact vehicle would cost about 9-10 cents per mile in comparison (33mpg @ 2.85/gal). Even hybrids with real-world ranges of 45mpg still cost between three and six times as much as the Volt potentially will. And for those of us who live in sunny regions, the possibility of solar charging the Volt for free is very appealing. We could also see utility companies offering metered charging stations power either off the grid or by solar panels in large parking lots. Imagine your traditional shopping center lot covered by a gigantic carport containing climate-resistant solar cells, generating enough power to charge a whole field of electric cars. Just one possibility. Another exciting potential with the E-Flex Volt is the instantaneous torque associated with electric vehicles. Because there is no traditional drivetrain, there is no parasitic loss of power between engine and wheel, meaning spirited performance with exceptional economy. And though 0-60 times for the Volt are approximated at 7.5-8.0 seconds, Mr. Ferris told us it was possible to optimize the battery for higher drain in order to get more power at throttle tip-in. This combined with the light weight and favorable aerodynamics needed by a car like this opens up another world of possibilities for aftermarket tuning and upgrading. The EV1 proved to be the fastest electric car in the world in its time and was known for its quick scatter off the line and Honda Insights are appreciated by tuners for its naturally lightweight chassis. In this regard, the market is almost already there; they just need a vehicle. The other exciting aspect of E-Flex is its flexibility in range-assist motors. Since the drivetrain is in essence independent of the charging device, it doesn’t care what it’s powered by. As mentioned, the Volt concept uses a 1.0l gasoline engine (which runs at constant optimal RPM). The Opel Flextreme concept showcased a few months ago in Europe uses a 1.3l Diesel while a concept Volt unveiled at Shanghai uses fuel cells. Mr. Ferris told us that fuel cells are definitely the next step for the Volt and will be using a forthcoming Gen V system as opposed to the existing Gen IV in the Equinox fuel cell crossovers. The possibilities for the E-Flex to adapt to the most favorable powertrain for its time and region, therefore, are endless. Details, Details
“The car isn’t challenging. We can make the car today. We’re waiting on the batteries.” That statement from Mr. Ferris sums it up rather succinctly, but let’s explore what that really means. The lithium-ion battery packs that lie at the heart of the E-Flex system are vulnerable to extreme heat conditions and poor ventilation. At the least, prolonged exposure to enclosed hot areas results in loss of charge capacity and at worst, the possibility of rupturing or ignition. This has received heavy media attention in regards to poorly-ventilated Li-ion packs used in laptop computers and some cell phones. It goes without saying that ‘explosion’ and ‘electric car’ doesn’t jibe well together and GM is working intensely with its suppliers to resolve this issue – which is very likely to result in a liquid cooling – along with accompanying concerns of weight, longevity, and power retention. Most know that A123 Systems is the chosen battery supplier, but the E-Flex team is also working with Continental, LG, and other battery manufacturers in creating the best solution. On the batteries, the E-Flex team is also working on solutions for what to do with the batteries after their practical usage in cars has ended. Ferris mentioned that the battery packs are designed to have a 10 year lifespan. Afterwards, they could be sold to utility companies who have expressed great interest in obtaining them for various purposes, the reason being that though by that time the battery packs will no longer be able to provide optimal power for automobile usage, they still have plenty of retention left for other uses like simple energy storage. Power of the People To speak to one of the Volt’s engineers was a treat in and of itself, but to hear the reactions of others was insightful in its own regard and there is no question the Volt has serious curb appeal. People were simply interested in the car because of its looks and when they learned about the 40-mile gas-free range, it was just more impressive. Surprisingly, when informed at the approximate cost of $30,000, few people seemed turned off. It appears that Chevrolet managed to pull off a convincing vehicle that looks its price on design merits alone, something that will be very beneficial if the car remains close to concept. Speaking of which, as a concept, the Volt lacks many of those gee-whiz features that other advanced technology dreams cars typically show off in spades. Wild dashboard electronics, exotic trim pieces, and the like are absent in favor of a simplistic but modern layout and basic gadgets. It’s wise to not included all those tempting dream car standbys because the implications of an electrically-laden Volt may not be feasible. Mr. Ferris told us that engineers are also working hard on low-draw electronics and materials that are lightweight yet maintain the feel of high quality at the same time. The same goes for the exterior which is attempting to make the most out of the latest composites and light metals while retaining structural integrity and a $30,000 price tag. So, while you’re not likely to see the 16-way power seats of a Sixty-Special, you’re still going to see a comfortable, entirely-livable and desirable vehicle with a little touch of ‘tomorrowism’ in the looks inside and out. Its also worth noting again that this is not a plug-in hybrid. GM is indeed working on a plug-in with the 2008 Saturn VUE and the VUE is likely the only plug-in hybrid GM will field, concentrating instead on fuel cells and E-Flex. Its going to take a lot of marketing and promotion to educate the average consumer that, yes, the Volt plugs in, but no, you don't need to plug it in to drive it. Parting Thoughts Since I made reference to the EV1 so much, it needs to be said that those lessons are not lost. Even the biggest cynics and critics have to admit that the EV1 was perhaps the most advanced vehicle of its time and many of the concepts that made the two-seater so great on paper are going to make the Volt great in the real-world. Many of the technology patented for the EV1’s development are going into the Volt, mainly stuff that cannot be mentioned publically at this time. Also, a good number of the chief engineers who worked on the EV1 are either dedicated to the Volt or on the overall E-Flex team. Coming away from seeing the Volt, I have the utmost confidence that the car will see the light of day. My rationale is based on the fact that GM built and fielded an electric car ten years ago, publicized it, killed the program, cut up most of the cars, faced enormous public backlash from it, then comes out a year ago saying they’re building an electric car. It’s a ballsy move and takes a lot of audacity to do that coming from where GM stands in the public’s mind on electric cars and fuel-efficient cars in general. This has already gone beyond the dozens of concepts other manufacturers have unveiled as fun designs or styling bucks with an asterisk note mentioning it’s a plug-in hybrid. Material has been printed. The car has been taken around. Ads have been run. GM simply can’t not make this car a reality. And now time for some educated speculation. Recent UAW documents have revealed that the Volt will be assembled at GM's Hamtramck Assembly Plant in Michigan and will commence doing so in 2010. It’s based on the forthcoming Delta II platform, which is being designed from the ground-up to be adaptable, versatile underpinnings for hybrid and electric cars. When the Volt shows up in showrooms, expect toned-down details and more overhangs to accommodate federal impact standards. The large 22-inch wheels will be traded for stylish but smaller-diameter lightweight wheels with low-rolling resistance tires. The all-glass roof will be gone – when do they ever survive? – but the side door glass may have potential because it’s a very distinct Volt cue. Expect also a slightly taller greenhouse. Overall styling cues should remain similar but updated to contemporary Chevy trends. We would prefer it remain as close to existing, though, because the chiseled sheetmetal is extremely distinctive and handsome. Going beyond the Volt, there was also mention of a Delta-based ‘MPV7’ being assembled at Hamtramck around the same timeframe. Could this be the production Flextreme? We think it’s very likely since it makes practical sense to birth this new technology close to home, at least at first. While we appreciate the stealth utility of the 5-door hatchback Volt design, we’d definitely like to see this small MPV also be part of the available lineup stateside, perhaps as a Saturn vehicle to accompany the plug-in VUE and hybrid AURA. It’s rumored that this year’s LAIAS will feature yet another variation of the E-Flex system, this time a Saturn-badged vehicle. If so, we hope it will be that kind of 6/7-seat people-mover. There are also rumors spurred by Automotive News that Cadillac is investigating using the E-Flex system in a future vehicle. While we think the potential of a torquey rear-wheel drive super-efficient Cadillac is intriguing, if a choice had to be made, we think Buick would make a better home for such a car. Cadillac has a more rigid set of expectations in terms of handling and feature content than Buick does. A Buick E-Flex could simply be a lower-volume Volt with softer, more upscale styling cues and distinct luxury features. This would not only give Buick a much-needed sub-LaCrosse premium compact/intermediate and accompanying sales boost, but would justify the $30-40k pricetag. Additionally, marketing such a vehicle in China is a no-brainer as the tri-shield arguably carries more weight there than any other domestic marque. Oh, and a last note about the $30,000 MSRP goal, Mr. Ferris also mentioned that they're looking into leasing the battery pack as an option to help out with the purchase price of the car, not the only means of selling the Volt. Lease prices would be reasonable compared to the price of fuel. Also, realize that government incentives are expected. Electric cars right now do not get spiffs from the IRS as far as I know, but everything on the market is an NEV or simply not commercially-viable. If the IRS doesn't offer an incentive for the Volt, direct your anger at your local representative body. Regarding the Chevy Volt National Tour, the next locations will be in Los Angeles and San Francisco. We'll apprise you of those dates as soon as we know them! If anyone has any additional, specific questions about the Volt, please feel free to ask them here and I’ll try to get answers for them. Also, stay tuned to the Volt-ometer Forum for the latest news and updates regarding this exciting car. Special thanks to John Ferris for his time and willingness to answer all that we asked…well, all that he was able to say at least!... and to Gloria Huang for arranging this for us. Thanks also to Michael (SmallChevy) for accompanying me to the event. Related Links
The Volt-ometer - C&G's Chevrolet Volt home forum Chevrolet Volt Official Site Chevy Volt Tour Flickr Album - Lots of great photos from every stop Image Gallery
