[Oeva-list] Oeva-list Digest, Vol 86, Issue 23

Jim Harrison III jvthree at msn.com
Wed Dec 29 12:57:46 PST 2010

I agree with Gary about the ICE complexity. While it looks like a really cool design, (I like the three clutches) it's just complicated. It looks like a PITA to repair. I have replaced a couple clutches in my life and have never truly enjoyed the process. It makes me wonder, could I get the same range from a Leaf if I put a generator in my trunk?Another scenario: let's say you have the VOLT and drive it enough to use the batteries but not the ICE, at what point does the gas begin to go bad?Some say don't be so hard on GM, they're trying. I agree that we should support the local (US) companies for making an effort at green tech. The VOLT seems to me like something that is destined to fail. Maybe they could have a diesel model, then at least the biofuel's folks might be interested. 


> Message: 1
> Date: Tue, 28 Dec 2010 17:59:56 EST
> From: Theoldcars at aol.com
> Subject: [Oeva-list] NY Times article on the Volt
> To: oeva-list at oeva.org
> Message-ID: <1847c.4977d80a.3a4bc5ec at aol.com>
> Content-Type: text/plain; charset="us-ascii"
> Any one notice durability from a manufacturer for the most part  usually 
> seems to be a problem after the warranty coverage is expired?
> Gary I see your concern about all the moving parts in the Volt. Hard to say 
>  for sure how all that is going to hold up but the batteries should do very 
> well. 
> If you read the information posted on the Volt link. Most  of the 
> limitations are do to the smaller capacity of the pack and the  restriction of not 
> allowing the pack to be deeply discharge. Its  obvious GM is trying to make 
> sure the pack last to the end of the warranty by  providing maximum pack 
> protection levels. 
> Its one of the reasons I like a pack sized more along the lines  of the 
> Leaf. There are a lot of advantages to having an oversized pack.  With the 
> current battery chemistries the down side is added cost, weight and  space.  The 
> up side is high demand loads are not as much of a factor  so having the ICE 
> kick on would not be needed. Also your all electric range such  as in a 
> Hybrid will be greatly increased. What I like is a larger  pack will last far 
> longer time then a smaller pack under the same loads. With a  larger pack the 
> all electric range is increased enough that for most  people the need of an 
> ICE is just about eliminated. 
> As an example of a Leaf driver who drives about thirty to  forty miles a 
> day. Does not use fast charging or tops off above a 90% state  of charge is 
> going to get maximum pack life. If you drive  conservative as well, it is 
> possible you will have two or three times  the pack life stated by Nissan. A 
> driver who drives with their foot to the floor  and deeply discharges most 
> likely will still make the warranty. How much longer  though depends on your 
> overall use and charging. 
> Battery reliability I believe will be far better than an internal  
> combustion engine drivetrain overall. If you drive an ICE hard  you will wear out 
> the drivetrain. In an EV the most likely  maintenance will be replacing the 
> batteries. Which is not as difficult  or as messy as a major ICE overhaul of 
> the motor or transmission.  Also by the time replacements modules are going 
> to needed the cost will  be far less then today. This is if you drive like 
> any other ICE driver on  the road.
> Don

> Message:  1
> Date: Mon, 27 Dec 2010 14:08:14 -0800
> From: Gary Munkhoff  <gary at greenlivingjournal.com>
> Subject: [Oeva-list] NY Times article  on the Volt
> To: oeva-list at oeva.org
> Message-ID:  <4D190E4E.2040906 at greenlivingjournal.com>
> Content-Type: text/plain;  charset=ISO-8859-1; format=flowed
> A basic explanation of the Volt's  five different operating modes.
> http://nyti.ms/hqiQqe
> Could  durability of all these components be a problem as the wear and 
> tear of  1000s of miles driven comes into play?

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