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

Gary Munkhoff gary at greenlivingjournal.com
Wed Dec 29 19:01:34 PST 2010


Your idea of a diesel model should certainly be on GM's list of future 
upgrades to the Volt.

Also, would GM have been better off using a larger electric motor and 
omitting any clutching between the ICE and the electric drive. In other 
words, use the ICE only as a generator and derive all needed torque from 
the larger electric motor. This would eliminate that very complex (and 
probably expensive clutch pack) as well as placing the Volt squarely in 
the electric car class.

On the "old gas" issue one of the GM engineers that was with the Volt 
tour group, said that the car would remind you that the ICE needs to be 
run after a certain lenght of time had gone by without the ICE starting 
up. And, at some point in time, if the ICE has still not been started up 
the computer system will start the ICE to burn the old fuel.


On 12/29/10 12:57 PM, Jim Harrison III wrote:
> 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.
> Jim
> > 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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An EV In Every Garage

Gary Munkhoff, Editor&  Publisher
Green Living Journal
P.O. Box 677
Cascade Locks, OR 97014

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