By the way, try saying that headline ten times fast.

The Volt project's often dismissed as a marketing stunt, a gimmick, too expensive for the segment, or a toy for wealthy eco-nuts. We withheld our judgment until we had the chance to do a test drive. Now, after driving a Volt-in-a-Chevy-Cruze-shell powertrain mule, we're prepared to declare it — much to the delight of the Volt's PR team, engineering crew and Bob Lutz — utterly unremarkable.

The Volt's unremarkable because it's exactly like driving any other appliance car on the road today, and that's the point. GM is trying very hard to make the Voltec system driving experience as familiar as anything before it and even at this early prototype mule level they've succeeded quite nicely. The Voltec system consists of a 1.4-liter four-cylinder gasoline engine driving a generator, an electric motor driving the wheels and a lithium ion battery pack in between the two to hold plug-in and regenerated power. This doesn't work like a Prius or an Insight, there's no transmission, the engine doesn't power the wheels; it's an EV that goes 40 miles and then it runs off the generator, and it works.

Our ride in the Volt was up to about 55 MPH on the grounds of GM's Warren Tech Center and the cars are, dare we say it, peppy. There are no whirs or whines or whistles like in a traditional EV, just silence, like the motor has stalled out and you're coasting along on momentum. There's no shifting going on as there are no gears to shift, just direct power, and unless you're paying attention you don't even notice. Stab the go-pedal and it responds happily, it's even got a little get-up and go. According to Lutz the current prototype accelerates from 0-to-60 MPH in around 8 seconds — that's about 2.0 seconds faster than a 2009 Toyota Prius and about 3.5 seconds faster than a Chevy Aveo. Not too shabby for an appliance if you ask us.

There are two drive modes, a normal highway type where you accelerate and coast normally, and a second drive mode which maximizes regenerative braking in city traffic. It feels like you're hitting the brakes but you aren't hitting the brakes. We had hoped the Volt would give us a back-rub and deliver a milkshake, but it's just a car, even bridging on the pedestrian, the bland, the appliance. But this is again, the point, to make this huge paradigm shift and make it seem easy.

The Volt is coming, and from a powertrain perspective, it's pretty darn good. Lutz was adamant on that point saying "Volt is currently on time and we fully believe it will hit the market as expected." The Chief Engineer, Frank Weber, a rather intense German who has been extraordinarily cautious in the past about the program's hurdles, seems to be seeing the light at the end of the tunnel. Yesterday he remarked "There are no more large elephants in the room, only hundreds of small ones."

In June, GM will be completing the first full prototype vehicles, nearly 80 in total, which will look and feel and operate like real Volts. They'll have all the correct body panels, interior bits, and system calibrations and we'll be driving those eventually. At that point we'll be much more able to judge the complete vehicle. Until then, we're kind of hopeful the Volt might actually be fun to drive, along with being frugal at the pump.

According to Michalek, at the Volt's expected $35-40k price point, "You're doing it at a cost that will never be repaid in fuel savings." We're not going to disagree with the good Prof's assertion, but let's say we view the findings skeptically. Pay-down on the price differential with hybrids and EREV vehicles is something incredibly shaky to calculate, it requires projecting the variability on individual driving habits, daily and yearly mileage driven, price of fuel, price of electricity, factoring unforeseen tax, parking, and HOV benefits among many others. Then there's also that unquantifiable factor early adopters and environmentalists are motivated by.

Is the Volt going to cost more than previous cars with similar chassis attributes? Certainly, but it's also not like other cars on the road. Comparing a Volt to the Prius is like comparing a scramjet to a Cessna. Is the scramjet far more expensive than a prop-driven Cessna? Definitely, but the scramjet pushes technology forward, and is changing the thinking and the paradigms in its industry, and the same can be said of the Volt.

Will the Volt succeed? We don't know, we don't even know if GM will survive long enough to deliver the car to dealers, but we can say its existence has helped push the industry in a new direction, and that's not something you can put into a pay-back model. [Bloomberg]

The GM "Plug-In-Ready" program is a plan to get the biggest target buying markets for the 2011 Volt ready to accept the car and maximize it's effectiveness as a plug-in. It's also part of the ongoing effort to work out how electricity providers commercialize the infrastructure needed to support plug-in hybrids and manage billing rates to the consumer.

The first efforts of the program are centered on the metropolitan areas of San Francisco and Washington D.C. as well as areas identified as lousy with early adopters. This news comes on the heels of announcements last fall from cities and municipalities planning partnerships with Better Place, a plug in power post company.

This kind of background information serves as a reminder this Volt thing is more than a project about just the car. GM has taken a big bite here and is chewing it's way through an awful lot of problems. Hopefully they don't choke on it.

General Motors Outlines Roadmap for Cities to Plug Into the Chevrolet Volt Electric Vehicle

* Plug-in-ready communities key to commercializing electric vehicles
* Next phase of getting the Volt ready for market will include communities such as Washington, D.C., San Francisco and other early-adopter markets
* GM and a broad group of utilities working together to establish infrastructure and accelerate the commercialization of plug-in electric vehicles

WASHINGTON - General Motors today outlined a comprehensive plan of action to help communities get ready for plug-in electric vehicles such as the upcoming Chevrolet Volt. GM announced details of the plan at the Washington Auto Show.

"Collaborating with communities such as San Francisco and metropolitan areas such as Washington, D.C. - where there's already an interest in plug-in vehicles - is another important step toward raising customer awareness of the environmental and economic benefits of vehicles such as the Volt," said Ed Peper, GM North America vice president, Chevrolet.

General Motors is working with key stakeholders in cities such as San Francisco to develop policies and enablers to accelerate the transition to plug-in electric vehicles. GM will undertake similar efforts around the country in communities such as Washington, D.C. These actions will help ensure the early success of the Chevrolet Volt - which hits the market next year - and other plug-in vehicles. Stakeholders that are key to establishing plug-in-ready metropolitan areas and regions include:

* State, city and county governments
* Electric utilities
* Regulators/public utility commissions
* Permitting and code officials
* Clean Cities coalitions
* Local employers
* Universities
* Early electric vehicle adopters

"Cities have an indispensable role in making plug-in vehicles successful," said San Francisco Mayor Gavin Newsom. "Here in San Francisco, we are acting now to make sure the charging infrastructure will be available to support these vehicles as soon as they are ready for sale, and we are working with other cities in the region to make the Bay Area a thriving market for electric transportation."

Challenges that need to be addressed include consumer incentives to make this early technology more affordable; public and workplace charging infrastructure; consumer-friendly electricity rates and renewable electricity options; government and corporate vehicle purchases; supportive permitting and codes for vehicle charging; and other incentives such as high-occupancy-vehicle (HOV) lane access.

GM is making great strides toward bringing the Volt from concept to the showroom. More than 30 prototype vehicles powered by lithium-ion battery packs are undergoing rigorous testing at GM's Proving Ground in Milford, Mich. In addition, last month at the North American International Auto Show in Detroit, GM announced it will manufacture the Volt battery packs in the United States.

"The Chevy Volt is truly coming to life, but preparing the market for electric vehicles also requires capable partners from outside the auto industry," said Peper. "Momentum is building as governments, technology companies, communities and universities are increasingly working together to prepare the market for electric vehicles."

Several recent positive developments in this regard include:

* Last October, the federal government approved a $7,500 tax incentive for consumers of plug-in electric vehicles such as the Chevy Volt.
* In November, the California cities of San Francisco, San Jose and Oakland announced a plan for plug-in vehicle infrastructure, incentives and enablers.
* A new Michigan law expedites the development of advanced battery manufacturing and research capabilities in the state.

GM is also helping to pave the way to plug-in commercialization on several other fronts, including:

* Working with the Electric Power Research Institute (EPRI) and a coalition of more than 40 utilities to solve challenges and accelerate the commercialization of plug-in electric vehicles.
* Playing a lead role in helping to create Society of Automotive Engineers (SAE) standards for the vehicle charging interface.

"We know plenty of work still remains, both within and outside of GM," said Peper. "But today's and other recent announcements underscore the comprehensive work being done to bring the Chevrolet Volt and other electrically driven vehicles to market - and they also highlight why we are so optimistic about the ultimate success of the Volt."

[Source: GM]

Despite reports to the contrary, and despite construction contracts being canceled by GM, spokesperson Sharon Basel told us via e-mail the General's committed to building their new 1.4-liter engine for the Chevy Volt and the turbo version for the Chevy Cruze (above) in Flint:

"Our plans to build the 1.4L Family 0 engine for the Volt and Cruze in Flint have not changed. In December we announced we would delay construction of a new plant. At that time we made decisions necessary to conserve capital. We continue to hold our timing, but yesterday it was necessary to make decisions on related construction contracts so we wouldn't incur any additional costs."

Additionally, Basel told the Flint News GM was examining all options — including using existing buildings on site.

Our take is GM's looking to cut every short-term cost possible as they try to buy time until a federal solution arises to the Carpocalypse. For the moment, the most pressing vehicle to bring to market is the Chevy Volt. Given the initial low volume, GM will import 1.4-liter engines...err..range extenders from their European plant. The Chevy Cruze has been pushed off a year, so the need for the Flint engine plant to be built right now doesn't make a whole lot of sense. Thus the delay announced late last year.

However, Flint should expect without further federal funds — or a pre-packaged bankruptcy of some sort — they won't be seeing that plant anytime soon.

* As we mentioned in yesterday's coverage on the Cadillac Converj Concept, the system which has had the development name "E-Flex" has been changed over to "Voltec"

* Design development and production of advanced battery technologies will be a core competency for GM going forward.

* Voltec T-Pack battery for the Volt will be built in the United States, it'll be the first major battery plant in the United States. Current plan is the locate the plant somewhere here in Michigan, but it's currently still in negotiations with suppliers and the Michigan Goverment

* LG Chem has been selected as the battery cell supplier for the Volt's battery pack.

* GM will open the largest battery lab in the US later this year, clocking in around 31,000 square feet, intended to accelerate battery technology development. Current plans, subject to negotiations the facility will be in Michigan.

* GM is planning to bulk up it's battery engineering staff, hiring up to 200 new engineers in the coming year.

* GM will cultivate relationships with battery suppliers like A123 Systems and Hitachi, as well as integrators like Cobasys.

* GM is forming a partnership with University of Michigan for a new lab at their Ann Arbor campus, as well as a new course curriculum associated with it.

Chevrolet Volt Battery Packs Will Be Manufactured by General Motors in the United States

GM will establish the first lithium-ion battery pack manufacturing facility in the United States operated by a major automaker
LG Chem has been selected to supply the lithium-ion battery cells for the Chevrolet Volt
Advanced battery strategy strengthens GM's capabilities to develop hybrid and electric vehicles
GM will open a new automotive battery lab - the largest of its kind - in the United States to further strengthen design, development and testing capabilities
A partnership with the University of Michigan has been established to develop a specialized curriculum for battery engineers
Volt Battery 101 and Glossary of Terms [pdf]

DETROIT - The Chevrolet Volt, an extended-range electric vehicle that delivers up to 40 miles of gasoline- and emissions-free electric driving, will use battery packs manufactured in the United States by General Motors, Chairman and CEO Rick Wagoner announced at the North American International Auto Show.

GM will establish the first lithium-ion battery pack manufacturing facility operated by a major automaker in the United States to produce the Volt's battery pack system. It consists of lithium-ion cells that are grouped into modules, along with other key battery components.

The plant will be located in Michigan, subject to negotiations with state and local government authorities. Facility preparation will begin in early 2009, with production tooling to be installed mid-year and output starting in 2010.

"The design, development and production of advanced batteries must be a core competency for GM, and we've been rapidly building our capability and resources to support this direction," Wagoner said. "This is a further demonstration of our commitment to the electrification of the automobile and to the Chevrolet Volt - a commitment that now totals more than $1 billion."

The Volt's lithium-ion battery cells will be supplied by LG Chem. Compact Power Inc., a subsidiary of LG Chem based in Troy, Mich., will build battery packs for Volt prototype vehicles until GM's battery facility is operational. A joint engineering contract with Compact Power and LG Chem also has been signed to further expedite the development of the Volt's lithium-ion battery technology.

GM has been testing battery packs for the Volt, powered by cells from LG Chem, for the past 16 months. These tests - both on the road and in the lab - have provided invaluable insight into lithium-ion battery technology.

"Our selection of LG Chem was based on performance, production readiness, efficiency, durability and LG Chem's demonstrated track record of exceptional quality," Wagoner said. "At GM, we believe the technical strengths of LG Chem, combined with our own engineering and manufacturing expertise, will help position us as a key player in the development of electrically driven vehicles today and in the future."

GM's advanced battery strategy

"Our announcements are part of a comprehensive advanced battery strategy for GM that is expanding along two pathways," Wagoner said. "First, we're identifying core competencies - such as battery research, development and assembly - and integrating these fundamentals into our product development and manufacturing operations. We believe this will become a competitive advantage for GM, and will be critical to GM's long-term success. Secondly, we're building a roster of battery suppliers and academic experts from around the globe, and leveraging their specialized abilities to develop battery chemistries and cell designs, as well as future automotive battery engineers."

Key elements of GM's advanced battery strategy include:

Opening the largest automotive battery lab in the United States (31,000 square feet / 3,251 square meters) that will be capable of testing new energy storage system technologies, as well as lithium-ion and nickel-metal hydride batteries, to accelerate the domestic development of advanced battery technology and lead GM's network of existing labs in Honeoye Falls, N.Y.; Warren, Mich.; Torrance, Calif.; and Mainz-Kastel, Germany. This new battery lab will be located in Michigan, subject to final negotiations with state and local authorities
Continuing to ramp-up "in-house" battery-development capability by increasing the staff of GM's global hybrid, electric vehicle and advanced battery organization to several hundred engineers in 2009, including more than 200 currently dedicated to advanced battery technologies
Joining with the University of Michigan to create a new automotive advanced battery lab in Ann Arbor, Mich., and a specialized curriculum within U of M's College of Engineering to develop automotive battery engineers
Continuing to grow and establish a robust lineup of battery suppliers for cell development and manufacturing and battery integration expertise, with companies such as LG Chem, A123Systems, Hitachi Ltd., Compact Power and Cobasys
Collaborating with government organizations and industry consortia, such as the U.S. Department of Energy; United States Council for Automotive Research; the United States Advanced Battery Consortium LLC; and Electric Power Research Institute to advance the development of hybrids, plug-ins and electric vehicles, and related electric infrastructure to support those vehicles
Energy alternatives and advanced technologies that reduce dependency on petroleum, improve fuel economy and reduce emissions are the keys to developing sustainable transportation. GM is pursuing several options to best meet the varied needs of customers around the world - from advanced gasoline, diesel and biofuel technology to electrically assisted vehicles such as hybrids, plug-in hybrids and - ultimately -electrically driven extended-range electric vehicles and hydrogen fuel cell vehicles. GM believes that electrically driven vehicles, based on battery and hydrogen fuel cell technology, offer the best long-term solution for providing sustainable personal transportation.

In June 2008, the GM Board of Directors approved the Chevrolet Volt program and Voltec™ propulsion system for production starting in late 2010. For trips of up to 40 miles, the Volt is powered by electricity from the grid and stored in its lithium-ion battery pack. Beyond 40 miles, a small engine-generator creates additional electricity to extend the range of the Volt several hundred additional miles. The development of the Volt's 16 kWh T-shaped lithium-ion battery, which is roughly 6 feet long (1.8 meters) and weighs nearly 400 pounds (181 kg), is key to the Volt's success. The production-intent design was revealed in September 2008.

General Motors Corp. (NYSE: GM), the world's largest automaker, has been the annual global industry sales leader for 77 years. Founded in 1908, GM today employs about 252,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 34 countries. In 2007, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

"My uncle works on the Volt as an engineer. He's getting laid off Friday because apparantly the project (aka VOLT) is on hold indefinitely."

We've put in a call to GM PR to ask them about the veracity of our tipsters claim, but we've yet to receive a response. We'll let you know when we've got more to tell you — but in terms of reliability, it would mean yesterday's Reuters report claiming GM was expanding R&D spend on hybrid electrics was total baloney. I hate baloney. Even when it's fried.

"When the battery is depleted, a 1-liter, three-cylinder turbocharged engine spins at a constant speed, or revolutions per minute (rpm), to create electricity and replenish the battery."

Instead, we're now being told, via the press release from last week's production reveal:

"a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt's electric drive unit while simultaneously sustaining the charge of the battery."

So, after some portion of the initial 40 miles of all-electric driving depletes the battery, the engine will be used to "sustain charge" while powering the electric drive directly — and not to charge up the battery. Perplexed by this apparent change in course, we placed a call to Chevy spokesman Terry Rhadigan to find out more — and figure out why the Volt isn't just a regular hybrid?

According to Rhadigan,

"The reason it does that is because we want you to arrive with the batteries 'empty,' filling up on grid power costs about 1/6th of what it does with gas."

In this sustaining charge mode, the Volt never actively tries to recharge the battery. Energy from regenerative braking is dumped into the battery, but at stop lights the engine will actually power down, saving gas rather than recharging the battery as we'd always thought. We incorrectly assumed, after our conversation on the Volt using GPS to determine efficient charge capacity on the battery with "Maximum" Bob Lutz at the production Volt reveal, it would do just that.

So basically, the Volt's not a hybrid because it still only has one drivetrain, an electric one. The engine makes electricity to power the electric motor running the wheels as well as to "sustain" the batteries, but not to charge them up. It's still, we guess, an Range-Extended Electric Vehicle (REEV), as GM's always claimed.

We don't know how to feel about this news. Certainly, from an engineering perspective and total cost of operation, it does make sense. That 1.4-liter four-banger doesn't have the power to both motivate the quite-beefy Volt and recharge the battery pack, and it probably allows the on-board generator to take advantage of constant RPM efficiency tricks. But, it again tells us we must keep our guard up on the marketing spin here. There's no doubt the Volt has changed the way hybrids are developed already, but it may also change the ways they're sold to the public. [Edmunds Inside Line]

Despite the hype, and as I laid out in a piece today for Popular Mechanics, the Volt, Tesla Roadster, the upcoming plug-in Toyota Prius and the Honda Insight will not be what I'd call mass-market game-changers. More like mass-market hype. Sorry Dick and Jane Average, but unless your real name is Matt Damon, Katie Couric or Ariana Huffington, the high price (plus the added pricing on the sticker from the dealer) and low volume will put these technologically magical marvels of engineering outside your reach.

Unfortunately, it's Dick and Jane Average that will need higher fuel economy the most. That's where the Cruze comes in. When the news of the Cruze, the companion car to the Chevy Cobalt to be built at the General's Lordstown, Ohio plant, first broke with little in the way of details, it was the epitome of a non-event — another attempt by GM to produce something in the econobox range. No reason to think otherwise until the second press conference with GM CEO Rick Wagoner a week later. There he laid out expectations on fuel economy for the Cruze. Thanks to the turbocharged 1.4-liter four-banger under the hood, the Cruze is expected to get the astonishing fuel economy of "over 40 MPG."

Now 40 MPG may not be as good as what the Volt will get, but I can guarantee you it's better than what 98% of the auto-owning population is getting on the roads now. Add to that the Chevy Orlando, a concept MPV to be unveiled along with its platform-mate, the Cruze, at next month's Paris Motor Show. Unlike the Volt, which is all about the marketing of MPG, the Cruze lineup can give GM the upper hand in bringing MPG to the masses. And they've got some seriously sharp-as-a-knife looks.

If GM pulls off the Cruze at these fuel economy numbers and a price in line with the 30 MPG+ marketplace, then they may actually be on to something in the world of the appliance car — and that's what they'll really need to get the company through the first few of their next hundred years.

Chevrolet Volt Leads General Motors Into Its Second Century

DETROIT - General Motors launched its next 100 years today by unveiling the much-anticipated production version of the Chevrolet Volt - a vehicle that delivers up to 40 miles of gasoline- and emissions-free electric driving, with the extended-range capability of hundreds of additional miles.

"Revealing the production version of the Chevy Volt is a great way to open our second century," said Rick Wagoner, GM Chairman and CEO. "The Volt is symbolic of GM's strong commitment to the future ... just the kind of technology innovation that our industry needs to respond to today's and tomorrow's energy and environmental challenges."

Form follows function
The design of the Chevrolet Volt production car has evolved from the original concept that was unveiled at the 2007 North American International Auto Show in Detroit.

Because aerodynamics plays a key role in maximizing driving range, GM designers created an aerodynamically efficient design for the production vehicle. Many of the design cues from the concept vehicle endure in the production Volt, including the closed front grille, athletic stance, rear design graphics, outside rearview mirrors and more. The Volt's rounded and flush front fascia, tapered corners and grille are functional, enabling air to move easily around the car. In the rear, sharp edges and a carefully designed spoiler allow the air to flow off and away quickly. An aggressive rake on the windshield and back glass help reduce turbulence and drag.

Working closely with GM aerodynamicists to shape the Volt, design and engineering teams developed one of the most aerodynamic vehicles in GM's history. They spent hundreds of hours with the Volt in GM's wind tunnel, testing and re-testing parts such as the front and rear quarter panels, rear spoiler, rockers and side mirrors. Aerodynamic improvements enabled GM to reach the Volt's target of driving up to 40 miles (based on EPA city cycle) without using gasoline or producing emissions.

Inside, the Volt offers the space, comfort, convenience and safety features that customers expect in a four-passenger sedan, and it delivers them in a variety of interior color, lighting and trim options unlike any offered before on a Chevrolet sedan. Modern controls and attractive materials, two informational displays, and a touch-sensitive infotainment center with integrated shifter distinguish the Volt's interior from other vehicles in the market.

Some of Volt's interior technological features include:

* Driver-configurable, liquid crystal instrument display
* Standard seven-inch touch screen vehicle information display
* Touch screen-style climate and infotainment controls
* Optional navigation system with onboard hard drive for maps and music storage
* Standard Bluetooth for cellular phone and USB/Bluetooth for music streaming

New era in automotive transportation
The Chevrolet Volt is leading a new era of electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle, or E-REV.

The Volt uses electricity to move the wheels at all times and speeds. For trips up to 40 miles, the Volt is powered only by electricity stored in its 16-kWh, lithium-ion battery. When the battery's energy is depleted, a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt's electric drive unit while simultaneously sustaining the charge of the battery. This mode of operation extends the range of the Volt for several hundred additional miles, until the vehicle's battery can be charged. Unlike a conventional battery-electric vehicle, the Volt eliminates "range anxiety," giving the confidence and peace of mind that the driver will not be stranded by a depleted battery.

The Chevrolet Volt can be plugged either into a standard household 120v outlet or use 240v for charging. The vehicle's intelligent charging technology enables the Volt's battery to be charged in less than three hours on a 240v outlet or about eight hours on a 120v outlet. Charge times are reduced if the battery has not been fully depleted. At a cost of about 80 cents per day (10 cents per kWh) for a full charge that will deliver up to 40 miles of electric driving, GM estimates that the Volt will be less expensive to recharge than purchasing a cup of your favorite coffee. Charging the Volt about once daily will consume less electric energy annually than the average home's refrigerator and freezer units.

Charge out of driving
The Chevrolet Volt offers spirited driving performance in a remarkably quiet interior. More than 220 lithium-ion cells contained within the Volt's battery pack provide ample power. The Volt's electric drive unit delivers the equivalent of 150 horsepower, 273 lb-ft. (370 Nm) of instant torque, and a top speed of 100 miles per hour. The lack of engine noise, combined with special sound-deadening materials, make the Chevrolet Volt an extremely quiet vehicle to drive.

GM estimates that the Volt will cost about two cents per mile to drive while under battery power compared to 12 cents per mile using gasoline priced at $3.60 per gallon. For an average driver who drives 40 miles per day (or 15,000 miles per year), this amounts to a cost savings of $1,500 annually. Using peak electric rates, GM estimates that an electrically driven mile in a Chevy Volt will be about one-sixth of the cost of a conventional gasoline-powered vehicle. The cost savings are even greater when charging during off-peak hours, when electric rates are cheaper.

The Chevrolet Volt is expected to be built at GM's Detroit-Hamtramck manufacturing facility, subject to GM successfully negotiating satisfactory government incentives. Production is scheduled to begin late 2010 for models in the United States. Pricing has not been announced. Visit media.gm.com/volt for more information.

General Motors Corp. (NYSE: GM), the world's largest automaker, has been the annual global industry sales leader for 77 years. Founded in 1908, GM today employs about 266,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 35 countries. In 2007, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

# # #

PRELIMINARY SPECIFICATIONS: 2011 CHEVROLET VOLT

General

Vehicle type:
5-door, front-wheel-drive sedan

Category:
Extended-Range Electric Vehicle (E-REV)

E-REV competitors:
none

Chassis:
independent McPherson struts front, compound crank twist axle rear, four-wheel disc brakes, full regenerative brakes to maximize energy capture, electric power-assist steering

Seating capacity:
four

Manufacturing location:
Detroit-Hamtramck Assembly (subject to GM successfully negotiating satisfactory government incentives)

Performance
Top speed (mph): 100

EV range, city (miles):
40 (based on EPA city cycle)

Dimensions

Wheelbase (in / mm):
105.7 / 2685

Length (in / mm):
177 / 4404

Width (in / mm):
70.8 / 1798

Height (in / mm):
56.3 / 1430

Cargo volume (cu ft / L):
10.6 / 301

Battery system

Type:
lithium-ion

Energy (kWh)
16

Electric drive unit

Power (kW / hp):
111 / 150

Torque (lb-ft / Nm):
273 / 370

Exterior

Tire and wheel size:
specially developed low rolling-resistance tires on 17-inch forged aluminum wheels

[GMI]

[ABC News via CarScoop]

Combined with the planned GM 100th anniversary production skin reveal coming up ahead of the 2008 Woodward Dream Cruise, we're just about to the point of knowing all there is to know about the Volt.

Jalopnik Snap Judgement: This is the right way for GM to go with this program. The original Volt concept had a 1.0-liter turbocharged three-cylinder — little more than a snowmobile mill. The 1.4-liter will offer the reliability of a regular production engine but just as importantly, reduce the number of engine lines GM has to run. In fact, thanks to the news from those leaked UAW documents that the Volt would be built in GM's Hamtramck plant and the Cruze will be built in the Lordstown, OH plant — they'll only need one engine build location near the two — like the expected Flint engine plant.

With your average engine costing about a billion bucks to develop and put to production, and the weight and packaging between the two engines being about the same, this one is practically a no-brainer. Now, if only they'd turbocharge it for a Volt SS! Yeah, 'cause that'd be cool. Actually, no it wouldn't be.

[via Automobile Mag]

If congressional leaders agree to GM's recommendation, the Volt could have a "real" price to consumers closer to the originally reported $30,000. However, since GM is suggesting basing the tax credit not just on battery size, but also on the potential quantity of petroleum avoided, lawmakers could conceivably balk at the tax implications as more alternative fuel vehicles enter the market. In the meantime, we're going to stuff 30 batteries into the back of the Jalopnik Caprice and wait for our $21,000 check from the gubment, secure in the knowledge we're still creating the usual level of smug.

Showing it off now is going to be like pulling a Camaro on us: By the time it hits the show floor, we'll be tired of the look. They'll be wasting acres of print space now, rather than revealing it with a flourish and sending it to dealers right away, Apple style. Whatever. We're not paid to come up with strategery, but making fun of it we can do all day. [TopSpeed]