Why Chevrolet Spin Phase Out

Chevrolet Volt Concept

Cars.com:

I'm Patrick Olsen for cars.com we're
here at the Detroit Auto Show at the GM
booth
looking at the Chevy Volt GM's new
electric car concept we talk to GM
representative Tony Posawatz about
the car
Tony can you walk through this car is
different from hybrids another of your
car's
I'd like to say it's an electric
vehicle the Chevy Volt
drives completely and entirely using
GM's Eflix electric propulsion system
so its electric vehicle that only
requires
an engine generator turn on to create
more electricity
so its electric vehicle with
battery-powered that can go
forty miles for most customers that's
what they drive
forty or less they would use no gas when
you go beyond your forty miles
we create electricity on board by by
utilizing an engine generator set
burning a little bit of fuel to create
more electricity
so you can go about 640 miles how does
the plugin work
a plugin ports are located here it's a
110 volt 15 amp
so no special equipment is required and you what you have to do then
is wait about six hours overnight what will
the difference be in cost to consumers
electricity costs off-peak rates a lot
less than fuel probably about one-fifth
the cost the fuel
what's different about the interior this
car than other cars that you guys have
produced
Interestingly enough the interior of the
vehicle
has the opportunity to viewed upon
from the outside the vehicle
with the very unique GE plastics
composite panels we have so you can seefrom the side shot of the vehicle
the vehicle has both a low and
tall beltline tall beltline stylus love
a low beltline allows for great
visibility for passengers
and for the driver for safety
perspective so we can see the very
unique contoured seats
we can see a fascinating cluster display
that makes the experience of driving it
advanced technology and fuel-efficient
car real alive for the customers
Tony how long before consumers could
see this car in their driveway
we've we're going full speed ahead in
the vehicle side were a little concerned
that there is no battery that exists
today to help because it's very very
much dependent on a very big battery
but we're encouraged by the progress
that we've seen a look and I am
batteries without battery is ready in a
few years
will be ready when we what we think is a
very exciting revolutionary vehicle
thanks Tony you can see more on Cars.com or our blog
kicking tires.net

The Chevrolet Volt IBM Rational Software Helps GM Deliver Smarter Products

Allan Vides:

2017 Chevy Volt or Tesla Model 3? Review of Volt.

The 8-Bit Guy:

Most of my viewers are aware that I love technology
and I've been driving a 2013 Chevy Volt for
quite some time. And I've been watching the
information coming out about the Tesla model
3, which appears to be a really cool car.
I think I'll go out and buy one. Oh, wait
a minute. That's not a Tesla, that's a second
generation Volt. So, yeah, after test driving
the new Volt I really decided there was no
real good reason to wait 2 to 3 years in order
to buy a Tesla Model 3. And, you know, when
I look online, on youtube for example, there
really just aren't any good reviews of the
Chevy Volt. And you know, my go to channel
for watching Ev related stuff is, of course,
Robert Llewellyn's Fully Charged show. I'll
put a link to it down in the description.
And since he lives in the U.K. he can't really
review a Volt so I just decided to take it
upon myself to do a proper review of this
car. A lot of people think that the Volt "is
just a hybrid like the Prius, Right?". It's
not. "It shares a lot of similar technology,
so it must be the same, right?" Well, you
know what? Mila Kunis shares 96% of her DNA
with a Chimpanzee, but which one would you
rather take home
with you? Other people think "it's just an
electric car that can only drive 53 miles
before stranding you!" Wrong! The Volt is
one of the few cars that can run either on
electric or gasoline. Now, since I've owned
an EV for several years, I'm well aware of
the three big questions that people always
ask. And those are: How fast, how far, and
how much? In the words of Chelsea Sexton.
How far, how fast, how much. These are the
three questions we're getting, please put
it in the advertising, it's not rocket science.
So I'm going to start by tackling those 3
questions. I'm going to start with number
one: HOW FAST? Now, where can I go to do a
proper test of this car? Oh, I know, how about
the drag strip? All right, I am in line. And
a little nervous, I've never done anything
like this before. It's kind of hot in here
because they say you can't have your air conditioning
on and I need the windows up because it's
so freaking noisy outside. So for the first
time I wanted to go full out, all electric
mode. Well, at least I know I'm not the slowest
car at the track.In my first time to run down
the track, I wasn’t even sure if I was supposed
to go, so you’ll notice I actually let off
the accelerator temporarily, which undoubtedly
hurt my time. I guess my screw up didn’t
matter because the scoring system wasn’t
even working this time so I couldn’t even
see my time. Well, here's something I don't
do every day. So I got in line again, and
this time I ended up by myself. I’m still
doing EV mode this time. I had to roll down
my window down and it messed up my camera,
which I didn’t have time to fix. I got my
ticket, and here’s the result.So the 3rd
time, I put the car into hold mode, which
means it will run on gasoline, to see if there
is any difference. And I ended up with a souped
up pickup truck next to me this time. For
some reason my interior camera wasn’t recording,
so I don’t have that angle to show. I noticed
right away the car was slower off the line
in this mode. And the results here confirm
that. So this is reaction time, and yeah..
I suck. But I can’t be too hard on myself
being this was my first time. Also this time
has no effect on the rest of these numbers
I’m about to show you. This is how long
it took to get to 60 feet. You can see EV
mode was much faster. But what is more interesting
is comparing this to other cars. For example,
look at the different Tesla Model S. You can
see that the Volt fits right in here, actually
being faster off the line than a base model
Tesla. And this is how long it took to get
to 330 feet, again EV mode being faster. And
this was the speed the car was traveling when
it reached 330 feet. This shows how long it
took to complete the 1/8 mile strip. Again,
EV mode being faster. And finally, the speed
I was traveling when I hit the end. Now what’s
interesting here is that gas mode was actually
faster here. Indiciating that when in gas
mode there may more power in the upper speeds,
even though takeoff power is less.OK, so definitively
answer how fast this car is, well it's plenty
fast. In fact, it's quicker off the line than
most cars except for legitimate performance
cars. So, I don't think there's going to be
any problem with how fast it is. OK, so to
answer the question of how far it can go.
Well, when I tell people that it can go 53
miles, sometimes they reply and go "is that
all?" And you know, I think a lot of people
just don't have a good conception of how far
a mile is, much less 53 of them. I think a
lot of people just fill up their tanks, run
it
until it goes empty and fill it up again and
they don't really pay attention to how far
they've driven. So I've devised a little trip
to help you better understand exactly how
far this car can go in electric mode. I live
in the Dallas/Fort Worth metroplex. Now to
give you an idea of how large this metro area
is, here's the state of Connecticut overlaid.
So DF/W is essentially the same size as the
entire state. and by sheer coincidence, if
you were to start at the far end of loop 820
and drive to the far side of 635 it is exactly
53 miles. For my trip, I'm going to start
in downtown Fort Worth, sometimes referred
to locally as Cowtown. I'm taking a stroll
through the Watergardens. This is an amazing
place, I recommend people visit. And for those
nerds following my channel, you might recognize
this from the Cult sci-fi classic Logan's
Run which was filmed around here. And I'll
take a short walk back to my car, which I
have at a public charting station at a Walgreens.
The reason for this is that I wanted to start
my journey with a full charge. As you can
see on the dash, it's fully charged. And if
you look here, you'll see it reset our trip
meter to zero miles and zero kilowatthours
used. Arlight, so we just left downtown Fort
Worth and I'm headed towards Dallas. Now,
I'm going to try to do the speed limit. Which,
we're going 70 miles per hour right now, I
don't even know... oh look, the speed limit
is 60! I guess I had better slow down. Because,
you
know, I want to be realistic with this trip.
And you know, electric vehicles are kind of
opposite of gasoline vehicles. They actually
perform better in city traffic at lower speeds,
as far as efficiency goes. So if we're doing
a range test, driving out here on the highway
is going to put it to a pretty realistic test.
Because, if it will go this far on the highway,
you know it will go that much further in the
city. So we left Fort Worth and headed towards
Dallas. All right, we're about half way between
Fort Worth and Dallas and I'm going to take
a little detour here. Just right off the freeway,
I want to show you another little important
landmark of Dallas/Fort Worth. I'm going to
stop by the Dallas Cowboys stadium. At this
point, you can see I have travelled 16.1 miles
and the car is telling me I can still travel
another 43 miles on battery power. So here
we are at the AT&T or the cowboys stadium.
I'm not a big sports fan, but I've been told
that this is the best place to come during
tornado season because there's no chance of
a touchdown here. Unfortunately, it looks
like we're going to get stuck in some traffic,
which is not normal for a Sunday. So, we were
stuck in the traffic jam for about 10 minutes,
which didn't really hurt our range test since
EVs are actually more efficient in this sort
of traffic. So after a long drive, we were
finally approaching downtown Dallas. All right,
so we have arrived in downtown Dallas. Now,
we have travelled 36.1 miles and we have been
on the road for an hour and ten minutes. And,
we have used just a little over half of the
range of the battery and it's still saying
I have 19 miles left. Now, there are some
charging stations in this area, but I've decided
not to use them because that would kind of
defeat the whole purpose behind what we're
trying to do here. We're trying to see how
far it goes until it runs out. So I'm not
going to charge up. So I decided to get out
and walk to another interesting landmark just
down the street. This is the Kennedy memorial.
This is the location of the assasination of
John F. Kennedy back in November of 1963.
The shot came out of one of these windows.
This little X in the street is the actual
location of Kennedy's car when he was shot.
Then we left Dallas and headed back to Fort
Worth. We made it about this far before the
car ran out of battery power and seamlessly
switched to gasoline mode. OK, so we just
switched over to gasoline power. it was seamless,
just driving down the road, didn't have to
do anything. We did travel 49.1 miles on electric.
It is kind of hot outside today. We've been
running the air conditioner pretty hard, so
that probably did eat a few miles of the range
off. And so to really answer the question
how far it can go. Well, if you drive in gas
mode, it can go as far as you want it to go,
and you'll get a whopping 42 miles per gallon
while using gas, so on to the next big question.So,
Chevrolet lists the base model starting at
$33,220. But looking at my window sticker,
you'll see I have a base model with a few
upgrades and mine cost $36,735 Of course,
I didn't pay anywhere near that much for this
car. In fact I wouldn't even be able to afford
the car if I had to pay that much for it.
You see, I started off with a generous discount
since my father is a retired GM employee.
Then I got another $500 off because I had
a competing lease on a Nissan Leaf that my
wife was driving. And then I get $7,500 off
of my taxes from the federal government. So
I just loaned myself $7,500 from my savings
account, which I will get back at the end
of the year when I do my taxes. And so the
amount I actually paid for the car puts it
right in the same ballpark as a Prius. And
according to Chevrolet's website, you can
lease one for $299 per month with no money
down. So why anyone would buy a Prius instead
of this, I have no idea. Another extremely
common question that I get is is how long
does it take the car to charge? Now, that's
a perfectly valid question but it's also extremely
annoying because there's no one specific answer.
There's so many
different variables that account for how fast
it takes to charge. For the Volt it charges
is 4.5 hours from a commercial charging station,
or a 240V station in your garage. Now keep
in mind that's 4 and a half hours assuming
the battery has to charge from empty. But
let's be honest, with 53 miles of range, it's
probably pretty rare that you will be charging
a completely empty battery. More realistically
most people will probably be around half full
at the end of the day when plugging in, which
means more like 2 hours to charge. Now if
you decide to charge from the included 120V
charging cable, that plugs into any standard
outlet it can range from 13 hours on a 12
amp socket to as much as 18 hours on an 8-amp,
again assuming you are starting with an empty
battery. Now,
unfortunately, the Volt does not support DC
fast charging. If you take a look at some
commercial stations, you'll notice they will
have a regular 240 volt connector that works
in pretty much any electric vehicle. But some
will have this larger connector, notice the
extra prongs! Using this, you'll count the
charge time in minutes rather than hours.
But like I said, the Volt doesn't support
it. And, you know, I think I know why. I believe
the thinking at General Motors is that it
is, after all, a Plug-in Hybrid.It has a gasoline
engine so it's not like you're going to be
stranded. You don't absolutely need to have
the fast charge feature. And to be honest,
you need a reason to run the gas engine every
now and then because if you don't the car
will actually force you to burn a little bit
of gas to keep it from going stale. In fact,
the only reason fast charging is
even a topic of discussion on this car can
be attributed to the fact it has such a large
battery compared to other plug-in hybrids.
Only one other hybrid has more EV range than
the Volt. I mean, nobody even talks about
having fast charging on any of these other
hybrids because the range isn't long enough
to matter. Oh, and one more thing. Officially
speaking, this charger that comes with
the car is only supposed to support 120 Volts.
However, many people online have found that
this particular charger that comes with the
2016 and 2017 Volt, is actually capable of
running at 240V just by putting an adapter
on this cable and plugging it into a 240V
socket. At which point, you can charge twice
as fast although still not quite as fast as
a full fledged level 2 charger. However,
General Motors does not officially acknowledge
this and there's no guarantee all of the chargers
are the same, so I would try that at your
own risk. Now , My car is a base model So
there are a lot of features like adaptive
cruise control, for example, that I can't
show you because I just don't have them. But
it does have LED headlights, which you pretty
much have to experience to really appreciate,
and of course it helps save on some battery
power as compared to traditional halogen lights.
Also the interior lights are LED and there's
also little LED accent lights in places such
as the door handles. In fact, it looks really
cool at night. It's as close as you'll ever
get to being in a space ship. It has a lighted
charge port that flashes along with the indicator
on the dash to let you know the state of charge.
1 blink is 1 quarter full, 2 blinks is half
full, then 3
quarters, 4 blinks is almost done, and a solid
light means it is fully charged.The center
console does support Apple CarPlay so you
can plug your iPhone into it and certain apps
that support the feature will appear on the
display. The most helpful one is maps, of
course. I didn't even bother to buy satellite
navigation in this vehicle. And you can see
why. Of course, I'm a cheapskate so I wouldn't
have paid for it anyway. Now over time, more
and more apps are going to support this. Of
course, it can play MP3's from a USB stick,
but that's nothing new, my old Volt would
do that. But, what's interesting is what it
lacks - which is a CD player. Not that I'm
going to miss it anymore
than I would miss having a tape deck in my
car.The main instrument display is really
cool. Down here on the left, it shows an estimate
of your EV range remaining. Along with a bar
graph here giving a visual representation.
Over here, this shows your energy usage on
battery power. So when I punch it hard, you
can see the power move up, and when I regenerate
power, you can see it go down. Also the very
top shows you exactly how many kilowatts you
are using in realtime. This is very similar
to the meter you might have on the side of
your house. Now, of course, on the other side
you have your fuel tank graph, and the number
of miles you can travel on fuel if you desire
to
switch over to gas. And of course, the engine
has its own little power reading as well,
which only moves in one direction, showing
the power output. It will also show all kinds
of different information, even bizarre stuff
like coolant temperature. And if you change
stations on your radio, using the steering
wheel controls, it will show that. If you
change the volume, it will show that. And
there's a whole menu of customizable features.
The little climate control knob is cool. Of
course, it has heated seats and a heated steering
wheel, which will help save you range in the
winter if it means you can avoid running the
cabin heater which really sucks a lot of battery
power. The smartphone app lets you do some
cool stuff like start your air-conditioning,
check your available battery range, and many
other cool things. It will even let you locate
your car on a map, like your own personal
lojack. I also had my friend Rob, who's very
tall try out the front seat to see if it would
fit well for him. OK, so I'm 6 foot 5 and
for a car this size, this is really cavernous.
I'm actually very comfortable. No knees hitting
the steering wheel. This would be an easy
car for me to drive. And I was able to get
this entire basket full of stuff into the
hatchback with no problems. So I had been
waiting for Elon Musk to reveal the Tesla
Model III. Now, Elon says its going to be
revolutionary since it is a great looking,
great performing electric car with long range
capability and will sell for $35,000. It sounds
great. I wouldn't mind having one. But its
at least 2 or 3 years away before I would
be able to get one. Yet, the truth of the
matter is, the 2017 Volt is available today
and already fills all of those check boxes.
Now, I'm not saying the Volt is better than
the Model III. In fact, we won't really be
able to make that determination until the
Model III comes to market. But what I am saying
is that if you are waiting 2 to 3 years to
buy a car that just fits those particular
check boxes, wait no longer. Go buy a Volt!

Chevrolet Bolt EV Traction Motor - Deep Dive

WeberAuto:

Hello, I'm professor John Kelly and this
is the Weber Auto YouTube channel.
In this episode we will be disassembling
the drive unit the electric motor and
gear reducer out of our 2017 Chevrolet
bolt on the hoist behind me here. now
this drive unit and electric motor
combination is is all one piece,
unlike the Nissan Leaf that has a drive
unit that unbolts from the electric
motor. This drive unit is rated at 150
kilowatts which is 201 horsepower, it is
also rated at 360 Newton meters of
torque which is roughly 266 foot-pounds
of torque.
Now let's let's talk about torque just a
little bit. That torque rating is what
the motor itself is capable of producing,
that is not the same as the torque that
ends up at the wheels of the vehicle, so
for example the Chevrolet Spark EV
produced by Chevrolet before the Bolt
here
actually had an electric motor that
produced 540 Newton meters of torque, the Bolt EV electric motor only produces
360 Newton meters of torque and so you
might be misled into thinking that the
Spark EV had more torque; well, the motor
did, but not the torque delivered to the
axles that drive the wheels. So the gear
reducer right here on the side of this
drive unit has an impact on that because
gear reduction is also torque
multiplication minus frictional losses, so
the Spark EV had a 540 Newton meter
electric motor but it only had a three
point one five to one gear reduction
unit which resulted in about 1700 Newton
meters of torque at the wheels, at the
axles. the Bolt EV electric motor
produces 360 Newton meters of torque a
whole 180 Newton meters less of torque
from the motor, but it has a seven point
zero five one eight to one gear
reduction through this gear reducer
which multiplies that 360 Newton meters
of torque by seven point zero five one
eight, which gives us over 2,500 Newton
meters of torque at the axles. So there
are other electric vehicles out there
that are being produced right now that
have higher torque higher motor torque
than the Bolt EV
but what would be interesting, I and
I don't know what their gear ratios are
yet, is to see what is the torque
actually to the axles what's the torque
to the ground because that's what you'll
feel when you step on that accelerator
pedal, that's the torque to the wheels
that makes the vehicle move. The design
of this drive unit this electric motor
it has a peak amperage draw of 400 amps
versus 450 as for the Spark EV so it
uses less current to provide more torque
so it's a more efficient better design
electric motor. The electric motor in
this drive unit spins clear up to 8810 rpm where the
Spark EV only spun up to about 4500 rpm,
and we'll take a look at some
differences in the electric motor design
and the stator winding design that
allowed it to spin at those higher rpms
without the AC losses that typically
occur at higher rpm. As mentioned in the
previous video on high voltage
components of the Chevrolet Bolt EV this
drive unit uses about 2.9 litres, around
3.1 quarts of Dexron HP fully synthetic
base transmission fluid automatic
transmission fluid. It also is cooled by
the General Motors Dexcool 50/50 mix
of coolant and deionized water. Okay
let's take a look at the outside of the
housing here of this drive unit. The
official name or designation of this
drive unit by General Motors is the
1ET25. The one means it's a one speed
trans axle, this doesn't shift, E means
it's electronically controlled, T means
it's a transaxle, and the 25 is a
relative torque rating. Alright, right
here on the front of the transmission is
the actual last eight digits of the
vehicle identification number and you
can see that MMF right there, that is
the three-digit regular production
option code the RPO code that you can
find on label in the back of the Bolt EV if
you take out the lower compartment
carpet and look in what looks like a
spare tire tub, there's a label on the
driver's side that has a whole bunch of
three digit codes on it
MMF just means that's which transaxle
or transmission this vehicle came with.
Okay right here on the top of the trans
axle is the transmission range selector
actuator and this is a brushless DC
motor with a gear reducer that actually
moves the shift lever to put us in to
Park reverse neutral Drive and low, now
technically inside of this drive unit it
there's really only park and not park,
but there is a position sensor in here
called an internal mode switch that will
monitor which position the transaxle
range selector is in so that the vehicle
can act appropriately. For example the
shifter itself on the center console is
not directly connected to the drive unit,
it's just an input to the computer that
controls this actuator, so when we go to
the reverse position for the neutral or
drive or low, there's a feedback on the
internal mode switch electrical
connector right here, that lets the
engine control module, even though this
doesn't have an engine, know which gear
range you have selected so that it can
request the trends axle act
appropriately. Also, right here by the
electrical connector for the internal
mode switch is the transmission fill
plug, so if you want to put fluid into
this transmission you need a 14
millimeter wrench or socket to take this
plug out and put the Dexron HP fluid
into the transmission. There are two
drain plugs on this transmission, one for
each side, so there's one down below on
each end of the transaxle the driver's
side and the passenger side, there's
there are two separate drain plugs to
get the fluid out of each side, now
there's only one fluid that goes
throughout this entire transaxle but
because of how its baffled and set up
inside to remove all the fluid you need
to remove both plugs.
Now speaking of fluid and fluid level
when you drain fluid at whatever the
recommended fluid change interval is or
if you're doing service work on the
transaxle here and you're adding fluid
you need to know when to stop adding
fluid, so on the other side of the
transaxle right here is the transaxle
fluid level check plug, so the drain
plugs right down here, the fluid level
check plugs here, the fill plug is on the
other side so you take the fill plug out
you take the fluid level check plug out,
and you add fluid until fluid comes out
over here, and then you let it sit and
stabilize for a minute add a little bit
more and make sure that fluid comes out
comes out to a slow drip, and then the
instructions tell us to put both plugs
back in and go drive the vehicle until
the transmission fluid temperature
reaches 35 degrees Celsius or 95 degrees
Fahrenheit and then double-check the
fluid level again to make sure that
comes out at a very slow drip. Alright,
while we are here on this side of the
transaxle we have an electric motor an
electric pump for the transmission fluid
so there's a big filter we'll see when
we take this thing apart down the bottom
center of this transaxle it will pull
fluid up from the filter and then put it
into what's called the oil sump so the
oil sump is basically just a great big
bathtub looking area up here that the
pump fills full of fluid and then there
are these little drain channels that
fluid drains down to cool the stator
windings and lubricate bearings and so
on and we'll see that once we get the
cover off so we have an electric 12 to 14
volt driven electric motor that pumps
fluid throughout this transaxle. From
what I read this pump only works when
you are in Reverse or Drive, it does not
pump when you're in park or neutral.
Alright, we have another electrical
connector right here, this connector is
for the resolver which measures the
angle of rotation the direction of
rotation and the speed of the electric
motor rotor itself, and then there's a
transmission fluid temperature sensor
that is in the bottom of this
transmission case cover here. All of
those are accessed electrically through
this electrical connector right here. As
you may have seen in my other video on
high-voltage components we have the air
conditioning compressor of the bolts up
here and then we have our coolant pipes
that go into what's called a coolant
sump in the bottom of this transaxle and
we'll see that here in a few minutes but
we have coolant going in coolant coming
back out and goes through a series of
cooling fins and cooling circuits to
absorb heat from the transmission fluid
right here on the back we have the
electrical connection for the
three-phase cables that come from the
the
single power inverter module that sits
two modules above here. Three-phase
orange cables come down to drive the
electric motor, there's a cover
the cables bolt on and then there's a
cover they'll holds the cable in place.
We have a transmission vent right here,
let's just take that vent off while we
vent tube off while we're here now you
can see the oil sump area again on the
top and the cooling sump coolant sump
area here in the bottom all right there
is one additional plug on the side of
the case with the electric motor and
there's nothing in the service
information to indicate this but I
believe this is a pressure test plug to
check the pump output pressure, but I
can't find any information on what that
fluid pressure should be. Okay, I'm going
to be disassembling this transaxle right
here on the workbench but there actually
is a special fixture to hold this
transaxle and allow you to rotate it and
disassemble different pieces of it and
still be able to rotate it for
convenience. I have this special adapter
as you can see here in this photograph
but the way it's mounted it's too high
and too difficult for me to disassemble
in that holding fixture being in a
wheelchair, so the workbench is where I'm
going to disassemble it, but I wanted you
to know there is a special fixture for
that and I tried it it just doesn't work
for me.
by the way this transaxle weighs about a
hundred and seventy pounds or 77.4
kilograms. Okay, well we're ready to
start disassembly, the first step is to
remove this oil pump the 12-volt power
oil pump, it has three bolts right here
and a few seals underneath it as you can
see here there are two seals that seal
the pump to the transmission case right
here there are two bolts that hold the
cover over the pump gears themselves
there are no instructions on
disassembling this so I assume we're not
supposed to disassemble it but that's
exactly what I like to do
take things apart I'm not supposed to as
long as I can get them back together and
make it work again here we go we've got
a Jew rotor style oil pump there's an
o-ring right here that needs to fit in
this groove to seal and then the cover
just bolts on okay the next thing on the
list is to remove the left-hand and
right-hand output shafts that go into
our differential side gears in the gear
reducer this is the left-hand side right
hand side over there it calls for a
slide hammer and a old pilot bearing
removal tool for a manual transmission
so this is the pilot bearing removal
tool right here and a slide hammer and
we are supposed to put this up inside
and put it into the snap ring groove for
the CV shaft and then pop it out well
come to find out the snap ring groove is
thinner than the tip of this tool that's
supposed to go into it and I didn't
realize that's what the problem was and
I had a hard time getting these output
shafts removed I finally got him out but
once I got a mound got looking at the
tool versus what they were supposed to
be grabbing I realized I need to grind
these down make him a little thinner so
that they'll actually fit into the
grooves of the her for these CV shaft
snap rings that are there so since I've
had this entire transaxle apart before
and I'll put it all back together
I've removed those snap rings they'll
hold these output shafts in place so I
can just pull them out by hand right now
this big long left hand output shaft
goes right through the center of the
rotor of the electric motor itself it's
it's hollow in the middle
and it has a big heavy-duty bushing
right here on the outside with the axle
seal and this is our left-hand output
shaft and then the CV shaft itself plugs
into here that goes to the left front
hub and bearing assembly and tire and
we'll assembly so there's our left-hand
axle shaft there's a snap ring that fits
in that groove right there typically and
I've just removed and I've just removed
that snap ring for ease for this
demonstration here obviously I'll need
to put that back in when I reassemble
so that's the left-hand axle shaft on
the other side we use the slide hammer
again and pull out the right hand axle
shaft as you can see this one is much
shorter than the other one and it has
the support bearing in the differential
case itself that holds it in place and
its own snap ring that I've already
removed and of course an axle sill here
on the other side as well okay the next
thing on the list is to remove this
transaxle case to remove the case I've
got to take the linkage off and our
actuator off and then we've got these
bolts to go all the way around and then
we'll be able to see the gear reduction
transfer gear and the final drive ring
gear and differential gear set so I'll
take the clip out and lift up for a
linkage on the shift actuator and then
take the bolts out
okay here's the shift actuator assembly
itself transmission range selector
actuator kind of a great big piece I
I've seen some of these that are smaller
right I'm not sure why this one is so
giant I'm not I've never seen one this
big but it obviously does the job of
mechanically shifting the transmission
range lever since you have an electronic
shifter on your center console alright
let's take these bolts out of the trans
transmission case okay I've got all the
bolts out of the transmission case now
we can attempt to slide it off it has a
couple of dowel pins they'll hold it in
place there's a couple of pry points
plus one right back here and another one
right here there we go
I'm going to come in with a plastic
mallet here and just tap lightly there
we go okay we can see inside of the
transmission case itself and the only
things in here of real interest are the
transmission internal mode switch right
here we got the electrical connector
right here harness right there that
connects to this outer blue connection
connector that will read which Range
Park reverse neutral low you have
selected with your transmission shift
lever and then we have the parking
linkage right here we've got Park
reverse neutral Drive
and low now of course normally
transmission fluid would would be
pouring out of here of whatever didn't
get drained out when you drained it
previously but I've had this apart and
cleaned everything up before we have our
ring gear right here and our
differential gear set and as notice we
have real nice ball bearings here these
bearings since their ball bearings
instead of tapered roller bearings have
to have in place shims so there's a
special shimming procedure to control
the end play of these bearings that will
have to go through when we reassemble it
so you're supposed to take these shims
off and throw them away well and then
replace them with new new ones when you
go back together I suggest that you take
them off and measure them and then hang
on to them because you might you might
need them again when I took these off
previously and measured them they were
almost all identical in the thickness so
there are six of these shims for the six
ball bearings that are in this transaxle
four of these shims measured exactly
half a millimeter in in with the other
two one of a measure one millimeter in
width and the other one measured 0.9
millimeters so you need to keep track of
what thickness shim you had where and
write those down so that you you'll have
an idea of at least what it was before
you took it apart now if you're just
going back together and you haven't
changed any shims or any parts inside
just reuse the old shims but if you're
changing a bearing or any of these
internal pieces you need to go through
the special measurement procedure that
we'll see when we go back together to
determine if these shims are correct
okay so there's there's special shims on
each of these
bearings I've measured all of them RIT
written their dimensions on the ziploc
bag here that I keep them in and will
refer to those when we go back together
all right now we just need to remove the
counter gear right here and the final
drive a ring gear and differential gear
set this is where our short little
output shaft plugged in right here and
then our long one came all the way
through on the other side okay before we
remove these gears there is a an
aluminum gasket with a rubber seal
embedded into it the instructions tell
us that is not reusable
there is also an oil baffle right down
here to channel transmission fluid away
from the ring gear to reduce losses as
it rotates into it and to splash oil up
into different channels to lubricate the
the bearings if we look in this case
half right here you can almost see what
looks like a funnel right there for the
fluid to drain back down and lubricate
this outer bearing and a similar one
here on this other other side for that
bearing so we've got a oil baffle to
remove all right I've got the oil baffle
removed on the other side of that is our
magnet for metallic particles from gear
normal gear wear and other malfunctions
okay now we're ready ready to remove
these gears pull out on the counter gear
and then pull out on the final drive and
it'll come right out if you don't pull
out on that counter gear first there's
not enough clearance for the final drive
Unit two clear so here's our final drive
you can see our open differential gear
set inside there here's our sim on the
other side as well
all right the instructions tell us that
we can if we won't want to remove the
park linkage in the internal notes which
I don't really care about that that's
just regular stuff that you'd see in any
other automatic transmission so let's
continue on with things that are unique
to the bolt
evie drive unit here the one ET 25
transaxle so let's turn the transmission
case around and we'll take off the
transmission case cover here on the
driver's side
now the SAE document the details the the
bolt evey drive unit here that I told
you about in the high voltage component
video tells us that the drive unit
itself was designed to be serviceable in
the vehicle that's why they have a case
removable case cover on one side and a
case cover on the other side for the
gear reduction unit you can leave this
Center portion with the electric motor
in it in the vehicle and just remove one
or both case covers to do service work
on components inside the case covers
seal replacements resolver replacements
internal modes with replacement and so
on but anyway we're going to take off
this case
cover next from the driver's side all
right this case cover is going to be a
little harder to get off than the other
one because the rotor that has internal
magnets embedded inside of it has now
magnetically pulled itself over to the
stator because we are no longer
centering it inside of the stator itself
and so it puts a it pulls it off to the
side just a little bit so there's a
prying
right here
and there's a pride point right down
here another prior point right here
there we go okay so here's our case
cover and it has an aluminum gasket
that's not reusable as well our case
cover has this long transmission filter
that's not serviceable without
disassembling things as you can see has
a temperature sensor down inside of it
right there and then this is our
resolver our serviceable resolver that
measures the position speed and
direction of rotation of the electric
motor rotor inside the transaxle here
let's turn this around oh by the way
down inside of the bearing housing there
is a shim for the ball bearing right
here on the rotor itself so we're
looking at the stator and the hairpin
six conductor deep stator design a
unique design we'll talk about that a
little bit more once we get the stator
out we have a lubrication channel right
here where fluid is going to drip out of
our oil sump and run along and drop down
on to the stator windings themselves and
cool the the stator windings it also has
a drip channel that comes over and goes
down to this bearing here to lubricate
it
so we've just got an 8 millimeter head
bolt holding the filter in place and as
you can see the filter just has an
o-ring seal on the one side and you can
see the pick up filter screen filter
element on the inside so this is going
to reach all the way in up underneath
the the stator itself to pick up the
fluid on the back side of it and on the
back side of it is the inlet of the
coolant so that would be the cooler oil
on the back side there all right then on
the resolver it just has eight three
eight millimeter head bolts to hold it
in place and one electrical connector
this resolver only bolts in in one
location it's not adjustable it has
automatic learn unlike the older Toyota
Prius resolvers that that would actually
come out of alignment
if you unbolted them and there was no
way for you to line them back up okay so
here is our resolver pull back on the
connector position assurance clip
depress the tab and remove the resolver
itself the resolver is a serviceable
unit when and if it ever goes bad but it
should should never go bad all right
then the remaining wire harness and the
pass-through connector here just goes
over to our temperature sensor okay next
on the list we need to remove what is
called the center support this is what's
supported the driver's side ball bearing
of our differential case assembly
okay this is our center support it's
held in place with six bolts and aligned
with two dowel pins right there now with
that removed there's nothing to stop our
transfer gear from sliding out it's just
a tight fit on the bearing in the bore
as it should be just pray lightly
sometimes these will just slide right
out and right in and other times they'll
they'll fight you here we go okay so
here's our transfer gear it's ball
bearing and shim so put that shit over
here with the others okay right here in
the end of the case we still have a
lubrication channel right here from the
oil trough the oil sump I mean right
there and then we have a cover for the
three-phase electrical connector right
here as well then on the other side we
have that oil distribution channel right
here that cools the stator so we've got
to remove that we are now to the point
where we are ready to pull this rotor
out but we just can't grab on to it and
pull it out it has some super strong
neodymium magnets multiple layers envy
configuration inside of this stator
you're not going to pull it out by hand
and you sure don't want to come in here
and start prying on it so the only way
to get that rotor out of there if you
want to remove it for service replace a
bit bearing on it or the gear on the
other side or another bearing or just
replace the rotor itself for whatever
reason loss of magnetism and trouble
code sets or whatever
it takes a special tool to pull it out
without having it rub on the stator
frame itself and without having it
injure you with you trying to pull it
out and it's pulling back in with all
its magnetic strength so true get that
out there's a special guide tool that
will hold it centered in the stator and
we need to set that up next and it
starts on the other side here so there's
a special tool kit that costs almost a
thousand dollars to Center this rotor as
you pull it out I found one on eBay for
a little bit less than that but but it's
a very expensive tool but if you want to
do service work on this transaxle you've
got to have it so let's bring in the
special tools okay so I brought in the
special tools to keep the rotor centered
there's a special spacer with a notch in
it to clear that notch right there this
is just gonna fit in there just like
that then there's a plate that bolts on
over the top of this to hold it in place
these don't need to be super tight
they're just holding that little spacer
in place so I'll just lightly Snug those
up then there's a sleeve here that's
supposed to fit down the center of that
rotor but these sleeves are a little bit
too big I've had to take sandpaper and
send them down to make them fit inside
of this rotor and I don't know if that's
because the tools were made for a first
design rotor and then they changed it or
if they just made the tools incorrectly
but these tools are from what used to be
can't more tools the special tools
supplier for General Motors it's now
Bosch service solutions so Bosch you may
want to take a look at this this tool
here the DT five two zero one one
- one - three because it doesn't fit
it's not doesn't Center up inside the
the rotor as well as it should
i've had to sand it down just a little
bit and then i'm able to tap it in a
little bit there but I think that it's
supposed to be if it's supposed to be a
tight fit but it should be able to slide
in by hand I believe then we have a
guide pin that's going to go through the
center of that then we have this outer
housing the bolts in place to hold the
guide pin in place so the blue sleeve
this one here because there's one for
the other side also centers the rotor
into this plate and then this sleeve is
centered into this plate so we've now
centered the rotor on this side of the
stator so now we need to go to the other
side to put additional tools in to get
it centered and then pull it up and out
okay at this point if I had the
transaxle mounted in that special
rotating holding fixture I would just
simply rotate it on its side and get the
get the rest of the tools hooked up but
I don't I'm not able to use that so I'm
just going to put some extra long bolts
in this side of the case to hold the
case up off of this tool when I tip it
over to support it as we pull the rotor
out
okay so here we go we're going to tip
the tip the whole thing up on its hand
just like that so now we've got
clearance for the tool underneath and we
can get the upper tools set up to pull
the rotor up and out all right while
we've got the transaxle tipped on its
side let's take this oil sump cover off
and show you what's inside of there so
it's just a big empty trough and you can
see has one two three four five six
holes in it where fluid is going to go
out and drip down on other parts inside
of the transaxle for stator cooling and
for the ball bearing lubrication the
cover itself has that same aluminum
gasket that's not reusable also while we
have this transaxle on its end let's
turn it over and take the coolant sump
off next okay here's our coolant sump
you can see this pipe right here is
where the coolant comes in and it has to
wind back and forth back and forth and
then come back out over here the coolant
sump which is visible from the bottom of
the car with the under car cover removed
also has that same aluminum gasket
that's not not reusable why are they not
reusable I don't know maybe the aluminum
crushes these I'm going to see if I can
buy replacement gaskets at the local
Chevrolet dealer it seems like I saw a
service bulletin saying that all these
parts are serviceable now and it gave
the part numbers for them but if not
none of these are damaged it only has 35
miles on it and I'll reuse them and see
what happens
okay so coolant sump oil sump so now we
are ready to pull out the rotor assembly
so to pull out the rotor assembly we
have a guide pin it's going to come in
and screw into that dowel they had a
threaded end on it all right so this
threaded guide pin did not line up
exactly perfect with the guide pin down
below I can't tell if we're just
spinning the whole thing there we go
all right it's screwed all the way into
that alignment dowel from below now we
have this tool that has three holes that
go over the holes where the stator bolts
are so we need to remove the stator
bolts next these stator bolts are not
reusable three stator bolts so we put
this tool over the top of that we want
to be very careful that we don't damage
pry lean or set anything on the stator
windings here that could cause damage to
them so we'll get that lined up just
like that now I'm going to reposition
the camera so you can see
how tall this next tool is that fits on
here all right we have two clamshell
type tools that are going to come in and
clamp down over the resolver cam rotor
there and this bearing they're gonna go
just like that except I need to split
them apart so I can get the next tool in
it says this big tall piece right here
that's going to go over and down into
our stator bolt holes so we've got this
threaded shaft we've got this adapter
right here that these little clamshell
tools are going to hook into and then
the threaded shaft with a nut on the top
of it we're going to tighten that nut
and pull the rotor up out okay so the
tricky part of giving this hooked up is
getting both of these
clamshell tools over this lip right here
so I have to loosen the nut on the top
and let it come down let me turn this
you can see what's going on
there we go okay so we slide that open
clamp the clamshells around it put this
sleeve over the top of it to lock the
clamshell in place snug up this nut to
hold the lock in place and then from the
top here we start to pull up on the
rotor itself I'm going to get
repositioned bring my chair up a little
higher here so I can reach that nut it
takes quite a bit of turning to pull
that out okay here we go thirty
millimeter wrench we want to turn the
nut and prevent the shaft from turning
so I'm just going to hang on down here
as it comes up those guide pins the
guide dowels keep it from rubbing on the
stator frame although although there's
almost a strange ratcheting sound as I'm
pulling this out that makes me think
it's barely contacting the the stator
laminations or the rotor laminations
anyway we'll pull it out and take a look
see if we can see any witness marks you
can see the top of the rotor now is
starting to appear
I think we're finally clearing the top
of the yes we are it all of a sudden got
real easy to turn the nut so we no
longer have the magnet pulling out or
resisting us pulling out okay you can
see the entire length of the rotor here
get another bearing down below it and a
gear below that now we're supposed to
just lift up on this and and pull it out
I'm not sure if I'm strong enough I may
have to bring in the the engine hoist to
pull it out of here but it's just
sitting on these three non-magnetic
aluminum poles here and we've got the
weight of the the rotor assembly itself
I measured it earlier but I can't
remember what it is at this moment but
let's see if we can lift this up and out
though I cannot so let me get the engine
hoist we have to lift it up high enough
to clear that alignment dowel so I've
got to lift it up probably four more
inches 100 millimeters or so okay I've
never tried this before it's just a lift
strap let's bring it up
okay the lifting or the tool was getting
stuck in one of the holes for the the
stator bolts there we go
okay here we go
and we've cleared the alignment dowel so
slide the case out of the way here and
we'll let that back down
oh let's see how much that weighs it
says it weighs 60 pounds with the tool
the tools probably 10 pounds of that
okay we have to remember that this rotor
is highly magnetic very strong eight
pole magnetic field around this thing
and so we need to keep it away from
anything any metal particles or any
tools or anything else that could cost
cause it to receive damage on its
laminations here in looking at the the
laminations from removing it I don't see
any obvious damage at all there let's
let this down and take the the tool off
and just look at the rotor itself
little clamshell pieces out of there
these tools are magnet earth iron some
some sorts so we got to keep those away
from the magnetic field as you can see
these blue bars are aluminum they're not
sticking to the the rotor itself and
then plastic of course works great with
the magnetic fields so now we've just
got our rotor we've got our drive gear
down here I've got a ball bearing and
another ball bearing there's another
shim down inside the case a bigger
diameter shim for this bigger diameter
bearing all right I'm going to get some
wooden blocks to put this in all right
here's the rotor for the bolt
evie as you can see this bearing seems
to have some sort of a gray coating on
the outer race where this one does not
and on the counter gear bearings they
also have this gray coating it doesn't
say anything about what that gray
coating is for I suspect it's to prevent
corrosion from the dissimilar metals
with possible induced currents going
through them with the the motor running
vehicle going down the road I've seen
this type of coating on universal joints
in universal joint caps universal joint
caps bearing caps in an aluminum
driveshaft the same color I don't know
if it's the same material but if any of
you know what this coating is for if
you'd please put that in the comments
below I'd appreciate that
I'm just speculating okay so we've got
the rotor out of the way this is a
serviceable piece now the last piece to
remove is the stator assembly itself and
it has three special guide pins that go
into the stator bolt holes and screw
into the transaxle case and then they're
tapered on the top here and that's to
allow you to slide the stator out
without it binding inside so I'll slide
that over there rotate it down and just
pull out slightly
here it comes just like that so here's
the stator for the Chevrolet bolt Eevee
if we zoom in close and look at the
stator windings you can actually see
there are 1 2 3 rows of these hairpin
conductors which means they are 6
conductors deep in this stator and from
what I read in the SAE document on this
new improved motor that helps reduce the
AC power losses at the higher motor rpm
a typical stator like in the previous
Chevrolet Volt had 2 rows instead of 3
so they were four conductors deep in the
Chevrolet Volts and six conductors deep
here and one of the people that was on
the original design team for the
Chevrolet Volt told me that when they
designed this electric motor and it's
designed for maximum efficiency and hand
power that there was no other motor out
there that could even match the
efficiency of this motor and they said
that they designed this motor to be the
next small-block Chevrolet so to say of
power trains so the small-block
Chevrolet was and still is a very
popular very powerful v8 engine and has
been for many many years and their
intent was to have this motor design
maybe even this drive unit be in
multiple platforms with the same high
power high efficiency motor system if we
look at the other side here of the
stator windings you can see the the
other end of the hairpin conductors and
then there's a drip channel right here
for oil to come out of that oil sump and
to drip down and go down and lubricate
the stator windings because these get
really hot this is the heat source
inside of the transmission and it and
although it gets hot it doesn't get as
hot as the fluid
although the fluid gets hot it doesn't
get hot as a normal planetary gearset
style automatic transmission and the
cooling system surge tank reservoir cap
was only pressurized to 5 psi for this
loop of the cooling system so much lower
amounts of heat compared to an internal
combustion engine with a torque
converter heat generating planetary
gearset style of automatic transmission
now just a couple of things to get
wrapped up with this disassembly video
because we will reassemble it showing
the special measurements for the shims
and everything when we go back together
but one thing I wanted to show you about
these electric vehicles is how simple
they are and when I mean when I say
simple I don't mean simple design
meaning it was easy to design these
simplicity is not necessarily easy but
if we look at the number of rotating
parts in this entire drive unit
there are basically three main rotating
parts we've got the rotor assembly that
then turns the counter gear right here
that then turns the final drive three
pieces no clutch packs no bands and no
sprags no roller clutches no Pistons
none of those hundreds of parts that you
would see in a typical automatic
transmission let alone the internal
combustion engine that this is replacing
of course there are three main moving
parts these pieces here but each one has
two bearings on it so there's six more
pieces so there's nine total and then
inside of the differential here we have
two side gears and two differential
pinion gears so that makes for a total
of 13 possible moving parts inside the
of this drive unit and only when you're
turning corners would the side gears in
the differentials
be rotating at a different speed than
the differential case so a real basic
very reliable system these electric
vehicles and and this one is is very
efficient and that the design is very
compact to where this left-hand output
shaft remember goes right through the
center of the rotor instead of being
offset like on the the Nissan Leaf and
other electric vehicles out there so
congratulations to Chevrolet and the
design team that came up with this
amazing and efficient and simplistic
evie drive unit and I think it's
absolutely beautiful so coming up I hope
to shoot a reassembly video with all the
measurements for this drive unit and
then we've got all of these parts out
the drive unit all of the electronics
and our and our Chevy bolt back here on
the hoist is totally empty yeah under
the under the hood so we've got to put
that all back together and and make it
work again even the battery is out the
whole thing is stripped as far as the
powertrain is concerned and we're gonna
put that back together and and make it
work and hopefully get it converted to a
DC fast charge thank you for watching

Chevy Volt 2017 Review: An Electric Car With A Gas Assistant

MrMobile [Michael Fisher]:

Hyundai Kona Electric vs. Chevrolet Bolt EV: Which Is the Best Affordable Long-Range EV? | Edmunds

Edmunds:

[MUSIC PLAYING]

DAN EDMUNDS: Prevailing
wisdom suggests
that an electric vehicle needs
more than 200 miles of range
to stave off range anxiety
and make it useful for more
than just commuting.
But until now, there's only
been one affordable example.
The Chevrolet Bolt EV brings
238 miles of range to the table.
But now there's a new
Hyundai Kona Electric
with 258 miles of range.
KURT NIEBUHR: Which of
these vehicles is better?
Are these finally
the affordable EVs
that everybody's
been waiting for?
Before we answer that, make sure
you subscribe to our channel,
and visit Edmunds.com to
help find your next vehicle,
electric or otherwise.

DAN EDMUNDS: When I
first proposed this test
in the office, everybody said,
why are you putting a Bolt up
against a crossover SUV?
Well, the Kona electric isn't
really that much of an SUV.
I mean, it's only got
front-wheel drive.
There's no all-wheel
drive version.
KURT NIEBUHR: And the Chevy's
just kind of a tall hatchback
anyway, and it's
front-wheel drive too.
I mean, these things are
pretty close on paper,
when you look at the specs.
DAN EDMUNDS: Oh, yeah, the
wheelbase is identical.
And the Kona is only
about a half inch longer.
And both of them have 150
kilowatt electric motors.
Chevy says theirs is
good for 200 horsepower.
Hyundai's number
is 201 horsepower.
But I'll give it to them,
because their electric motor
makes more torque.
KURT NIEBUHR: These things
do not look the same at all.
DAN EDMUNDS: No, no,
the Kona Electric
is both lower and wider than
the Bolt, some SUV, right?
KURT NIEBUHR: People around
the office are asking,
why didn't you guys
include the Leaf?
Why didn't you
include the Model 3?
DAN EDMUNDS: Well, the Bolt
has 238 miles of range.
And the Kona Electric
has 258 miles of range.
KURT NIEBUHR: Yeah, the Leaf's
150 is just way too short.
DAN EDMUNDS: Right.
As for the Model 3,
the $35,000 version,
with 220 miles of range,
they're not making it.
I mean, we can't compare
these two vehicles
to something that doesn't exist.
KURT NIEBUHR: Nah,
that's just vaporware.
DAN EDMUNDS: Yeah, really.

[MUSIC PLAYING]

KURT NIEBUHR: So what
are we looking at?
DAN EDMUNDS: Well, at the
moment, a whole lot of plastic.
But up in here is
the electric motor
that drives the front wheels.
KURT NIEBUHR: Yeah, I
can just see it up there.
DAN EDMUNDS: Right.
We move back and there's this
big aluminum expanse, the width
of the car, really long.
This is the battery pack.
65 kilowatt hours
of storage, that's
like gallons to a gas tank.
And that's what gives this
car 258 miles of range.
KURT NIEBUHR: It's so flat.
DAN EDMUNDS: Yeah, the
smoothness of this battery pack
and the plastic ahead
of it contributes
to a 14% reduction in drag
compared to a regular Kona.
KURT NIEBUHR: That's a lot.
DAN EDMUNDS: Yeah,
it's not nothing.
And we move back
here, and we see
a really nice
multi-link suspension,
which gives this car really
good ride and handling.
And also makes room
for the battery pack
to be as big as it
possibly can be.
KURT NIEBUHR: So I imagine
that the Chevrolet looks
exactly the same underneath.
DAN EDMUNDS: Well, maybe.

KURT NIEBUHR: So
we're under the Chevy
and there's a lot of black
plastic underneath here too.
DAN EDMUNDS: Absolutely,
but trust me,
there's an electric
motor up in there
that drives the front
wheel, just like the Kona.
We move back, and we see,
this is the battery pack.
But it looks different.
It's narrower.
It's not as long.
But it's almost as big,
at 60 kilowatt hours,
238 miles of range.
So it's got to be taller,
which might be why the Bolt has
the roofline that it has.
KURT NIEBUHR: It's also
not very smooth under here.
DAN EDMUNDS: No, it's not.
It doesn't look like they
paid nearly as much attention
to smoothing the
airflow underneath here.
We move back and we see
something different here too.
KURT NIEBUHR: Yeah,
this suspension
does not look anything
like the suspension that's
in the Hyundai.
DAN EDMUNDS: No, this is
a basic twist beam rear
axle, which is really pretty
cheap and inexpensive.
It was popular in compact cars.
But it's not the most
sophisticated suspension
for ride and handling.
It'll be interesting to see how
the two compare when we start
driving them back to back.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: They might
not be the same at all.
KURT NIEBUHR: I can't
wait to find out.
DAN EDMUNDS: Yeah.
[MUSIC PLAYING]

So both of these
have plenty of space
if you fold the seats down.
But they have a lot of range,
so you can go somewhere
with the family.
So you might have
four people in this.
Where are you going
to put the luggage?
Will it fit?

KURT NIEBUHR: I don't like
how that kind of rides
on the plastic trim back there.
DAN EDMUNDS: It's
a little bit tight.
What about third one?
KURT NIEBUHR: The third one,
we're going to have to put it--
DAN EDMUNDS: No choice there.
KURT NIEBUHR: It's easy
enough, but will it shut.
DAN EDMUNDS: Oh,
actually pretty easily.
No problem.
KURT NIEBUHR: But we
can lower the floor.
DAN EDMUNDS: Oh,
yeah, that's right.
And it's a pretty
dramatic change.
Oh, look at that.
You can stand these things up.
Easy.
KURT NIEBUHR: There we go.
On the Kona--
DAN EDMUNDS: Well,
you can already
see that the
floor's longer here.
KURT NIEBUHR: Yeah,
there's more room.
DAN EDMUNDS: More width too.
KURT NIEBUHR: You can
probably shove that one in.
DAN EDMUNDS: I think so.
KURT NIEBUHR: And it shut.
DAN EDMUNDS: Not a problem.
You can also lower
the floor as well.
KURT NIEBUHR: Oh, yeah.
DAN EDMUNDS: It's not as deep.
But it might do the job
Yeah, this stands up.
There out the line of sight.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: If you don't
want to drop the basement,
this has a little more space.
But if you do, there's
really not a big difference.

Wow, who was driving this thing.
KURT NIEBUHR: I was.
DAN EDMUNDS: Well, I
got to bring it back.
Are you OK?
KURT NIEBUHR: Yeah, I'm OK.
DAN EDMUNDS: How's that.
KURT NIEBUHR: It's OK, you
can go back a little farther.
I'm actually happy back here.
I've got enough
room for my legs.
I got enough room for my feet.
I even have a heated seat.
Let's go check out the Hyundai.
DAN EDMUNDS: All right.
Oh, I'm going to have to
bring this one back big time.
KURT NIEBUHR: This
isn't so bad back here.
Oh, what are you doing.
DAN EDMUNDS: I got
to bring it back.
KURT NIEBUHR: Oh, I hate you.
Oh, my god.
OK.
DAN EDMUNDS: That's
a power seat, though.
The other one wasn't.
KURT NIEBUHR: There's less leg
room back here than in the Bolt
by quite a bit.
DAN EDMUNDS: You think?
KURT NIEBUHR: My feet
are starting to go numb.
Could you move this forward?
I can't get out.
[MUSIC PLAYING]

Now comes the fun part.
DAN EDMUNDS: We've left town,
and we're in the mountains,
and we're going to go
up to Crystal Lake.
KURT NIEBUHR: Yeah, and because
we have plenty of range,
we don't have to
worry about range
and we're not going
to talk about ranch.
DAN EDMUNDS: Right, we can
think about the normal things
that people think
about, ride, handling,
steering, braking, how fun
are these things to drive.
KURT NIEBUHR: Let's find out.
DAN EDMUNDS: Let's
take the Bolt.
[MUSIC PLAYING]
Wow, these roads are
pretty incredible.
KURT NIEBUHR: Yeah,
they really are.
DAN EDMUNDS: What's not
incredible is this seat.
It feels like I'm
sitting on a seat frame.
It's really narrow.
I'm sitting on it,
rather than in it.
KURT NIEBUHR: I
think I'm overlapping
on the side of the seat.
And I'm with you.
My upper back, my shoulders
are not happy with the seat.
DAN EDMUNDS: The driving
position is good, but the seat
itself just feels too small.
The interior just
feels kind of cheap.
It just does not have
really attractive materials.
I wish they'd put a little
bit more money in the seats
and the interior panels.
KURT NIEBUHR: The
one thing that's
really prominent in my eyes,
and it's literally in my eyes,
is how bright and
light the interior is.
Because there's a lot of shiny
or light plastics, which now
we're in shade, and it's great.
But as soon as we come
back through the sun,
like reflections flicker
off the windscreen.
DAN EDMUNDS: Yeah, the
angle of the windshield
is just about perfectly wrong,
because it's reflects the--
every detail of the top of
the dash back into my eyes.
It's like I need
sunglasses just for that.
But that is an option.
I suggest that you get
the darkest one they sell.
KURT NIEBUHR: You'd have to.
DAN EDMUNDS: Yeah, absolutely.
You know what's really
cool about this car,
the driving position is great.
I mean, the telescopic steering
wheel's right where I need it.
I feel I can see out really
well, other than the glare.
And the re-gen on this thing,
using the motor's magnetism
to slow the car, is really easy.
You just flip the shifter
and it goes into L.
And now, when you lift off the
throttle, you're slowing down
and you're not touching
the brake pedal.
And it's really kind of fun.
It's not kind of fun, it is fun.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: I got to get
on a little bit of breaks
for this tight hairpin, but--
yeah, the tires, they
make a little noise.
KURT NIEBUHR: We
might be having fun,
but the tires don't sound
like they're having fun.
DAN EDMUNDS: Low
rolling resistance.
But that doesn't mean low fun.
Because this thing really
changes direction really well.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: And I have really
good control of the car's entry
speed because of the
lift throttle re-gen
It's really kind of neat.
Yeah, these seats
though, they're--
[TIRES SQUEALING]
Listen to that.
What was I saying?
All right, I guess it's
your turn to drive, right?
KURT NIEBUHR: Yeah.

I'm absolutely with you
on the seating position.
I can get comfortable in
this car very quickly.
I like the range the steering
wheel moves towards you.
The seat is very adjustable.
DAN EDMUNDS: It just
isn't nice to sit on.
KURT NIEBUHR: It's not
a comfortable seat.
DAN EDMUNDS: No.
KURT NIEBUHR: This
could be the like worst
seat I think I've sat
in that's on sale today.
Now I get to make the
most of this car's torque.
DAN EDMUNDS: Oh.
KURT NIEBUHR: All
EVs make torque right
from zero miles an hour.
DAN EDMUNDS: Well,
it's not just that.
This thing's got 200 horsepower.
I mean, we can't forget that.
KURT NIEBUHR: No, and it's
actually fun to drive.
It's not sloppy.
DAN EDMUNDS: That's
a tight hairpin.
And that's a skinny tire.
KURT NIEBUHR: That's
a skinny tire.
But I have to tell you that
I'm not using the brake
pedal, I'm just using the
re-gen of the throttle pedal,
because it's so intuitive.
Back off a little bit to slow
down, twist it to speed up.
DAN EDMUNDS: And you know, the
body isn't rolling a whole lot.
I mean it's rolling some, but
any car would on this road.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: But that's
probably because the battery's
under the floor, so the center
of gravity of this thing
is really low.
KURT NIEBUHR: I
will say that I feel
like I'm sitting more
on top of the car
than in the car, which creates
more of a sensation of speed.
Like I feel like I shouldn't be
driving the car this fast, even
though the car feels just fine.
DAN EDMUNDS: The
cal is really low.
The seating position's
a little high,
because you've got the
battery under your backside.
Just needs some
sticker tires I think.
KURT NIEBUHR: This
is way too much fun
for an electric vehicle.
So what's your
opinion of the Bolt?
DAN EDMUNDS: Well,
I like driving it.
I mean, the steering,
the handling.
It's got plenty of
power, they regenerate
braking is really fun,
actually even on a challenging
road like this.
I just don't like the
interior, the seats, the way
the dash is put together.
I'm not a fan of that.
But to drive it, it's great.
KURT NIEBUHR: I
completely agree with you.
And you must not buy the
light colored interior.
DAN EDMUNDS: Exactly.

[MUSIC PLAYING]

Oh man, right away,
I love this seat.
It looks good, and it's
wide, and it's comfortable.
KURT NIEBUHR: Yeah, we are
definitely not in the Bolt
anymore.
DAN EDMUNDS: Exactly, and
we're a little further apart.
This cabin is wide
and spacious too.
And look at the materials.
This thing looks nice.
KURT NIEBUHR: I feel
more surrounded.
I feel like I'm
sitting in the car.
DAN EDMUNDS: Right.
KURT NIEBUHR:
Whereas, in the bolt,
I felt like I was kind of
higher up, kind of perched.
DAN EDMUNDS: And the controls
are really nicely laid out.
There's the touchscreen,
air conditioning, shifter,
and these are the heated and
ventilated seat controls.
KURT NIEBUHR: I've got vent--
I'm going to use mine.
DAN EDMUNDS: Yeah, right?
KURT NIEBUHR: Yeah.
DAN EDMUNDS: This
also has a sunroof.
The Bolt didn't
have one of those.
KURT NIEBUHR: No.
DAN EDMUNDS: And the
Bolt is the premier.
It is the top of
the line offering.
This is the ultimate,
which is also
the top of the line offering.
Its more ultimate.
KURT NIEBUHR: Yep.
Something else that's
glaringly obvious
is the distinct lack of glare.
Now, this is still a
light colored interior,
but I'm not getting blinded
by shiny plastic bits.
DAN EDMUNDS: Right,
right, I agree.
And as the driver,
I appreciate it.
The other thing I'm noticing
is going into that last corner
and some of these other ones,
the regenerative braking just
isn't quite as powerful
as it is in the Bolt.
KURT NIEBUHR: That
was a squirrel.
DAN EDMUNDS: Squirrel.
I do have three settings.
I can adjust it
with a paddle here.
But I set it to the max and
wish I had one more step.
You know, this car really
feels more substantial.
It's wider and it
feels like it has
a wider footprint on the road.
It's a little bit more composed.
The tires don't feel like
they're working as hard.
It's not squealing as much.
It's really nicely balanced.
I mean, the Bolt wasn't
unbalanced, it wasn't bad.
But this just feels better.
And even there, on that
really tight corner,
a little hint of
squeal, but nothing
like the Bolt generated.
KURT NIEBUHR: The bolt
was a little vocal.
DAN EDMUNDS: Yeah, the
transitions feel real nice.
The multi-link rear
suspension over twist beam,
I think we're feeling a
little bit of a benefit here.
KURT NIEBUHR: I'd say so
far, I feel less movement.
DAN EDMUNDS: It's almost like
this road is a smoother road
than when it was in the Bolt.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: Oh, wow.
KURT NIEBUHR: That
was way better.
No arguing that, the Kona
electric rides better.
DAN EDMUNDS: I just
wish I could get
a little bit more lift throttle
re-gen in these corners.
It's just not quite there.
The steering in this
car feels pretty good.
When I drove it in town, I
thought, it's a little light,
it doesn't feel as distinct
on center as the Bolt.
And that's true.
But when we get up
here in these corners,
it loads up a bit nicer
than it does on the street.
I still think the
Bolt's steering feel
is a little better, but this is
better than it was in the city.
KURT NIEBUHR: So when am
I going to get to drive?
DAN EDMUNDS: Right about now.
If you listen closely,
there's that--
KURT NIEBUHR: Yeah,
I think it gets
louder when you start moving.
DAN EDMUNDS: Listen to
that, that's awesome.
KURT NIEBUHR: You're
right, right away
the car feels more solid.
It isn't that the Bolt
feels the least bit flimsy.
It's just I like the
way this car feels.
I agree with you on
the steering feel.
It is a little light,
but I like the way
this feels through the corner.
And I also like the fact that it
has wider tires on it as well.
It's very noticeable.
There's not the tires
squeal that the Bolt had.
DAN EDMUNDS: It has the power.
It's just the matter of
not having as much power?
KURT NIEBUHR: No.
DAN EDMUNDS: That's not it.
KURT NIEBUHR: The power
feels more robust.
And the Bolt does not feel
like it's lacking for power.
DAN EDMUNDS: No.
KURT NIEBUHR: But the Kona makes
that power available to you.
DAN EDMUNDS: This has
about the same horsepower,
201 versus 200.
Let's call it equal.
But it makes more torque,
about 30 more pound feet
than the Bolt. So I think that's
what you're feeling coming out
of these corners.
KURT NIEBUHR: I'll
second what you said
about the interior of this car.
I feel like I'm sitting
in a more regular car.
Because the Kona Electric
is also a regular Kona,
it's the same car.
And the Bolt was built
just to be an EV.
DAN EDMUNDS: Right.
Which usually would make the
Bolt a better EV, because it's
purpose built. But
this doesn't feel
like they've made any sacrifices
to make an electric car
version.
Just look at the way the
battery is mounted underneath,
as we saw yesterday.
It's just so well
integrated into the chassis.
KURT NIEBUHR: You're
right about the re-gen.
I wish it was a little
bit more aggressive.
We have it set at the maximum.
We both seem to prefer the
way that the Bolt handles it.
[MUSIC PLAYING]

DAN EDMUNDS: Well, that was fun.
KURT NIEBUHR: That
was really fun.
DAN EDMUNDS: I mean,
why wouldn't it be?
These are compact hatchbacks
with 200 horsepower.
KURT NIEBUHR: Yeah, and we said
we wouldn't talk about range.
We're still not going
to talk about range.
Because we both have
over half a charge left.
DAN EDMUNDS: And
we're at 5,000 feet.
It's downhill most
of the way home.
Things are only
going to get better.
So let's go.
KURT NIEBUHR: Let's go.
[MUSIC PLAYING]

DAN EDMUNDS: So which of these
two EVs is the right one?
First, we have to talk pricing.
We don't know exactly what the
Kona Electric costs just yet.
But sources say the
base model's price will
come in close to that
of the base Bolt.
And we know with
certainty that the Kona
will be better equipped.
But here's another
point to consider.
Chevrolet is about
to cross the phase
out threshold for federal
tax credit eligibility.
The Bolt's $7,500 tax credit
will shrink by half to $3,750
early next year.
Then shrink again to $1,875
six months after that.
In just over a year,
it'll be down to zero.
Hyundai, on the
other hand, is just
getting started with EV sales.
The Kona electric will
qualify for the full $7,500
tax credit for years to come.
There's a lot to like
about these cars.
Both are more fun to drive
than you might expect.
They're practically
hot hatchbacks.
And you can go places
and be spontaneous,
because each offers enough range
to make them useful for more
than just commuting.
We like the Bolt for its
superior regenerative
braking and more
generous rear leg room.
But the clear winner here
is the Hyundai Kona Electric
on the strength of its
more sophisticated ride
and handling, nicer
interior, and longer list
of standard and
optional features.
The extra 20 miles of range
it offers is merely a bonus.

For more videos like this,
be sure to click Subscribe,
and visit Edmunds for all
your car shopping needs.

2017 Chevrolet Volt: Design Features

Bachman Chevrolet:

In this video we will be taking a look at
the top 3 design features found on the new
2016 Chevy Volt.
1. Aerodynamic Body Design
The 2017 Chevy Volt combines striking looks
with finely tuned aerodynamics, like a stylish
recess that moves air seamlessly front front
to back for maximized efficiency while showing
a bolder attitude than any other electric
car in its class.
2. Battery
The 2017 Volt features a powerful battery
that offers 53 pure electric miles, and up
to 420 miles with a full charge and a full
tank of gas. This allows you to make fewer
stops letting you focus on the trip in front
of you.
3. Accents
The interior of the 2017 Volt features some
unique and stylish accents. Most notably the
shift knob features a textured plastic blue
cap and the seating features a unique blue
stitching.
For more news, reviews and how to's on the
2017 Chevy Volt and other Chevrolet models
please subscribe to our channel.

Say GOODBYE to the Chevy Volt

Teslanomics with Ben Sullins:

- Now next I have something which is,
I don't know I have mixed
feelings about this.
GM, General Motors here in the U.S.
they are killing off the Volt which is
the plug in hybrid electric vehicle.
The P.H.E.V. as you will see it called,
which I believe gets maybe 20-30,
maybe a little more than that miles
purely on the battery then
it switches over to gas.
They are also killing the Cruz
which is a small sedan and the Impala.
So they are just getting rid of these.
Now we have already seen Ford to this,
Ford recently cut I think
almost all of their sedans
with the exception of maybe the mustang
and are just focusing on trucks and suvs
as well as they are planning on coming out
with some electric vehicles is
what they have been talking about.
So we will see kind of how that goes.
Now this was a part of a
15% layoff that GM did.
So, I believe that's close to
15,000 people or over 14,000 people.
Now this is despite them
doing relatively well
and beating last quarters
Wall Street expectation.
So interesting, now they
are saying that they
expect car sales to slump in 2019
and we have been hearing this a lot
until you look at Telsa sales and you see
them skyrocketing, so
you know you have that.
Now it's also a part of the GM strategy to
prioritize investment
into self driving cars
and EV's which means
they are cutting the plug
in hybrid electric vehicle
the Volt but keeping
the Chevy Bolt which is
the fully electric one
that does go 248 miles I think on a charge
and costs right around $35,000 depending
on your options and those kind of things.
So that's actually a really legit car,
electric car that's out there.
I know it hasn't really sold that much
the styling isn't for everyone but
I reviewed it and I mean
it seemed great to me.
It wasn't a Tesla by
any stretch of the means
but it was a great option,
it was like if you were
looking at another car and
that one it definitely works.
So as a part of this they are going
to be closing five plants,
five facilities as a part of what
they are calling the restructuring.
Now Senator Sherrod Brown
of Ohio publicly blasted GM
for it's plan to close down
the Lordstown Ohio plant.
Of course the President
of the United States
tweeted as he does often saying
that he is very disappointed
in GM and their CEO Mary Barra
for closing these plants,
you know lots of rhetoric going on.
Then he goes on to talk
about we are now looking
at cutting all GM subsidies,
which include electric cars
which by the way they get a lot of other
subsidies as well in case
you guys didn't know that
in terms of tax breaks
and things like that.
And so this was interesting but it also
kind of opens a door and this
is where I think it becomes,
is interesting for Tesla because
they could buy one of these facilities.
I mean imagine what kind of
Cinderella story that would be.
This is what happened with the Nummi plant
which is previously what the current plant
in Freemont California was called
which was I believe a joint
venture between Toyota and GM
and during the great recession that
we had in 2008-2009 is when
they had the opportunity to buy
it for literally dirt cheap.
I believe prior to that Tesla
was looking at a factory
in Texas so this five
plants, I believe four plants
and one other facility are closing
but a huge amount of them are
going to be available here
so if I were Tesla I would
be seriously looking at this
as an opportunity, because this
could make a huge difference
in their profitability as well as the
acceleration of some of their vehicles.
(jokingly coughs) *ahem* roadster
and so I am curious to see what happens,
I am curious if you guys or
anyone you know is affected
by this please leave a
comment, hit me up on Twitter.
I would love to hear that
story because it is sad,
I mean losing jobs here
because of strategic moves
by a big company is one of the
plagues of corporate America
and the society and the system of commerce
we have built in the United States.
It even goes back to Reagan laying off the
FAA flight instructors or
air traffic controllers
so its one of those things where it sucks
but hopefully some of
this can be rebounded
and pivoted into newer
technologies that are helping
us move towards a more
sustainable way of living
that's kind of my thoughts on it
leave me a comment let me know
what you guys think down below

2017 Chevrolet Volt: Safety Features

Bachman Chevrolet:

In this video we will be looking at the top
4 safety features found on the 2017 Chevy
Volt.
1. Forward Collision Alert
This system will alert you when a collision
is imminent and can even gently aid in braking.
2. Lane Keep Assist
This system will alert you when you begin
to leave your current lane you are in and
can even help you realign your vehicle.
3. IntelliBeam High Beam Assist
This feature will automatically enable your
high beams in certain traffic conditions that
they are necessary.
4. Front and Rear Park Assist
This system aids you in parking your vehicle
in situations where more parking experience
is required, such as parallel and perpendicular
parking situations.
For more news, reviews and how to's on the
2017 Chevy Volt and other chevy models please
subscribe to our channel.

Émission Zéro: Chevrolet Volt

maCommunauté: