Although the salient details are slim as of now, here's what we know from today's press release announcing the "New GM", aka the "General Motors Company.":

"We're also working on new ways to make car buying more convenient for our customers, including an innovative new partnership with eBay in California to revolutionize how people buy vehicles online," Henderson said. "Customers will be able to bid on actual vehicles just like they do in an eBay auction, including the option of choosing a predetermined 'buy it now' price. We'll be testing this and other ideas with our dealers over the next few weeks, and hope to expand and build upon them in the coming months. In all cases, our goal is to make the shopping and buying process as easy as possible for GM customers - on their time and their terms. Stay tuned."

We're told by GM CEO Fritz Henderson that it's "just an experiment." But they are "really excited about it."

So no idea yet as to whether it'd be for all vehicles, whether it would be for just a select few vehicles. The biggest hurdle such an idea faces is the dealer network. More than likely the line in the press release of "testing this and other ideas with our dealers over the next few weeks" indicates it'll more than likely be the dealers who'll be providing these services as opposed to direct-from-manufacturer sales. Either way, as long as the consumer experience is eBay-like, it won't matter to them as they'll perceive it to be direct-from-manufacturer — which is often how they perceive the experience now.

For starters, Letterman gave a mea culpa and introduction to Lutz, calling him one of the "true greats in automotive design, marketing, sales and management...he's the man responsible for the Viper...a wonderful car. He's here with the Chevy Volt...and with any luck I'll get one of these babies for free."

Next, after the break, Letterman talked a little about the EV1 and how it's not from the planet Saturn. Then he wondered if building electric cars would have kept some dealers open. If it had, then damn, that's just one more reason to keep the internal combustion engine in our minds.

Then, after a Stephen Colbert interview, Dave made a bad pun about an electric car from Saturn running rings around...yeah...it was a bad joke. But, then "Maximum" Bob Lutz came out — looking quite dapper in his standard "old man business casual" threads.

Lutz started by walking Letterman through his C.V., then moved on to talking about marine aviation and owning two jets — probably not the best way to be seen as a company making cars for average A.I.G.-hatin' Americans.

Now we get into the meat n' potatoes of the interview. Letterman starts by asking whether there's light at the end of the tunnel for the American automakers. Lutz responds by saying that yes, they'll be restructuring and come out the end of the tunnel "leaner and lighter."

Letterman doesn't powder-puff it per se, but he's not exactly hard-hitting. First asking what people losing auto jobs should be expecting, allowing Lutz to throw down with "jobs returning in time." Still, he's able to pivot into asking Lutz about whether this was Detroit mis-management that got us here. Lutz responds by claiming there's more at play and lots of blame to go around — gas prices being a big part of it, but also that U.S. automakers built some bad cars from the 60s, 70s and into the 80s. He finishes his answer by saying the best way to combat that perception is by building better automobiles. We couldn't agree more.

Lutz addresses the issue of CAFE first by talking about building the type of vehicles Americans want to buy and how that's a shifting target thanks to fuel prices and American desire for buying the biggest vehicle they can for the cheapest price. Next, he responds with a hell of a good analogy that we've clipped and have over on the left. Something about how fat people won't get skinny just because you mandate clothing makers only making skinny clothes. Cue the commercial break.

And we're back with Letterman asking whether the EV1 would have kept the company in business. Lutz responds by saying "Sadly, no." He details the cost per vehicle was probably well over $100,000 per vehicle — and that it was a money-losing proposition.

Now let's get to the crux of the debate — Musk's Tesla versus the Chevy Volt. Lutz talks about batteries, price and practicality are the reasons for why it's a better fit for the American public. He even gives pricing details saying it'll cost $40,000, minus a $7,300 tax credit. Let's watch that now — plus the Chevy commercial at the break to see why Letterman's throwing softballs in his old age.

Back from the break and Lutz showing off the Volt and stating it meets regulations for all countries of any kind. And then my DVR crapped out on me. Let's rate the performance on a five star scale with five being the best.

Bob Lutz staying on message: ****
He's got to lose one star for the whole "I own two jets" thing in the beginning, but overall, a helluva job for a 77 1/2 years-old white Swiss-born man who works for GM. No "global warming is a crock" quotes for us to have fun with.

Dave Letterman's balls: *
Where did they go? Did he lose them in surgery a while back? Seriously — even if he was woefully ill-informed in his questions, we'd expect him to at least ask them, right?

Musk, responding to a question posed by Lyle Dennis at GM-Volt on his feelings about the range-extender concept behind the Chevy Volt and why he's not considered it it any Tesla products, says:

We looked closely at a range extender architecture for Model S. It ends up costing about the same in vehicle unit cost, a lot more in R&D and a lot more in servicing. Also, although performance is ok when both battery and engine are active at the same time, it turns really bad when the battery runs out and an undersized engine is carrying all the dead weight of the pack. Essentially, a REV is neither fish nor fowl and ends up being worse (in our opinion) than either a gasoline or pure electric vehicle.

That'd be perfect, make it clear you looked at the idea for the Tesla Model S Sedan and dismissed it after a simple cost-vs-return analysis, then pivot into a positive statement about your product. Musk, who's not yet figured out the best way to go after the competition is by talking flowers, sunshine and honey publicly, saving the knife-and-dagger treatment for his PR team during after-party drinks with the press later on, should have just left it there. He didn't.

An important consideration that people without a technical background don't understand is that you can either have a high power or a high energy cell chemistry, but not both. Since the battery pack in a plug in hybrid like the Volt has to generate the same *power* as a much larger battery pack in a pure electric vehicle, it has to use a low energy cell chemistry.

So, is he saying GM's Volt engineering team lack a technical background or is he saying potential customers lack a technical background? Unknown. Either way, he probably should have left it with just the "REV doesn't make sense" comment. Lesson learned? [GM-Volt]

Johnson argues that the company needed the site to speak to young users. Well, sure: The site may well generate a lot of talk, and let young, spoiled millennials feel like a big, bad car company cares about them. But will keeping youngsters glued to their computers, complaining about their latest slight, move cars off dealers' lots? Affordable, energy-efficient cars that don't suck would speak far louder. We suggest a new slogan for the venerable car brand: "Keep America trolling."

"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]

• The Chevy Volt Won't Save GM, But The Chevy Cruze Might
• VIDEO: 2011 Chevy Volt Cruises Down The Runway
• Production Chevy Volt Press Photos Revealed, Now Without Engineers!

UPDATE: Images are back, yay!

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)
Top speed (mph): 100
EV range, city (miles): 40 (based on EPA city cycle)

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.

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GM's 100th birthday celebration kicks off in a few short hours featuring their revival of the semi-electric car in just a few hours with the official unveil of the Chevy Volt on a very MTV Unplugged-like stage. Click here to get electric with us tomorrow at 8:30 AM EST as we watch Chevy's exercise in generating buzz both under the hood and with the worldwide apparatus collectively known as the "media." For the moment, hit the jump to see our past coverage of the excitement — but whatever you do, wake up early tomorrow here at our Chevy Volt Live-Blog!
(9:30 AM EST) UPDATE: Dear god, one hundred media people stuck in the Wintergardgen watching GM give themselves a big hand for an hour. We're really hoping the Volt comes out sooner rather than later as we're getting pretty bored.
(5:50 AM EST) UPDATE: Wert, FTW! First media person in the "media work room" here at the Ren Cen in downtown Detroit. Yes, I have no life. But fear not — I won't be the only one. Ben and Mark are both on their way as well.
(12:10 AM EST) UPDATE: We've got shots of the Renaissance Center Wintergarden stage taken this evening in the gallery below.

The Chevy Volt, A Jalopnik History

• An Electric Sled Through Time
• Edmunds Thinks Chevy Volt Design Is "Huge Disappointment," "Completely Unacceptable"
• First Full Picture Of Chevy Volt?
• Chevy Volt Plug-in Hybrid Revealed Early
• Report: Production Chevy Volt To Appear Alongside Chevy Cruze In Paris
• GM: Chevy Volt Spotted On Transformers 2 Set Is Not Final Production Model
• New Transformers 2 Video Captures Chevy Volt, Corvette Centennial Concept, Fanboy Commentary
• 2010 Chevy Volt: Concept Versus Reality
• Do You Like The 2010 Chevy Volt?
• Chevy Volt Fully Revealed With Corvette Centennial Concept In Transformers 2 Set Video
• Chevy Volt Interior Photo Lifted From Internal GM Presentation, Looks Like an iPod
• GM Reveals Two New Production Shots Of The Chevy Volt, 50 Prototypes On Road By End of Year
• Chevy Volt To Get Occasional Power From Cruze's 1.4-Liter Inline Four-Cylinder
• Chevy Volt To Become Transformer
• GM To Employ Duct Tape, Rush Production Volt To Stage By September
• GM Tosses Out Yet Another Random Price For Chevy Volt
• 2011 Chevy Volt To Be Priced Under $30,000?
• Radio Reporter Sneaks Out First Video Of Chevy Volt Electric Car
• Spending The Day With The Chevy Volt
• Chevy Gives Kids A Hummer With The Volt Electric Car
• Chevy Volt Production Image Breaks
• Yes Virginia, GM Really Is Serious About The Chevy Volt Electric Car
• Losing Voltage: Is GM Trying To Kill Hype On The Electric Volt?
• GM's Personal Jesus: The Chevy Volt Electric Concept Car

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.

First off, there was an overall drop in vehicle sales in the United States — that's obviously going to affect sales of the largest fuel-suckers first, but the current economic situation affects anyone looking to buy right now, even in the hybrid marketplace. But the biggest factor isn't the issue of demand, it's supply. Toyota decided to only create about 175,000 Prii a year and is sticking to that number — mostly because their suppliers don't have the ability to quickly add capacity. That means despite the increase in demand, there just aren't any more to buy. The Camry Hybrid's seen a sales drop as well, because of this same supplier issue.

Comically, the biggest winner for the month were Saturn's hybrids — the Vue crossover and Auru sedan. Aura sales were up an astonishing 800%! Obviously since the Vue is a larger vehicle, it only saw a month-to-month increase of 750%. Unfortunately, due to some of their own serious supply issues, like battery leakage problems, 800% only translates to total monthly sales of 36 and 750% only translates to another limp volume number. Again, a supply issue.

Other hybrids also did reasonably well, including a 100.6% month-over-month increase in sales for the Nissan Altima Hybrid and a 3.5% year-over-year increase for the Civic Hybrid. But given that hybrid sales in the US for 2008 total only 155,958 vehicles, minor fluctuations make a big impact on monthly results. Overall, although hybrid sales are up 4.5% compared to the first five months of 2007, if neither Toyota or GM are able to get their supplier issues licked, we're not expecting it to start raining hybrids anytime soon. [WSJ, HybridCars.com]

The choice of whether or not to allow the Prius to be assembled in the United States (most of the parts will likely be built in China/Japan) or the choice of production facilities is probably more Toyota's than GM's. More importantly, according to one Toyota spokesperson, they are actually contemplating the decision:

"Nothing has been decided on production of Prius at the joint venture New United Motor Manufacturing Inc., even though Toyota is always seeking ways to build the most appropriate production system."

Since it's launch on April 7th, ImSaturn has seen membership grow to a positively staggering 1,524. That's a huge number of devotees to Saturnalia — it's almost equivalent to 3% of the people who've purchased a Saturn so far this year. And why shouldn't they all be excited? Members get to be wowed with such exciting and amazing features like — press releases and groups organized by Saturn model. Who wouldn't be excited to chat and share stories with other proud owners of the now-defunct Saturn Relay minivan?

But, the online community does take steps to ensure members feel like they play an active role in the company. For instance, when ImSaturn member Rick Murphy 'posted' concerns about a delay in the delivery of his new Astra, company reps like Steve Janisse are there to squash the negative publicity reassure concerned customers by posting a quick response saying,

"So sorry for the long delays...but all of your cars have either already been shipped or will be shipped today. We'll give your retailers an update. If anyone else is looking for their Astra, please let me know."

According to the New York Times, which has breathlessly covered the exciting news, Saturn has a wild side. Apparently — bear with us, we're so excited we can hardly type — the company's planning a contest dubbed "kissmyastra." The contest not only acknowledges people in the 18-34 demographic heart the lower case, but also people who find themselves caught in embarrassing situations with their cars. The contest promises big prizes for people caught with their Astra in the most passionate of positions.

All joking aside, it appears that Saturn's greatest problem may be basic brand and product awareness among the general public, not amongst their own customers. Troy Clarke, President of GM North America described the problem to Automotive News,

"If you look at the purchase funnel, you ask, "Do we have a consideration problem on Saturn or a conversion problem?' The fact of the matter is we have a basic awareness problem."

2009 CHEVROLET SILVERADO HYBRID IS THE INDUSTRY'S MOST FUEL-EFFICIENT FULL-SIZE TRUCK

LOS ANGELES - Affirming its commitment to fuel solutions and truck leadership, Chevrolet announced the 2009 Chevrolet Silverado Hybrid, a full-size pickup that achieves 40-percent greater city fuel economy and a 25-percent improvement in overall fuel economy. It is expected to be the most fuel-efficient full-size pickup on the market, besting the current V-8 leader - the non-hybrid Silverado.

Partnering General Motors' patented 2-Mode Hybrid system and a powerful 6.0L gas V-8, the Silverado Hybrid delivers highly efficient performance while maintaining full-size pickup capability. The hybrid system provides all-electric driving at low speeds, allowing fuel savings to be realized even when the truck is fully loaded or towing a trailer. Silverado Hybrid can tow up to 6,100 pounds (2,767 kg).

"The Silverado Hybrid is the newest example of Chevy's heritage of truck innovation, which stretches back 90 years, and exemplifies Chevrolet's commitment to fuel solutions," said Ed Peper, Chevrolet general manager. "Silverado Hybrid will deliver fuel economy comparable to many small and midsize trucks that are equipped with four- or six-cylinder engines - all while delivering the capability customers expect of Chevy full-size trucks."

The Silverado Hybrid goes on sale in late 2008 and is based on the award-winning Silverado platform that was introduced for the 2007 model year. It will be offered in the Crew Cab body style; 2WD and 4WD models. Each model features Silverado's "Pure Pickup" trim and comes standard with several popular features, including StabiliTrak electronic stability control system, a locking rear axle and a trailering package.

"Silverado has one of the broadest and deepest lineups of models, configurations and capabilities," said Peper. "The Silverado Hybrid adds to the breadth and depth of offerings, while carrying the core elements that make Silverado one of the most well-equipped and safest trucks in the market."

Silverado offers dual-stage frontal air bags and head curtain side air bags; and is the only full-size truck with five-star side impact ratings in federal crash tests.

Hybrid details

The Silverado Hybrid's fuel-saving performance is derived from GM's advanced Electrically Variable Transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS), which work in concert with the standard 6.0L V-8 Gen IV gasoline engine with Active Fuel Management (AFM) and late intake valve closing (LIVC) technology. GM's hybrid technology system not only enables the Silverado to launch and drive up to 30 mph on electricity alone, it also allows the 6.0L V-8 engine to operate in its more economical V-4 mode for longer periods.

With GM's 2-Mode Hybrid system, the electric power used to propel the vehicle is generated by the hybrid system itself. When the brakes are applied or the vehicle is coasting, the electric motors within the hybrid system create electricity that is stored in the 300-volt battery. This stored energy is used to move the vehicle and the regenerative braking cycle is renewed.

The 2-Mode Hybrid system provides seamless, dependable power on demand in an efficient package. In fact, its electric motor is less than half the size of those in single-mode hybrid systems. This technology was developed and is still used in fleets of hybrid transit buses in more than 70 North American and European cities. Scaled-down for use in passenger vehicles, the 2-Mode system delivers fuel savings where it is needed most - in large vehicles with high levels of capability. It is a core part of GM's energy diversity efforts, which are centered on reducing dependence on petroleum, improving fuel economy, reducing emissions and minimizing the automobile's impact on the environment.

With the fuel mileage savings of the hybrid system and Silverado's 26-gallon (98-liter) fuel tank, the Silverado Hybrid has a cruising range of more than 500 miles - enough to drive from San Francisco to San Diego.

Quiet and smooth

Integration of the hybrid system on the Silverado is seamless - the battery pack is located in the chassis, beneath the rear seat - and perceptible only in what it lacks: noise.

"The Silverado Hybrid is exceptionally quiet," said Mark Cieslak, vehicle chief engineer. "From a passenger's perspective, the refinement of the hybrid system is quite evident throughout the driving experience, and showcases itself when the vehicle is moving under electric power."

Contributors to the quiet driving experience include:

* New exhaust system and resonator tuned for the 6.0L engine's Active Fuel Management operation
* Additional engine intake induction tuning for reduced interior noise and pleasing sound quality
* Low-rolling resistance, "quiet-tuned" P265/65R18 tires for reduced road noise
* Electrically driven 300-volt air conditioning compressor reduces vibration and allows the HVAC system to cool the passenger compartment even when the gasoline engine is shut off. Includes the standard tri-zone HVAC system
* Electrically driven 42-volt variable-assist power steering reduces vibration and provides up to a 0.5-mpg fuel economy improvement by reducing parasitic losses common in belt-driven hydraulic systems
* Energy Storage System (ESS) cooling system internal fan is tuned to be quiet at low vehicle speeds when the fan could more easily be heard by the occupants

Along with quietness, the Silverado Hybrid also delivers exceptional driving smoothness, thanks to specifically tuned shocks for its Z85 suspension and a new, hydraulic body mount. Located on the passenger-side of the chassis, the hydraulic mount provides a dramatic improvement in highway driving smoothness, particularly on rough or choppy road surfaces.

"The hydraulic mount makes a dramatic improvement in ride quality," said Cieslak.

Additional details specific to the Silverado Hybrid include aerodynamic aids. A slightly deeper front air dam and a hard tonneau cover for the bed reduce air drag, fostering maximum efficiency. The tonneau cover has a three-segment design that enables easy folding or removal.

Trailering performance

In addition to increased fuel economy, the Silverado Hybrid's electrically variable transmission also provides tremendous trailering capability, enhancing the smoothness and driving quality when towing. Electric drive is enabled up to approximately 30 mph (48 km/h), even when towing, allowing fuel savings when the truck is towing a trailer.

"Along with being very smooth, the EVT always provides abundant torque at all RPM levels for easy towing," said Cieslak. "It is particularly helpful on grades, as the EVT's greater ratio spread allows the engine to hold optimal rpm for smooth, steady performance, with no hunting between higher and lower gears."

The EVT incorporates grade braking and tap up/tap down shift control. It also benefits towing on curves or lower-speed back roads, as exceptionally smooth gear transitions eliminate the "shift shock" torque disruption that can occur during abrupt shifts, such as when slowing or braking.

"All-around driving performance, whether towing or not, is excellent," said Cieslak. "The smoothness and quietness of the EVT is the icing on the cake that comes with fuel savings."

Hybrid heritage

The 2009 Silverado Hybrid is the second full-size hybrid pickup from Chevrolet. The previous-generation Silverado was offered as a mild hybrid that professionals found useful as a power generator at worksites.

The new Silverado Hybrid, which features GM's sophisticated hybrid system answers the needs of a broader range of customers and takes advantage of significant technological advances that have been realized since the previous hybrid was offered. The Silverado Hybrid joins the recently introduced Tahoe Hybrid, which also uses the 2-Mode system.

Chevrolet is one of America's best-known and best-selling automotive brands. With the largest dealer network in the United States, Chevy is the leader in full-size trucks and the leader in sales of vehicles priced $35,000 and above. Chevrolet delivers more-than-expected value in every vehicle category, offering cars and trucks priced from $9,995 to $83,175. Chevy delivers expressive design, spirited performance and great value with standard features usually found only on more expensive vehicles. More information on Chevrolet can be found at www.chevrolet.com.

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... the same info we got out of the "Maximum" main-product man earlier this week on the Chevy Volt / Opel Flextreme / E-Flex platform. The result was different than we expected — we mean, who knew the NYT could write so glowingly about a US automaker? It would seem the GM PR machine's officially working "on all cylinders" now. Ha! We love hackneyed automotive analogies. (Hat tip to Thaddeus!) [NYT Pogue Blog]

Dynamic, Versatile and Less Than 40 g CO2/km: Opel Flextreme

Innovative, sporty monocab concept displays ground-breaking E-Flex architecture
Emission-free operating range of 55 km with electricity from mains outlet
Small diesel unit charges lithium-ion battery for total operating range of 715 km

Rüsselsheim/Frankfurt. Opel Flextreme is the name of the concept vehicle that marks a milestone in the development of the electric car: with its completely new, environmentally friendly E-Flex electric propulsion concept most commuters in Europe could travel everyday without producing any CO2 emissions. The car only needs to be charged for a relatively short time through the mains outlet after traveling 55 kilometers. If required however, the Flextreme can travel up to 715 km without stopping to recharge or refuel thanks to its small turbo-diesel engine. According to the European test cycle (ECE R101), this unit's emissions are expected to be less than 40 g CO2/km. With the dynamic IAA monocab coupé concept, Opel also highlights others innovative solutions - including the electric personal transporters under the FlexLoad® load floor.

The Opel Flextreme uses GM's E-Flex architecture and represents the company's strategy to develop vehicles that reduce CO2 emissions and the automobile's dependency on oil,
thereby supporting global diversification of the energy mix. This also includes using the mains electricity network as an energy source. At the concept's heart is an electric motor that takes its power from a large lithium-ion battery. The difference to conventional hybrid propulsion systems is that the E-Flex system's 1.3-liter diesel engine is not connected to the wheels. It is purely on board to produce additional electricity to charge the battery and provide a greater operating range. It always operates in the optimum rpm range and its cylinder pressure-based closed loop technology controls the combustion process, further reducing the vehicle's emissions.

With a fully charged battery, the Flextreme has an operating range of 55 kilometers when running purely on electrical power, and only requires a standard 220 V mains socket to recharge the battery in around three hours. Commuters in Europe have an average commute of less than 50 kilometers, so if they were to charge the car up overnight and during the day, they could drive over 100 km each day without producing any CO2 emissions. "Commutes to major city-centers in Europe will do nothing but grow more challenging in the future, "," says Robert A. Lutz, GM Vice Chairman, Global Product Development, "and we see E-Flex vehicles as an elegant solution for commuters." Bob Lutz sees the Opel Flextreme Concept vehicle as "a natural for the Opel brand in Europe, where it has long been known for technological innovation and strong design."

System already integrated into product development

The E-Flex system is not just a vision of GM - it is already fully integrated into product development. It enables different propulsion systems to be fitted into one uniform chassis with electric propulsion. Fuel cells or bioethanol/diesel engines can also be fitted as secondary propulsion units depending on what energy source is readily available in the driver's area.

The timetable for series production is closely tied to the development of key technologies, such as high-performance lithium-ion batteries. E-Flex Chief Engineer Frank Weber is confident about its further development: "We fully intend to bring this technology to market," says Weber. "we're increasingly confident that our strategic battery partners will be able to deliver a production-ready battery in the near future."

Segways in trunk add extra mobility option

The Flextreme takes the new design language debuted in the GTC Coupé at the Geneva Motor Show several steps further. With the forward-opening rear doors (FlexDoor®), a large transparent roof and two tailgate doors that open from the side and swing upwards, the concept car continues Opel's tradition of particularly flexible and practical body concepts with attractive designs. This also includes the innovative FlexLoad® additional underfloor luggage compartment.

The big surprise for the IAA are two high-tech electric personal transporters, ingeniously packaged below the cargo floor. They can be used in areas that cars cannot enter, thereby adding an extra mobility option. The electric scooters provide up to 38 km
(23 miles) of clean mobility.

...still a couple of hurdles for the big automaker from the D to overcome, like the battery technology that doesn't quite exist yet and completion of product development and all the other stuff that'll help determine what year they'll be introducing it in. Nevertheless, according to Green's source, they'll totally build that many when they're ready to start pushing them out of the door. Whenever that is. Why are we starting to think the next top secret leak on the Chevy Volt's going to be where they'll be building these 60,000 hypothetical cars? [via Bloomberg]

Installing the hybrid powertrain meant giving the Tahoe a distinctive look. Since the system adds on around 400 pounds of curb weight, GM engineers set about removing mass from other places. Aluminum replaces steel at the rear lift-gate, hood and bumper. An all-new stamping of the hood ties into modified front-end features to increase aerodynamic slip. Even the running boards have been redesigned to help the Tahoe slide thorough the air with less effort. Further mass was extracted from the seats, wheels and tires.

Starting the Tahoe was standard turning-the-key type business. As in Toyota's Hybrid Synergy Drive system, the screen normally occupied by the navigation system now features animated graphics displaying what percentage of which mode is powering the vehicle. There's also a simpler economy gauge with a needle left of the speedometer to prevent driving mishaps while gazing at the fancy display.

Also as in full hybrid systems like Toyota's and Ford's, a feather foot will keep the Tahoe in full electric mode. A leaden foot brought on the familiar Chevrolet V8 kick, which scooted the monster into motion as expected. Some quick regenerative braking brought the Tahoe to a stop, and full autostop mode silenced the behemoth in standstill Santa Monica, California traffic.

The usual engine-driven accessories have been replaced by all-electric versions, so power steering and AC work while the Tahoe is running in both electric-only and autostop mode. Besides hanging out in California, the Tahoe and GMC cousin Yukon have both been run up to the cold of the Great White North for frigidity tests and down to Death Valley for a scorched-earth exam. As GM staff pointed out, the core hybrid technology behind the two-mode transmission had also been torture tested in the running gear of GM-Allison public transit buses before being incorporated into the larger GM hybrid plan, of which the two-mode Tahoe is just one part. The other part is the Volt plug-in dealy.

Cramming hybrid technology into the existing Tahoe body without having to tear up the base platform or the Arlington, Texas plant where the Tahoe will be built has helped streamline production. GM expects to have the two-mode system installed in showroom Tahoes and Yukons available this this Fall as 2008 models. GM says the system improves city mileage by 40 percent. GM's has yet to reveal highway improvement figures, though had said the composite highway target was 25 percent. Engineers say they're hoping to best that highway figure when the official numbers are released.

Channeling the power according to driver demand is the HOS, or Hybrid Operating System. By joining the HOS and two-mode transmission with existing engines, GM plans to make hybrid technology across the entire model lineup. Theoretically there are no limitations as to which engines can bolt up to the two-mode transmission, from full size trucks to smaller Saturns. A turbodiesel or even flex-fuel engine could married to the transmission, with the HOS sorting it all out. Such modularity could give GM an edge when it comes to hybrid line expansion. Pricing has yet to be announced, but we were assured the Tahoe and Yukon Hybrids would not be the most expensive models on the showroom floor. Still, we're saving our change for the Hoss Cartwright Bonanza Edition Yukon.