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Chevy Volt: Powertrain Surprise

60K views 300 replies 62 participants last post by  Blunderbuss 
#1 · (Edited)
As was noted in MT and other places... here is a better explanation of the WHATs & WHYs.

http://www.automobilemag.com/green/news/1010_chevy_volt_surprise/index.html



And from The Car Connection (editor obviously is not owned by Rupert Murdoch)...
http://www.thecarconnection.com/mar...lie-about-the-volt-and-why-the-press-is-wrong




And the officially official GM statement on the conspiracy...

DETROIT – As GM has started the media launch program for the Chevrolet Volt, some confusion has emerged about details of the Volt’s drive technology.

The engineering of the Voltec electric drive unit is very sophisticated. As part of the media launch, we're diving deeper into how the system works than we have in the past. We did not share all the details until now because the information was competitive and we awaited patent approvals. Following a small number of inaccurate media reports, we want to clarify a few points.

The Volt has an innovative electric drive system that can deliver power in both pure electric and extended range driving. The Voltec electric drive cannot operate without power from the electric motors. If the traction motor is disabled, the range-extending internal combustion engine cannot drive the vehicle by itself.

There is no direct mechanical connection (fixed gear ratio) between the Volt’s extended-range 1.4L engine and the drive wheels. In extended-range driving, the engine generates power that is fed through the drive unit and is balanced by the generator and traction motor. The resulting power flow provides a 10 to 15 percent improvement in highway fuel economy.

Our overriding objective in developing the Voltec electric drive was to deliver the most efficient, yet fun-to-drive experience in both pure electric and extended-range driving. We think our unique technology lives up to its most important promise: delivering our customers with the only EV that can be their primary vehicle, with EV operation for normal daily driving, and extended range driving for weekends, holidays, and longer trips – all with no range anxiety.

Furthermore... we acknowledge that our Black Ops Team was behind the assination of JFK, because of the car he chose to drive.
 
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#4 ·
I was waiting till all that photo crap got cleared out.

Thanks for the link as to how it works

 
#52 ·
I don't think people understand how expensive it is to produce this kind of transmission. Lexus CVTs have a very complex transmission as well which adds to cost but gives the cars smoothness unmatched for a CVT and makes the switch from electric motor to ICE to both SEAMLESS.

GM seems to really have did their HW on the tranny but it will add to the cost.

Nissan seems to have figured out a way to use their traditional automatic system with their new hybrid M35 which is much cheaper to develop. We will see how well it does and will there be a shift to the cheaper method.
 
#5 ·
So... as usual... by the end of today, we'll wind up with half a dozen threads started about the Volt, all with different articles hailed.

I appreciate the inside look at how this vehicle is actually motivated.

Thanks

:p
 
#6 ·
Reveals a lot about how this thing works.

1. The previously undisclosed heart of the matter is an automatic transmission consisting of one planetary gear set and three electronically controlled, hydraulically activated multi-plate clutches. This ingenious transmission efficiently blends electrical and mechanical attributes to drive the wheels with utmost efficiency. All Volt powertrain components-two electric motor-generators, the 1.4-liter 84-hp gasoline engine, the aforementioned transmission, and a final-drive differential-are bolted together in a single unit to save space and weight and to optimize NVH characteristics. ...next page
Volt has two of practically everything: Two forms of portable energy (gasoline and electricity). Two electric motor-generator machines. Two primary modes of operation-using electricity stored in the lithium-ion battery pack or the energy available from 9.3-gallons of premium gasoline carried in a sealed tank. And two distinct transmission ranges. That yields a Rubik's cube of driving possibilities. To provide 40 or so miles of pure-electric operation and 300 or so miles of 'extended' range with the gasoline engine running, the Volt has five distinct operating routines.

Battery-Electric Propulsion

1. Leaving home with a fully charged battery pack provides 40 or so miles of driving range with the engine and generator inoperative. The 149-hp permanent-magnet AC motor draws electricity from the 16kWh battery pack to drive the front wheels through a 7.0:1 speed reducer/torque multiplier.

2. Like any energy-conversion device, electric motors are more efficient at certain operating speeds. When the Volt exceeds fifty mph, a clutch holding the planetary gear set's ring gear is released. A second clutch engages to connect that ring gear to the smaller of the two electric motors. Now both electric motors draw electricity from the battery pack and the effective drive ratio shifts to 2.16:1. Top speed is governed at 100mph.

Hybrid Gasoline and Electric Propulsion

3. When the Volt's battery is depleted to a 30-percent or so state of charge, the gasoline engine is automatically started to give the battery a rest. The clutch connecting the gasoline engine to the smaller electric machine closes so that this device, now acting as a generator, can provide electricity to the main electric-drive motor. Another clutch holds the ring gear fixed, yielding a 7.0:1 overall drive ratio between the motor and the half shafts powering the Volt's front wheels. This regime is used for speeds below 30 mph.

4. At higher cruising speeds, the planetary ring gear is again released, shifting the AC motor drive ratio to 2.16:1. The engine continues providing the power to spin the generator which in turn supplies the drive motor with electric current. In addition, the engine supplies torque to the planetary ring gear through the smaller electric machine. (This is the engine driving-the-wheels scenario heretofore denied by GM.) Operating in this regime, the Volt is both a series hybrid and a parallel hybrid. ...next page >>
5. Like all hybrids and electric vehicles, the Volt uses regenerative braking to convert unwanted momentum to electrical energy. When accelerator pedal pressure is reduced and/or the brake pedal is applied, the main drive motor temporarily operates as a generator and the electrical current so produced partially restores the battery's state of charge.

To trump both the Prius and the Leaf, Volt combines their merits in one handy advanced-technology sedan. It employs cheaper and cleaner electrical energy drawn from the grid. It provides efficient electric drive without the usual compromises. It uses gasoline intelligently in a supporting role. It is a pure electric, a series hybrid, and a parallel hybrid all rolled into one.
 
#8 ·
Makes you wonder whether GM has a lower cost version planned with a much smaller shorter range battery pack? That might bring the cost in line with what a PHEV Prius would retail for in a year or two. Maybe GM actually will be competitive with Toyota and might even be ahead (of Toyota) for once in what is likely a long time.
 
#9 · (Edited)
#15 ·
It varies with the manufacturer. Tesla is using a very high RPM motor that allows them to get away with a single speed. GM is using a planetary gear set with some pretty complex controls that involve the ICE and a second electric motor, and seems to act a lot like a CVT. The EV1 used an actual CVT and I'm not sure what Nissan is doing with the Leaf.
 
#16 ·
nice to finally get some real world experiences in triplicate

:p

Alan Boyle writes: I barely noticed when the Chevy Volt stopped acting like an all-electric car. And that's exactly what General Motors is going for.
The Volt has been touted as the "ideal near-term solution" for drivers who want to pass up gasoline pumps most of the time, but still need to take trips that go beyond where any battery can take them. So for the first 25 to 50 miles, the Volt is powered purely by the juice from its 430-pound battery. But there comes a time when a gasoline-powered motor revs up to give the batteries a boost.
For us, that time came as we were heading up Interstate 5 in Tacoma, 32.9 miles into our 800-mile trip from Seattle to San Francisco. A green, battery-shaped icon on the Volt's high-tech dashboard display went poof, and was instantly replaced by a blue icon shaped like an old-style gasoline pump. Another display, off to the side, lit up with a green engine sitting above a computer simulation of the car's turning wheels.
I felt as if someone was playing a video game right beneath the windshield — and I had to take care to keep my eyes on the road instead of watching the game. But in terms of how the car felt and handled? No difference. No difference at all.
For the rest of the day, then, we're driving a car with a gasoline engine that is powering the electric drive train. When we stopped to fill the Volt's 9-gallon gas tank in Tacoma, the tripmeter read 45.3 miles, with about a third of a gallon of gas expended. If you don't count the cost of the electricity, our fuel efficiency is 128.1 miles per gallon. If you do count the electric cost, I figure we still did the equivalent of 80 mpg or so.
Our car is part of a fleet of six Volts heading south on the first leg of a nationwide "Volt Unplugged" tour. We're due to stop later this morning in Portland, Ore., to meet with electric-vehicle enthusiasts and let them drive the cars. If it weren't for the video-game display, would they be able to tell that our Volt is running on gas power? We'll find out in a couple of hours.
 
#17 ·
Detroit Free Press

Sounds like the word is getting out and it's a positive one

The Detroit Free Press got 46.2 miles on a battery charge driving around suburban Detroit. That exceeds the 40 mile range GM has talked about. At the end of the day, the Free Press driver had covered about 60 miles and probably used just a quart or two of gasoline. GM estimates Volt owners who get most of their power by plugging into the electric grid will pay around $1.50 a day to use the car. That is based on average daily driving statistics.
 
#19 ·
A couple blips in the road

In California, a key market here GM hoped to make a splash with celebrity green-car enthusiasts like George Clooney and Brad Pitt, the state denied the Volt its $5,000 state tax credit, as well as open access to the HOV lanes. That would have brought the car's price down below $30,000 to Californians. The Nissan Leaf EV qualified for both benefits.
 
#21 ·
some engineering "tweaks"

Here's how Intel's Ed Wynne put it after he test-drove a Volt around the computer -chip company's campus in Hillsboro, Ore., as part of a stopover organized by the Oregon Electric Vehicle Association:
"It felt like an absolutely normal car," he told me. "I don't know whether that's good or bad. I feel like it's a good thing."
Wynne said he wasn't always certain whether the Volt's gas-powered engine was on or off. During the course of a low-speed drive, the engine tends to stop or start, based on how much load is put on the batteries. That pattern of driving cut into our gas mileage figures, with the result that our car registered an efficiency readout of 43.1 miles per gallon after 236 miles.
That's not bad, but it's not a record-setting performance either. Once you subtract out the 32.9 miles we drove without using a bit of gas, the figure comes out to roughly 40 mpg for the gas-powered engine. (Of course, that's not the official EPA rating ... your mileage may vary.) When I observed that some msnbc.com users were unimpressed with the gasoline fuel-economy numbers, Tim Perzanowski, a senior project engineer at General Motors, said the fuel-saving challenge calls for different strategies, suited to different driving styles.
"There's no silver bullet for our energy needs," he said. The real benefit of the Volt comes into play if you usually drive 40 miles or less in the course of a day, but take on the occasional long-distance ride ... like our two-day, 800-mile sojourn from Seattle to San Francisco, for example.
Perzanowski also explained that it takes a few engineering tricks to make an electric-drive vehicle like the Volt "feel" like an absolutely normal car. For example, the pushback you feel when you step on the brake? That's divorced from the actual mechanics of braking the car. It's engineered into the braking system to provide feedback for drivers as they press their foot on the pedal. Some reviewers have commented that the braking on the Volt can be firmer than they expected — but I suppose you get used to it.
Other embellishments:
Engineers built in a little bit of forward "creep" if you have your foot off the brake and the accelerator while the car is in gear. There's no need to do that with an electric car, but drivers who are used to conventional cars expect to have that creep.
As I mentioned last week, the Volt is programmed to shut down the gas engine when you come to a stop and begin moving again, in part to avoid confusing drivers who would worry about having the engine running while they're trying to stop. Even after the car switches from its all-electric, all-the-time mode, the engine will occasionally shut down, depending on how much the batteries have been charged up.
A little green ball spins constantly on the right side of the dashboard display, indicating how eco-friendly your driving style is. Drive too aggressively, and the ball rises toward the top. Too timidly, and the ball falls. The ball is GM's version of the vines and leaves you see sprouting (or withering) on a Ford Fusion Hybrid's dashboard.
The Volt has three modes of operation: normal, sport and mountain. "Sport" is for when you want more torque for a faster, more sports-car-like response. "Mountain" provides more oomph from the batteries as well as the generator when climbing a steeper grade. When you roll down the other side of the mountain pass, you can shift into low gear to increase your regenerative braking and build up the battery power.
Chevrolet added a couple of features to address the issue that the Volt can sometimes be too quiet. There's a stuttery little horn that you can activate by pushing the lever on the left side of the steering wheel, just to let pedestrians know you're coming. And when you turn the Volt on or off, it makes a simulated power-up or power-down sound — just to give drivers the illusion that this is "an absolutely normal car."
 
#23 ·
just in time to spice up the national consciousness and spirit

and lord knows we need it

:p

 
#25 ·
the take on Volt from Cars.com

Of all the information spilling out of the Chevrolet Volt's national media launch in Detroit this week, none is more surprising to us tech heads than news that the Volt actually does, at times, power the drive wheels directly with the gasoline engine.

More specifically, at some speeds it contributes to the propulsion effort, but only once the battery pack has run down and the engine has turned on to run the generator. It never drives the wheels on its own, only as a hybrid, using both motor and engine.

How is this possible?

Well, there's more to the Voltec Electric Drive system than anyone knew before now. Because Chevrolet was protective of its pending patent, everyone on the outside was left — and arguably led — to believe the Voltec system was simpler. As we understood it, there was an electric drive motor that also served as a generator when coasting or braking, as all such motors do in hybrids and electrics. It was powered by a battery for the first 40-ish miles. There was also to be an onboard generator powered by a gasoline engine that did nothing but supply electricity to run the drive motor (or, as is often misreported, to recharge the battery). This would turn the battery-electric car into a simple series hybrid: Engine drives generator, generator powers electric drive motor, car accelerates.


Now we know two interesting things that change our understanding of how the system works. First, the generator is actually a motor-generator that's tied not just to the gas engine but also to the other components, including the drive wheels. In lieu of a conventional transmission, there's a power-split device similar to the type in hybrids from Toyota and Ford. (There's some similarity with GM's 2 Mode system, too, but the latter uses a conventional transmission, and a power-split device essentially takes a conventional transmission's place.) The second thing is that the motor-generator and gas engine are both tied mechanically to the drive wheels.

Rather than a generator attached to an engine off on its own somewhere, the generator is actually a motor-generator tied into a planetary gearset along with the main drive motor, the gas engine and the wheels. Actually, the motor-generator can contribute to propelling the car along with the main "traction" motor. It's a method Volt engineers say is preferable to a single, high-rpm electric motor.

There are three clutches, as represented in the accompanying photo. One (called clutch No. 1) is between the ring gear and the case. Clutch No. 2 is between the motor-generator and the ring gear, and clutch No. 3 is between the motor-generator and the gas engine.

At speeds above 70 mph, the gas engine contributes its motive force to the wheels, and Volt powertrain engineer Pam Fletcher said it can also play a part at speeds as low as roughly 35 mph. The result is a performance boost and an efficiency improvement of 10 to 15 percent versus if the engine worked just to supply energy to the battery and electric motor.

The buzz around the internet — and at this event — suggests the world will soon come to an end because the Volt isn't what people thought it would be, that it's somehow a lesser vehicle. I don't see it. Once the engine starts, the point is efficiency.

I liken it to the fixation people have on electric-only driving in conventional hybrids (and their future plug-in versions). Driving for some number of miles on electric power alone might seem satisfying to drivers of, say, a Prius, but if that doesn't make it as efficient as it could be, what's the point?

It's a similar notion for the Volt, though the car is designed for something else entirely: to be gas-free for about 40 miles (roughly) of electric-only driving, not to get the lowest possible mpg rating in sustained driving, as conventional hybrids are. (To that end, the engineers estimate the Volt's good for 35 to 40 mpg in range-extending mode, once the engine starts up, and that's nothing to get excited about.) It seems to me the detractors would be more satisfied if the gas engine didn't power the wheels at all and the car got 25 mpg with the engine running.


 
#32 ·
If you're under 40 miles before you charge it, it's 100% electric.
If you're above that per trip it's not.

How hard is that to understand without getting your panties in a bunch?

Surely some of you guys managed to make it out of middle school.
 
#36 · (Edited)
That's completely besides the general point.

It doesn't matter if it can use the engine to directly drive the car or not. It maintains the 40-ish mile pure electric range.

Under that range there is no functional difference between something with only batteries and this car.

In day to day usage most people in the country wouldn't use a drop of gas. We average something like 12k miles per year, that's less than 40 per day.
 
#41 ·
See, what he's referring to is the general classification of the car which is black and white, cut and dry. The powertrain uses two methods of powering the car making it a hybrid vehicle, plain and simple. Yes it operates as a pure EV until the batteries drop down to 30% but it really doesn't matter if the ICE is never even run once over the vehicles life because it is still there which makes the Volt undeniably a hybrid. Does its classification make it any less impressive? Of course not, it's just a title.
 
#37 ·
I've gotta say that I am incredibly impressed with GM. I didn't think that they were going to be able to design such an innovative car and really make it work let alone get it from concept to working concept to production. This car is incredible, all the people that are slinging mud about it need to put aside their biases and realize this as an evolutionary leap in green technology. It's not just designed around strict practicality like the Leaf, it doesn't have any sort of limited range. Sure after a point you won't be going on pure electricity but even with the generator running it's a pretty damn efficient machine. I see this as being worlds better than a Prius because depending on how far you need to drive you really can go about your weekly commute with 0 gas used.

I've been somewhat biased against electric vehicles that are touted as being far better than the environment because of the huge negative effects of mining the materials you need to make the batteries. New research in carbon nanotubes is showing a lot of promise for being able to "grow" nanobatteries containing trillions of cells out of carbon though so hopefully it won't be too long before we'll be growing batteries in a lab. Seeing all the news about this car lately is really making me see that cars like this are the best bet we have for eco friendly mass transportation in the future.
 
#39 ·
Now I understand why GM said the engine needed to run over a range of rpms. I wonder what that range exactly is, though. The different articles cite possible operation above 30, 35, 50, and 70mph... (although 70mph up seems to be the main operation mode). The useful mph range must be limited by the flexibility of the planetary gear set and the useful (in terms of power and NVH) range of the gas engine.

The set-up makes perfect sense: not only does it increase the efficiency of the gas engine, but it also makes use of it's torque under high-demand circumstances. Why not make use of what you have put into the car? Since planetary gears are the way to go for efficiency (vs. conventional slush boxes), I wonder if other car manufacturers were sufficiently forward-thinking to get their own patents lined up. How many variations of this theme will we see?
 
#42 · (Edited)
a little bit of testing the electric mode (albeit driving rather gingerly)

greencarreports.com

http://www.greencarreports.com/blog/1050287_2011-chevrolet-volt-electric-drive-impressions

Eking out battery range
We're not big fans of hypermiling, but our Chevrolet hosts had set up a competition among journalists to cover the 43.2 miles from the Detroit Airport to suburban Rochester Hills entirely on electric power--and see who would have the most range left over.
The Volt's official range, using roughly 8 of the 16 kilowatt-hours of energy stored in its lithium-ion battery pack, is 25 to 50 miles. The competition clearly intended to underline that in fact 40 or more miles of electric range is possible in the 2011 Volt.
The route included no freeways, however, and few speeds above 45 miles per hour. That's not necessarily representative of how the Volt will be used in real life.
A few journalists ignored the challenge altogether, but after grumbling, we agreed to compete. We placed solidly in the middle of the pack, arriving with 3 miles of electric range left, for a total of 46-plus miles. The winner managed over 50 miles of electric range.
 
#45 ·
sounds like the fun is just beginning with the plug-in game

msnbc blog thru Oregon

at least with the Volt, you aren't dependent on juice

Alan Boyle writes:If you think trying to find an outlet for your laptop at the airport is a chore, wait until you have to find an outlet for your electric car at the hotel.
That's the quandary that faced us this evening as we rolled into Medford, Ore., our overnight stop on an 800-mile road trip in a Chevy Volt. Actually, our Volt was one of the four electric-plus-gasoline-powered cars making their way across the country as part of Chevrolet's "Volt Unplugged" tour. As the sun was about to set, we pulled into the TownePlace Suites' parking lot and headed into the hotel lobby.
Chevrolet Communications' Adam Denison asked the clerk at the desk where we should plug in the cars — and that's when the trouble began.
"I beg your pardon?" the clerk said. She hadn't heard anything about finding electrical outlets for four cars, and what's more, she didn't have any of our names on the registration list.
Actually, the clerk's quizzical reaction is probably what most electric-car drivers will face when they go on the road. To look into the issue of finding hotel plug-in power, I called around to seven Medford hotels in advance of this week's trip. The reactions ranged from "I'm sure there has to be an outlet somewhere" to "call back tomorrow" to the straightforward response I got from an establishment billed as Medford's finest hotel: "We do not have plug-ins available for hybrids."
Tonight, after working through the clerk's confusion, we found out that our reservations were actually at the TownePlace Suites' sister hotel across the parking lot, the SpringHill Suites. Both places are part of the Marriott hotel chain, one of the partners for the "Volt Unplugged" tour, so the SpringHill folks knew we were coming and had a sheet of instructions ready for us, listing the locations of electrical outlets on the building's exterior.
Simple, right? Wrong.
Looking for the outlets turned into a cross between an Easter egg hunt and a peeping-tom convention. We skulked around the perimeter of the hotel in the darkening twilight, walking through the bushes and under windows in search of places to plug in.
"If we can't plug in, we can't plug in," Denison said with a shrug.
I finally found one of the outlets near the disabled-parking places, and the other near the hotel dumpster. We decided it wouldn't be right to park our shiny new Volt in the disabled zone, so instead, the hotel let us park it right next to the front entrance. We laid out some red traffic cones, plugged in the Volt's specially designed 120-volt charging set and strapped the extension it down to the sidewalk with duct tape.
Two more outlets were found at the TownePlace, with the help of the SpringHill Suites' instructions and the TownePlace's maintenance crew. In the process, I found out that the Volt's charging cord set works best if it's the only thing plugged into an outlet, even if it's a double-socket outlet. If you try sharing an outlet with another device in the other socket, you have to cut back on the amps for charging, or risk blowing a circuit.
That's not all: The Chevy crew wanted the hotel to turn off the automatic sprinkler system for the night, just to make sure that an inconveniently placed cord set didn't get soaked. I just hope the expensive-looking set is still there in the morning when the 9- to 10-hour charging process is complete.
We spent the better part of an hour making the arrangements to plug in four cars, which made me wonder how hotels will handle the plug-in issue when there are thousands of electric cars on the road. If you're visiting your Aunt Rita, she'll probably let you run an extension cord out to your car from the front porch. But if you're staying overnight at a hotel, you might have to fight your way to an outlet — or just continue to fill 'er up at the gas station down the street. And even if the hotels are accommodating now, will they be so willing to give electricity away when 40 drivers are clamoring for overnight juice?

Am I making a mountain out of a 120-volt molehill? Or is this an electric-car complication that hasn't yet been thought completely through?


 
#47 ·
From article quoted by above journalist "Am I making a mountain out of a 120-volt molehill? Or is this an electric-car complication that hasn't yet been thought completely through?"

I am so tired of idiots that say utterly STUPID things like this. :banghead:

1) GM or Toyota or Nissan or Chery... their job is to offer a vehicle(s) to get society from ICE to Hybrids to EREVs to EVs. Period. That's it.

2) It is society's other elements' (i.e. other businesses... like HOTELS or employers or restaurants, etc.) job to help SUPPORT these vehicles with the proper INFRASTRUCTURE. NOT the auto companies!!!

:banghead::rolleyes::screwy::sly:

Hello????

WTH is wrong with people these days that they would automatically ASSUME one entity is somehow responsible to do EVERYTHING in order to get society moving towards something more efficient???

Should Nissan diversify into electric powerplants and stop burning coal? Should GM start building windfarms? Should VW start building 480V charging stations along I-75???

Why are people so freakin' stupid? :confused:
 
#46 ·
Volt will wear Buick badge in the world's largest auto market... China





http://www.autoguide.com/auto-news/2010/06/chevy-volt-to-wear-buick-badge-in-china.html
Thanks to a patent filing process in China, it has been revealed that the Chevy Volt will be badged as a Buick model in what is now the world’s largest auto market. To be more specific, the Opel Ampera (the European version of the Volt) will actually be badged as a Buick. You see, in China, the government requires that automakers file a design patent to ensure that vehicle designs aren’t copied (ironic, we know). And it just so happens that the design submitted to the Chinese patent office is that of the European Ampera and not the Volt.

The decision to badge the Volt/Ampera as a Buick in China makes sense, when you consider the high-esteem and good sales of the Buick brand there.

Adding the Buick badge to the Volt now means that there will be five different Volt-like models, including the original, the Opel Ampera, as well as the Vauxhall Ampera (U.K.) and the Holden Ampera (Australia).
 
#50 · (Edited)
I get a kick out of these idiots and this blog thru Oregon.

I can hardly wait till they get to this National Monument in Southwest Oregon and start grumbling about having to use a 1,320 foot power cord to charge up.

Just gas up, nutjobs, just gas up.

:D





 
#51 ·
i must admit i am starting to be impressed the more i read on the volt. the technology is cool and will open the doors to the future. while a 30k dollar car isn't in my budget, eventually this will trickle down the line. i wouldn't mind my wife never using gas, her commute is only 7 miles each way, this would be perfect.
 
#58 ·
exactly

even if you do use gas sometimes, the result is going to be good.

The price tag is pretty high and the reliance on computer screens is a bit much, but that's where all this is headed... at least for now

 
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