2016 Chevy Volt Next-Gen Voltec Propulsion System – Video


2016 Volt Battery

2016 Volt Battery

Here’s an expertly executed video on the Voltec system found in the next-generation 2016 Chevrolet Volt.

“The Next Gen Volt is reengineered to take you even further. See how its new Propulsion System, which includes the battery, drive unit, range extending engine, and control system is designed to significantly increase efficiency and EV range.”

Here are some 2016 Volt highlights:

  • 5 operational modes
  • 20% improvement in electric acceleration
  • Battery pack capacity increased to perhaps 19 kWh
  • Extended-range MPG over 40

For more details on the 2016 Volt, refer to the links below:

Next-Gen 2016 Chevy Volt – Official Voltec Details Released, Looks Like 50 Miles Of Range

Official: 2016 Chevy Volt To Get 1.5-Liter, 4-Cylinder Range Extender

GM Electrification Boss Talks Next Gen Chevrolet Volt – Transcript

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34 Comments on "2016 Chevy Volt Next-Gen Voltec Propulsion System – Video"

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I have to wonder about the new “smaller, lighter” battery pack. Are the new cells better as in more energy dense? Or are they just using more of the battery capacity than on the previous generation? It seems all of the other manufacturers of plug-in cars are being much less conservative with their batteries.

I like how GM designed the car for the American market, where cars are kept for 15-20 years. The conservatism guarantee’s the car will hold it’s value.

Who is going to buy the 2015 model if the 2016 coming with awesome improvements?

People looking for a good deal. 🙂

That’s an interesting questions to ponder… The Volt 2 is incrementally improved in just about every way. But there is no one thing that dramatically stands out.

The most significant changes are:
– AER increases from 40 miles to about 50 miles
– Gas mpg increased from 37 mpg to 40-42 mpg
– Switch from premium to regular fuel
– Interior/exterior styling, but that’s a personal preference
– Faster acceleration, but that wasn’t a big problem before

It’s all good, but I’d probably be just as happy with a $5k clearance discount on a current Volt, which is still a much better driving experience than the average ICE car.

Agreed – While I’d prefer the 2nd generation (most likely) if the price were right, I’d be just as happy with the current generation.

Volt 2 will bring in people wanting the latest-greatest. It will maybe also bring in people looking for that additional 10 mile AER and better choice of fuel (regular). Cost per mile overall won’t be much better than prior Volts unless you are a long distance commuter needing the gas engine (or a GE employee who never charges the thing in your fleet vehicle – and who never visit sites like this so – boo on you for not charging your plug-ins).

The video says 20% improved acceleration.

You guys are saying 20% improved ELECTRIC acceleration. how do you know that the improved acceleration is in EV mode and not just in RE mode?

George, I believe it to be in both modes. Low speed accel is faster in CD or CS mode.

We still don’t know what the 5th mode is. One of the experts (Walter) I’ve talked to is suggesting that they are clutching the 2 motors together to get better EV accel rates. This makes sense. If you notice, the size discrepancy in the 2 motors is not as great as in gen 1.

This means a larger MGA and a smaller MGB (traction motor). A larger MGA would allow 2 motor ER mode more often increasing RE MPG. If the 2 motors are then clutched in EV mode we would have more power in EV mode and more accel.

Another expert at GM has pretty much confirmed that the 5th mode is the linking of the 2 motors.



GeorgeS, I’m still confused by your concern of linking the two motors. Today’s Volt links the two motors as well. Linking them does not imply the need to have the engine powering one.

You may want to watch this YouTube video:

Actually, this video is much better quality and framing, similar presentation:

I’m not concerned. Looks like what GM has done is pretty genius.

Sign me up for gen 2 🙂

Thanks for clarifying, I mistakenly connected 2-mode statements with a concern about the engine running more often. 🙂

I’m anxious to see what Volt 2.0 actually ends up having for specs/modes, etc.

Bring on the Voltec-II powered CUVs. These continuous plug-in sedans are running their course. A CUV would be a huge step forward. Don’t let Mitsubishi do it on their own with the plug in Outlander.


“Here are some 2016 Volt highlights”
Better this :
5 operational seats
40% improvement in electric range
Battery pack capacity increased to 25 kWh
Extender-range 1.0 liter 3 cyl
At least!!!


Not happening. It looks like they couldn’t simply build Volt2 for Volt1 owners, and are focusing heavily on ICE operation for the masses, the mags, the competition.

W/50 AER, I’d give ‘um slack. I’m listening carefully, for winter efficiency improvements. This is another area where the 1.0ltr may have worked better, with more rapid thermal warm-up. They changed the coolant routing in so far as the exhaust manifold looks to be plumbed, but no telling yet if they’ve shrunk the volume of coolant that must be warmed to warm the Volt’s cabin (major watt soak). Reversing the A/C, as a heat pump, will help but probably be ineffective below freezing.

Whatever they do with internal heating, winter 2015 has yet to prove how inefficient BMW’s i3 will be, with no Hold mode, and no harvest of REx ICE heat whatsoever. OTOH, that will only piss-off i3 owners who perhaps travel >50 miles a day. This is another place the Volt will excel, in comparison, especially over the BEV, in my opinion.

It would make sense that the masses wouldn’t want to fuss with Mountain Mode sometimes, or have to worry about any reduced propulsion.

I was hoping that they could accomplish that in a turbo charged 3 cylinder, but if they couldn’t, then the engine they chose makes sense.

So far the triple five.

The way GM designs the Volt makes it look like it’s really targetting Camaro sales, a more refined Camaro. They’re really going for a sporty drive experience, with low positioned battery and low seating.

I’d buy an EV Camaro in a Chevy Heartbeat!….

the 2010 Volt concept was arguably Better looking than the Camaro, so it was shelved, and described as not aerodynamic (more aero in reverse, Ltz said).
BS, that car woulda’ sold better, but hella cannibalized Camaro, so ‘out the door it went’.
pic, if it works, else go to the Volt wiki:


Interesting comments in that article about the engine choice.

Seems the key reason for choosing a larger engine is to provide quieter operation when power is needed. It avoids the NVH problems when a small engine is screaming at full power under heavy load conditions. It’s conventional auto engineering thinking, like a 1970 Oldsmobile 455 “idling” at 60 mph, but does provide a serene driving experience. Shows GM is very concerned about smooth extended range operation for mainstream buyers of a Volt 2, and in this case there is little downside because the new 1.5 is very efficient and lightweight.

The i3 is the polar opposite philosophy. That little engine is screaming at full power just to keep it moving.

Dr. Kenneth Noisewater

Sad part is, BMW built a perfectly smooth 3cyl motorcycle engine 25 years ago, with more power and higher specific output as well: the K75 ‘brick’ motor.

It’s a shame GM doesn’t try a bit harder with the gas motor in Volt, presumably it would be the best place to try innovations since it’s not the primary propulsion unit and Volt buyers are already technologically savvy and/or curious. Volt would be the perfect vehicle for a 3cyl Atkinson/Miller motor, perhaps with electronic valves and next-generation (laser?) spark..

On some sites they are claiming “2 Rotors on One Stator”.

Anyone who knows anything about AC motors knows that gibberish.

From the video, there are quite obviously 2 stators, which they would have to have with 2 rotors. But Volt 1.0 also have 2 and 2 so BIG DEAL.

That erroneous statement was probably the result of both motors now having identical stators.

It’s not clear how the gen 2 drive unit works yet, but the clues (2 clutches, shared MG duty) suggest one motor is connected to the sun gear, the second motor permanently connected to the panet carrier and the engine is connected to the ring gear through a clutch. The 2nd clutch locks the ring gear.

That would support all the modes, including motor/generator sharing and the interesting case where 1 motor can be stationary whilst the engine turns the other to allow generation when the vehicle is stopped.

The gen 2 drive unit is all about cost reduction, and aside from eliminating a clutch and simplifying motor parts, they also used a cheap Morse chain for final drive instead of gears.

I hope they didn’t go too cheap on the chain, because it looks like the entire drive unit has to come out and be taken apart to replace it.

Yeah QCO I was worried about the chain drive in the past few days also. But it does look kinda beefy, and since its not a timing chain it can stretch a little (wear a little)..

How does it look to you? Looks like its good for maybe a few 100k miles here.

It’s hard to say. Cheap chains stretch, but there’s no question the right chain could outlast the car, like the original Toronado front drive chain from the 60s.

The design margins are probably OK, but statistically more chains will fail than gears for the same application. Hopefully one of the few that do fail won’t be mine (or yours!).

If we assume the pack is identical in form factor, the 20% increase in volumetric density takes us from 17.1kWh to 20.5kWh in the same volume. Though if they are using the original 16kWh as the baseline, the increased capacity is 19.2kWh. Regardless, I think its safe to say the Gen 2 Volt is definitely in the 50 mile EV range.

I was calculating 19.2 a while back. 50mi range is within user grasp even now. with another 20% (maybe more if it’s all within the upper and lower SOC) more people will easily hit 50 or even 60AER.

More battery within the current SOC ends means ~13.5kwh available. which is about 30% more AER or 49 vs 38mi EPA.

Excited to find out!

/Who has the countdown timer to January reveal?

I hope I am wrong but it seems that this model might not have 5 seats. If it does not then it will fail miserably. When it was first brought into the market a few years ago Volt had essentially no competition on the PHEV field. This time round there will be models from Mitsubishi, Volvo and all German automakers – all with minimum 5 seats and decent size boots.

There are other PHEV choices, but the Volt does not really fit in that category.

Unlike most PHEVs, which are hybrids with a bigger battery that depend on engines for acceleration, the Volt is a bona fide battery electric vehicle with reasonable range (40, now 50 miles) that only uses the engine for extended range after depleting the battery (an EREV).

It’s an important distinction that separates it from PHEVs that barely break 20 miles range, and then only by feather footing. Not that PHEVs are bad, but they are different from a Volt, so not directly comparable.