Top Gear is one of my all-time favorite shows. It never ceases to provide laughs and good entertainment while simultaneously managing to actually deliver useful content as well. My only gripe with it is that here in the States, we are always at least one season behind. So, while season 14 starts up on BBC in Britain, we’ll be lucky if we see the start of season 13 by February on BBC America.

That lag especially sucks right now because in episode two of season 14, which just aired in Europe, the Top Gear crew has built themselves a “car to save the world”—the Hammerhead Eagle i-Thrust. Due to the fact that BBC in Britain restricts video viewing from their website to Europeans, I can only bring you a mish mash of bits and pieces of the episode from youtube… but even without the full episode, there are plenty of laughs to be had.

Cheers and enjoy.

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In recent years, GM stuck the SS badge on more cars than it didn’t. For a long time the Super Sport moniker meant something, but sticking it on a turbocharged HHR delivery wagon did nothing to improve the General’s image. In a bit of an acknowledgment that maybe they went too far with the SS badge, GM has dumped many of these mistakes recently; currently the only vehicle with an SS badge is the Camaro.

So what does any of this have to do with Gas 2.0? GM’s vice-chairman, Bob Lutz, did not rule out the possibility of a Volt SS. Furthermore, the rumor mill is reporting that GM has given the green light to the Volt-based Cadillac Converj, a concept car that debuted earlier this year.

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While Chrysler’s alt-fuel plans for the future—and its integrity—seem uncertain at best, its cross-town rival General Motors is trying to make good on its fuel efficient pledges in a different way. This includes (finally) offering a Hummer with E85 flex-fuel capabilities, as promised in 2007.

Oh, and for those who are wishing for a Volt sub-brand, keep wishing. GM has no plans of spinning off the Volt as a brand of its own (as Toyota might do with the Prius). That won’t stop the General from spreading its hybrid drivetrain across other models, however.

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One major obstacle on the road to widespread acceptance of electric cars is reliability. Electric cars are still relatively new ground, and anybody who has ever gotten a cellphone wet or left a laptop in a car during a hot summer day (guilty on both counts) knows that electronics are very sensitive to the elements. Apparently, they are also sensitive to potholes.

One of the “lucky” few who were given an Electric Mini to test out—the founder of GM-Volt.com found out just how sensitive when the Mini came to a dead stop in a construction zone after hitting one such pothole.

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It’s an Audi-tastic day! Johan de Nysschen, President of Audi US, certainly took some major heat over the interwebs today for his inflammatory and derogatory statements that the Chevy Volt is a “car for idiots” and that electric cars are only for intellectual elites to “make a statement.” They were especially curious comments because they came at the same time that Audi launched a website touting the power of electricity.

So, knowing how these things usually go, after some serious damage control conference calls between the Audi communications folks and higher level management, de Nysschen was probably forced to respond with a much more diplomatic take on his positions — what he should have done in the first place. It’s so hard to backpedal once you’ve said something as concrete as “you’re an idiot if you buy this car.”

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Bring on the war of words. In a frank conversation with MSN writer Lawrence Ulrich, Audi of America President Johan de Nysschen has said that the Chevy Volt will fail and that anybody who buys the car is an idiot. Not only that, de Nysschen has lumped proponents of any type of electric car into a category of “intellectual elite who want to show what enlightened souls they are.”

I’m guessing that means a fair amount of the people reading this would be considered idiots and pompous intellectual elites in Mr. de Nysschen’s book. Funny that. Hearing an Audi executive mocking any other car as being for intellectual pompous elites is, err, interesting, given that Audi is known for being in exactly that category themselves. Agh.

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Editor’s Note: This is a 4-part series covering my trip to Michigan to test-drive the Chevy Volt. See also: 1. LiveBlogging from the opening of GM’s New Battery Lab, 2. Chevy Volt Test Drive: How GM’s Electric Car Works 3. Tour of GM’s New Battery Lab. Disclaimer: GM flew me out for this event.

“Remarkably Unremarkable” has been the phrase of choice when describing how the Chevy Volt prototype drives.

And that’s really a compliment, since the car was engineered for consumers who won’t accept compromise, even for a an electric car.

I got a chance to drive the Chevy Volt prototype on June 8th, and although the test model was still housed under a Chevrolet Cruze skin, it gave me a good feeling for what the final version will be like.

Chevy Volt Test Drive

The interior of the Cruze doesn’t do the car justice, at least in terms of space and aesthetics. The center divider seemed poorly fitted for the Volt’s T-shaped battery pack that runs the length of the car (which also precludes a 5th seat in the prototype and final versions). Frank Weber, who accompanied me on the the 45-minute drive, said that everything about the interior would change for production.

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Over the holiday weekend, Japanese news daily Nikkei reported that Toyota will start mass producing plug-in hybrid vehicles in 2012.

The plug-in Prius will have a reported all-electric range of 12.4-18.6 miles after a full charge, and will cost $48,000—roughly twice the price of the regular gasoline-hybrid Prius.

Considering that a used Prius can be converted into a plug-in hybrid today for less than $15,000—giving the car the same or better statistics and driving range—I’d have to ask: what the hell is Toyota thinking?

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Is it the truth or just wishful thinking that British car company Jaguar is developing an electric luxury vehicle?

Jaguar has an electric vehicle, the XE roadster - a two-seat convertible, scheduled for introduction at the Geneva show in 2011. The XE roadster will come with an optional range-extended electric drive-train, which is similar to the Chevy Volt.

The roadster will receive an electric motor with an extended-range three-cylinder gas engine, which is being engineered for the new-age E-Type. It is uncertain whether this engine would come in addition to Jaguar’s conventional 5.0-liter and supercharged 5.0-liter V-8s.

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Editor’s Note: This is a 4-part series covering my trip to Michigan to test-drive the Chevy Volt. See post 1. LiveBlogging from the opening of GM’s New Battery Lab, and 2. Chevy Volt Test Drive: How GM’s Electric Car Works. Disclaimer: GM flew me out for this event. This post is in no way affiliated with the GM ads that appear at the margins.

The real reason we were in Warren, MI wasn’t to test-drive the Volt, but to be on hand for the grand opening of GM’s new battery testing facility. The $25 million Global Battery Systems lab is now the largest battery testing facility in the United States, and is four times larger than the company’s old lab.

GM made a strategic decision to keep battery development in-house, because it will likely be a key competitive advantage in the race to commercialize electric vehicles. The lab already employs 1,000 engineers who work on advanced battery systems like the one found the the Chevy Volt.

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The financial woes at General Motors could finally be catching up with its fuel cell vehicle development program.

In a Web-based interview with the media Tuesday, CEO Fritz Henderson said the company may take a close look at what it spends on fuel cell development. When asked by the Rochester Democrat and Chronicle’s Matt Daneman about fuel cells, Henderson said “while we need to be more efficient in this area, we are confident we can maintain the capabilities necessary to win in the market going forward.” Th giant automaker declared bankruptcy this month and is selling off subsidiaries.

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Editor’s Note: This is a 4-part series covering my trip to Michigan to test-drive the Chevy Volt. See also: 1. LiveBlogging from the opening of GM’s New Battery Lab and 3. Tour of GM’s New Battery Lab, 4. Video: Driving GM’s Electric Car. Disclaimer: GM flew me out for this event.

June 8, 2009- It was pouring rain when I arrived at GM’s Testing facility in Warren, Michigan. A crowd had already gathered inside the Alternative Energy Center which, among other things, is home to GM’s first electric car—the original model EV1 (#1).

The ghost of the EV1—a car designed and built 13 years ago—still haunts GM, though it’s both a symbol of lost opportunity and tangible proof that the company could pull off the same kind of engineering feat again. The billion-dollar Volt project is a major component of the company’s reinvention strategy, and it’s clear they aren’t pulling any punches this time.

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Note: see more updates on the author’s Twitter feed.

Just a few days before GM declared bankruptcy, I was surprised to receive an email from the company asking if I’d be interested in test-driving the Chevy Volt.

The offer to test-drive the product of a $1 billion development program (as well as one of the most anticipated cars of my lifetime) isn’t something that comes along every day, and I’m excited to say that tomorrow I’ll be test-driving the Volt as well as liveblogging from GM’s Tech center in Warren, Michigan.

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Editor’s Note: Frank Weber is the Global Electric Vehicle Development Executive for General Motors. Here he discusses the Chevy Volt and the future of transportation. This post was written for Gas 2.0 and reposted at the GM FastLane Blog.

A couple weeks ago, I had the opportunity to speak at EVS 24 in Norway about extended-range electric vehicles (E-REVs). Attendees and presenters were some of the brightest minds from around the world working to make electric vehicles an everyday reality, but frankly, I sensed many of those minds think electric vehicle development is better suited to small, entrepreneurial companies, some with little or no automotive experience.

There seems to be in the minds of many some sort of inherent conflict between being a large, traditional automaker and the ability to develop cars of the future.

I couldn’t disagree more with that sentiment, and GM is on a mission to prove it.

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More Media:

• David Letterman Slams Chevy Volt, Tesla CEO Agrees
• Realizing the Dream of a Luxury Plug-In Hybrid Electric Vehicle with Henrik Fisker (interview)
• Better Place: Shai Agassi on Gavin Newsom’s Radio Show

Our vehicles are an extension of our independence. No matter how far the route, whether it’s 10 miles or 1,000 miles, we depend on our vehicle to get us there. An EV must give drivers the confidence and peace of mind that they won’t be stranded when the battery charge is depleted, and GM’s Voltec propulsion system solves this psychological problem of range anxiety.

When the battery’s energy is depleted from driving in pure electric mode, the engine generator produces electricity to extend the Volt’s driving range to more than 300 total miles. And if you don’t have access to public charging or time to wait on a recharge, all you have to do is fill-up with fuel and continue driving electrically. The beauty of an E-REV is you have that choice without sacrifice because the engine generator provides the flexibility. E-REVs become an enabler to making electric vehicles affordable because they aren’t dependent on anything else – all your equipment is on-board.

With the Voltec system, the 16 kWh battery pack will accommodate the driving needs of 80 percent of American drivers, whereas other battery electric vehicles have a battery 2-3 times the size of the Volt’s. Smaller battery size equals significantly less cost, and that translates to greater affordability for the masses.

 In addition, the Volt is being engineered globally for large volume production and will share components with other vehicles in GM’s portfolio. Leveraging the shared components among the entire vehicle portfolio and among our other E-REVs like the Opel Ampera will provide the important and necessary economies of scale to reduce cost even further. We’re even engineering and manufacturing the battery packs ourselves in-house to maximize their efficiency.

All these factors make it possible for us to easily ramp up for mass production.

If our experience with the EV1 taught us anything, it’s that customers love driving electric so much that they want to be able to plug-in wherever they go, and with both 120v and 240v capability, they will. We’ve also gone to great lengths to standardize the vehicle receptacle in North America so plug-in vehicles don’t end up like laptops and cell phones with different charging cords for each manufacturer.

And what would an electric vehicle be if it wasn’t fun-to-drive?

An appliance, that’s what. With its instantaneous torque, the Volt will take many six-cylinder vehicles off the line, and can go 0-60 mph in under 9 seconds. And even though most of us should never drive this fast, it has a top speed of 100 mph.

I firmly believe electrically-driven vehicles are the way of the future because they have the ability to displace petroleum and eliminate emissions with no sacrifice in performance, size or features. But in order to be truly relevant, an EV must be available to regular people at a reasonable price – not just to celebrities. At a time when our industry is undoubtedly struggling, we’re backing that commitment by allocating the necessary company resources to start putting the Volt in driveways by the end of 2010.

While I admire the technological prowess and tenacity of the smaller start-up companies, GM is better equipped to deliver electric vehicles in large volume globally. After all, we have been bringing relevant vehicles to consumers for more than a century.

I look forward to reading your thoughts.

More on Plug-in Hybrids and Electric Vehicles:

• Bob Lutz Responds to Elon Musk on David Letterman Show [video]
• Henrik Fisker Debuts Karma Plug-in Hybrid in San Jose [+pictures / +audio]
• Better Place Unveils First Solar-Powered Electric Vehicle Battery Switching Station
• GM Invites Journalists for Volt-mule Test Drive
• Car Companies Standardize Plug for Electric Vehicles

What’s so great about 40 miles per charge? The Volt’s technology will be outdated before it even hits the market in 2010.

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As a matter of fact, David Letterman asked that very same question to Musk who has been vocal about his dislike of plug-in hybrids like the Volt. “The Volt has a range of 40 miles….that’s ridiculous…Oh Boy, we have the electric car at 40 miles per charge. That’s crap,” said Letterman.

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The world is a bit out of funk for GM right now, and the reality is no pundit or politican or executive really knows where the world’s former manufacturing heavyweight will be even a year from now. The General has some interesting projects in the works, not least among them the plug-in electric Volt which could be a pariah or prophet (pun!) for the ailing automaker.

Earlier this year GM unvieled the Cadillac Converj concept which would be a luxury version of the Volt, and that apparently got some people thinking; what else could be built on the Volt platform? Why not a Saab for instance?

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Dr. Lyle Dennis of GM-Volt.com reported today that Tesla Motors’ CEO Elon Musk is not a fan of the plug-in hybrid concept—specifically the Chevy Volt—saying that it is “neither fish nor fowl and ends up being worse. . .than either a gasoline or pure electric vehicle.”

Just last week, Tesla officially announced their Model S 4-door electric sedan. The Model S has a range of about 300 miles and costs roughly $49,000 after Federal Tax Credits.

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Think a Ferrari is fast? Watch one get schooled below.

Electric cars are no joke. Yes, it’s true that many EVs are small, ungainly-looking oddities, but the other end of the spectrum—the realm of high-performance supercars—might surprise you.

After re-discovering a 1972 electric datsun that can accelerate from 0-60 in 3 seconds, we decided that an important question hadn’t really been answered yet:  how do the electric cars we’ve been hearing so much about stack up in terms of performance?

Below, we’ve listed the world’s top 10 fastest electric cars, based on the best available information (and a little creative license). Note that our criteria does not take into account a variety of important factors like charging time, availability, and cost. All cars are simply ranked by the time it takes them to get from 0-60 mph.

Most of the machines shown here are either not available or otherwise out out of the realm of possibility for most, but then again, so are most high-performance gas-powerd cars.  And that doesn’t keep us from admiring them. Please keep in mind that this post is not intended to be the final word on this topic.

Btw, if you’re interested in joining the first mailing list dedicated to bulk purchasing electric cars, check it out (you can also get cheap solar there too).

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