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The "Car That Could" Did!

(A short history of Delco Remy’s involvement in GM electric vehicle programs—and how the EV1 effort related to GM’s present hybrid programs.)

The birth of the iconic GM EV1 was covered in Michael Schnayerson's book "The Car That Could". The death of the EV1 was covered in a film produced by Jessie Deeter, "Who Killed the Electric Car?” I was a character in both and at the end of the movie I pointed out that the technology of the EV1 carried into the GM hybrid vehicles. I joined GM in 1955 when Charles Kettering headed the GM Research Labs and Alfred Sloan headed the company. I participated in most of the activity aimed at electric and hybrid vehicles over the 50 year period between 1955 and 2005.

The history of General Motors’ hybrid electric vehicle activity involves Delco Remy, AeroVironment, Electricore, Allison Transmission, DARPA, Delphi Delco Electronics, Hughes Power Control Systems, Remy International, GM Powertrain, GM Research Labs, Allison Gas Turbine/Rolls Royce, Delco Propulsion Systems and International Energy. It is a very interesting story spanning from the late 80's to the present.

Remy traces its history to 1896 and, in the automotive world, it is an important history. It is the history of how the electrical system has provided the “operating system” that allows non-mechanics, like most of us, to drive a car. (If you have any doubt about this, I have some videos of hand-cranking automobile engines and lighting acetylene headlamps that will convince you.) The electrical system effectively did for cars what Windows did for computers-- made cars “user-friendly” and, thus, allowed them to become ubiquitous.   That sort of makes the Delco Remy Division of General Motors Corporation (and its successors) the “Microsoft” of the automotive industry.

Delco Remy, based in Anderson, Indiana pioneered higher voltage systems for the industry, and introduced many firsts—including brushless alternators, automotive power electronics, engine computers, maintenance-free batteries, neodymium-iron-boron magnets and powerful permanent magnet motors. Delco Remy was the only division in General Motors that developed and produced batteries and worked in concert with research activities at the Electrochemistry Department of the General Motors Research Laboratories located in the GM Technical Center in Warren, Michigan. For automotive starting systems the work was mostly focused on lead-acid, but for electric vehicles and space applications included nickel-cadmium, nickel-zinc, silver-zinc (both primary and rechargeable), zinc-bromine, sodium sulfur, lithium-ion, and lithium-polymer. Delco Remy developed and was the sole manufacturer of the silver-zinc batteries that powered the guidance system of the Minute-man missile for 20 years during the 60’s and the 70’s. Delco Remy established a partnership with Valence Technology for development of lithium batteries in the late-80’s.

General Motors gave up battery development when they spun-off Delphi Automotive Systems. Delphi maintained the battery business until 2005 when they sold the business, with manufacturing operations in 10 countries, to Johnson Controls. Delphi maintained development of lithium batteries during the 90’s in Indianapolis and then transferred that operation with its personnel to Ener1 to form a new company called EnerDel in which Delphi owned 19.5%. In 2008, Delphi sold its remaining interest in EnerDel to Ener1, thereby ending over 80 years of GM related battery research, development and manufacturing activity. Some of the former GM/Delco Remy/Delphi personnel now work at EnerDel in Indianapolis and Altairnano in Anderson.

Today, in the realm of automotive electrical systems, the “buzz” is hybrid systems. The fundamental “virtue” of a hybrid system is its ability instantly add jor absorb torque to or from the wheels. The first time this was ever done in a modern, high-performance, FMVSS certified production vehicle was on the GM EV1 in 1996 (one year before the introduction of the Toyota Prius hybrid) and the motor/transmission drive unit and energy storage system for the EV1 were developed and manufactured by Delco Remy. In 1992, two years before the Prius project began, Delco Remy demonstrated a compact hybrid sedan (an Oldsmobile Achieva) to GM management.

In the 60’s, Delco Remy produced the electricals for GM’s 512 cars-- small commuter test cars with both electric and hybrid-electric powertrains. Also in the 60’s Delco Remy produced much of the powertrain for the first successful fuel cell powered concept vehicle, the Electrovan. In the heavy duty arena Delco Remy developed the complete powertrain for a 6X6 military truck that was a diesel-electric series hybrid powered by electric motors at each of the 6 wheels supplied with electricity from a diesel-engine powered generator, similar to today’s diesel engine-generator powered locomotives. This truck successfully passed all military performance specifications at GM’s military proving grounds.    .

In the 70’s Delco Remy developed the powertrain for a battery-powered Volkswagen Rabbit that featured the first nickel-zinc automotive battery. In 1979 Delco Remy and GM Truck built and deployed 35 electric G-vans in a U.S. Department of Energy (DOE) program in which 300,000 miles of service were accumulated. At that time it was the largest scale and best documented modern EV road test.

In the 80’s, Delco Remy developed the powertrain for the nickel-zinc powered Electrovette, a GM concept EV based on the Chevrolet Chevette platform. In the late 80’s, Delco Remy developed the first belt-alternator-starter (BAS) system that was a 24-volt system installed in a Buick Park Avenue.

During the 80’s Delco Remy was reorganized into strategic business units or SBU’s and the central engineering department was broken apart and distributed among the various product SBU’s. Some “left over” advanced project personnel were organized as a “skunk works” in Indianapolis and began to focus on electrified propulsion systems. In order to obtain funding for this work, contracts were obtained from the U. S. Navy for an electric torpedo that had a motor that was close to what was needed for automotive propulsion. GM’s Allison Transmission Division was asked to join the project that formed the basis of a cooperative partnership that continued for about 10 years.

In the late 80's fuel cell development initiated at the GM Research Labs transitioned to Delco Remy that then led the development of automotive fuel cell systems for General Motors. This work was done at the new Indy Technology Development Center. Although technically effective, Delco Remy saw that the economics were not rational for passenger vehicles without a string of unpredictable breakthroughs, and the program was transferred to Allison Gas Turbine and continued as a research focused program with US government funding through Los Alamos National Labs. Later, when Allison Gas Turbine became Rolls Royce, the US government insisted this project be moved back to GM and was picked up by AC Delco Systems and moved to Rochester, New York. It later was transitioned to GAPC (GM Alternative Propulsion Systems) and is today the basis of GM’s “Hy-Wire” concept vehicle. The economics continue to be extremely challenging, with major breakthroughs still required not only in the fuel cell, but also in the production and storage of hydrogen for cost-effectiveness.

In the early 90’s, Delco Remy produced GM’s first modern hybrid vehicle—a 22 foot shuttle bus with a propulsion system completely developed by Delco Remy that included motors in the rear wheels. Allison Transmission assisted with the packaging of the wheel motors. This vehicle was used to transport the GM Board of Directors to the GM Proving Grounds vehicle show in 1993.

Also in the early 90’s, Delco Remy developed the GM flywheel-alternator-system (FAS), a 7kW induction machine integrated into a GM Powertrain automatic transmission around the torque converter. This was followed by the flywheel-alternator-system with an input differential (FASID) developed with GM Powertrain and installed in an Oldsmobile Achieva operating at high voltage with VRLA batteries similar to those used in the GM EV1.

In the mid 90’s, Delco Remy joined with DAB, a Danish bus producer, to make three very technically advanced plug-in hybrid busses for the city of Luxembourg with funding support from the EU. Delco Remy built the entire propulsion module—a series-hybrid system that “plugged” into the rear of the bus in place of the conventional diesel powertrain. One of these busses was featured at EVS 15 in Brussels.

Also in the mid 90’s, Delco Remy co-developed with Allison Transmission GM’s first heavy duty parallel-hybrid system. This program evolved to what is now the production EP50 electric variable transmission (EVT). Remy International currently produces the motor-generators for this system.

Later in the 90’s, Delco Remy developed a 30kW axial-gap brushless PM motor for the DOE’s AEMD (Advanced Electric Machine Development) program that was part of the PNGV (Partnership for Next Generation Vehicle) program. This technology later formed the basis for starting a new distributed generation company, iPower Technologies—a joint venture between Delco Remy and AeroVironment, that develops 85kW and 150kw versions of these machines for use in natural gas fueled DG systems producing utility grade electric power. Today iPower Energy Systems, the successor to the joint venture, is a privately held company producing distributed generation systems for global markets fueled by both fossil natural gas and non-fossil biogas.

In 1997, Delco Remy International formed a joint venture with Continental AG to develop and produce the mild-hybrid ISAD system introduced on GM’s pickup trucks marketed to contractors.

In 2004, as criticism of GM mounted for lagging Toyota in hybrid vehicles, GM announced that it would develop a scaled down version of the Allison EP50 EVT and introduce it as the AHSII system in pickup trucks and SUV’s in 2007. Remy International was awarded the production contract for the motor-generators for this system.

Discussion of General Motors electric and hybrid vehicle history would be incomplete without discussing the role of AeroVironment and its founder and leader, Dr. Paul MacCready and his team. Paul was regarded by many as one of the most important futurist scientists of the 20th century. His personal mantra was “doing more with less” that led him to become a top aviation hero, the first American soaring champion, and the man who built the first human powered aircraft—the Gossamer Condor—and later the first human powered aircraft to cross the English channel—the Gossamer Albatross. Paul and his AeroVironment team developed the Solar Challenger that was piloted in 1981 163 miles from Paris, France to England at an altitude of 11,000 feet powered only by sunbeams.

If you can power an aircraft from sunbeams, why not a car? The Sunraycer project was conceived by Han Tholstrup, a Danish adventurer living in Australia, to cross Australia from south to north in a solar powered car. Tholstrup sent his idea to Roger Smith, Chairman of GM, who passed it to Howard Wilson, a VP of Hughes Aircraft who had connections with Paul MacCready and gave AeroVironment the task of developing the car.

The Sunraycer won the international race in Australia in 1987 that brought much favorable publicity for GM, so much so that GM later charged AeroVironment to develop a battery powered car-- the Santana, that was introduced as the Impact at the 1990 LA auto show and then immediately commissioned by Chairman Roger Smith to be developed for production as the EV1. GM also acquired a minor equity position in AeroVironment. The work on the Sunraycer and the Santana/Impact/EV1 were enthusiastically supported by Bob Stempel, President of GM and later Chairman.

Delco Remy’s advance battery group developed the batteries for the Impact and the Indianapolis Technology Development Center became an active partner with AeroVironment in developing many EV components and test equipment.

In the mid 90's there were about 300 people at the Indy Tech Center from Delco Remy, Allison Transmission, Delco Electronics, Hughes Aircraft and Packard Electric developing electrified powertrains including the system in the EV1. Delco Remy was responsible for the drive unit, that was a combined 100 kW induction motor, gear reduction system and differential that was the first aluminum differential in a production car. They were also responsible for developing the advanced valve-regulated lead-acid batteries and the battery pack for both the EV1 and the electric S10 pickup truck. Personnel from this group also formed the GM-Ovonic joint venture to produce the optional higher cost, but longer range nickel-metal-hydride batteries for the EV1.

The Defense Advanced Research Projects Agency (DARPA) during the early-90’s commissioned a number of groups across the US to develop advanced transportation vehicles in public-private partnerships. A group was desired in the industrial Midwest to capture automotive industry talent. After considering locating the group in Detroit, that would give it an auto company flavor, the decision was made to locate the group in Indianapolis and exploit the expertise of component companies such as Delco Remy, Allison Transmission, Delco Electronics, and Allison Gas Turbine (later Rolls Royce). The group was established in 1993 as part of the AdvanceTek consortium at the Purdue School of Engineering & Technology at IUPUI as the Midwest Electric & Hybrid Vehicle Consortium. It later became a free-standing Indiana corporation and renamed Electricore.

During the 90’s, Electricore managed programs valued at $150 million dollars, most of which were focused on hybrid vehicle development including major funding for the Allison Transmission EVT transmission later marketed in transit busses as the EP40 or EP50 system. In 2004, when GM was pressured to catch up with Toyota in the hybrid vehicle field, GM decided to downsize this “dual mode” EVT hybrid system to be applied to GMC Tahoe’s and Yukon’s that today are marketed in GMC dealerships.

Had it not been for AeroVironment, DARPA, Electricore, Allison Transmission, and the Delco Remy “skunk works”, there may never have been an EV1 or a Tahoe or Yukon hybrid.

In 1997, the management of Delphi Energy & Engine Management Systems Division (that was a new name for the AC Delco Systems Division that had been formed by merging Delco Remy division into AC Rochester division) decided to suspend operations at the Indianapolis Technology Development Center and instruct Allison Division to find a new partner to further develop its hybrid systems.

The GM battery experience began in 1927 when the Delco Remy Division acquired battery technology from Exide. Delco Remy managed development of all GM battery technology for 72 years for both starting, lighting and ignition (SLI) and electric and hybrid vehicle propulsion applications. Delco Remy’s development was accompanied by electrochemical research at the GM Research Labs.

In 1999, General Motors spun-off Delphi Automotive Systems, that included the former Delco Remy battery buiness. Delphi then sold the battery business to Johnson Controls in 2005, retaining a minority interest in the advanced lithium-ion batteries that it then sold to Ener1 in 2008 ending an 81-year run in GM-related battery activity. While GM and its spin-off Delphi left the battery business, concurrently Toyota became a significant battery manufacturer with majority ownership of Panasonic EV and with significant internal R&D activities.

In the face of this battery competition and the strategic importance of producing vehicles with electric powertrains, in January of 2009, GM Chairman Rick Wagoner announced at the Detroit Auto Show “GM is back in the battery business” and would be creating a large battery test lab and partnering with the University of Michigan to train battery engineers. Wagoner stated “This is the next step in the electrification of the automobile.”

As a footnote, personnel from the Delco Remy Indianapolis Technology Development Center are distributed into many organizations including GM Powertrain, Delphi Electronics and Safety, Allison Transmission Company, Raser Technologies, Bright Automotive, EnerDel, Altairnano, Rolls Royce-Indianapolis, Indy Power Systems, iPower Energy Systems, Tawas Inc. and International Energy.

A very good history of Delco Remy EV activities was published by the IEEE in 1994 entitled “History of Electric Vehicles in General Motors”. It was written by Dr. Kaushik Rajashekara, who is now with Rolls Royce in Indianapolis. This publication is in IEEE Transactions on Industrial Applications., Vol.30, No.4, pp.897-904, July/August 1994.

So, though "killed" as a car model, the EV1 or "The Car That Could", spawned the technology that today underlies the GM (and Chrysler and BMW) hybrid vehicle powertrains, as well as the Allison Transmission heavy vehicle powertrains, and will be closely tied to the systems to be introduced in the Chevy Volt.

       Memoir of Bill Wylam aka BattryBill - former Chief Engineer of Batteries and Technology Development, Delco Remy Division, General Motors Corporation and later Delco Remy International, that is now Remy  International.                                              March, 2009

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