This is the Chevrolet Bolt's all-new, 60 kWh battery.

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From left to right, you can see two different Volt batteries, the Spark EV's battery, and the Bolt's. It's pretty obvious how different each one is from the next.

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Here's a cutaway of the power unit, which includes both the electric motor and the transmission.

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In this shot, the motor is on the left, whereas the transmission is on the right. Power reaches the axle by way of a shaft going through the center of the motor.

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Greg Smith, engineering group manager for electrification, points out various components in the battery assembly.

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The orange pack here contains the disconnects that kick in when the car's been in an accident.

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This pack interprets sensor data, and in the event of a collision, disconnects the power to make it easier for first responders.

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Some of the various cabling winding about the battery tray.

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A total of 288 flat cells go into each battery, which are bundled into threes connected in parallel. These 96 "groups" are then connected in series to form the battery pack.

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The whole battery pack weighs 436 kg.

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GM's engineering team standing by their latest work.

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The lithium-ion battery's high nickel content allows for a higher heat tolerance. It runs warmer than the Spark's battery, yet its overall waste heat is low.

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Stephen Poulous, global chief engineer for electrification, proudly displaying a cutaway of the Bolt's electric motor.

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Greg Smith sure does love his battery.

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As he should -- it's a hell of an achievement over the Spark EV's unit.

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In case you were thinking that there had to be room in that battery pack for more cells...you're wrong.

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Flex-testing of the battery pack shows its impressive rigidity. Only the rear shelf portion of the pack experienced significant flexing.

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If you want a closer look at what's going on inside the Bolt's motor, this one's for you.

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