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This is the Chevrolet Bolt's all-new, 60 kWh battery.
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.
Here's a cutaway of the power unit, which includes both the electric motor and the transmission.
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.
Greg Smith, engineering group manager for electrification, points out various components in the battery assembly.
The orange pack here contains the disconnects that kick in when the car's been in an accident.
This pack interprets sensor data, and in the event of a collision, disconnects the power to make it easier for first responders.
Some of the various cabling winding about the battery tray.
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.
The whole battery pack weighs 436 kg.
GM's engineering team standing by their latest work.
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.
Stephen Poulous, global chief engineer for electrification, proudly displaying a cutaway of the Bolt's electric motor.
Greg Smith sure does love his battery.
As he should -- it's a hell of an achievement over the Spark EV's unit.
In case you were thinking that there had to be room in that battery pack for more cells...you're wrong.
Flex-testing of the battery pack shows its impressive rigidity. Only the rear shelf portion of the pack experienced significant flexing.
If you want a closer look at what's going on inside the Bolt's motor, this one's for you.