Gm killed the ev because as a small scale short term project they always kill off the test cars. Its a beancounter/lawyeresque method they always try to follow with all TEST cars.

Gm has crushed tends of tousands of test cars of ell types the ev cars were only a tiny fraction of the cars gm crushes.

I don't think the Big 3 are to happy with Big Oil after they killed their SUV market. What better way to get back at Big Oil!

When is this going to be available? Three or four years from now. Meanwhile, Toyota is going to be releasing E85 capable hybrids and extending the range of their hybrid lineup.

I realize that it takes a long time to turn the Titanic around, but I think GM's choice to avoid producing more fuel efficient vehicles will lead to their marginalization as an auto manufacturer.

I would like to add to the comment of Rafael that,
there are vast reserves of natural gas under some of the oceans.

A 40mi BEV with a backup generator, IDEAL.

Make the generator easily removable, so you can swap out for a fuell cell or more batteries.

GMs had this tech for some time. They introduced it in the gen II ev1. They also played around with a series version using the very simple and highly efficient Williams micro-gas turbine generator. It runs on almost anything without modifications! Altairnano has solved the L-Ion battery problems. GM only has to put together existing components. A bi-directional plug-in will add grid stability and back-up power for our homes. To sell, it needs to look and be priced like what people are already buying. Build it and they will come. Don't kill it because it's too efficient.

Hybrid Tech supposedly already developed one of the compact Chevys with lithium technology to go 80 mph. Why isnt that being used...

It's ok to defend GM concerning EV-1 on grounds of economics and test platforms. However, if one is to judge GM on basis of their production vehicle history, then I have to question if GM can really commit themselves to this project.

EVs, fuel-cells and hybrids aside, today's GM only half-heartedly dedicated its resources to low-margain segment such as compacts and subcompacts. GM's core audience would not be interested in another EV-1, and a Series-Hybrid SUV would probably meet the same fate as curret Escape Hybrid. GM may enter Tesla Motors territory but I can see that they would rather leave that to the Corvette. The only place left for such a project would be to target against a future Prius-PHEV model.

Not to say that GM can't do it, but I just cannot see GM as a company that is willing to commit itself to a long-term strategy like Toyota is committed to its hybrid project. It's not about who is more green or noble, but rather just the pattern I see with GM. Unless GM is truly committed to reinvent itself, otherwise, such announcement are just yet another test car that will never be made into production.

Gasp! This is important news!
The way I read it, GM is sort of announcing that they are moving away from fuel cells, in favor of PHEV.
How about a headline "GM kills the fuel cell vehicle"?
The second issue I read in this: GM thinks a series hybrid can compete with Toyota's series-parallel hybrid!
Is this the seed of another GM failure? Series-parallel hybrids are clearly more efficient (although somewhat more complex), than series hybrids.

Ron Fischer,
AM General builds the HMMWV and H2. GM just sells the civilian versions (H1, H2), though they do make the H3 at a GM factory. Where GM does come in is the Duramax (benefit of GM+Isuzu a few years back), and Allison transmissions. 2 mode hybrid system (w/DaimlerChrysler&BMW) might come in a beefier version for light-medium trucks (5-17 tons GVW), milspec, or civilian.

If you go back and look at GM's press releases and announcements for the last 5 years, I think you will find some bold statements that never actually occurred.

The series vs. parallel issue is an interesting one. The parallel configuration allows the IC engine to provide much of the power to the drive system "directly" (through drive shaft and gearing) with less energy conversion. It allows smaller batteries and smaller, less powerful motor-generators to be used, and is favored if the power-to-weight ratio and / or power-per-dollar figures for the IC engine are substantially better than for electric motor-generators and associated power electronics. But it is more complex, and requires an IC engine that can be throttled over a range of power levels and speeds. That limits efficiency.

The serial configuration requires more battery capacity and larger motors-generators, but is simpler and more naturally suited for use in a PHEV. Regardless of whether it uses a generator turned by an IC engine or a fuel cell as the charging source, the charging source can be a lot smaller, and can run at a single constant setting. That allows for better efficiency and durability.

Also, new silicon-carbide switches will soon be driving a technology trend toward more efficient, lighter, and less costly motor-generators and power modules. That favors the serial hybrid configuration.

Overall, I'd say that GM is making the right choice.