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					                                                    GM Europe                     Product Development and
                                                                                  Technology Communications
                                                                                  Adam Opel Haus
                                                                                  D-65423 Rüsselsheim

                                                                                 May 15, 2008

A Look into the Future of Engines and Transmissions

       General Motors Powertrain Europe opens its doors for Tech Show
       A variety of concepts for upcoming propulsion needs
       9,000 employees develop and produce engines and transmissions
       Focus on reducing fuel consumption and increasing energy diversity

Turin/Italy. GM Powertrain Europe’s comprehensive Tech Show provides answers
about how cars will be propelled in the future. As part of the global GM Powertrain or-
ganization, GM Powertrain Europe has global responsibility for small diesel engines, di-
esel control systems, small gasoline engines and manual transmissions. Its footprint en-
compasses 15 facilities in 7 European countries, employing 9,000 people and producing
on average more than 17,000 engines and transmissions per day.

“The top strategic priority of all development activities is to increase fuel efficiency, re-
duce the CO2 emissions and emphasize energy diversity“, said Mike Arcamone, Vice
President GM Powertrain Europe.

The GM Powertrain Tech Show also illustrates the worldwide network within General
Motors. GM Powertrain is the global leader in producing engines and transmissions, with
86 plants and development facilities in 17 countries on all continents. More than 48,000
employees develop and build 33,000 transmissions and 37,000 engines on average
every day. Customers include all GM brands as well as a list of other manufacturers.

Diesel engines: Debut of the closed loop combustion process

GM has been working for 20 years on controlling diesel combustion in a closed cycle. It
is also a success story for GM – concentrating on optimizing the processes inside the
motor itself and thereby avoiding expansive after treatment systems wherever possible.
A major breakthrough in this field is the closed loop combustion process: A sensor in the
combustion chamber measures the pressure conditions in real time, and the measure-
ments are integrated into the control system for the injection. This closed-loop process
will make its market debut in 2009 in a V6 diesel that will provide 184 kW/250 hp and
550 Nm max. torque. Use of the closed loop process will not remain limited to the new
V6 diesel, GM Powertrain Europe is working on a new diesel generation that will feature
common technology and remarkable efficiency.

Gasoline engines: Direct injection, Turbo-charging, new HCCI process

By introducing the ECOTEC-Motor 2.2 direct in 2003 in the Opel Vectra, GM was among
the leaders in bringing direct injection technology with homogenous mixture to market. A
significant next step in this leading technology was the combination with camshaft phas-
ing and turbo charging made available in the Opel GT. Its two-liter ECOTEC engine of-
fers a remarkable peak power of 194 kW/264 hp.

Based on this technology, GM sees a major opportunity to reduce engine displacement,
retain at least the same drivability and vehicle dynamics, and significantly lower gasoline
consumption. This strategy, called right sizing, is particularly effective when driving un-
der partial load.

Future developments include Homogenous Charge Compression Ignition (HCCI).
Through controlled auto-ignition – as with diesel fuel – the gasoline/air mixture is burned
more efficient. With the HCCI process, consumption declines by around 15 percent –
with favorable emission data. To control the auto-ignition, pressure sensors are needed
in the cylinders.

Transmissions: Intelligent all-wheel drive, more speeds, higher efficiency

More speeds, wider ratios, less friction losses: These are the development goals for both
manual and automatic transmissions. At the same time, cars will be more fun to drive.
An outstanding example is the new all-wheel-drive system XWD that is currently
launched on the market in the Saab 9-3 series.

The intelligent integrated system is extremely fast to react, giving the driver plenty of
feedback and reassuring security. XWD divides the power not only between the front
and rear axles, but also between the two rear wheels. Optionally XWD can be combined
with the electronically controlled limited slip differential (eLSD) - an electronically con-
trolled hydraulic multiplate clutch with the effect of a locking differential. It is fully inte-
grated into the XWD control system and in normal driving can send up to 40 percent of
the torque to the wheel that has the most grip - in extreme situations even more.

GM Hybrid System: Cost efficient hybrid

The GM Hybrid System switches off the engine when the car is at a standstill. Once the
foot is taken off the brake, it starts again. When coasting or breaking, energy is recov-
ered generatively and stored in a battery. When additional performance is needed – for
example in the acceleration phase – more torque becomes available.

GM favors the belt-driven Belt-Alternator-Starter (BAS). This solution is cost and pack-
age efficient because a large number of existing components can still be used. Moreo-
ver, the low inherent weight and the good packaging argue for the system. The system is
most effective in urban traffic with frequent braking and accelerating, reducing fuel con-
sumption by up to 10 percent.

2-Mode-Hybrid: Advanced full hybrid coming to Europe in Cadillac Escalade

At the heart of the 2-Mode Hybrid is an Electrically Variable Transmission (EVT). It has
two integrated electric motors with an output of 60 kW each and enables driving on elec-
tric power only up to 30 mph. The sophisticated Hybrid Optimizing System also manages
to recover energy by regenerative braking. Electrical energy is stored in a nickel metal
hydride battery under the rear bench.

The innovative EVT with the two integrated electric motors takes up no more space than
a conventional automatic transmission. The 2-Mode-Hybrid can be coupled with 2- and
4-wheel-drive and allows fuel savings for large SUVs of up to 50 percent in urban traffic.
In Europe, this advanced system will first be available in the Cadillac Escalade.

E-REV and Fuel Cell: The Path to Electric Propulsion

A decisive factor in reaching greater energy diversity is the electrification of the automo-
bile. Hybrid propulsion offers instantaneous efficiency gains. The rapid development of
advanced battery technologies that use grid-fed electricity introduces the potential for a
whole new range of energy sources to power the vehicles of the future. Electric drive

systems powered in part by lithium-ion batteries with range extender functionalities are
the consequent next step. The last step in GM’s view is the hydrogen economy, either at
the power plant level or by using hydrogen in a fuel cell to produce electricity on board
the automobile.

Chevrolet Volt: The first Extended Range Electric Vehicle

The Chevy Volt concept is unlike any previous EV (electric vehicle) thanks to its innova-
tive E-Flex propulsion system. The E-Flex propulsion system consists of a lithium-ion
battery and a bio fuel powered range extender. Fully charged with electricity from the
grid, the Volt will have an EV range of up to 64 kilometers – enough range for most driv-
ers to make their daily commutes gas and virtually tailpipe emission-free (fewer than
40g/km CO2). For longer drives, the Volt’s bio-fuel range-extending engine will create
electricity on-board to extend the range of the vehicle to well over 700 km.

GM currently has more than 700 engineers working to bring this vehicle to market. Pro-
duction timing for the Volt is dependent on the availability of advanced lithium-ion batte-
ries that meet our safety, durability and performance requirements. GM is currently test-
ing two different battery solutions in labs and in engineering mule vehicles on our Milford
Proving Ground test tracks near Detroit.

HydroGen4 with fuel cell propulsion: On the road to “zero emissions”

For decades GM has researched fuel cell propulsion where electrical power is generated
on board from hydrogen. The essence of the development so far is the fourth generation
fuel cell vehicle HydroGen4. Considerable progress has been made in roadworthiness,
dynamics and system durability compared with its predecessor, the HydroGen3. GM will
build more than 100 units of the HydroGen4 and place them with customers as part of a
global deployment plan to get comprehensive insight into the customer experience with
a hydrogen powered fuel cell vehicle. Ten vehicles out of this global fleet will be running
in Berlin as part of the Clean Energy Partnership (CEP) demonstration project.

HydroGen4’s fuel cell stack consists of 440 cells arranged in series. With the 73 kW
(100 hp) synchronous electric motor, acceleration from 0 to 100 km/h in around 12 sec-
onds and a top speed of 160 km/h are possible. The 4.2 kg of compressed gaseous hy-
drogen allow a range of up to 320 km.

Alternative Fuels: Bio-Ethanol

Bioethanol is a renewable alternative to fossil fuels and offers a CO2 advantage over
gasoline of up to 70 percent on a well to wheels basis, depending on how the fuel is pro-
duced. E85 is a fuel mixture consisting of 85 percent ethanol and 15 percent gasoline.

In evaluating the environmental impact of biofuels, both the source and the method of
processing are decisive. Many companies are developing next-generation biofuels,
which are produced from a variety of sources including agricultural and municipal waste.

Karl Mauer
GM Powertrain Europe
Tel: + 39 11 424 8010

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