Well, good afternoon, and thanks for joining us for an in-depth look at our electric vehicle technologies and upcoming products. Before I get started, I want to talk about the measures we are taking regarding the coronavirus outbreak. As the safety and well-being of our employees and our guests, it's a top priority. As this outbreak continues to evolve and spread globally, GM Medical and GM Security are monitoring the situation daily, if not hourly and based on the current recommendations coming from the CDC and the World Health Organization. As a result, we have asked those who traveled within the past 14 days to China, South Korea, Japan, Iran or Italy, or someone who's been in close contact with someone diagnosed with the coronavirus to refrain from attending this week.
We have also restricted international employee travel until further notice. In China, our focus has been on our people first and then the business, and our thoughts go out to everyone who has been impacted by the virus around the world. We are taking all the necessary steps to ensure our employees have the full support of General Motors. GM and our JV supply chain and engineering teams have developed and are executing contingency plans to mitigate the impact of the coronavirus outbreak. We will continue to closely monitor the situation and adjust our schedules in line with local governments updated arrangements for the resumption of production.
So now let's turn to why we are here today. Last month in New York and at other recent events, we said a lot about our plans and our progress. Today, we're going to dive deeper and show you our work, our plans and give you an opportunity to meet some of the GM team members who are leading our technical advancements. We will demonstrate our EV capabilities and our holistic approach to the entire EV ecosystem. We'll show you the advantages of our new superior battery system, which we call Ultium, our global footprint and scale, the versatility of our battery modules and packs and drive units, the flexibility of our all new modular platform, our future multi branded, multi segmented EV product portfolio and our plans and strategies to create robust home, workplace and public charging infrastructure.
Everything you will see today, including every vehicle, is real. We'll show you what what we're going to show you comes down to this. We want to put everyone in an EV, and we have what it takes to do it. Beyond the societal benefits of an all electric 0 emissions future, we are going to drive an amazing ownership experience for our customers. This spring, we'll reveal 4 new electric vehicles.
The Cadillac Lyric SUV, the first time we're sharing its name, along with the GMC Hummer EV. And we'll also be sharing 2 new versions of the Chevrolet Bolt EV. We'll launch these EVs beginning next year, and everything we'll be talking about today is planned to be in our customers' hands by 2025 at the very latest. And we are just getting started. We're framing up other key global EV programs, and we'll share a few of those as well.
With the limited amount of time that we have, the team has worked hard to make the very technical presentations as straightforward as dome today represents an unprecedented investment in the people and resources necessary to realize every element of an all electric future, from the battery chemistry, architecture to safety validation and infrastructure, every single element. General Motors is building toward an all electric future because we believe climate change is real and because we have the expertise to deliver exceptional EVs and driving and ownership experiences to our customers. As a company and as a global citizen, we have the ability and the responsibility to create a cleaner and healthier planet. Our decision to invest early in the technology and products paid off 4 years ago when we introduced the Chevrolet Bolt EV, the industry's first affordable long range electric vehicle. But our history in electrification goes back much earlier, and now enabled by business transformation actions we've taken, we are accelerating our work and our investment.
From 2020 to 2025, we will allocate more than $20,000,000,000 of capital and engineering resources to our EV and AV programs, and this equates to about $3,000,000,000 annually, actually more than 3,000,000,000 dollars Our investments are delivering real results and as you will see here today, they will dramatically change the future of this company and of our industry. To bring about that change, we want to get as many EVs on the road as possible as quickly as possible. By mid next decade, we intend to sell 1,000,000 EVs per year in our 2 largest markets, North America and with our joint venture partners in China. Because of our flexibility and our engineering focus, this is the kind of scale that will accelerate our path to 0 emissions in a profitable and efficient way. Let me take a moment to address EV safety because the safety of our customers is a foundational commitment and a top priority.
For our customers to adopt EVs, they need to feel confident in the integrity of their vehicles, particularly in the event of a crash. We have applied a comprehensive battery and high voltage safety strategy and development process to make every EV we make supported by this dedicated high voltage battery safety team. That is our overall approach and Mark will share more in just a few minutes. Beyond the safety and 0 emissions attributes of our EVs, our program will deliver accretive volume growth for the company. GE is capitalizing for a large bandwidth of EV products across our portfolio, and our future EV program will be profitable in its first generation, and I'll say early in its 1st generation, paving the way for future accretive growth.
Our Ultium battery system and our all new modular architecture and our expertise in lean manufacturing on top of our tremendous global scale are critical drivers of that profitability. In addition, because of the work we are doing in house and with companies, including our joint venture with LG Chem, we expect to drive our battery costs below $100 per kilowatt hour early in the platform's lifecycle. And this is only the beginning. Because the team will continuously work to improve the chemistries and development processes within our Altium system, that will drive costs even lower as the program moves forward. Our EV program also has the potential to create new sources of revenue and increase our sales and market share.
For example, by vertically integrating the manufacture of our own battery cells and drive units, we can reach beyond our fleet and license our technologies to others. We also see an opportunity to sell EVs to rideshare providers as more municipalities begin to demand that these services provide sustainable and 0 emission solutions. We'll grow as existing and new customers embrace no compromises EVs that are safe, beautiful, attainable and fun to drive. There is an additional untapped potential in areas of the U. S.
Where we are underrepresented like the coast, and there will be opportunities outside of North America and China as well as we leverage our scale and our portfolio reach. In the U. S, for example, 3 quarters of our Bolt EV buyers are actually new to GM, and they are among some of our most satisfied customers and ambassadors. They are every bit as passionate about their vehicles as our Corvette and Silverado owners. With our established dealer network, we have the relationship with millions of additional customers from first time buyers to entire families who have been loyal to our brands for generations.
Today, our loyalty lease rate loyalty lease loyalty rate among our lease customers is 78%, and we will continue to engage our customers and bring them along on our all electric journey. We'll offer them EVs from every brand, in every segment, in every body style, at every price point and in every part of the country. Electric vehicles will make the world a better place today and for generations to come. And we at General Motors plan to play a lead role in creating our 0 emissions future. Using what we have learned from our previous EV programs and from our EV owners, we plan to build an entire EV ecosystem that meets and beats our customers' needs, wants and expectation.
That includes everything from offering a broad selection of EVs that I've mentioned earlier to making them convenient to charge, affordable to own and fun to drive. Speaking of charging, we just announced that we will triple the number of Level 2 charger stations at our own facilities across the U. S. And Canada beginning later this year. Research shows us that convenient access to workplace charging makes EV ownership more desirable and our employees are among our most important advocates.
We also recently enhanced our Energy Assist feature to make it even easier for our Bolt EV owners to find public charging stations and initiate charging sessions. Our transition to an all electric future also means we're committing to do everything sustainably. We are actively working on new battery chemistries with components that are ethically sourced and as environmentally friendly as possible. Importantly, we continue to refine the chemistry to reduce our dependence on precious metals, to reduce costs and to protect GM from supply disruptions and shortages. And as we keep adding EVs to the global vehicle part, we'll continue to treat end of life batteries as the assets they are.
As of today, we have enabled reuse or recycling of 100% of return batteries and we will keep doing this. We also support a grid that uses renewable energy sources to make the entire EV charging process sustainable from the start. At GM, we're committed to sourcing all electricity from renewables by 2,040 globally and by 2,030 in the U. S. Our vision of a world with 0 crashes, 0 emissions and 0 congestion depends on us doing all these things and more.
We can't wait to show you right here what we will do to make this happen. So to give you a little bit more of the details of what you can expect to see and hear today, I'd like to welcome GM President, Mark Royce.
Thank you, Mary, and thanks to all of you for joining us here today. We brought you here to Warren, Michigan because this has been the home of GM's Technical Center and the heart of American innovation since 1955. Every vehicle we have designed in the last 65 years has come through the building that you're sitting in our design dome. Across the pond, our R and D facility is busy ushering in the future. General Motors has filed more than 3,000 global patents related to electrification.
3 years ago, we announced a $1,500,000,000 investment in this campus to pay for some of these new facilities and massive renovations of many of the existing ones, including our new state of the art advanced battery lab and those R and D labs I mentioned. We've enhanced all of our capabilities in the EV space over these past 3 years by investing in the right facilities and most importantly, the right people to create the right portfolio of vehicles. The designers and engineers that work in these buildings are the ones making our vision of the future a reality and transforming our industry. And you're going to meet some of them today. What we want you to do today is show you our plan, demonstrate our progress and answer your questions.
We've set up different spaces or modules in the room to address various facets of our EV program. For example, behind me, we have a module dedicated to our new Ultium battery system and our all new modular EV architecture. In this space, we'll show you how the flexibility of our approach allows us to drive high volumes in multiple segments for multiple brands all off of the same modular platform. For perspective, consider this. GM currently has 5 55 different internal combustion powertrain combinations in production.
The EV portfolio that you see in the room can be supported by just 19 EV propulsion combinations using our unique battery modules, drive units and power electronics. From 1 modular architecture, we have the ability to make vehicles for segments ranging from full size trucks to crossovers, to cars and even self driving vehicles like the Origin as you walked in. It's flexible enough that these vehicles can have estimated electric ranges of up to 400 miles or more on a single charge. They can also go from 0 to 60 and as low as 3 seconds, and they have energy ranges from 50 to more than 200 kilowatt hours. We have front wheel drive, rear wheel drive or all wheel drive configurations that can run from 235 to 1,000 horsepower.
By the way, as Mary said, we'll do this all with safety as top of mind, just as we do every day with every vehicle program. We're working to achieve a vision of 0 crashes through new collision avoidance and driving automation technologies. But until we get to that ultimate vision, vehicles still need to protect occupants in a crash. GM has been a pioneer in the development of safe electric vehicles going way back to EV1, and we've continued to learn as we raise the bar on safety. We now have a dedicated high voltage battery safety team, and one of the key goals is to protect the battery in a crash much like we protect our fuel systems.
Our batteries have been packaged below the seating area and are designed to be an integral part of the vehicle structure that helps to protect the occupant safety cage in case of a crash. You'll see that on the body in white, in the back of the room. We have developed crash evaluations to assess the unique characteristics of a high voltage battery system, and our process includes shutting down and actually isolating the electrical system in the event of a crash or flood to avoid shock risk. We played key roles leading standards committees through organizations like SAE and Battery Safety, and we intend to remain the industry leader. We also intend, as we've said, to do this profitably.
And there are many enablers to that goal, including our flexible modular architecture and battery pack strategy, our scale and our aggressive approach to taking cost out of the batteries, cells and many other materials in the vehicle. We already have a packing and design advantage with our pouch cells compared to cylindrical cells, and soon, we'll have a cost advantage as well. We'll show you how our state of the art ultimate battery promotes greater packaging density, which enables better design flexibility, more room for people and less space needed for those batteries. We also have here today a module dedicated to design, including our EV product portfolio and our brands, which will really lay out the breadth and depth of our approach and put all of our cards on the table. This is a huge opportunity for us, the biggest opportunity any of us has ever seen for this company, certainly, and we are all in.
It represents a chance to reinvent the company and reassess our brands. It will change this company and people's perceptions of it forever. The 3rd module we have set up for you to my left is about charging infrastructure and our efforts to make EV life easy, efficient and convenient for our customers. You'll learn about our holistic approach to charging to make it as convenient as possible for our customers in public places, at the workplace, and at home. Home charging is a big area of focus as you'll see because 78% of owners charge at home most often.
And there are already more than 25,000 public places across the U. S. And Canada where our customers can charge their Chevrolet Bolt EV on level 2 or fast chargers. And that number, of course, is growing every day. We're also going to reduce charging times to provide more charge more rapidly for more people, and you'll hear about that in this infrastructure module.
Also, we'll have part of this module dedicated to Super Cruise, our revolutionary hands free driving technology. Super Cruise will be a huge enabler for us to get to our vision of 0 crashes, 0 emissions and 0 congestion with EVs and AVs. The Bolt EUV we have here will be the 1st non Cadillac to have Super Cruise and will expand it to 22 vehicles by 2023 including 10 more this next year. All the work I have described, all that you'll see here today is being right is being done right here on this campus and a couple of our other facilities worldwide. But here in Warren, we have almost 20,000 people working hard every day to move this company and this industry forward.
3 years ago on this campus, about 20% of the work was on EVs. Today, it's more like 60 plus and growing. And as Mary said, it's all real. That bolt over here will be going on a development trip next week. And I apologize, Jesse Ortega loaned us his car, but the lamps aren't quite productionized yet because they're prototype, because the car is going on the development trip next week.
But those drive units behind me are scheduled to be installed in test vehicles in just a couple of weeks. The battery pack you will see goes right back to the battery lab for more testing. And that chassis in the back will be mounted to a battery pack and be driving at Milford before the snow melts. So I'm excited. And I can stand here and talk to you more about it again or you can hear directly from the people who are doing the work and are eager to discuss it with you.
They're passionate. The excitement that runs through this company right now is unparalleled. So thanks again for being here, and I hope you enjoy the day. You learn a lot and you find answers to all your questions. Now I'd like to introduce our Director of Investor Relations, Mike Heifler.
Michael?
Good afternoon, everyone. As you can tell, we are super excited about what we are showing you. And as Mary and Mark said, we really appreciate you joining us here today. As Mark described, we have set up 3 different modules for you and each showcases our leadership in EVs. We know we have to get batteries right.
We have to increase range and decrease price. The battery and architecture module is going to tell you how we are doing that. We have to design EVs that our customers want. In the product module, you will see a good portion of the EV product portfolio with an emphasis on how our architecture strategy enables great design. We must create an EV ecosystem that makes owning an EV easy and fun.
In the infrastructure module, we will show you plans and partnerships we have in place to make this a reality. After everyone has been through all three modules, we will return to our seats for a formal Q and A with Mary, Mark, Doug Parks, Mike Simcoe and Ken Morris. We are eager to share our ongoing EV developments with you. So with that, here's how we're going to do this. If your badge has a yellow sticker, you will begin at the battery and architecture module behind me.
If you have a green sticker, you will begin at the product module specifically in the Cadillac area to your left. And if your badge has a blue sticker, you will begin with the charging and infrastructure module to your right. Thank you very much. And now let's begin.
Hi, I'm Adam Kwiatkowski, Executive Chief Engineer at GM's Electric Propulsion System. And I'm proud to tell you today about the Ultium system. What you see in front of you are real parts not vaporware. The 2 drive units, the battery pack and the chassis to my right will be installed in real vehicles in a couple of weeks. At GM, we're in it to win it and we believe in an all electric future.
It's important to note that what you see in the room around you are a complete line of electric vehicles. This modular vehicle platform are designed from scratch, not around internal combustion engines or shared with, but they are dedicated electric vehicle platforms. It's also important to note that the Altium system was designed simultaneously with these vehicle platforms in order to increase scale, provide modularity, flexibility and also combine various functionality between of the vehicles that we sell. No electric propulsion system would be complete without a battery cell. It's the key to our success.
We have one cell family that are common across the entire Altium lineup and we have deep experience designing cells from EV1 to Volt to Bolt. 1 of our leading battery experts, Andy Aury, will tell you all about it.
Thanks, Adam. Hi, my name is Andy Owry. I'm a battery engineer here at General Motors and I'm really excited to have this chance to talk to you about the batteries we've been working on for the last couple of years. Working on these batteries has been the highlight of my career because more than anything else that I've worked on, it's offered an opportunity to make a difference, and that really means a lot to me. To make our all electric future real, we're going to need batteries, a lot of batteries.
We focused on getting our customers more range at lower cost with these next generation electric vehicles with our Ultium battery system. Of course, a common customer concern is that they want their electric vehicle to be affordable and to have more range. And so we're taking that challenge head on. With the cells being the balance of the battery cost, it's really important that the battery pack enables the cells to be whatever they need to be in order to unlock maximum cost savings and maximum performance. And so we had meeting after meeting where we met with the cell engineers and cell designers and we've bent over backwards to make sure that the cell the pack rather was being designed so that the cell could be all that it could be.
So, let's talk about some of those cell details. It starts with the chemistry. The Altium battery system will launch with state of the art NCMA chemistry. This chemistry is a giant leap on the road towards higher nickel, lower cobalt batteries. In fact, we've reduced the cobalt content by 70%.
We did this by adding aluminum to the cathode. So we've gone beyond the typical NMC chemistry, which stands for nickel, manganese, cobalt to a new next generation NMCA chemistry, nickel, manganese, cobalt and aluminum. You need to have supply of high quality raw materials in order to make this great new chemistry. With battery global automotive battery manufacturing expected or projected to grow up to 10 fold in the next 10 years, some of these critical minerals could be challenging to obtain. It's not just cobalt that you need to be concerned about, but also battery grade nickel and lithium as well.
So we are looking across the entire value chain from mines to refiners to battery precursor manufacturers to secure supply, understand where investment and partnerships can yield dividends and look for areas of untapped value that can lower cost. And we're doing all of this with an eye towards sourcing as much of the raw material from North America as possible. Speaking of which, we will manufacture these new cells right here in the Midwest. We've signed an agreement to create a joint venture plant with LG Chem in Ohio, where we will make the new cells for the Altium battery system. The combination of GM's manufacturing experience with LG Chem's electrochemical experience is a winning combination.
Building cells is critical to the success of an electric vehicle manufacturer going forward. It really should be taken as a sign of General Motors being all in into the battery business when you understand that we'll be building our own cells. And there's no substitute for the knowledge and experience you gain from manufacturing the cells that go into your electric vehicles. This gives you the ability to optimize not just the product, but the manufacturing system end to end in your cell module and battery pack and vehicle system. Our cell assembly line is based off of LG Chem's Dreamline 2.0, which incorporates all of the learnings they've had over the last decade of making cells and it has things like simplified stacking, shorter cycle times, faster formation times and it does so with less equipment and higher throughput.
Our electrode coating lines are really interesting as well. Most people don't understand the electrodes are about 10 times thinner than the tin foil you have in your kitchen at home. So we have these rolls called jumbo rolls that are over a 1000 meters long so they're more than a kilometre long of foil that's super thin and we have to coat battery cathode and anode material on top of them. What we've done is we've gone to the widest electrode coating lines in the industry. Wider is better because you're coating more energy because it's wider for each unit length I like to think of it in terms of coating more kilowatt hours per kilometer Our assembly plant will be the size of 30 football fields and when we break ground this spring, we will ramp to 30 gigawatt hours of capacity with room to grow.
To put some of this in perspective, the scale of this plant, when we get to the point where someday we're selling a 1000000 vehicle electric vehicles per year, that means we will need to be making a quarter of a 1000000000 cells per year. That's 100 of 1000 of cells per day and tens of 1000 of cells per hour. So, if you're going to be making that many cells per day, you better be sure you're making a great cell. So, let's talk some more about the details of the cell. We already discussed the great chemistry, now I want to talk about the size and the format.
We've engineered the best large format cells in the industry, A common technique that we've gone back to on multiple generations of electric vehicles is that when we go from 1 generation to the next, we make sure that we reengineer the system to use the smallest number of the largest cells possible. The new cells in the Altium battery system are 60% larger than those in the Bolt EV and it's really important to get the size of the cell right, not just the physical size but the electrical size as well. You have optimize it to work across all the vehicles that we have here today, that's important and non trivial. So getting to the size of the cell, to put it in a little perspective, we've got a 100 amp hour cell, This single 100 amp hour cell is the equivalent of more than 20 of our competitors' small cylindrical can cells. Inside the cell, we have about 20 layers.
Each of those layers is also the equivalent of about 1 small cylindrical can cell. We think it's smart to take all of those layers and put them in to a single enclosure into a single pouch to give us a low cost, lightweight, robust and simple cell solution. Now we take those cells and we put them into modules and I like to say these modules are smart in a lot of different ways. Our modules are smart because they take advantage of that flat shape of the cell so the cells can stack closer together with less wasted space between them. The new streamlined geometry of our cell with a flat bottom to it allows us to connect ourselves directly to the battery cold plate.
Our modules are flexible to accommodate both pouch style cells and prismatic can style cells and we can pack the pouch cells into the module stacking them either across the module or vertically inside the module. We've also incorporated the battery management electronics directly into the battery module. This allows us to eliminate over 88% of the wiring in the battery pack compared to Bolt EV. Another unexpected and innovative benefit of doing this putting the electronics in the module is that we can digitally program the module with the chemistry it contains. This is a big enabler for upgrades and service in the future because what we can do in the future is we can take a battery that has a worn out module, we can take that module out with old chemistry and we can install a new module with new chemistry into the battery pack.
The module will digitally self declare what chemistry it contains and the battery pack will automatically and safely recalibrate itself to incorporate the new module. Now, the example that I just talked about dealt with removing a module from a battery pack and we need to talk about what do we do with batteries at the end of life and end of service. At General Motors, we are committed to helping enable the reuse and recycling of batteries that have reached their end of service because it's good for the business and good for the planet. That commitment extends to the current products we have on the road. Since 2013, we've reused or recycled 100% of the batteries that have been returned to us through warranty.
Our new battery designs are simple and easy to disassemble, enabling automated disassembly techniques and recycled battery material can become a new source of raw material supply. Interestingly, some battery materials like the cathode actually perform better after recycling than they do when they're new. So far I've talked all about the stuff that you see in the room today, the Altium battery system and the vehicles that we can build from But when you're talking batteries, you can't just talk about today, you have to talk forward about what else is going on and what's coming in the future because it's an area that's continually innovating. So, let's talk a little bit about what comes next because there's still so much room left for innovation. I want to start by talking about 3 things.
I want to talk about cathodes with 0 cobalt, cathodes with 0 nickel and zeolites. We are working on cathodes that have 0 cobalt in them, so we can reduce our dependence on this rare mineral and be prepared for supply constraints. We're also working on cathodes that have 0 nickel in them because nickel is the 2nd most expensive element in the cathode and lastly we are working on zeolite additives that have that improve battery life. If we take our zeolite additives and apply them to some parts we have on the road today, our Maven fleet for example has vehicles in it that are trending towards 500,000 miles of battery life or more with our added zeolite technology million mile battery life for shared mobility use models is within striking distance. We should also talk about solid lithium metal anode cells and batteries and this is an actual sample cell from here built at General Motors that is meeting our internal durability targets and we can incorporate this cell into our Altium battery system when it's right for the company and right for the customer and you might ask why would we want to do that, what's so innovative about this cell?
Well this cell has almost twice the energy density of the cells that are going into the Altium battery system, that means we could build vehicles that have 600 miles of range, but that's not the only area where we're innovating. Our battery R and D team is innovating across the gamut to give customers more range at lower cost. There's some other technologies I'll briefly touch on. High voltage electrolytes that can help us get more energy from less material, pre lithiation to reduce 1st cycle capacity loss also giving us more energy with less material, over lithiation which is a trick for getting to low nickel, low cobalt content cathodes, dry and thick electrode processing and one of my favorites innovative anodes that are lower cost and charge 4 times faster than those that are on the road today. So we've talked a lot about batteries that have more range and lower cost, So now I want to dive into that discussion on cost a little deeper and give you some of our perspective on battery costs.
Relentless innovation in battery development inside GM and across the industry gives us confidence that we are nowhere near the bottom of the battery cost curve. And our part in getting those costs down, we like to describe it in 3 main parts. The first is continuous improvement. This is what we do every day with products that are on the road and a great example is how we've lowered the cost of the battery for the 2020 Bolt EV and increased range for the customer. That's his first cost curve up there.
The second thing we're doing breakthrough development that's represented by the Altium battery system in the room today with and all the innovation there. So when you do a new architecture with new business and commercial relationships we can bring cost down even further and this is where we will break through the $100 per kilowatt hour target that we set for ourselves back in 2013. And finally we've got advanced R and D and innovation and invention where we're doing things like 1,000 watt hour per liter cells and looking at cathodes with 0 nickel and 0 cobalt so we will define an even lower cost curve that comes next. To reiterate, we will beat the $100 per kilowatt hour target we set in 2015 and we think we are nowhere near the bottom of the battery cost curve. At General Motors we are all in on batteries and our drive for more range and less cost is what's going to unlock our ability to make electric vehicles for everyone.
I'm going to hand it back to Adam. Thanks Andy. And now that Andy has told you all about the cell and the chemistries inside, we'll talk about how it builds into the rest of the Altium system like stacking toy bricks. Our cells come together into modules from 12 to 24 per module and the modules are smart enough to be architected so that a common enclosure can house both pouch cells as Andy talked to you previously are also prismatic cans. Those modules then build into packs and because we have flexibility to use 2 different battery architectures inside of our modules, not only can we source from a varied supply base, but we're also future proofed.
As chemistries change over time, we can incorporate them into our existing modules. The other clever design element of our modules is that the cells inside can be stacked either horizontally or vertically. What you see in this animation is that we have 3 different module heights as a result of this clever stacking either horizontally or vertically. The vertical stacking incorporates high energy density for very popular vehicles such as crossovers, SUVs or full size trucks, while the horizontal stacking allows for a more compact height inside of the module, especially in applications for low roof vehicles where occupant comfort is critical, basically allowing room for people's feet. For example, inside of the chassis that you see to the right of me, an area that would usually be void is filled with 22 kilowatt hours of energy due to this low height module design.
Modules then build into packs. It's important to note, again, because vehicles and the Altium system were designed together, the packs double as both vehicle structure as well as an enclosure for the battery modules. As you can see, horizontally cross car, each battery pack offers stiffening ribs that provide for the vehicle's torsional rigidity as well as structure and are also enclosed with a structural foundation on the perimeter to keep the batteries safe in the event of a crash. As we mentioned earlier, the packs are also modular and flexible and allow for various number of modules to be installed in order to custom tailor the energy to the vehicle application as well as the customer's needs. What you can see in this animation is that at a single stack height, we can add 8, 10 or 12 modules in order to have various amounts of energy inside of the pack.
For full on capability truck packs, we also have designed in the flexibility to have up to 24 modules contained inside of a double stack height pack. This is the heart of the Ultium system inside of the HUMMER EV. It's important to note, as we talked about earlier, that all of these packs you see in front of you are capable of housing 1 common cell. One common cell means that we have economies of scale, can offer efficient designs and also replicate at very high volumes. It's also important to note that we've reduced the weight of the pack by 25% from the Bolt EV and internal connections by 55% compared to the Bolt EV.
But that's not all. Our drive units are also modular. As Mark said earlier, we can have front wheel drive or rear wheel drive variants. The Ultium system starts with a front wheel drive drive unit that's very capable. But for those who are looking for the luxury and performance of rear wheel drive, we also have a rear drive unit that you see now in the animation.
Interestingly enough, the vehicle platform is capable of housing both, high performance all wheel drive system that's like having 2 engines in the same vehicle. For those who are looking for the security of all wheel drive but don't necessarily need the Ultima performance, our e all wheel drive drive unit only engages when necessary and again allows for safety and security when required. Inside of our drive units, we have an in house custom designed family of electric motors. These electric motors, like the rest of the Ultium system, are flexible and modular to allow for scale as well as common parts. We've used our 25 years of EV production experience to design leading efficiency, power and torque density motors that allow this common family to provide attractive effort for all of the drive units and the vehicle configurations that you see in the room.
Because we can do everything with one common family of motors, this allows us to have less validation and less structural costs, but still meet all of the vehicle and customer requirements. If you were to take the 250 kilowatt motor out of the rear drive unit, a very capable drive unit in and of itself and were to replicate it by 3 and then wrap it inside of the HUMMER EV's cases, you would wind up with the highest level of power and performance package inside of the Altium system, adding up to a whopping 1,000 horsepower. In summary, the Altium system allows for flexibility for all the vehicles inside this room, was designed simultaneously with those vehicles to reduce part count and add efficiency. It also provides the performance required in various stages that our customers demand. And I'll leave you with 3 final comments.
1 cell family, 1 motor family and endless number of combinations.
Hi, my name is Kelly Helfrich and I work on the GM Electric Vehicle Charging and Infrastructure team. GM's focus on an all electric future is the reason I joined the company 4 years ago and I'm so excited to tell you about all the work we have going on in the charging and infrastructure space to make certain that our customers have the best charging experience possible and to guarantee that charging cannot be seen as a barrier to mass market electric vehicle adoption. In the charging space, we always say that there's 3 areas where people charge their electric vehicles, home, work and public and General Motors has established smart partnerships and strategies within each of these three areas to ensure that we can deliver the best experience humanly possible. So in the home space, we have launched a partnership with Qmerit. We have launched a dual charge cord and we have enabled vehicle to grid technologies to make a seamless home charging experience to verify that increasingly your electric vehicle can be powered by renewable energy.
So first on the Qumera partnership, we've launched this to make sure that customers can easily find qualified electricians in their area to fuel their EVs to put in their charging stations at home. So what this does is that it allows the customer to simply enter their address on a website, answer a few questions about their home like take a picture of their electrical panel and take a picture of where they want their charging station installed and then that customer will be sent up to 3 qualified quotes from experienced electricians in their area and then the customer is empowered to choose which they'd like to work with and they can understand that they're getting the most competitive quote without having to sit at home and wait for 3 separate electricians to come over. In the vehicle to grid space, we're doing some amazing work with utilities across the United States to ensure that your vehicles can be utilized as a grid resource. So we're doing a program for example where we will delay vehicle charging until a little bit later in the evening when more wind is online. So we can show to our customers how our 0 emissions vision is more than just about the vehicles on the road.
We're going all the way back to the energy sources that power your electric vehicles. Something amazing that I get to work on too is on workplace charging. So here's what we know about workplace charging. A company with workplace charging makes its employees 6 times more likely to consider an electric vehicle as their next vehicle purchase. So because home charging is so convenient, workplace charging can be just as convenient and we want to make sure that General Motors can serve as a blueprint for other companies looking to put in workplace charging.
So in order to drive home that commitment, we are putting in 3,500 additional charging stations across GM facilities in the U. S. And Canada. Even though we know from our wealth of Volt and Volt EV data that primarily customers are charging at home and or work, public fast charging is a huge piece of the puzzle for charging infrastructure and we are laser focused on making this experience the best it possibly can be. 1st, we are building thousands of additional public fast charging stations working with our partners across the country to fill out not just highway and corridor areas, but to really focus on suburban and urban areas as well because we know in order to get to electric vehicle mass market adoption, we need to unlock those additional customer segments, people who may not have convenient daily access to home and or workplace charging and we want to make public charging more plentiful for those folks and also to make sure that everyone can achieve all the trips that they would otherwise achieve with their older vehicles with our electric vehicles.
As an EV driver myself, I can tell you that a frustrating part about public fast charging is pulling up unknowingly to a station and seeing that someone's already using it. So we've fixed that problem here at GM. We've launched the energy assist feature within the MyChevy app and all of our future electric vehicles will have this app as well. Our Energy Assist feature takes more than a dozen data points from your vehicle and from the outside such as weather and road conditions and it will precisely tell you what your state of charge will be upon arrival at a destination. So our customers are using it as an intelligent route planner and we're also designing it so it is the only app you need as an electric vehicle driver in order to manage your public charging.
So what's amazing about this app is we've established direct partnerships with our charging partners EV Go, EV Connect and ChargePoint. We're integrating real time data from all of their charging points across the country. So our customers have real time access to knowing whether or not a station is currently in use or not. I use the tool as a planning trip for my road trips. So I know exactly what my state of charge will be upon arrival.
And if I'm driving to a destination and have the heat on, it'll adjust in real time to tell me where I may need to charge. So Energy Assist is something that we release features into every single month. We have review and rating features now. So we're building an all electric community across our GM customers to truly deliver the most flawless customer public charging experience. So you've heard about all the work we have going on across home, work and public.
We know that charging infrastructure is a huge piece of the puzzle to ensure mass market electric vehicle adoption And we believe that our strategies will ensure that we can truly achieve our 0 emissions vision here at General Motors. So thank you for your time.
Okay, everyone. Welcome back. Hope you enjoyed the modules. So we're going to start our Q and A session in a minute. Before we get started, just want to introduce a few people that are in the room.
So Ken Morris is Head of our EV program and Mike Simcoe is Head of Design Doug Parks is Head of Product Development and Purchasing. You know Mary and Mark. We also have in the room Divya Suryadevara, our CFO Dan Burse, who is CEO of GMF and Dane Parker, who is our Chief Sustainability Officer. So we'd like to get started with Q and A. If you have a question, please raise your hand and we'll get a mic to you.
Ryan Brinkman from JPMorgan. Thanks. I think it's well recognized you are well out in front of most of the competition when it comes to autonomous vehicles. How would you rate yourself compared to the competition when it comes to electric vehicles, either in terms of time lot of and all the money you're spending, the over $20,000,000,000 does that create more barriers to entry and benefit bigger, more well resourced companies like yourselves? Or does the bevy of start up battery electric companies in China suggest that maybe barriers to entry is less.
Curious how you think about that?
Wow, that's a lot. I think one of the reasons we wanted to share with everyone what we're doing, this isn't something that has just happened in the last 6 months. This is something we have been working on for years with the learnings we had from the Chevrolet Volt, the Chevrolet Bolt EV and that really all that learning, all the learning we had from our owners informed and knowing we had to have a full range. And so the thought that's gone into defining the architecture, that's the battery packs, the Ultium battery system, the controls, the upgradability, the flexibility for all of the vehicles. I think all of those things have gone into creating something that really allows us to start to redefine.
Mark shared, think about powertrain combinations, 555 down to 19. And that's just to really change the way we can go to market. But yet from a customer perspective, they get a full range because they can buy the vehicle they want from the brand they want, the segment, the functionality, and I think that's very important. So we think with all of the learnings we've had from the Chevrolet Bolt and the Bolt, we are in a very, very strong position. And now we're bringing to bear the design capability that General Motors has, the engineering capability on top of the manufacturing capability along with the scale.
And you take all those things together, we also think our dealers are a huge asset. And we're our dealers we have a team working with dealers to how do we reimagine the whole dealer experience. But dealers are going to be very important when you think about the sophistication of vehicles, the our dealers are working with us to transform. So when we look full our dealers are working with us to transform. So when we look full circle, we think we are really seizing this opportunity in a shift to electrification to really position the company in a very strong position and leverage all of our strengths to be in a leadership position.
And I think it's probably better for you to judge where you think we stack up versus everyone else, but we think we're well positioned.
John?
3 that might be kind of quick hopefully. First, as you look at all these vehicles, they look pretty impressive. Just curious as you think about pricing them relative to your existing programs or products as well as the competition, can you charge a premium? Can you convince the consumer that the TCO will be that much lower? That's really the first question.
I can talk about the pricing. The pricing is very different. We don't have a Hummer in market today. So you can't say, well, we priced it like the old Hummer because we don't have one. But it's going to be a premium vehicle, a little bit lower volume than a full size truck program, full on high volume deal.
That's why it's positioned within GMC and the channel as well. So there'll be a premium for the vehicle itself because of its capability, its design and desirability and the brand and model itself. That will command a premium. So it's hard to say that it's an EV premium. So that's one example.
The other example is Cadillac. Cadillac hasn't had a vehicle like the Lyriq or what we're going to show you. And so those are very different models for Cadillac as well as we reposition the brand. If you remember, I said this is an opportunity for us to reset our brands, reset our models and reset the channel. And so we're doing that.
So but at the heart of all of this, if we don't solve an affordability premium EV problem, then what have we really done? And so we have to solve that problem. We are solving that problem. And that's why the modularity and the volume and the scale that you see here is so important for us because we have to be able to sell a vehicle like the Bolt or what is more like a Chevy Blazer size like vehicle that you see over here. We got to do that at a place where they are primary vehicles for people.
They are not more expensive necessarily than what the vehicle they replace. And that's philosophically the way we went at this whole electrification of General Motors.
And then just a second question. I mean, you think about the powertrain, the Ultium system you're showing us, it seems like you're in sourcing a tremendous amount of the powertrain. You can do a lot of this on your own. Is this an opportunity to take back some of the economics that you've outsourced to the suppliers and improve your earnings power in the future?
Absolutely. And that's very strategic. And Mary went through that in her pitch, and then you saw it in detail here, too. And that's really important because we have expertise. We've made a lot of electric motors over a long period of time.
That's one item. But if you vertically integrate those and you look at what we're doing from a cell partnership standpoint with LG, the way to think about this is you saw the battery lab, I assume you're on that tour. That battery lab in R and D starts with the new chemistries. It validates them across the railroad tracks and the lab itself. We then work with LG to be able to produce that chemistry, and we have those iterations very quickly on-site in Warren, which is a huge competitive advantage because if you outsource things like axles on trucks, you never really know the full value chain of what those axles and what how they're made and what the profit you know what the design cost is, but you never know the commercial profit structure of what's inside of those.
And that's why when we reset this to electrification, we will know the value chain and we will know the profit chain and we will know and partner with the chemistry and manufacturing of the cell itself, but the packs and the vehicle itself is something that we will hold as a potential future business revenue stream for those items as well.
And then just lastly quickly, you kind of answered this on Cadillac a little bit. But I mean, it sounds like Cadillac's future is EV, not ICE. And EVs are going to take a little while to get out there. I mean, I'd love to hear exact timing for the Lyric. But it's going to take a little bit of a few years.
I mean, is Cadillac going to kind of dip off here in the near term and then take off with the EVs? I mean, some of the stuff is great.
So it's
like you got some good future, but the interim seems a little dubious. Yes.
It's a
great question.
And I think what you're asking, John, is the strategy for Cadillac. And so if you look at what we just introduced with the new Escalade, we know that we have to take Cadillac to a different level in terms of brand image, materials, execution, just pure premium luxury, we have to take that to a place that hasn't been in quite a long time. To be able to do that, we must build car by car, truck by truck, that portfolio. And so that's what you're seeing happening today. Every 6 months, we're doing a new Cadillac, okay?
The Escalator for the first time, you see the OLED screens, you see the craftsmanship of the seats. When we get to Lyric, you'll see a separate volume component set that is leveraged across Cadillac instead of taking things that are leveraged from lower brand structures and prices and putting them into Cadillac, we're flipping that on its head and taking Cadillac and bringing across Cadillac and creating what Cadillac should be, which is exclusive, luxury, premium, and it will be electrified as we go through that process as well.
There's a question over here. Rod?
Thanks. I just wanted to ask about two things. One is it sounds like you are going to be approaching cost parity for EVs versus internal combustion vehicles sometime in the middle of this decade. What percentage of your consumers do you think at the same price would prefer an EV versus an ICE vehicle? And then secondly, could you maybe give us a little bit of a better sense of the economics of EV manufacturing versus ICE manufacturing?
So for this $3 plus 1,000,000,000 a year that you're going to be spending, what is what kind of capacity do you get? What percentage of the company do you ultimately get to and at what point in time?
So I'll answer the first part of that. When it comes to would a customer choose an ICE versus an EV, we've talked about in the modules today and Mark and Mary talked about taking up the pain points so that that's eliminated and we're on our way to that. But as you can imagine, we've done a tremendous amount of customer research on what would they prefer. And what they're really looking for is over 300 miles range. They're looking for a full portfolio of vehicles.
So if they're driving if they're currently driving to Tahoe, they can get in a Tahoe like vehicle or if they're driving a pickup, they can get in a pickup. That's something that really hasn't been there in the industry, full range, but we're doing that. And then they look for the same things, exterior styling, interior styling. And if you present those to customers, they're pretty agnostic on is it ice or not ice. And so we've got pretty compelling data that would tell us that.
As far as the manufacturing question, I don't know.
I can from the manufacturing, clearly we've announced the Detroit Hamtramck facility. Yes, overall, there it's a little simpler to assemble an electric vehicle. But we also are bringing in some of the componentry that Mark talked And we also plan on growing because we see a huge opportunity for GM to grow. The coasts are where there's deeper volume or penetration in EVs and that tends to be where we're not as well represented. So we see a growth opportunity and that's what we plan on doing.
You'll hear us a lot talk about more and more plants that will have the opportunities to build EVs as we go forward. I haven't done the math to look at where is it by 2025, etcetera, but with the numbers we've talked about, it will be pretty significant.
Can you maybe just clarify how should we think of the economics of EV manufacturing? So for a given amount of capital, are the returns similar for an ICE vehicle versus an EV vehicle? Do you get similar amount of volume out of that and similar margins? How should we think about how that affects the returns of the business?
So I think as we are going we are a full scale manufacturer today. Customers are telling us they want to, as Ken said, drive what they drive today because they need that for functionality. We plan on offering that. And as we continue to leverage the scale that we're going to get, the lower manufacturing costs, what we brought in that gives our workforce an opportunity to build more things, although albeit somewhat simpler. And so you take all that together and we think we're going to have and leverage our scale.
We're going to have a cost position that's going to be good and that will continue to get better as we take what is the most expensive thing in a battery right now is the battery cell. So we think we're set well to ride that down and be profitable across the portfolio as we get through that through all the work and the different iterations you saw with a battery perspective. Clearly, today though, in a portfolio, I think we don't talk about individual product line profitability, but we there's a sense that trucks are more profitable than small SUVs. I think you're going to see that similarly because you do have to get to what Mark talked about, the affordability. So you get the scale, you get that $30,000 or under $30,000 vehicle.
We intend to do that and do that profitably as we go forward.
Thanks. One other thing on that. I think you mentioned cycle time kind of on life cycles. And one key element of what you saw today is that within the pack, the battery pack, we can change cell technology without changing anything else on the vehicle. Whereas on internal combustion engines, in general, you have to do fairly significant hardware changes to be able to make that next jump in efficiency or cost efficiency.
So it's a huge advantage.
Thanks. Itachi?
If I could just add a slight addition to that. The great thing about this is we're kind of able to set this up from scratch. And so we look at what is it going to take to get all the economics to make this thing to make all these vehicles profitable and that's absolutely our intent that every vehicle that we launch with the new modular architecture is profitable. We had to get up the battery cost. And I know you guys all went through, so I'm not going to repeat all the stuff that Andy and Adam went through.
But at the heart of this thing is how do you optimize that battery cell. And we think we've done a terrific job of it. And again, I won't go through everything, but I hope you got the fact that as the chemistry evolves and changes, and Andy listed several of those and we even showed you a solid state STEL back there. I think you guys saw some of it in R and D center. I mean this is dramatic stuff, right?
We can put that right into that to that battery pack. We can put it right into that cell. We can put it right into that module. We can put it right into that pack. And so we just we'll continue to iterate the chemistry.
We'll continue to go. And as those costs go even farther down where we talked about starting at the $100 per kilowatt hour range, that really continues to change the economics. And 80%, 90% of that cost from that tax is all in the cell. So as we turn that cell chemistry and turn those economics in, this thing is just going to keep going. And that's why it's so important and the foundation of this whole thing is by net leading edge of that cell cost.
Okay. Hi, Itay, please.
Thanks. Itay Michaeli from Citi. Just two questions. First, Mary earlier you talked about the opportunity to sell EVs to rideshare networks. Hoping you can elaborate on that a little bit more under potential structures that could occur?
And could your EV owners actually have the opportunity to share their vehicles with ride home networks to reduce the PCO? And maybe a second question for Mark or Doug. Can you just talk about bottlenecks in the supply chain down the road if you wanted to increase capacity, if demand for these vehicles ended up being significantly greater than what you currently are planning, your ability to meet that?
So on the first question. First, right now today with Maven, car sharing is a product that we have. So people can do that today if they choose to do that. And then as it relates as you look at more municipalities saying, we want to make sure the ride sharing companies are not are being responsible environmental stewards. If you look at today's Chevrolet Bolt EV, we have an affordable EV that's pretty functional.
I mean, when we had Bolt EVs in the Maven fleet, customers raved about them. And because they're pretty functional for that use from the space, pretty spacious inside cargo, etcetera. So we think we have a solution today for that. And there's conversations that are underway in early days. And obviously, how that comes together and how it's structured, it can take many forms.
And relative to the supply question, the chemicals and materials are in the toughest supply are the ones, frankly we're trying to minimize. I think Andy mentioned 70% reduction in cobalt in these cells. That helps, right? And that's just the start. So as we continue we talked Andy talked about 0 cobalt and 0 nickels, so that helps.
And lithium and salts and other parts of the cell, silicones and the electrolytes, those aren't as difficult from a supply standpoint. But rest assured, we are with our terrific partner LG Chem, who is frankly teaching us about some of this we call Tier 2, Tier 3 engagements as part of our JV. We're using kind of the might, if you will, of General Motors purchasing and the scale and leverage we have in the supply base with our partner LG, who has a lot of experience and we're finding our way and we're securing contracts. We mentioned a 30 gigawatt hour plant That gets us easily through to the, let's say, early mid decade if this thing takes off even faster. We also mentioned we could significantly increase the size of that plant.
So we have our plan. We're securing those contracts and we have I think flexibility in the upside whether the chemistry changes and or with the plant for the battery cells.
Okay.
Last question, Van Gals please.
Thanks a lot. I have 2. I guess I look around the room and these are nice vehicles, but they there it's not just a new powertrain configuration. These are incremental vehicles to your portfolio today. Let's say that they do very well in the market, it's going to come out of volume of at least some of it will come out of your existing portfolio volume.
How do you manage the transition of kind of one vehicle type to another?
I think we're going to have the flexibility to do that based on the we manage that on a monthly basis today based on what customers are buying and what they're not. And so we'll have that opportunity. But let's also just for a minute reiterate the fact that we see a growth opportunity because we're going to have we sell the most vehicles in this country right now. We're underrepresented on the coast. Coast tend to be where EV penetration is a bit higher.
It's a huge opportunity for us to go in with a wide range of vehicles at different price points with different body styles and win new customers. And that's exactly what we intend to do. And then we've announced one plant that will be running EVs. But I think as you look at how we plan for additional vehicles that we'll announce over the next several months and potentially into next year, we'll have the ability to manage based on customer demand with flexibility, as Doug said, for upside.
Got it. And just one other question. What do you think is the best way to measure EV propulsion efficiency? Is it miles per kilowatt hour, some other metric? Where do you expect to be on this metric relative to competitors as you launch these vehicles in the next year?
It's a great question. We talked about dollars per kilowatt hour. We talked about energy density. So I'm going to answer the first part of your question, not really the second. I actually think it's dollars per mile.
So what's the cost to get a mile of range? And it has to do with your certainly your battery capacity and how much it takes to create that capacity. It has a lot to do with the vehicle efficiency, has a lot to do with the motor efficiency. We talked a little bit about our new motors coming out and how we think we'll be state of the art from an efficiency standpoint. But it also depends on the size of the vehicle.
That awesome HUMMER EV right there is going to have a little more rolling resistance maybe than this nice slick Cadillac you're seeing to the side. So personally, I think the dollar per mile thing is pretty good measure, so to speak, of the affordability per range. We do think 300 to 400 miles of range kind of changes the game for our customers. I'm not going to give you exact details on what those numbers are, but I'd tell you that we're doing everything we know how, including creating flexibility with our suppliers. We did talk about 2 different cell types.
You guys didn't prod on that too much, but frankly, China has a bit of a different industrialization of cells. So we can incorporate different cells into our modules for those kind of regions. So anyway, that's the first part I'm going to answer. I'm not going to give you the details on the actual cost per mile, but I think as we roll this out, we'll be able to talk more about that. And I think we're in an absolute leading position.
Thank you.
Okay. We'd like to thank you for all your questions. And I'd like to turn it over for Mary for some closing remarks.
Thanks, Mike. Okay. Well, thank you again for your time and attention today. Thank you all for traveling here today. I know we've covered a lot of material in a relatively short amount of time.
And there is much, much more to come. We believe this moment is historic for General Motors. We changed the world once before, and now we plan to do it again. We are aggressively going after every aspect of the EV ecosystem because we need millions of EVs on the road to make a meaningful impact on a zero emissions world. And because GM is uniquely positioned to design, engineer and produce EVs that are desirable and affordable for our customers and also allows us the opportunity to drive growth for our company.
Growth that will benefit our employees, our investors, our dealers, our suppliers and the communities where we do business. At this time, we will conclude the live webcast. For all of you who have joined us via webcast, thank you for your time.