Note: This review is by long-time auto journalist Larry Hall up in Washington State. He has written many reviews for HybridCars.com, and this is a general overview for a mainstream audience. -Jeff
By Larry E. Hall
As one observer commented, the Chevrolet Volt is one of the most politically “charged” cars ever produced. Politics aside, the Volt is a remarkable automobile that delivers exactly what General Motors said it would when the concept was introduced at the 2007 North American International Auto Show in Detroit. And when the production car arrived in late 2010 as a 2011 model, automotive journalists deemed the Volt significant enough to select it as the 2011 North American Car of the Year.
The Volt enters its third model year with the same base price as the outgoing 2012 model, $39,145 before federal or state incentives. That’s not all of the good news, however. Engineers tinkered with the recipe of the lithium-ion battery’s chemistry to gain a few extra miles of electric range – 38 miles compared to 35 miles for the 2012 edition. The officially rated miles per gallon equivalent (MPGe) also increases to 98 MPGe from 94 MPGe.
The 2013 Volt arrives in the North American market with a new “Hold” drive mode, which allows the car to operate on gasoline only and save the battery for later. This feature was first seen on 2012 European market models to enable drivers to save the electrons for green urban zones where emissions are penalized. Also new are two safety features as part of the Enhanced Safety package: lane-departure warning and forward collision alert. Additional changes include a new power gauge, an optional rear-seat armrest and new exterior and interior color choices.
Simple, Yet Complex Powertrain
At first glance, the Volt’s drivetrain is a somewhat simple series hybrid design: A small gasoline engine powers an electric motor-generator that produces electricity that sustains a battery charge and is then directed to an electric motor that powers the front wheels. This type of hybrid powertrain is not new, and in fact, General Motors toyed with the idea in 1969 with the Stir-Lec II, a second-generation experimental hybrid vehicle that operated similarly to Volt. A big difference between the two is the Volt’s battery can be charged by plugging in to either a 120-volt or 240-volt home electrical outlet.
The hybrid design may be simple but the complexity under the Volt’s hood is staggering. The car doesn’t have one electric motor; it has two—a 111-killowatt (148 horsepower) main traction motor and a 55-kw (73 horsepower) generator motor. A 1.4-liter 64 horsepower four-cylinder engine doesn’t drive the wheels – it only kicks in to power the generator motor to sustain the battery charge enough to give the car an extended range of 300-plus miles. And that only happens once the battery is depleted.
Speaking of the battery, when the concept Volt was introduced in 2007, GM stated that to make it a reality required a large lithium-ion battery weighing nearly 400 pounds. At the time, some experts predicted that such a battery could possibly be production-ready by 2010 to 2012. Other experts said the technology was 10 or more years away. Not quite four years later, the Volt arrived with a 5.5-foot long T-shaped 16-killowatt hour lithium-ion battery. Weighing 435 pounds, the battery is incorporated into the frame beneath the passenger compartment along the center tunnel and is liquid cooled and heated to keep the 288 cells in the optimal temperature range.
Charging the battery – which the aforementioned chemistry tweaks upped to 16.5 kwh this year – is a simple task, simply plug the supplied charging cord into a 120-volt household outlet and then plug the other end into the charge receptacle on the Volt. An alternative is an optional 240-volt charging unit that cuts charge time significantly. With the new battery chemistry, charge times are increased slightly: a 120-volt outlet could take 10.5 hours and 4.25 hours to charge when using the optional 240-volt charger (up from 10 hours and four hours, respectively).
The drivetrain’s final component is a planetary-geared single-speed transmission. It operates in conjunction with three independent clutches to manage and distribute power from either or both of the electric motors and gas engine to the front drive wheels. For example, during certain cruising situations to obtain maximum efficiency, torque from the gasoline engine is blended with the small motor generator to supplement the drive motor. While the gas engine mechanically assists the drive motor, it does not power the Volt by itself.
While computer programming decides the drivetrain’s most efficient operation, the driver can play a role with four different driving modes: Normal, Sport, Mountain and the new Hold mode. When the car is powered on, the default mode is Normal and delivers a typical accelerator feel. Selecting Sport provides a livelier accelerator response with the downside of using more electrons from the battery. Mountain mode is for, well, traversing mountain terrain. It helps maximize performance by maintaining a sufficient charge so that extra power needed to negotiate steep grades comes from the battery and needs to be engaged well in anticipation of heading for the hills.
The Hold feature as found also on European Volts and near twins Opel/Vauxhall Amperas, essentially “holds” the battery state-of-charge level allowing for pure electric driving at a later time in the journey.
Additionally, the driver can shift to Low instead of Drive for more aggressive regenerative braking. It conserves energy by changing the throttle and brake settings so you have to brake less – lift off the accelerator and the car dramatically slows down.
Chevrolet doesn’t position the Volt as a plug-in hybrid, but as an “extended-range electric vehicle,” which in practice means it falls somewhere between an electric car and a standard gasoline-powered car. The Volt operates entirely as an electric car for its first 30 to 40 miles after a full charge of the battery – with extreme cold possibly reducing range to as little as 25 miles, and judicious or slower speed driving possibly increasing electric range to 50 or more miles.
The engine doesn’t drive the wheels – it only kicks in to power a generator motor that sustains the battery charge enough to give the car another 300 miles or so of range once the battery is depleted.
Exterior
The production Volt looks nothing like the sporty, coupe-like concept that debuted at the 2007 Detroit auto show. Instead, reality dictated that it needed a more conventional, functional shape for aerodynamic reasons and to accommodate people and the things people haul along.
For the Volt’s design, Chevrolet uses a shape that’s come to define hybrid and electric vehicles: a four-door hatchback with a smooth front and a high, abrupt tail. The truncated rear, called Kammback, is a design shape that reduces the air resistance of the vehicle. The tail’s low drag contributes to the Volt’s drag coefficient of 0.28 that helps eke every last mile from the battery.
While its general profile resembles the Honda Insight and Toyota Prius, the Volt is clearly a Chevrolet with the trademark twin-bar front grille leading to headlamps that sweep into the front fenders. Optional seventeen-inch polished aluminum wheels add a touch of style to the judicious use of chrome and piano black over the window line.
Interior
Volt’s cabin blends Chevy’s traditional twin-cockpit design with a dashboard that looks more like an advanced hub of operations than an instrument panel. Instead of traditional gauges, the driver faces a seven-inch LCD screen displaying speed, odometer/trip distance, battery level and electric driving miles to go. There’s also a meter with a green revolving ball that indicates hard acceleration or hard braking – keep it in the middle and you’re driving efficiently. When the battery is depleted, a gas gauge replaces that meter.
The center stack eschews conventional switchgear in favor of an iPod type flat, touch-sensitive control panel for audio and climate settings. However, attempting to use them without intimate familiarity will result in hurtling down the road like a drunken sailor. Above the panel is a second seven-inch display screen that shows the usual infotainment and climate control details, but also power flow, energy usage information and charging details. It is also the screen for the optional navigation system.
Geeks will relish using the available mobile apps that can run on an iPhone or Android system. With a smartphone owner’s can access their vehicle’s current electric range, check the battery’s charge level, manage battery charging times and check what time the car will be fully charged and ready to go. Other functions can be performed remotely also—like remote start or unlocking doors. With just a couple of taps, the Volt can be pre-cooled in the summer and pre-warmed in winter.
The cabin is the best Chevy interior available with high quality materials and grains. Up front, head- and legroom are generous and front bucket seats are pleasingly comfortable. A height-adjustable driver’s seat and tilt/telescopic steering wheel make it easy to adjust for a good driving position. Rear seating is reduced to two because of the intrusion of the battery’s center location. Legroom for back seat passengers is adequate for most, but those over six feet will be uncomfortable.
Volt offers an arm’s length of standard convenience features as expected in a car with a sticker price of nearly $40,000. Included are keyless entry, power windows, locks and mirrors, automatic climate control, OnStar assistance, SiriusXM satellite radio, Bluetooth wireless cell-phone link as well as USB and iPod connectivity. Optional are leather seating, a navigation system and a package that includes a rearview camera and front- and rear-obstacle detection.
Expected safety gear includes all the biggies—eight air bags, anti-lock disc brakes with brake assist, electronic stability control and traction control. The federal government gives the Volt a safety rating of five stars overall.
Driving Impressions
Whether driving on a fully charged battery or after the gas engine comes on to maintain the battery pack’s state of charge, the Volt behaves just like a pure electric car; speedy, smooth, and whisper-quiet. Since the electric motor is the main mode of motivation for the car, take-offs from a start benefit from typical EV low-end torque. In this case, 273 pounds-feet of torque – a number you’d see in V6 engines. Zero to 60 mph arrives in a tick or two less than nine seconds, an indicator that merging into high-speed traffic is easily accomplished.
The Volt didn’t major in driving excitement, but it is surprisingly fun to drive and dispenses predictable front-wheel drive handling. GM obviously took care to engineer in above-average compact car road manners. With the Sport mode selected, and shifting to Low when required, the Volt is up to the task of negotiating curvy roads, holding sharp corners commendably well. With 435 pounds of batteries running down its spine, the center of gravity is low, favorable for gripping the road and minimizing body lean.
Unlike many electric power steering systems, the Volt’s is communicative with good on center feel and offers decent driver feedback. As for the quirky, almost brick-like feel of most regenerative brake systems, braking is solid and linear with the computer blending regenerative and mechanical brake force seamlessly.
An independent strut-type front and a semi-independent torsion beam axle rear suspension are typical of cars in the compact class. Engineers have tuned it with soft spring rates and matching shock rates for good comfort and control. The setup absorbs the bumps and potholes of everyday driving quite well.
Low cabin noise intrusion plays a role in perceived ride quality. Chevy has made road and wind noise almost nonexistent in the Volt. A key test of the Volt’s quietness is when the little 1.4-liter engine that powers the generator turns. On occasion you can hear the engine, but mostly you can’t.
All this adds up to a four-passenger family sedan that is a superb EV commuter that can turn into a comfortable highway cruiser with the ability to add a dose of driving fun.
About That Fuel Economy
That short sentence at the bottom of the window sticker regarding fuel economy—“Actual results will vary for many reasons” – applies to Volt perhaps more than any other vehicle. When it comes to overall fuel economy (MPGe), individual results posted on fueleconomy.gov show a range of 39 to 1,462 mpg with an average of 175.4. As for electric-only driving range, reports of 40 miles shows up frequently on GM-Volt.com with several Volt owners reporting 50-plus miles on a single charge and a handful have broken 60 miles.
We have driven slightly more than 1,000 miles in 2011 and ’12 models. We have recorded EV mileage as low as 28 (heavy foot in Sport mode) and as high as 48 miles three times. Our MPGe was 139.5. We haven’t tested a 2013 edition so we can’t report on the Hold mode and how it can affect fuel economy.
The Green Car For You?
Intangible considerations giving a leg up to the Volt are it presently tops Consumer Reports’ rankings for owner satisfaction at 93 percent, has won a laundry list of awards and accolades, and GM is coddling Volt consumers with exceptional service. The company has a team of Volt Advisors ready to explain questions, or help with concerns, and this policy has been in effect since the car was launched to minimize potential complaints, and appears to be working well so far.
Regardless of how you view the Volt, it delivers electric car efficiency and unlimited fuel economy if you drive like 80 percent of American drivers, 40 miles or less a day. And, there is no perceptible difference in driving performance between battery electric power and when the gasoline powered generator starts up.
At first glance, the $39,145 sticker price can be a shocker. The $7,500 federal tax credit takes some of the sting out of the price plus, there are numerous state credits. Additionally, in some states the Volt gets solo High Occupancy Vehicle (carpool) lane status. For some commuters that alone is worth the price.
Like any vehicle that plugs in, you do have to have access to at least a 120-volt electrical outlet, and preferably a somewhat costly 240-volt home charging device. If you can live with seating that only accommodates four, then Volt could be the green transportation choice for you. If not, there are alternatives.
Toyota’s Prius Plug-in Hybrid is currently the closest Volt competitor. The base model is priced starting at $32,000 with the Plug-in Advanced model priced at $39,525, and like the Volt, various incentives are available although not as much. The Prius delivers better gas mileage in the gas-hybrid mode, but the Volt has more than double the range of electric-only driving.
If you’re looking for a pure electric vehicle, Nissan’s Leaf is available in two models, the $35,200 SV and $37,250 SL. While the Leaf’s electric driving range is 100 miles, there is no back-up gasoline engine to continue driving. It’s good for short commutes, but road trips are out.
The Volt’s price puts it in the same territory of near-luxury models like Cadillac’s CTS, the Acura TL, Lexus ES 350 and top-end Chrysler 300 models. The Volt is an excellent automobile, but is it a near-luxury compact car? Most buyers will overlook that anomaly because they will be buying a landmark automobile with technology that backs up the price.
Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.
This entry was posted on Friday, August 10th, 2012 at 5:55 am and is filed under General. You can follow any responses to this entry through the RSS 2.0 feed. Both comments and pings are currently closed.
+10
Aug 10th, 2012 (6:40 am)“…The drivetrain’s final component is a planetary-geared single-speed transmission…”
I can’t blame the author of this article for not completely understanding the operation of the Volt drivetrain but the Volt’s drivetrain is essentially a two-speed. The following videos explain the operation of the drivetrain in detail.
http://www.youtube.com/watch?v=an-VyIau-FM
http://www.youtube.com/watch?v=343-NQKOvLg
http://www.youtube.com/watch?v=IWSK8BR6LT8
Another line in the article, “…which in practice means it falls somewhere between an electric car and a standard gasoline-powered car…” is not blatantly incorrect but I think a more accurate description would be, “the Volt falls somewhere between an electric car and a hybrid” because the Volt behaves exactly like a hybrid in charge sustaining mode with regenerative braking and electric motor assist during acceleration.
In general, I found it to be a very good article despite the fact that I’m being nit-picky about it.
+2
Aug 10th, 2012 (6:55 am)Fantastic review. Very positive and I may just have a 2013 model sometime next year.
I do have a question though, are the console LCD graphics a bit more refined in this model. I always felt the graphics displayed was a bit lacking/ordinary. Boarders around graphics, icons, crisp colour schemes, etc… seemed to be missing. Perhaps that is just because I have not seen a good sot of the console LCD before. The console stack is growing on me though and I’m actually starting to like it.
Also, most reviews seem to think selecting buttons on the Centre console is a bit difficult, especially when the car is moving, as it requires more concentration than analogue consoles. Is this still the case? Do volt owners have trouble with this?
-1
Aug 10th, 2012 (7:00 am)An almost flawless review for another great Volt upgrade for 2013. However, there is one controversial paragraph that isn’t quite right. But I will let others argue about the details.
“The engine doesn’t drive the wheels – it only kicks in to power a generator motor that sustains the battery charge enough to give the car another 300 miles or so of range once the battery is depleted.”
If the paragraph had the words “until the battery is depleted” after the word “wheels,” it would be more accurate. Remove the word “only” for even more accuracy.
+9
Aug 10th, 2012 (7:19 am)One more nit pick. The article uses the EPA number for the Volt’s electric range but then uses 100 miles as the range of the Leaf. I believe the EPA number for the Leaf range is 75.
+2
Aug 10th, 2012 (7:46 am)Great article.
The author must be extremely knowledgable about the Volt, and automobile tech in general. Unusual to see detailed articles these days, and very unusual to get all of the details correct.
GSP
Aug 10th, 2012 (8:12 am)Larry – very nice & comprehensive review. Regarding this:
“With the new battery chemistry, charge times are increased slightly: a 120-volt outlet could take 10.5 hours.”
I’ve noticed my car takes longer. Occasionally I can have 25% or 9 miles of charge left when I plug in. After I plug in, I go to MyVolt.com and pull up my car info. It will show 12hrs of charge time left and it’s usually right. So that’s 12 hours to just charge 75% of the battery.
This has not become a problem (yet), as my daily travels still keep me on battery power, but i’m really considering putting in a 240V charger. A lot of times I make many errand runs during the day, several days in a row, and I don’t have time for a 12+ hour charge.
Anyone else noticing longer charge times? Maybe its a 2013 thing?
+3
Aug 10th, 2012 (8:25 am)Below are a couple pics I took w/my cell phone. Maybe I can borrow a real camera and get some better ones.
+3
Aug 10th, 2012 (8:32 am)I was wondering how I would feel about this after I finally got to spend some time with the car. As someone who designs man-machine interfaces, I can be picky, but I love the zero-force buttons. I have less trouble pushing what I want than I did with physical buttons (no more fat fingering buttons). I like the little raised parts too because i can rest the side of my finger near the button and just roll onto it when I want to actuate the function.
So far my only complaint is on the volume controls on the steering wheel. It takes several pushes to get the volume up. I’m impatient and will just reach over and use the rotary volume controller that will quickly increase the volume. This is just a software issue.
I also wish I could program a shortcut, such as pushing button X for 3 seconds, or pushing 2 buttons at the same time, always takes you immediately to screen Y. It would be faster than navigating my way through each time.
One more thing; where the calendar? This infotainment system should be able to blue-tooth sync with my phone an store all my appointments and remind me. (maybe it can, and I just haven’t read the manual yet)
+3
Aug 10th, 2012 (9:39 am)A really good review. It pretty much matches our impressions of the Volt having driven it for about eight months so far. I was one of the ones that instantly knew from the moment it was conceived that it was the car I had been waiting for. My only concern was the price having never owned a “luxury” vehicle. Once you own and come to appreciate how wonderful this car is, you also realize it is worth every penny of the price.
-1
Aug 10th, 2012 (10:03 am)kdawg,
You may want to look into the EV project. I got a free Blink charger for mine and it’s now available in many states.
+8
Aug 10th, 2012 (10:08 am)kdawg,
Indeed, the default 120 volt default charge mode has been set to 8 amps instead of 12 which accounts for longer charging times with the 2013 model. However, you can choose to charge faster at a 12 amps rate but you have to do so every time you plug the car.
+7
Aug 10th, 2012 (10:34 am)We nitpick here because we fully understand how the vehicle works.
But for a Non-Volt person, this is just about the best article I have seen to date.
I will be forwarding this link to several people that have asked me about my car.
Good work Jeff and thank to Larry Hall!
C-5277
The Best Car I Have Ever Owned, And Proudly Purchased In Youngstown, OH On 10-04-11.
+1
Aug 10th, 2012 (10:49 am)Maybe he was being charitable with the LEAF, considering it is in need of all the help it can get right now.
+2
Aug 10th, 2012 (10:56 am)Very comprehensive review. The author seems to understand how the Volt works better than any other reviewer we’ve seen, with the exception of the first magazine reviews which were a group effort. Very nice job. Only nit is that I can’t believe you can compare the Volt with the PIP given their ride and handling. Not even close.
Ha ha! You need to browse the forum more. You’re charging at 8 amps not 12 amps. On the 2013 MY cars you have to set the charge in the car to 12 amps EVERY time you charge. If you set it to 12 amps it will default back. On 2011 MY and 2012 MY cars you toggle between 8A and 12A by pressing the orange button on the EVSE.
The new setup got universally negative reviews. What a PITA! Since you’re an interface guy you can let us know what you think. Many will be confused by this.
Even with a fully depleted battery I can recharge in about 9 hours, absolute worse case. Charging at 12A may obviate the need for you to get a 240V charger, though they are VERY handy when you have a lot of shorter trips, like you sometimes have on the weekends.
+3
Aug 10th, 2012 (10:56 am)kdawg,
thank you Kdawg, I would like to see a full demo of the console, i’m sure i can probably find one on youtube though.
I find it interesting that it does not default to the maximum allowable on that given line. like a laptop plugged in in OZ, will compensate for different charge when plugged in overseas.
Aug 10th, 2012 (11:01 am)Yeah, i’m slowly working my way into the forums. I’ve been a member since 2010, just haven’t been there much (since I wasn’t an owner). Need to sit down and read the full manual too, have only read sections at this time.
Thanks DonC & Grégoire.
+1
Aug 10th, 2012 (11:09 am)The good news is that this is the only bad news for the 2013 MY.
+2
Aug 10th, 2012 (11:23 am)First this is a very good article. Doubt any article will spell it out to satisfy everyone. On the part of full charge range going from 35-38 miles, I don’t directly know on the 2011 Volt, but my 2012 Volt does indicate 38 miles range when “fully charged”. I did get a 39 miles range after I drove especially careful for a few days, but one night of aggressive driving cured that.
Anyways, I have a 2.5 mile commute to work and this morning the “fully charge” 38 miles range still says 38 miles range when I was at work! 
I drive city streets at an average speed of 35 mph and use the “L” mode to minimize braking, and maximize regen. All I can say is I guess it works. Man this is the best car ever! For me I go through about 2 charges per week. At this rate the fuel costs would be around $8/month! OK, I may be over using the “!”, but I really can’t help it.
Voltatude – The attitude you get when driving a Volt gas free.
+1
Aug 10th, 2012 (11:43 am)I have had 40 miles show up on my screen a couple days, and yes driving aggressively knocked it down the next day. Maybe if I babied it for a week or so, i could get it to say 42. Would be a good snapshot. Then I could just go back to my normal driving
Aug 10th, 2012 (12:11 pm)“Low cabin noise intrusion plays a role in perceived ride quality. Chevy has made road and wind noise almost nonexistent in the Volt. A key test of the Volt’s quietness is when the little 1.4-liter engine that powers the generator turns. On occasion you can hear the engine, but mostly you can’t.”
I’m wondering if Chevy has added insulation or retuned the behavior of the ICE? I think that description would be a stretch for my 2011 Volt.
+1
Aug 10th, 2012 (12:23 pm)#4
Good catch. +1
+5
Aug 10th, 2012 (12:29 pm)I think that he said it all in the second sentence. When people ask me how I like my Volt, I always say that it does exactly what GM sid it was going to do, and that’s a constant source of amazement and satisfaction to me.
+7
Aug 10th, 2012 (1:07 pm)I’ve taken an extended test drive now, which exceeded all my expectations (expect for the foolish sales blather – the dealership has no idea what they have in relation to other manufacturers similar priced products), and am saving my pennies and boosting credit towards purchase.
Whatever you get it for, you’ll keep it for the all around performance.
The Volt is a sleeper car, very competent in technical driving and feels solid, smooth and strong. The Volt is kind of like a VW Jetta TDI in the lower gears, which crushes BMW gas 3 or 5 series in fun technical driving, but without the annoying TDI lag off the line and regrettable pauses for shifting and the Volt is quieter, smoother and provides more rear seat room. A Voltec-type vehicle with turbo (bio)diesel (or high compression) assist would absolutely crush everything else for all around vehicle performance, as LeMans 2012 results indicated.
From the review:
“The Volt[:]…speedy, smooth, and whisper-quiet. Take-offs from a start benefit from low-end torque,… 273 pounds-feet of torque – a number you’d see in [olde fashioned gas] V6 engines. Zero to 60 mph arrives in a tick or two less than nine seconds, an indicator that merging into high-speed traffic is easily accomplished. The Volt … is surprisingly fun to drive and dispenses predictable front-wheel drive handling. [A]bove-average compact car road manners. With the Sport mode selected, and shifting to Low…, the Volt is up to the task of negotiating curvy roads, holding sharp corners commendably well. …The center of gravity is low, favorable for gripping the road and minimizing body lean.”
It’s just a better car, and has no real direct competition.
+3
Aug 10th, 2012 (6:28 pm)#23
True that. +1
I’m a vintage sports car racer and I have to tell you that I have been very pleasantly surprised by the handling of my Volt. There are plenty of people driving high end sporty cars who have no clue what fast cornering really is. If they don’t get with the program they can very easily be embarrassed by the Volt, LOL.
+3
Aug 10th, 2012 (9:33 pm)OK, so on my drive home, while driving I went to charge mode, and set it to 12 amps. When I got home and put in Park it was still in that mode. So you can set it anytime you are driving. When I start up the car afterwards, it reverts back to 8 amps. A bit of an inconvenience, but not that bad seeing that I can set it anytime during the drive. I think GM should allow the option to have the charge mode window pop up automatically when you put it in Park.
FYI – for a full charge its telling me 9.5 hours, much better
+6
Aug 10th, 2012 (10:20 pm)I wish a reviewer would discuss Total Cost of Ownership rather than simply the cost to drive off the lot.
With a car like the Volt, the cost saving that starts after you drive off the lot must be considered versus the cost increases for other cars.
+3
Aug 10th, 2012 (11:09 pm)A VERY important subject that most reviewers don’t adequately address!!!
+1
Aug 11th, 2012 (7:56 am)Good article but as usual a lot to nit pic at… overall a good article though.
I agree that all “journalists” today do not understand the electric car… I have yet to see a article that explains the long term costs of the Volt… especially as related to the cost of electricity.. the sticker assumes a national “average” of 12cents per KW I believe.. where I live it’s 9 cents per KW and many places in the US and abroad it’s less… and if you have a solar array on your property ?
Another fact that isn’t mentioned is the GM card $3500 deduction from price… or the dealer deductions or all the incentives federal and state… in many cases like where I live the Volt will end up costing less than the average ICE car while you are driving a superior car with unequal smoothness and quiet.
PS
One nit pic….The Volt looks nothing like the Prius… no one will ever mistake a Prius for the Volt.. the Volt is the much better looking one.
Aug 11th, 2012 (9:34 am)The “Hold” mode is one of the first welcomed variations from the very first set of expectations that drove the introduction of the technologies, and represents also some welcomed technical freedom for both the owner as well as the engineering viewpoints.
The ongoing open commentaries here help to free up the advancement process by the expressions of ideas that are “out of the box” from overly strong expectations from, well,
puristic locked-in convictions of what technology must do to conform to the “market”.
Fleet markets, for example, are not really all that hard to please once there is an established purchasing protocol in place for the most basic yet reliable model. The Fleet market has funding “ready to go”. While this segment of demand is not front and center for the more interesting and sensational “bells-lights-whistles” mainstream buying audience, it really still ought to be respected and deserves some coverage here. (OK, you can leave the prices off the discussion table if necessary.)
Even if it was a low version of a CUV that somewhat resembled Volt aerodynamics with a somewhat “station wagon” retro look/upgraded, or a generally desired standard “plain” fleet version, both of which would have slightly more cargo space in the very back hatchback.
This topic would offer lots of conversational value here, and likely be helpful to promote better understanding of what the fleet market might buy.
+3
Aug 11th, 2012 (12:19 pm)kdawg,
On my 2012, that screen comes up automatically when I press my “Charge Door Open” button. Does it not, on the 2013′s?
I know I’m repeating myself, but they REALLY should have made the 12-amp L1 charge level election a “sticky” option on the 2013′s. I would LOVE to hear an official GM explanation of the rationale behind not doing so.
+1
Aug 11th, 2012 (5:38 pm)I’ll check later today.
Aug 11th, 2012 (5:43 pm)Regarding the Hold Mode; let’s say a driver knows they will travel exactly 80 miles each day, 40 miles on the expressway and 40 miles on surface streets. Should they just let the range extender kick on as normal, or should they use the hold mode, so that the 40 miles on the expressway use the range extender, or so that the range extender is used during the surface street driving? What’s more efficient?
+1
Aug 11th, 2012 (7:18 pm)Volt 555 update:
Aug 11th, 2012 (8:47 pm)Nope! The screen that comes up is the charge time screen.
+2
Aug 11th, 2012 (9:12 pm)The BEST feature he didn’t mention… It uses about 1/10 (or less) the amount of gas a Prius V uses given the same daily commuting distance… and it drives Prius Trolls crazy!!!
+1
Aug 11th, 2012 (10:17 pm)Exceptional well done Volt – Get To Know Article, Mr. Hall!
Should be the outline for the new book- “The Amazing Chevy Volt Extended Range Electric Vehicle For Dummys”-
Note, the series does use outside authors- Just a thought!
1 ) Now, to those that now realize that the MY2013 Volt L1 default charges at 8Amp, know that if your catch your self forgetting to do the jump after plugging in, even without the fob, turn on the radio and hit the Leaf Button. You can change from 8Amp back to 12Amp without the Volt booted up ( running ), while L1 plugged in or even without the key fob in your pocket or purse!
2 ) Yes, to answer anothers Full Charge Range question. On those days that I am NOT agressivly demonstrating the product ( VOLT ) on city streety and freeways, driving in L greatly increses my full charge range- Loving it. Paying Bout $30.00 a month to drive my 1,250 lease miles a month.
https://p.twimg.com/AzQ1IyXCQAA6sYX.jpg:large
Aug 12th, 2012 (8:30 am)Mike-o-Matic,
8 A charging couses less fire risk due to house electrical network overloading and longer charging time shoul be slightly better for the battery and reduces battery degradation risk. In case 240 V charging some heat shall be ventilated – 2 kWh during 4 hours. Not much but could couse problems. Nissan Leaf suffers of that in hot climate area.
Aug 12th, 2012 (11:03 am)I am assuming with positive prejudgment that every Volt owner knows that the designated outlet for charging their vehicle must be reviewed and ready to hold more than twelve amps of continuous current flowing during a charge. This may seen a lot of wording, but I recommend any Volt owner to do their homework and use a new 20 Amp circuit and a new outlet. If the outlet exists, have it professionally checked and even reconstructed with new wiring and outlet. The cost will be negligible in contrast with a fire, slow overheating damage, or multiple breaker tripping. And as many other have posted here, a new 230 to 240 Volt, 20 Amp circuit and outlet is even better.
And as for regular ICE vehicles, the charging place for an EV or EREV should always be ventilated. Heat generation is an undesired necessity due to inefficiencies in electrical power transfers, but should never be overlooked!
Raymond
+1
Aug 12th, 2012 (12:23 pm)kdawg,
Hands down, the stopping of the engine in stop and go traffic **at the end of the day in 105 degree heat** would be best and could be what prevents the causes the extreme build up of latent heat in and of the engine, to the transmission and to the cabin (from outside engine heat exposure in addition to the road heat) is the answer here, not using the electric range for the high speed driving, where the extender is efficient.
The driver usually knows these daily driving conditions and plans, and changes to those plans, which would be the decisive wisdom that a set of processors could never know all of the time or most of the time.
Your two eyes and your daily observations of traffic patterns also play a role in preventing lots of heat contiguous-hours from clocking up on your heat-sensitive systems.
Fluids can break down three to five times faster in the conditions such as described, so there are really terrific benefits that electrification can bring to prevent most, if not all of that.
This is why I think that the engineering departments must be allowed to have full options as to when what systems are in play at any given time.
Great point of focus, kdawg.
Aug 12th, 2012 (3:07 pm)All I can tell you is that the screen that pops up has the following lines on it:
“Charge Mode: Immediate”
“Charge Completed By:”
“120V: (time)”
“240V: (time)”
[ big wide OK button ]
Whatever you call that screen, that’s what pops up when I turn the car off and then press my Charge Door Open button.
My apologies if I misled anybody! I should have inferred you meant a screen where you can select the charge rate. This one just displays the current charge mode setting, as in “when” to commence charging.
Aug 12th, 2012 (3:19 pm)Raymondjram,
I agree, Raymond.
Just make it a sticky setting, then default it to 8A at the factory, and let the owner change it to 12A (one time!) if they so choose. If necessary, load it up with warning messages, labels, stickers, whatever… to make the lawyers happy.
Besides… Somebody with inadequate wiring could still manually set their Volt to 12A anyway… by running through the same dash button-mashing exercise. So IMHO making you do that every time, really doesn’t make anything safer.
+1
Aug 12th, 2012 (10:38 pm)Good overview Larry.
I think you should say more about how the Prius is a POOR comparison against the Volt. Thanks for mentioning the Volt’s Sport mode a couple times. Lack of knowledge of Sport mode is the key in leading reviewers (and test drivers) to see the Prius and Volt as comparable. Spend a day in a Volt in Sport mode and then just TRY to live with a Prius!
Aug 13th, 2012 (12:05 am)xiaowei1,
This depends on what you’re doing while driving. I have only had the car six weeks, but navigating the radio and other music controls while driving is pretty simple. However, I find the climate controls are a bit more difficult to adjust. This may be because I am constantly adjusting the temperature (I am a bit picky about that). Overall, it’s like any new car – you will get used to it over time.
+2
Aug 13th, 2012 (1:50 am)Good article!
Actually it is not really a 2-speed either. Typically in EV or extended range modes it DOES act as a simple single speed transmission, however under certain road loads and speeds it can (in either CD or CS) also act more like a CVT or more correctly an EVT (Electrically Variable Transmission) with a wide range of available mechanical ratios.This permits manipulating a pair of input torque sources in order to create the final output torque delivered to the drive wheels.
WopOnTour
Aug 13th, 2012 (5:38 am)Bob A.,
thanks Bob, I’m very keen to finally get to see a Volt in person. Not long now i suspect…
Aug 15th, 2012 (5:54 pm)“Selecting Sport provides a livelier accelerator response with the downside of using more electrons from the battery.”
I hope everyone knows that the number of electrons in a fully charged battery is the same as for a depleted battery.
Aug 17th, 2012 (11:45 pm)StephenB,
The number of electrons is the same. It’s just that they don’t move anymore.
Sep 2nd, 2012 (4:59 pm)Rob,
How do you go about acquiring the free charger?
+1
Sep 3rd, 2012 (8:39 am)volt11,
“Chevy has made road and wind noise almost nonexistent in the Volt” I took a 2013 out, for a ride; and I think the cabin noise is far from quiet. In fact, considering the $40K plus price, I think the cabin noise is way too loud.
Sorry guys, but it is.