2011 Chevrolet Volt Head On
The EV2, er, Volt, we had the opportunity to drive today at Dodger Stadium represents a significant step toward the car's eventual production, slated for late 2010 as a 2011 model. And what are the big takeaways from today's limited, parking lot driving experience? One is that its engine/generator's startup experience (which occurs after its EV-mode's battery charge has depleted to about 30 percent) is far more seamless than I ever would have expected. Two is that despite its other-worldly powertrain, the Volt drives remarkably like any normal car (Mom would never know the difference). And three, those Volt skeptics out there are going to be badly embarrassed if they keep doubting the seriousness of this vehicle.
2011 Chevrolet Volt Right Side Front Three Quarter Static
Unlike some of the other extended range (plugs-in) hybrids being developed, the Volt is entirely driven by its 149-horsepower electric motor. The gas engine itself contributes power exclusively through its generator's output (which is 71 horses after power conversion losses, the 1.4-liter engine's actual power hasn't been released). And this has led many people to make some incorrect assumptions about how powerful the Volt will be once its battery reaches that minimum 30 percent level. What happens is -- well, nothing much happens at all. No, the Volt isn't suddenly diminished to a wimpy 71 horsepower automobile, because the engine-generator (which operates between 1000 and 4000 rpm, and is always under load) is continuously replenishing the battery. In other words, unless you're endlessly climbing Everest, there are plenty of opportunities for the generator to keep that approximately 30-percent state-of-charge maintained. So let's dispense with that erroneous assumption.
And when the engine-generator starts, it's a startlingly subtle thing. No lights blink or alarms sound; the instrument display's battery state-of-charge icon simply fades to gray, and is then replaced by a fuel level gauge (eight gallons being available in the tank for a total range that's well over 300 miles). And even after that, the engine will fire only when it's genuinely needed. While under way, ambient road noise may well conceal it entirely, and the engine operates while stopped only when it's absolutely necessary. We weren't able to test the car's claimed 'up to 40 mile' EV range, but acceleration is certainly firm and rail-gun linear from a stop (even more so when in the sport S mode), and the brake pedal is essentially devoid of any of the hybrid squirreliness that often emerges when transitioning from regen to friction braking. And despite its obvious extra weight (said to be about 400 pounds more than if it were conventionally-powered), the Volt's handling is fairly flat with unexpected steering accuracy (though it's not particularly rich in feel). We don't know the Volt's exact weight, but its near 50/50 weight distribution is obviously helpful with turn-in -- though I sensed understeer wasn't far away (hey, you can't expect everything from its low rolling resistance, 17-inch Goodyear Assurance Fuel Max tires). Underway, the Volt also offers little of the 'EV-whine' we've come to expect from hybrids; indeed, its low-speed, quick horn beeps to alert the sight-impaired (it's driver-initiated below 25 mph) seem appropriate.
2011 Chevrolet Volt Left Side
As this was one of fewer than 80 evaluation prototypes (and one of four cosmetically-accurate examples) that are virtually finished except for software tweaking, its appearance is a pleasant blend of EV-future-world and familiar conventionality. Certainly the horizontal blackout panels striping the door tops and rocker panels help give it a low visage, while there's plenty of neat aerodynamics cues to keep the technoids salivating (in particular, the vertical aero cutlines at the rear). Inside, the interior has a definite iPod cool factor going with its slick, glossy white center stack populated by touch-sensitive buttons, an entertaining graphics display (featuring a floating efficiency ball that shrinks, changes color from green to yellow, and either rises or falls if you accelerate or brake non-optimally), and some wild contouring of the dash and graphic-emblazed door panels. My only criticism might be the materials themselves, which look notably less expensive than the car's predicted $32,500 base price (after the presumed $7500 federal tax credit). Obviously, the money has gone into the hardware.
And speaking of hardware, it's interesting to briefly compare that old EV1 to its descendant. While the EV1 was more aerodynamically advanced, and composed primarily of lightweight aluminum, the Volt has come close to matching the old car's miserliness utilizing a traditional steel chassis gleaned from the upcoming Chevy Cruze (though highly modified, including several differences in sheet metal gauge). And while still highly aerodynamic, its profile still provides modest rear seat room (the EV1 was strictly a two-seater, you'll recall). As Volt chieftain Andrew Farah pointed out, the EV1 had to go to those technical extremes to even be plausible transportation (at an implausible manufacturing price). Also consider that while the original EV1's range was about 80 miles, the Volt offers up to 40 in its EV mode, with essentially unhindered mobility once you start hitting the pump -- a game-changing advantage. One positive similarity, though, is that both enjoy battery-recharge costs at much cheaper electric utility prices, as the Volt's battery can only be fully replenished by plugging in. A curiosity, though, is that both require similar recharging times (about three hours at 240 volts; the Volt takes eight hours at 120 volts) despite the Volt's storing roughly 50 percent less electrical energy. Why? Farah explains that EV1 required a higher capacity charging system just to be a plausible automobile.
2011 Chevrolet Volt Front Three Quarter 1
Some have hammered GM for not maintaining the technological edge it once clearly held with the EV1 -- letting Toyota's and Honda's hybrids subsequently eclipse it. And for sure, GM would be in a very different place today had it kept at it. But it's also wrong to conclude that its legacy was completely lost after 'the electric car was killed'. Indeed, Volt man, Farah himself was once a software engineer on the EV1.The Volt is more a response to the failures of the EV1 (and a memory of its strengths) than you might think.
2011 Chevrolet Volt
Base price $32,500 (est, after $7500 tax credit)
Vehicle layout Front-engine, FWD, 4-pass, 4-door hatchback
Engine 149-hp/273-lb-ft electric motor plus 1.4L/71-hp DOHC 16-valve I-4 generator
Transmission Single reduction ratio
Curb weight 3400 lb (est)
Wheelbase 105.7 in
Length x width x height 177.0 x 70.8 x 56.3 in
0-60 mph 9.0 sec (est)
On sale in U.S.
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| 2011 Chevrolet Volt |
2011 Chevrolet Volt
2011 Chevrolet Volt
2011 Chevrolet Volt
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