But of course, those two powertrains are why the Volt can be a primary vehicle that doesn't ask the owner to compromise driving cycles like a pure EV. As for the rather unremarkable fuel economy, it's useful to remember that the Volt carries two powertrains-electric and gas-and thus suffers a weight penalty that effects overall efficiency. Except for some of the materials, the interior cocoon fits a $41,000 car, which in practice drops to $33,500 after the $7500 federal EV subsidy. Ability to switch to gas-power when needed for longer trips Federal tax credit between 25 as well as city and state tax credits The Chevy Volt's all-electric range is more than. The Bottom LineĪfter our three days with the Volt, we're certain of a few things: One, the car is a well-engineered piece that integrates the various powertrain components with a refinement we didn't expect. If we factor in the distance traveled on the battery's energy the fuel economy jumps to 37.5 mpg city and 38.15 mpg highway. The corporation also says that the new Volt will be quicker. In the city, we recorded 31.67 mpg and achieved 36.0 mpg on the highway. GM says the new Volt will get 41 mpg on gas and 102 MPGe on electricity, increases of four in both combined-driving metrics. In other words, we computed the fuel economy after the battery was depleted, both on our city loop and the highway trip. The Volts cabin might be one of the best weve seen (and felt) from GM in quite.
In addition to measuring EV range, we also recorded the fuel use when the car was in its "charge sustaining" mode. Volt combines the efficiency of an electric car with the long-range capabilities of a traditional gasoline vehicle. Several days of below-freezing weather dashed any hopes of 53-mile electric range. Still the Volt's EV range beat that first day when we were really trying: 33 miles. Also, we set the cruise at a typically brisk Michigan highway traffic speed-78 mph. Charge #3įinally, we drove the Volt for nearly 600 miles on the highway only, a tough test for any hybrid since there's no opportunity for brake regeneration. We must have recaptured more braking energy in the city streets than the previous day, because the Volt traveled 35 miles on just the battery. Charge #2įor the second charge, we stuck to city streets but operated the car normally, with the auto HVAC operating and without special driving techniques. Our hypermiling skill is clearly lacking: After 31 miles the engine kicked on. Our route meandered through Ann Arbor and the surrounding two-lane country roads. Still, once the Bolt EV arrived, GM deleted the Volt and moved on. In fact, the Volt gave us more EV driving range than most PHEVs of today. We turned off the climate control, which wasn't a problem since the outside temperature was roughly 55 degrees. Do you remember the Chevy Volt It was one of the first plug-in hybrid vehicles with more than 50 miles of all-electric driving range. It must have known of our usual lead-foot nature. The dash display said we had 48 miles of EV range, which dropped to 43 after the first quarter mile. After a 11-hour overnight charge using the cord stored in the cargo area and a 120-volt outlet in our garage (a 240-volt charger will sell for $490 before installation and will drop the recharge time by at least half), we set out to maximize EV range.
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