Can't remember the last time any car, truck or skate board received as much pre-game hype as General Motors' highly anticipated
2011 Chevrolet Volt. The extended-range Volt, starring at auto shows in one form or another for the past five years, has yet to experience a nationwide roll out. While Volt began trickling into in a few select markets at the tail end of 2010, Chicagoland Bow-Tie dealers aren't scheduled for deliveries until this fall, although sales and technical training is well underway.
Why all the suspense? After a not-to-distant, near-death experience with bankruptcy, GM can ill afford any major miscues with Volt, a technological marvel laying the ground work for significantly less stops at the corner quickie mart.
After the first full day of testing, my initial reaction was, "very cool." After an entire week, my conclusion was simply, "it works." Volt is not designed as a final solution, but a logical, tangible step in reducing gas consumption without giving up what's expected in a typical, suburban Chicago commute.
General Motors describes the compact, four-seat Volt as an extended range electric vehicle. Unlike gas-electric hybrids (i.e. Toyota Prius, Honda Insight) online in the U.S. since late 1999, Volt needs to be plugged into a wall socket to hold an estimated 40-mile electric charge.
What powers the Volt?
The front-drive Volt also utilizes a different type of auto battery. Gas-electric hybrids over the past decade utilized bulky, nickel metal hydride systems. Volt and the handful of all-electric vehicles soon to launch opt for lighter-weight, lithium ion technology. Lap top computers and cell phones utilize lithium ion batteries and like the Chevy Volt, must be plugged in periodically to keep juices strong. Unlike cell phones nestled in pockets or purses, Volt's T-shaped under-carriage battery pack (manufactured by electronics giant LG Chem) measures five-and-a-half feet long from top to bottom, contains 288 linked cells and weighs 435 pounds. The battery pack generates 16 kilowatt-hours; Volt was designed from the ground up around the battery pack.
Current gas-electric hybrids utilize an internal combustion gas engine to help propel the wheels in tandem with an electric motor and generator. With Volt, electricity powers an electric drive unit that moves all wheels at all times at all speeds. When the 40-miles of pure electric power is exhausted, a 1.4-liter, inline four-cylinder 83-horsepower gas powered engine seamlessly kicks in and operates the vehicle's electric drive system for several hundred more additional miles. Volt can travel up to 379 miles when fully charged and gassed up. Keep in mind the 9.3-gallon tank requires premium petro.
Any other technologies involved?
Volt was not only a collaborative effort with LG Chem, but other suitors as well. Goodyear Tire Co. designed Fuel Max All-Season tires especially for the Volt, which maximizes rolling range through optimized rolling resistance (the force required to keep the tire moving at a constant speed). No spare onboard as GM opts for a repair/inflator kit, providing short-term relief until service is reached. Eliminating the spare tire helps keep weight in check, a low-tech but effective way to maximize fuel economy. Some gas-powered vehicles are now opting for this strategy as well.
Regenerative braking, already utilized in gas-electric hybrids, is part of Volt's story and other newly debuting GM products. Volt's electro-hydraulic regenerative braking technology recaptures once lost kinetic energy (friction and heat) in the stopping process, and converts it back into storable electricity. The brake pedal has a slightly different foot feel than conventional sedans.
How much time is needed to "Charge It!?
The standard 18-foot, safety-orange-colored cord resembles a common, household extension cord attached to a rectangular, two-pound mother board (with convenient tote handle), about the dimension of a small shoe box to which the cord wraps around when stowed. One end sports a standard three-prong outlet plug. At the other extreme is a five-pronged face (about the size of a handheld hair-dryer) with a body of a household flashlight. The larger end connects securely (listen for the click of approval) to the on-car receptacle port on Volt's left front fender. The other end plugs into a standard 120-volt wall socket.
Green lights illuminate on the mother board to signify success while the car "chirps' once lightly with approval and the ultra quiet recharging process began. In addition to the chirp, a small green dome light atop the dashboard illuminates indicating charging is ongoing. When charging is complete (between 8 and 10 hours with a 120-volt outlet) the green dashboard light blinks intermittently. When powering up, the cord is warm to the touch. Chevrolet attaches a convenient, laminated bi-lingual cheat sheet to the board to quickly trouble shoot common questions. When not in use, the 18-foot cord compartment under the hatch floor.
Another available option is a wall-mounted charging unit. This set up allows for full charging in half the time (about four hours) through the use of a 240-volt outlet (used by most household washer and dryers). While most garages are not equipped with this type of outlet, GM has arrangements with subcontractors (a company called SPX in particular) to have these professionally installed.
During the week's test, I found myself charging the Volt after short jaunts not just because of the novelty, but the desire to keep Volt fully charged to minimize gas fill ups. Every hour of charging generates about five electric miles with a 120-volt outlet. Checking Volt's charging progress involves monitoring the Instrument panel, which digitally indicates how many miles of charge have accumulated during. General Motors estimates an eight hour charge will cost roughly $1.50.
The cost?
Volt's window sticker showed a $40,280 starting price. General Motors wisely choose one basic trim with most popular equipment standard. With the $720 destination charge, the bottom line ended at a round $41,000 bottom line. This is before a federal personal income tax credit of up to $ 7,500 gets factored in to help ease the transition to newer technology. Keep in mind as Volts are constructed, overall costs should drop.
On the Road Results
Comparing computed electric miles against the car's own odometer revealed interesting results. After a night's full charge, the Volt ran 34 odometer miles before switching over to gas-engine technology. Those building extended range and electric vehicles readily admit driving with heavy air conditioning or heater usage brings down electric range average. However, during the day of testing neither was in use.
Volt performed as advertised during a four-hour round trip from Glen Ellyn to Rockford along scenic Route 20. Traveling westward, the Volt switched from electric to gas-engine mode near the 'Welcome to Marengo" sign in McHenry County. From there, Volt continued to Rockford and after a memorable lunch break, seamlessly traveled back to Glen Ellyn powered by the gas engine. No fill ups needed. Traveling east two days later after a night of charging, Volt made the drive to the near north side of Chicago from Glen Ellyn in one charge, with about eight miles of electric strength remaining.
Volt starts with the whisper quietness of an electric golf cart. Simply depress the brake pedal while pressing the blue "power" rectangular dashboard button. Since the electric motor makes no perceivable sound when called to action (the ventilation fan makes more sound than the electric motor), GM provides 'welcome' chimes.
Outside looking in
Volt's five-door exterior design could have gone futuristic, as Honda choose with the first generation Insight or with a subtler approach as Toyota's Lexus Luxury Division does with its hybrids. Volt's smart, aerodynamic look is calming without radical showmanship. Secondary blinkers built into the small, arrow-shaped side-view mirror housing, is a great touch, but the long hatch window would benefit from a rear wiper. A deck-lid spoiler is part of the visual package. Very narrow headlight housing flanks a grille with Chevy's familiar bow tie logo. Six exterior colors are available.
Inside copy
At first glance, the dash looks no more compelling than a Toyota Prius, or gas-powered Ford Focus for that matter. Volt's headroom is tighter than similar sized sedans. While ceiling handles are conveniently located above rear doors, none are found above front doors.
Four interior color schemes are available, including our tester's jet black cloth seats with white dash accents. A limited number of options include heated leather seats, rear-view backup camera display and door trim.
Front bucket seats adjust manually via an underside grab ring, and slide for and aft. Power lock controls are located on the touch-sensitive center console. The thick, three-spoke, steering wheel incorporates an elegant, comfortable feel. The boxy- seven-inch, all-digital (even the speedometer is digital) instrument panel is graphically-intensive yet intuitive. Monitoring the dual fuel systems is fairly straight forward. The manually adjusting steering wheel both tilts and telescopes to contour with the driver's dimensions. A shallow storage bin atop the dashboard makes a good home for IPASS transponders. Windshield wipers, both based at the far ends, swing inward and outward in the same tempo.
Two fuel release buttons are found on the driver's door; one for the circular petro rear right fender door and another for the plug-in port located on the left front fender.
Chevrolet smartly designed the second row as a two seater. Seatbacks fold forward and relatively flat onto cushions, with the pull of a top-side tab, for increased cargo room. Dual in-line beverage holders and a storage tray with power outlet are found between the seats. Rear side doors swing open to narrow leg entry and those six-feet or taller should be ready to duck and tuck slightly to avoid head banging. Our tester featured a white center stack complete with pressure sensitive touch controls for ventilation and radio selections, visually enhanced by a top-side screen.
What's next?
During the 2009 Auto Show circuit, GM featured the Cadillac Converj plug-in, extended range concept. While no official U.S. plans have been announced for Converj, expect more production vehicles from GM utilizing this technology and driving down overall costs.
Minor suggestions include a secondary transmission indicator, as the sole digital version in the IP's upper region is small; adding another near the floor-mounted shifter would help. Perception through the rear-view mirror needs improvement as drivers are met with a visual horizontal bar (a-la the much maligned, but never forgotten Pontiac Aztek).
In conclusion
A key difference between Volt and the recently introduced all-electric Nissan Leaf ($33,000 with no gas engine) is Volt works as a sole vehicle in a one-car family. The all-electric Leaf would be hard-pressed (with a range limit of 100 miles per charge) to serve the needs of a suburban Chicago family where driving from point A to B to C to D in a single day is not uncommon. Once a greater number of public charging stations arrive or ranges get extended, all electrics make more sense.
To help alleviate any buyer's remorse, Chevy offers an eight-year/100,000 mile warranty on the lithium-ion battery pack. The gas engine is covered for five-years/100,000 miles. As with most GM vehicles, OnStar, the in-vehicle communication system is on the job 24-hours a day connecting occupants with a live, knowledgeable staff member with the simple push of a button. General Motors provides a telephone help line for Volt buyers and dedicated web sites (including www.chevroletvoltage.com).
Considering Volt is a first effort, GM has done its homework and executed a workable vehicle. Many questions remain, including what to do about those lacking a garage or carport, and charging stations in general. Final assembly takes place near Detroit, Michigan but parts are sourced worldwide.
2011 Chevrolet VoltPrice as tested: $41,000
Engine: 1.4-liter, inline four-cylinder gas engine
Gas Engine Horsepower: 83
Fuel Economy gas engine: 37 mpg combined city/hwy
Fuel economy electric engine: 93 mpg equivalent
Length: 177.1 inches
Wheelbase: 105.7 inches
Curb Weight: 3,781 pounds
Built: Hamtramck, Michigan