Preview: 2011 Chevrolet Volt

It's alive!

After an over four year wait, General Motors' electrification of the car is finally driveable

By John LeBlanc DETROIT—At the 2006 Los Angeles auto show, in a windowless and locked conference room, General Motors gathered a few select journalists. They had some big news for the upcoming Detroit auto show in January. And they wanted to share. At the time, the second-generation Prius hybrid had been on the market for two years. Although the Toyota hybrid had never been a big seller in sheer volume compared to gas-only cars, the Prius was hitting above its weight when it came to casting Toyota in a positive (i.e. “green”) light. Every other automaker was playing catch-up. But GM, with its yet-to-be unveiled Volt — and its revolutionary gas-electric extended-range powertrain — was going to leap ahead. Hoping to “alter the DNA” of the automobile that hadn’t changed in more than a century, GM told us they had a new family of propulsion systems in the works. Further, GM claimed that the first vehicle propelled by their new E-flex System, the Chevrolet Volt Concept, could virtually eliminate its owners from filling up at the gas station. Ever. According to then GM vice chairman, Bob Lutz, the Volt would address many of the criticisms of GM’s first experience with an electric car, the two-door, two-passenger EV1 that debuted in 1996. “The EV1 ‘died’ because it had limited range, limited room for passengers and luggage, couldn’t climb a hill or run the air conditioning without depleting the battery,” said Lutz. Four years, one month, and 12 days after that discussion, I finally got the opportunity to drive a 2011 U.S.-spec Volt, which happened to come a day after this year’s Detroit auto show media day. Obviously, a lot has changed with GM’s so-called Jesus (as in “saviour”) car since its original concept; as well, there have been changes with its manufacturer and the marketplace. The Volt went on sale in the U.S. last December with a base price of $41,000, not including government incentives. Interested Canadian customers will have to wait until sometime this summer, after the July 18 production of the 2012 models has started. Like the Nissan Leaf, there’s still no word on how much the Volt will cost in Canada, or how many vehicles GM Canada plans on making available to retail customers. On the road to production, the Volt has developed its own hunkered-to-the-road profile. But the rakish styling of the coupe-like concept has disappeared for packaging reasons. And the tidy-looking plug-in socket cover, integrated neatly into the black beltline trim, has migrated down to a conventional round door in the fender. Of course, with what GM has been through since the first Volt announcement — losing its financial independence (now owned partially by Canadian and U.S. governments), its Pontiac, Hummer, Saab and Saturn brands, and many of its dealers — it’s amazing the Volt even survived. Perhaps the biggest change since late 2006 has come in the marketplace. Who will buy the efficient-but-pricey Volt now? Car buyers are now conditioned to $1-plus/litre gas prices that were shocking back in 2007. A recession has reigned in personal spending. And new car showrooms are being filled with not only more high-mileage hybrids, but also a plethora of electrified vehicles, ready to take a piece of the Volt’s pie. To recap, the Volt is a front-wheel-drive, four-passenger, four-door hatchback. Not an EV or hybrid, it’s known as an “EV range-extender.” Its primary propulsion comes from two electric motors powered by a lithium-ion battery pack. Unlike a Prius hybrid (which uses its batteries to “aid” its gas engine), or a purely-electric vehicle (like Nissan’s Leaf), the machinations the Volt goes through to charge its battery-driven electric motor via a small gas generator make it like no other car you can buy today. When (or if) the Volt’s batteries are drained while driving, the Chevrolet compact switches to “extended range” mode, balancing power requirements between a 1.4-litre four-cylinder gas engine up front, the electric motors, and the 16 kw/hr T-shaped lithium ion battery pack, cocooned under its central tunnel and rear seats. Where things get really geeky is inside the Volt. Between its various systems, there’s always a lot going on in the Volt’s power-train. And the car’s various informational displays (divvied up between a pair of screens in front of the driver and on the centre console) do a good job communicating that information. The flush-mounted centre stack uses touch-sensitive buttons. A navigation system is standard. And GM is offering a smart phone app that monitors the charging levels of the car. At the beginning of my less-than-40 km test drive — from GM’s downtown Detroit headquarters to tony Grosse Pointe, then back to the Volt’s Detroit factory — my Volt tester indicated it had 60 kms of electric-only range, plus 382 kms if I decided to make a break for home in Canada and had to resort to the 35-litre gas tank. At the end of my 37.8-km driving stint on freeways, boulevards and city streets at posted speed limits, 35.7 of those klicks were purely electric. According to the car’s calculations, I had 22.4 km of rage left in the battery pack and (more interestingly) had used only 0.265 litres of fuel, for a fuel consumption rating of 0.7L/100 km. If owners want to drive longer distances and use the gas engine only (and not take the eight hours or so it takes for the plug-in Volt to recharge its batteries), the Volt’s U.S. EPA estimates are 35 mpg city, 40 mpg highway. As efficient as the Volt proclaims to be, its space efficiency is less than stellar. The battery pack removes the rear middle seat most compacts have and legroom isn’t generous. The rear cargo room under the hatch is tight as well. And despite GM’s best efforts to make the Volt’s interior distinctive and friendly with various colour and trim options, the materials used and overall fit and finish are no better than a Cruze. To be succinct, the Volt drives like a winner: a comfortable hatchback that looks good going down the road and that also happens to use less fuel than any gas or diesel car you can buy. Unlike some hybrids, all of the Chevy’s systems work in a sophisticated and seamless harmony. It’s not a sports compact. But the combined ratings of 149 hp and 273 lb-ft of torque means immediate and smooth acceleration responses. Low interior noise and a nice balance between a firm ride and comfortable handling helps justify the Volt’s luxury car pricing. Two nits to pick: The Volt’s electronic steering is relatively numb and nonlinear when you turn the wheel. And like all regenerative braking systems, they can seem grabby upon initial use. So should you start saving your loonies for a Volt? There’s little to criticize with the Volt. It’s immensely more practical than a purely electric vehicle, like the similarly pricey Leaf. You could drive a Volt from Newfoundland to British Columbia if you wanted, a big plus over range-anxiety-inducing EVs. And day-to-day, it uses less fuel than a Prius hybrid. Of course, the Volt’s value equation (like all electrified vehicles) depends on your own values. Sure. You could buy a roomier Chevy Cruze for half the price, get decent gas mileage and never have to worry about plugging it in or if you’re getting your money’s worth. Early adopters with the budget to afford a US$41,000 compact four-seater, however, will plug in the Volt religiously, live off the battery exclusively, and boast of their “never having to fill-up again!” driving experience relentlessly. And, more than likely, they’ll have a permanent smile on their faces. 2011 Chevrolet Volt WHAT I LIKED A truly practical car with the option of an EV driving experience; smooth and immediate engine response; nice balance between ride and handling; comfortable interior. WHAT I DIDN'T: Squirrelly electronic steering; inefficient interior space. U.S. BASE PRICE: $41,000 ENGINE/POWER: 1.4-litre gas, 149 hp, 273 lb.-ft. COMPETITION: Ford Focus Electric, Nissan Leaf, Toyota Prius Plug-in Hybrid Vehicle

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