Charged up
Russell Purcell conquers range anxiety — sort of — in the 2015 Chevy Volt
The 2015 Chevrolet Volt is a four-passenger plugin hybrid vehicle that has been in production since 2012. The futuristic-looking hatchback operates on lithium-ion batteries partnered with a 1.4litre four-cylinder engine that delivers 83 horsepower. The car is engineered to travel up to 61 kilometres on pure electric power before the gasoline engine kicks in to help reduce the range anxiety usually associated with this type of vehicle.
General Motors’ literature claims the Volt has an operating range of about 600 kilometres. Despite this claim I still had an inkling of range anxiety which had me cutting my time with the Volt short as I was scheduled to travel about 400 kilometres to the Okanagan Valley in pursuit of a story, a route that tackles some very high-speed highways that cut through a string of mountain passes.
I realized the electric power reserves would be used up very early in the trip and that travelling this route under these conditions with a full load of gear and passengers would be a challenge for the Volt’s meagre horsepower and performance capabilities.
But that is not what this car was designed for. It was designed for the user with a rather short daily commute — ideally substantially less than the car’s range on battery alone — thus providing the user with a very inexpensive operating bill (as long as you do not factor in the Volt’s rather steep purchase price).
There was a reduction in the base price made for 2014, but sales are still slow, so there are plans to introduce a slightly smaller and less expensive Volt next year. This car and the regular model are said to also be getting larger batteries, which will increase driving range.
Surveys reveal almost twothirds of the mileage travelled by current Volt owners tends to be on electricity alone, and 80 per cent of this distance is comprised of commuting.
This means the four-cylinder gasoline engine, which GM refers to as the range extender, remains unused for the majority of vehicle operation — which means you will pay far fewer visits to the gasoline pump.
One drawback of the Chevrolet Volt design is it lacks a fifth seat due to the placement of the car’s T-shaped battery pack. This leaves many potential customers looking toward the Toyota camp with its proven and less expensive hybrid Prius lineup, which does offer seating for five. The all-electric Nissan Leaf will accommodate five adults in a pinch but lacks the range of the Volt. However, it is still a cheaper alternative. The Ford C-Max is also a popular choice with cross-shoppers for the same reason, and offers slightly better fuel economy, substantially more travel range, as well as better pricing.
Word is the second-generation Volt, which should arrive for model year 2016, will benefit from a new lightweight 1.5litre engine which has been optimized to run on the ultraefficient Atkinson cycle under certain circumstances. This is expected to provide the new car with a little more zip and considerably reduce the levels of noise and vibration that somewhat damper the current driving experience. It will also seat five.
The electric drive unit operates the front wheels of the Volt at all times, drawing power from either the 17.1-kilowatt lithiumion battery or the gas-powered range-extending generator. The latter will spring into action when the battery runs low or becomes exhausted, which will occur at varying distances (the best I could do was 42 kilometres, but with close attention to your driving habits you can strive for maximum efficiency) and is also affected by temperature and driving conditions.
I should point out this is a slightly larger battery than that used in previous variants, which was a 16.5-kW unit.
The Volt comes standard with a portable charging unit that is stored in a handy bin beneath the floor of the rear cargo area.
Chevrolet’s literature claims that the 120-volt unit will fully charge the vehicle in 10 to 16 hours from a regular wall socket, although I had two occasions where this did not occur, and in fact the car only received a 50 per cent charge. As a result, if you plan to make a long-term commitment to the vehicle, I would suggest that you have the optional 40-volt charging station professionally installed in your home as it will provide the car with a full charge in about four hours.
One advantage electric and hybrid vehicles possess over those powered solely by traditional internal-combustion engines is the driver has access to instantaneous torque, as power from the batteries is delivered as soon as your foot steps on the accelerator. However, this does not mean that the Volt will win drag races all day long, as acceleration runs to 100 kilometres per hour from a standstill require a hair over nine seconds to complete.
There are four driver-selectable operating modes — normal, sport, mountain and hold — which allow you to choose how the vehicle’s drive train will function based on the road conditions, terrain or type of driving experience you are looking for.
The Volt will inspire confidence in the driver when it comes to handling, as its wide stance, low centre of gravity and sleek aerodynamics help keep the car planted at speed. I found the steering to be precise and lively, and the car’s suspension did an excellent job of controlling body roll.
The Volt features four-disc brakes assisted by a regenerative braking system and they deliver solid results when called into action, but you really need to get a feel for how much pressure to apply to the pedal to guarantee they will inspire confidence.
The Volt’s passenger cabin looks just as futuristic as the exterior, as a multitude of display screens and soft touch controls greet the driver and allow for quick and easy operation of most of the car’s systems. The level of fit and finish is premium, as is the quality of materials used throughout the environment.
The Volt is not a large car, but the cockpit area seems deceptively spacious due to the airy feel created by the oversized windows. The same cannot be said for the rear area, as the low seating position and central placement of the battery pack limits one’s ability to stretch out.
Rear visibility is also an issue due to wide rear roof pillars, but the car comes equipped with a rear-view camera if you pony up for the premium package. I stand six-foot-two and had plenty of headroom in all four seating positions, although I would have liked a little more legroom in the rear seating area.
Cargo volume is a respectable 530 litres with the seat left in place, but will expand up to 1,371 litres when the rear seat backs are folded forward. Access to the area is via an upswing hatch and the resulting opening is wide and features a low lift-in height.
The Volt may suit your needs if you are looking for a fuel-sipping commuter with all the amenities and a large dose of style, but you better live in a city such as Vancouver that has embraced the concept of electric vehicles and provides ready access to public charging stations or you may find yourself relying on the premium range extender on a regular basis — which kind of defeats the purpose.