![]() It’d be nice if it was, as Bob Lutz intended, a little more in the average Chevy buyer’s price range. I like the Volt and what it stands for in terms of Detroit and American innovation. Even talk radio drowns out any engine sound, and all that’s left is the feel of pure electric power and torque. But it’s not too noticeable, especially if like most drivers you listen to anything on the audio system. The oddity comes when the gas engine fires up to provide more juice to the electric motor and it’s audible as it starts up and revs up, incongruously to the pedal position or what’s happening with vehicle velocity. The car still feels and drives like an electric, because the electric motor is providing the locomotion. I didn’t get to charge up overnight, so the drive back in was more typical of what less-conscientious Volt owners would experience. ![]() This car is ahead of its time in many ways.ĮXECUTIVE EDITOR BOB GRITZINGER: I also took the EV home approach, running on battery nearly all the way out to my suburban home some 30 miles distant. I would have used little or no fuel with proper infrastructure. ![]() Conversely, the Chevy is more practical for most consumers than the Nissan Leaf, and is far more ground-breaking than traditional hybrids for its potential to eliminate fuel usage. The negatives: the driving experience is dull and the price could make it uncompetitive soon with the Ford Fusion Energi model coming shortly. I’d argue it is a landmark car for General Motors - remarkable considering the conditions during which the company brought it to market. I like the Volt, and I think it serves its purpose. The hatch is large, offering plenty of room for storage. Because of the lithium-ion pack, there is no center seat in back, though I like the four-seat layout. It’s futuristic, has sharp-looking materials and is intimate. The chassis is comfortable, and the steering is on the light side. The Volt feels planted - it should with all of the battery technology running down its spine in a T formation. The four-banger is a bit loud, and most maneuvers require aggressive acceleration. I consumed nearly a quarter of a tank of fuel, roughly covering 45 miles as I went to a press event and then the office. Operating with just the engine, this car feels slow, like a heavy Chevy Cruze. The next morning I piloted more expressway traffic, employing the 1.4-liter Ecotec four-cylinder. ![]() The re-gen brakes felt a bit mushy and spongy to me. The torque helps, but it’s still pedestrian. There’s decent acceleration, yet still below average. Apartment dwellers need to plan head to maximize their Volts, and all EVs. Had I gone straight home (and if I had a plug), I would have made much more efficient use of the car. That range is a bit less than the top-end of what Chevy has promised for the Volt, but in this weather and in Detroit rush hour, my final tally seemed reasonable. I used 10.6 kwh, and the electric charge ran out as I sat in a restaurant parking lot. On the way home I didn’t consume a drop of gas, according to the on-board computer, navigating 25.5 miles of mostly expressway traffic on a chilly evening with temperatures falling into the upper 30s. NEWS EDITOR GREG MIGLIORE: I analyzed the 2013 Chevrolet Volt from both of its sides during my one-night stint.
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