17 Chevrolet Volt: Savings Without Compromise
Since 2011, the bestselling plug-in electric vehicle in Canada has been the Chevrolet Volt.
That may be surprising to some, as models like the Nissan LEAF or Tesla Model S come to mind when talking plug-ins. The Volt has been on top of the charts every year except for a surge in sales by the Model S in 2015, and it’s not by a small margin – 4000 units ahead of the Model S thanks to an early 77.6% year-over-year sales increase showing as of April 2017.
That 2015 blip in the charts got Chevrolet to come to market the following year with a second-generation Volt that not only goes longer in pure electric mode, but also sports good looks with some refined features. The complete makeover of the Volt has evolved into a vehicle that’s seen more as a fuel-saving compact hatchback rather than simply a marvel of technology.
With a range increase from 61 km to 85 in pure electric mode, the Volt has received more mainstream appeal at a time that coincides with an increase of charging infrastructure both in Canada and the United States. On top of that, a healthy government incentive package in British Columbia, Ontario and Quebec makes it more of a viable purchase with a lower asking price.
It’s a looker and a pleaser
Looks aren’t everything, especially when it comes to plug-ins, but that’s still a big part of the purchase decision. Tesla’s sleek and aggressive styling of its EVs paved the way for these alternative vehicles to save on gas and still look cool. Chevrolet has taken to that by designing a bold and rakish Volt that gets its fair share of attention on the road.
The new Volt’s styling is more in line with other Chevrolet sedan products, but it’s easily discernible from the rest by its two-panel silver grille design—a look that still to this day reminds me of Jaws, the monstrous, yet uncoordinated henchman from the James Bond movie series.
Inside, the 2017 Chevrolet Volt takes on a more conventional look compared to the previous generation, except for a few bright colour touches on the top of its shift lever and on its control panel where the statistics are displayed. It’s the perfect amount of “green” colour needed in the cabin that complements soft-touch materials and a large eight-inch infotainment unit. The gimmicks of yesteryear need not apply any more, this is the new era of what a green car should look like without the need for tree leaves blooming or the cabin resembling something made from recycled material.
As for space, the Volt still lags behind others with a need for more headroom and legroom, especially for rear occupants more than six feet tall. I’m not sure why a fifth seat has been added in the back, as legroom is non-existent and more suited for bags and groceries.
My 2017 LT test vehicle is the base trim offered that comes standard with heated front seats and a heated leather steering wheel. The cloth seats are bolstered with two-tine blue stitching and its own funky design, but if there’s a need for leather, you can opt for the Premier trim for 4K more.
Other technological amenities include a built-in Wi-Fi hotspot, Apple CarPlay connectivity, OnStar and a rearview camera.
range, more savings
The best part about any plug-in is its ability to go both in EV and gas mode. It’s truly up to the driver, if they want to plug in or go stretches without that electric range, but its flexibility to go a long distance if needed without any range anxiety is its calling card.
The 2017 Volt uses a lithium-ion battery pack with a total capacity of 18.4 kWh to run the two electric motors, upping its EV-range to 85 km. It all works in conjunction with a 1.5-litre four-cylinder gas engine that produces a total output of 149 HP and 294 lb.-ft. of torque with the use of direct injection and a higher compression ratio. All of this internal technology allows the Volt to potentially go for a maximum of 590 km without charging or refuelling.
Throughout the week, the Volt was smooth, quiet and calming. It can accelerate fast due to its ample torque figure without giving off an electric hum. Around the city, the Volt surprisingly possesses exceptional handling and cornering abilities. Perhaps it’s due to the low battery pack placement that adds weight to the vehicle in all the right places, but I was able to make sound manoeuvres in a responsive and precise manner. Just be careful of draining its battery on highways—that can quickly creep up.
In order to stay in the EV zone longer, Chevrolet has implemented a regeneration paddle on the back left side of the steering wheel. It’s there for the driver to physically slow down the car without using the brakes. This helped in achieving a 4.8 L/100 km average before the EV-range was depleted; after that, I still managed a reasonable 6.4 L/100 km in full gas mode.
The history
The Chevy Volt was one of the first plug-in hybrids on the market. It debuted in 2011, quickly earning the highest consumer satisfaction rating of all GM cars, and soon became the best-selling electric car in the United States. But in 2019, after a long and illustrious eight-year career, the Chevy Volt was retired to make way for a more advanced successor.
The Chevy Bolt, GM’s first long-range all-electric vehicle, began rolling out into dealerships across the country in 2017. The most immediately noticeable development is that the Volt was a low-riding sedan, whereas the Bolt is a taller hatchback, though both are compact. However, the differences between them go much deeper than their exteriors, and the Bolt’s deep-down advantages have done so well that the Volt had trouble keeping up!
So, what are these key changes?
Maintenance improvements and gas benefits
The key difference is that the discontinued Chevy Volt is a plug-in hybrid electric vehicle (PHEV), whereas the Chevy Bolt is a battery-powered electric vehicle (BEV). This means that, in addition to a battery-powered engine, the Chevrolet Volt also has a gas tank, an internal combustion engine, an exhaust pipe, and all the additional mechanical parts that go in a gas-powered vehicle. Meanwhile, the Bolt needs just a battery pack and an electric motor to run.
As a result, with the Bolt, you can say goodbye to gasoline! No more high prices, no more dangerous pollution, and no more unhealthy fumes. Additionally, you will save on maintenance costs: there is no oil to change, no transmission to damage, resulting in fewer parts that can break down and far fewer tune-ups and maintenance needs. Consumer Reports estimates that these savings add up to 4,600 over the life of a car!
Electric range
The Volt’s 18 kilowatt-hour battery pack lasts about 50 miles. Meanwhile, at 60 kWhs, the Bolt’s battery can go roughly 250 miles before you need to recharge. Given that the average American motorist drives less than 30 miles per day, a typical person could go a whole week without charging up their Bolt. However, most owners plug theirs in at home each night, so they can wake up ready to go.
How long does it take to charge a Chevy Bolt? Admittedly, the Bolt does take longer to fully charge. A standard Level 1 charger can fill up a Volt in just 6 hours, compared with the 48 hours required for the Bolt. However, a Level 2 JuiceBox can get the job done in 2.5 hours for the former, and 8.5 for the latter. Whatever your commute looks like, an overnight recharge should be more than enough. Plus, when you’re filling up on the road, those super-fast direct-current chargers give you an additional 100 miles of range from just thirty minutes.
When Should You Get a Replacement Battery for Your Chevy Volt?
Ideally, you should get your car’s battery replaced every 100,000 miles. That said, you may need to replace it earlier in the event of:
- Decreased efficiency. Depending on various conditions, the capacity of the aging battery may decrease by 20% before you get to 100,000 miles.
- Degrading charge retention. The more charges, the more the battery cells have to endure. Ideally, a 120-volt receptacle with an 8 A setting should only take about 14 hours of charge time – while a 12 A setting should be quicker at 10 hours.
How Much is the Price of the Battery?
According to Slash Gear, the average cost of getting a new battery ranges from 3,400 to 34,000. These are estimated costs, and as such could vary according to battery status (new or repurposed) and generation, among many other things.
Now that you know how long the battery lasts, you may be wondering another thing: how long will this impressive plug-in hybrid last?
Simply speaking, it can serve you well for 13-20 years – granted you drive an average of 15,000 miles a year. That’s because this vehicle can run 200,000 to 300,000 miles before its powertrain and other components bug down.
And if you’re going to take the word of GM employee Erick Belmer, the Chevy Volt (particularly the 2012 model) can run for as much as 460,000 miles. In fact, his car only required repair after a whopping 400,000 miles.
This ‘longevity’ can be attributed to the battery, as well as the following aspects:
Brakes
Volt has regenerative brakes, which means it is capable of transforming kinetic energy into electric energy. As a result, this mechanism reduces pad strain – eventually increasing the lifespan of your brakes.
In essence, you can use your Volt’s brakes for over 100,000 miles before they wear out.
Tires
Chevy Volt’s tires can last for up to 40,000 miles. This figure, however, may be smaller or bigger depending on:
Transmissions
The Volt’s transmissions will run well up to 200,000 miles of use.
Spark Plugs
According to General Motors, Chevy Volt’s spark plugs will last (but should be replaced) after 97,500 miles of usage.
How Does the Chevy Volt Compare to Other Electric Vehicles (EV)?
If you’re still thinking twice about buying a Chevy Volt, then here’s how it compares to other electric range vehicles:
vs. Kia Nora
The Volt and Kia Nora can both last for up to 200,000 miles. The only difference is the Nora’s cheaper to maintain at 426 (compared to Volt’s 557.)
vs. Honda CR-Z
The lifespan of CR-Z is lower at 150,000, though users believe it can run up to 200,000 with the right care. That said, this vehicle is cheaper to maintain for you’ll only need to shell out about 430 for repairs and whatnot.
vs. Hyundai Sonata Hybrid
According to the manufacturers, the Sonata Hybrid can run for as much as 300,000 miles without any problem.
vs. Ford C-Max
Like the Volt, Ford C-Max can run for as much as 200,000 miles. The repair/maintenance costs are almost similar, with the C-Max costing you about 550.
vs. Toyota Prius
The Prius can run for 250,000 miles, which is 50,000 above the Volt’s minimum. It also costs cheaper to repair and maintain at only 364.
How Reliable is the Chevy Volt?
According to JD Power, the 2019 model has a quality and reliability rating of 77%. The 2018 model, on the other hand, has a lower score of 69%.
The 2017 model score is higher (72%) than that of the 2018 Volt.
Surprisingly the older Volts are said to be more reliable. They are scored at:
- 89% – 2011 Volt
- 84% – 2012 Volt
- 82% – 2013 Volt (considered the best model by Motor Biscuits)
As expected, these high scores have paved the way for the Chevy Volt’s multiple honors. In fact, the car was granted the following distinctions in the past few years:
- Green Car Vision Award in 2009
- Green Car of the Year, North American Car of the Year, and World Green Car in 2011
- European Car of the Year in 2012
- Green Car of the Year in 2016
Outside these scores and recognitions, however, are some issues that plague various Volt models (as with other electric cars.) They include:
- 2012 model – electric components
- 2013 model – interior accessories
- 2017 model – steering wheel, electrical components, and engine
Although Volt production has been discontinued since 2019, you’ll be glad to know that it wasn’t because of safety issues and whatnot. GM decided to halt car sales largely because sedan sales were already in decline.
CrossVolt
In fact, Chevrolet developed a crossover version of the Volt, showing off a concept car dubbed the CrossVolt in 2010 that was scheduled to go into production by mid-decade. But the project was scuttled by former GM CEO Dan Akerson in 2010, according to Sam Abuelsamid, a senior analyst at research firm Navigant.
If they had done the CrossVolt they might have had just the right vehicle for the current market, he said.
Likely driving the nail into the Volt‘s coffin was the sharp plunge in fuel since the plug-in hybrid first came to market. That is a factor also blamed for the sales struggles of the once wildly popular Toyota Prius.
Financial loser
Despite its demise, not everyone sees the Chevrolet Volt as a failure, however. While it was a financial loser, it did what was intended, the now retired former GM Vice Chairman Lutz, told The Associated Press. We viewed it as a stepping stone to full electrics, which were totally out of reach due to the then-astronomical cost of lithium-ion batteries.
In late 2010, GM was paying almost 450,000 per kilowatt-hour for lithium-ion batteries, a hefty penalty for a vehicle that needed a 24 kWh pack — or around 24,000 per vehicle. By the time the Chevrolet Bolt EV was launched, just over two years ago, that had fallen to around 150, confirmed Mark Reuss, who now serves as both GM president and its global product development chief. So, Bolt’s 60 kWh battery pack costs the carmaker less than 10,000 and can manage 238 miles per charge.
Going forward, that downward cost spiral has convinced GM to shift away from plug-in hybrids and FOCUS on all-electric models like the Bolt and the long-range Cadillac SUV the brand previewed last month, said Katie Minter, lead spokesperson for the Detroit automaker’s electrification program.
All-electric future
Indeed, Mary Barra, GM’s current CEO, last March outlined what she described as a path to an all-electric future, with about 25 BEVs due to market by mid-decade.
This shift in FOCUS doesn’t mean Volt was a failure, agrees Stephanie Brinley, principle auto analyst at IHS Markit. GM learned a ton from Volt in terms of technology that they have applied to the Bolt EV and other long-range battery-electric vehicles to follow, she said.
The little plug-in also taught the company a lot about what consumers want, added spokesperson Minter, starting with the fact that they don’t want to sacrifice interior space, comfort or performance, but want their electric vehicle to drive just like a regular vehicle.
Future GM BEVs will also lift some of the innovative features first used on Volt, such as steering wheel paddles that can adjust how much energy is captured by the car’s regeneration system during braking and coasting. When turned up high, motorists can manage slowing, and even stopping the car without taking their foot off the throttle in many situations.
Expect more hybrids
While GM has decided to get out of the plug-in hybrid electric vehicle game, the technology is far from dead. If anything, there is a flood of new models coming to market. Audi plans to unveil four of them at next month’s Geneva Motor Show, alongside a new all-electric model, the Q4 e-tron. Mercedes-Benz has almost a dozen different plug-ins available worldwide. And BMW is developing a new vehicle platform that will allow it to offer conventional hybrid, plug-in hybrids or all-electric options for all future models.
Meanwhile, GM’s crosstown rival, Fiat Chrysler, announced Tuesday that it will add at least four plug-in hybrid Jeep models over the next several years.
Cheaper batteries should help those manufacturers enhance the appeal of the technology and they’re betting that many buyers will still appreciate the idea that once their batteries run down they’ll be able to keep going without the hassle of lengthy charging.
The Chevy Volt may be gone, but it helped set the stage for what is expected to be Rapid growth in the electrified vehicle market over the coming decade.
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