*Editor’s note: The Wired Volt Challenge gave four Wired.com readers the chance to visit General Motors to learn first-hand about the Chevrolet Volt, drive the car at Milford Proving Ground and write a review.*This is contest winner Guy Marsden’s review.
The Chevrolet Volt comes across as an electric vehicle designed by Cadillac engineers with aerospace aspirations. GM executives freely admit the car is “over-engineered,” and there are so many clever features that owners will a few weeks to appreciate them all. I had the advantage of meeting some of the engineers and designers before my drive and so I was prepared, but the features were nonetheless impressive.
My first impression of the Chevrolet Volt when I saw it at General Motors’ proving ground in Milford, Michigan, was “Wow.” A pair of engineers drove up in two Volts in crystal red metallic paint. It’s a huge improvement over the silvery green that GM calls “viridian joule.” The darker color really accentuates the black and chrome trim and gives the car a visual punch.
As we did a first walk-around I focused on several details on the exterior. I immediately saw several things I like and one thing I didn’t.
I dislike the fake grille. It evokes gas-guzzling Cadillacs. The designers say they sought a familiar look that would not put off prospective owners. But the Avanti didn’t have a grille, and it was a very attractive vehicle that really stood out. If I buy a Volt I would seriously consider removing the grille, smoothing the front with Bondo and repainting it.
Once I got past the grille, I noticed small things like the electric charge port in front of the driver’s door and the gas cap behind the right side passenger door. Both are in very sensible locations, and the releases for them are on the driver’s door. The fuel filler release is a little less visible, presumably to downplay the need for its use.
Along the front and rear fender I saw four small circles that are clearly ultrasonic proximity sensors. Having recently installed these on my Ford Escape Hybrid, I recognized them, but was impressed to see them on the front as well. Clearly they’ll warn you of objects close to the vehicle, and did a backup test to be sure. Yes, a small yellow warning triangle and exclamation point appeared on the center console and an audible warning drew my attention to it.
Reverse gear also activated the rear view camera in the center console. I’ve seen this in the Toyota Prius and have had trouble using it because the center console isn’t the most natural place to look while backing up. I usually look over my shoulder or use the mirror. But what really got my attention with the Volt’s system were the grid lines overlaid on the image to show the track of the vehicle. Turning the steering wheel changes the curve of the track to show where the rear end would go as you back up. Very useful.
Opening the rear hatch we lifted the rear floor to find a fitted recess for the charging cord on it’s own plastic spool. It’s a standard 120 volt plug on an extension cord about 20 feet long and the SAE J1772 plug for the car. I don’t imagine most owners will be neat enough to stow the cord every time since it will be used daily, but the dedicated storage caddy is a nice touch. I would tend to leave the cord out so it would be seen and shown off.
The rear seats can be folded flat, creating a large cargo area for hauling stuff. That increases the car’s practicality for guys like me who frequently haul bulky items.
The interior is comfortable and felt familiar despite the electronic dashboard. The big blue “power” button — no key — took a little getting used to, as I’m used to using keys. The Volt’s fob has 2 extra buttons, one to control the charging process and another to control the HVAC system to you can pre-heat or pre-cool the interior while the car’s still plugged into the wall. This is a major benefit for me, as I live in Maine.
Just in front of the shifter is a little cubby that seemed pointless, as anything stored in there would just slide out the side because it isn’t enclosed.
Out on the road, the driving experience was interesting. I tried all the modes accessible from the dash and shifter.
Dropping from “Drive” to “L” slowed the vehicle significantly when I let up on accelerator as it boosted the regenerative braking. Acceleration did not seem to suffer, however.
Pressing the “Drive Mode” button on the dash twice puts you in sport mode, and all I can say is “Wow.” It really transforms the vehicle from a sedate sedan to sporty sedan. The car will get up and go. (Editor’s note: GM says the Volt will do zero to 60 in 8 to 9 seconds.) Sport mode is a big drain on the battery, but it’s great for passing other cars or just showing off.
More practical is “Mountain Mode,” which activates the range extender — what GM calls the small gasoline engine under the hood — to actively boost the battery state of charge for extended climbing up unusually steep grades.
Speaking of the engine, GM’s engineers put a lot of thought into how many RPMs it’s turning. It doesn’t really need to change speed because it isn’t driving the car, it’s driving a generator that sends electricity to the motor. But from a user experience perspective it made sense to have the engine ramp up when you accelerate and ramp down as you slow. It does this with a slight delay and feels very natural. Touches like these make the Volt feel familiar. That said, I’d love to see a user-activated option to have the engine generator maintain a steady optimal RPM for those of us who understand its purpose and don’t need to feel like we’re driving a conventional car.
Driving through the curves at Milford highlighted the Volt’s low center of gravity. The car was rock steady as if glued to the road. I felt the rear end slip a bit when another driver punched the accelerator in a slippery curve, but the vehicle felt so tight and controlled that I wasn’t the least bit anxious.
The two LCD screens present a lot of useful information. On the right side of the 10-inch instrument screen is a green orb that moves up and turns amber to indicate when you are using more energy than is prudent for good range and performance. It moves down and turns amber if you brake too heavily. This is the best way to educate a new driver how to drive optimally — meaning gently. Having driven our Honda Insight and Escape Hybrid for years my wife and I are well-versed in efficient low-energy driving strategies, and this feature conveys the concept nicely.
On the left side of the screen is the fuel gauge. It is green when displaying your remaining electric range (in miles), then turns blue and tells you how much fuel is in the tank once the range extender comes on. Neat! The transition from battery power to range-extended power is seamless, and the on-board generator overcomes the issue of range anxiety. GM execs say the the whole issue of range anxiety dooms the Nissan Leaf electric vehicle even before it arrives. Time will tell, but I’m planning on getting a Volt and not a Leaf.
But I’ll wait a few years until it’s available in Maine. If and when GM can get the price of the Chevrolet Volt below $25,000 after all the incentives, I’m in.
Guy Marsden documents all of his sustainable efforts at www.arttec.net.
Main photo: Rebekah Younger. All others: Guy Marsden
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