NEWS EDITOR GREG MIGLIORE: No
range anxiety, just engine envy for me on this night as I shot out of the garage at One
Autoweek Tower in the wake of a V8-powered
Chevrolet Corvette, packing four more cylinders and gobs of power. But
Chevy didn't launch the
Volt to compete with its own supercar, and for what it is--an efficient, decent-looking sedan--the car measures up.
I've driven the Volt before. The interior has been an area I like, and it continued to resonate with me. I really enjoy the four-seat layout. It's to accommodate the T-shaped lithium-ion battery pack, but it looks sporty, offers plenty of room and makes for a nice atmosphere. Volt shooting brake, anyone?
I kid, but not entirely. The electronics, especially the touch controls on the instrument panel that work without buttons, are a cool feature, and much easier than
MyFord Touch. The screen is clear and informative, and it tells the driver what is happening during braking and acceleration that's different in the Volt than a regular car. Props to Chevy for a sporty, dual-cockpit layout, too.
I am not exactly the Volt's target customer, (for a variety of reasons, actually, including my lust of horsepower), but I simply live too far away from our
downtown Detroit office to truly make the most of the powertrain. I had a full charge indicated when I set out from work in the evening, and it was cashed before I finished my commute, which is about 27 miles to the suburbs. Obviously, that left nothing for the return trip in, and I had nowhere to charge it at my apartment complex.
Really, that's not a complaint; the car did what it was supposed to, though the mileage didn't quite measure up in brisk expressway driving--it's just the reality of my life circumstances right now. Conversely, if I could have charged it at home, it would have been nearly spot-on. As it is, it's nice only having to use gasoline some of the time.
Otherwise, the Volt drives fine. It's heavier than the
Cruze and the
Buick Verano, which share versions of this platform. Having driven both recently, the Volt feels almost like a paperweight. Despite the added girth, it's OK in corners and easily holds expressway lines through curves. Power from the 1.4-liter is decent, and I had little trouble defeating other cars as we jockeyed for lanes. It does help to know your vehicle and plan accordingly.
The big question is, will people pay for this technology? More than $43,000 is
Cadillac and Corvette territory. Then again, remember how much the first
iPods cost?
ASSOCIATE EDITOR JAKE LINGEMAN: This was also the first time I've been in the Volt for an extended period. I found it in the parking lot by one of the few outlets. It did give a nice spark when I unplugged it from the wall, but otherwise, easy as pie.
At first glance, the Volt looks almost like every sedan on the road. Only when you get closer can you see that the grille is blocked off and the shape is one big swoopy line. If you don't mind driving something that's a little quirky looking, you'll have no problem with the Volt.
It had 30 miles of electric range when I got in, and the odometer said 2,598.
This car is uneventful to drive, which is a good thing. Besides the lack of noise and the slower takeoff, it feels exactly like a regular car. But I suppose it helps that we're getting used to different forms of propulsion. I also feel as if I need to baby the hybrids a bit, even though this one warrants no range anxiety.
The interior looks well put together, especially at night when the center controls look black and glow greenish blue. It looks a bit worse during the day with the plain gray color. I do like the touch-sensitive controls though; they feel like those on an Apple iPod. The materials and seats are all upscale-looking, and the size is perfect for a family of four. It looked as if there was plenty of room in the back seat, even for adults.
It's funny that I didn't even notice the screen in place of the gauges. It almost feels natural now. It shows a big number for mph, and then around it is all the hybrid stuff such as how much battery you have left, what mpg you're getting, miles until empty, etc.
I drove it easily more than 30 miles, probably about 37, and I still had juice left in the battery. In my apartment complex, there weren't any plugs accessible, meaning that I couldn't charge it during my stint.
The Volt can really be your only car. No matter the range of all the plug-ins--if you ever want to go on vacation, or further than 50 miles, you need a gasoline engine. I live about seven miles from work, so 90 percent of the time, I wouldn't use a drop of gasoline. But, when the mood strikes, I could head out to the cottage, which is about 75 miles, if I needed to.
COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: I was excited for my first drive in the 2012 Chevrolet Volt. Of course, you see more of them on the road now, which is good for Chevy and for the environment. And, one day in the not-too-distant future, most of us likely are going to be driving some type of hybrid vehicle, so we should get used to them. I could easily get used to driving the Volt.
The car looks good from the outside, not as futuristic as the concept but it has nice angles and curves. It sort of blends in with other four-doors yet stands out of the crowd just a bit. Inside, I like the layout of the cabin with the cockpit setup. And while I understand the four-seat setup because of the battery pack, you really wouldn't be able to seat more than two people in the back seat. No squeezing in a third person. So if you're considering buying this car, there's that to add to the list of things to consider. But the overall, layout is sporty and looks sharp.
The center stack is clean with the touch-pad buttons. Everything is clearly labeled and easy to use. I also like the digital display of the IP, which shows everything the driver needs to know about what's going on with the car's systems.
I live about 15 miles from the office, so I easily made the commute home and back to work (plugging in inside our garage overnight, of course) without using a drop of gasoline. And I still had a good amount of battery range left over. No, you're not going to blow anyone away from a stoplight in this car, but it has good power. My commute route only allows me to top out at about 50 mph, but the car was solid in passing, and the brakes were strong. The cabin stays quiet throughout the drive. My one nit is the A- and B-pillars, which are quite wide and can obstruct your peripheral vision.
With our work commutes, I could definitely see a Volt being a good vehicle for our household. Yes, it's a bit pricey, certainly more so than a Toyota Prius, but I like the Volt more than the Prius--the looks and the drive character. And you'd be saving gas money with either car. So the choice is yours. Me, I'd go with the Chevy.
SENIOR ART DIRECTOR TARA THEMM: This was also my maiden voyage in a Chevy Volt. Considering my 124-mile round trip to work, I knew I wouldn't completely benefit from the 30-mile range of the full battery charge. Obviously, the Volt wouldn't be a car fit for me because of the long commute, but it was still fun to bop around in for a weekend, with or without battery power.
If my husband didn't have our garage filled to the brim, I could have charged it. But there she sat for the weekend, without any electric juice to charge her up. While that left me slightly disappointed that I wouldn't experience the full effect of the Volt, that also leads me into one massive benefit, the 1.4 liter "backup" engine, or in my case, the main mode of transportation.
I am never able to take plug-ins home because of my long-distance haul, but the Volt allows a worry-free driving experience; no having a tow truck service on speed dial if you don't reach an outlet in time. You want to go for a spur-of-the-moment long weekend Up North? No problem. Don't have a place or time for a charge-up? Easy peasy. Just drive the darn thing, and, of course, make stops at the pump now and again.
My fuel economy averaged in the mid-30s when solely running on gasoline, but then it was a smidge above 90 mpg for a while after I ran out of battery power. For someone who doesn't have far to drive on a daily basis, the Volt is definitely a car to look into, if you can swing the $46,000 price tag for this specific build.
On the outside, the Volt carries an individual look that's borderline sporty. The pearlescent paint also gave the body lines a bit of extra dimension.
The interior was well done, and like most everyone else, I dug the touch-screen center stack. The one drawback is that while getting accustomed to control locations, I had to take my eyes off the road for some time to find my desired function since there wasn't anything distinct to feel for.
The all-digital dash was quite nice, too, and the designer in me appreciates the calculated font and graphic choices that are easy to read and intuitive to move through. However, I am still not sure about the accel/brake widget of sorts. What is that really telling me? Am I not already aware of what pedal my foot is on? The only time I was in the "leafy green zone" was when I was practically coasting. Duh.
While the Volt isn't for me, I would recommend others to try it on for size.
2012 Chevrolet Volt
Base Price: $39,995
As-Tested Price: $46,165
Drivetrain: 111-kW electric motor, 1.4-liter I4; FWD, two-mode electric drive system
Output: 149-hp, 273-lb-ft electric motor (84 hp @ 4,800 gasoline engine)
Curb Weight: 3,781 lb
Fuel Economy (EPA): 93 mpg-e all electric/37 mpg gasoline only/60 mpg-e combined composite
Options: Audio system with navigation, DVD ROM and 30-GB audio hard drive ($1,995); Premium trim package including perforated leather-appointed seating, heated front seats and leather-wrapped steering wheel ($1,395); white diamond tricoat ($995); rear camera and park assist ($695); polished aluminum wheels ($595); Bose premium speaker system ($495)
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