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2012 Chevrolet Volt

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2012 Chevrolet Volt 2012 CHEVROLET VOLT The Volt is an electric vehicle with extended range, meaning it can drive on electric power alone for between 40 and 80 km, after which the 1.4-litre gasoline engine kicks in to extend the driving range up to 500 km. The Volt is classed as a compact and it has the same wheelbase length as the Chevrolet Cruze. It is offered in one model only, with several options available. Interior and trunk The Volt is a bit low, complicating access for some people. The front seats are very comfortable, despite the absence of adjustable lumbar support. The release handle to slide the seat forward and back is placed under the right-front side of the seat; it should be on the door side or, better still, run the full width to make it easier to position the seat before entering the vehicle. The tilt-telescoping steering column helps in finding a good driving position. Head- and legroom are relatively generous. You really have to watch the roof when getting into either of the two backseats. The seats are comfortable, but legroom and especially headroom are limited; a tall person’s head is up against the rear window. Both seatbacks fold flat to the floor. The trunk is quite roomy, but the load sill is a good 10 cm higher than the floor. The hatch opens high and out of the way, but it is surprising that there is no wiper for the long, relatively flat window. Convenience and safety The cabin is well finished, and the quality of materials is beyond reproach. Sound isolation is generally quite effective. However, road noise filters through occasionally, and some types wind noise are apparent on very windy days. Cabin storage is good, and the sun visors slide horizontally on their support rod. Gauges and controls are well laid out, and except for the glove compartment, everything is lighted at night. The radio volume and tuning buttons are too shallow. The centre stack’s touch-sensitive buttons do not always respond the first time, especially when wearing gloves. The air conditioner is powerful, even in Eco mode, but it has to be set at 22°C to obtain the temperatures other systems deliver at 20°C. On the other hand, the heater is rather weak; it has to be set at 23°C to heat the interior to 20°C. Since the Volt is so quiet in electric mode, the driver can alert pedestrians or cyclists who may not hear the vehicle approaching by pressing on the end of the turn signal lever to activate a soft-tone horn alert. Photo: Chevrolet Safety equipment includes eight airbags (dual front, side, front knee, and full-length curtain), four-wheel anti-lock disc brakes, stability control, and four head restraints. The rear head restraints do not adjust high enough for tall people. Visibility is hindered by the roof pillars, all of which are wide and create blind zones, especially on a three-quarter-rear angle. The headlights are barely adequate and even the low-beams are not quite bright enough. In U.S. government crash tests, the Volt obtained four stars out of five for front-occupant protection in a frontal impact, and five stars for all-occupant protection in a side crash. It scored five stars for rollover resistance. The Insurance Institute for Highway Safety gave the Volt a Good rating, its highest, for driver protection in a frontal offset impact and for all-occupant protection in case of a side or rear impact. Engine and transmission The Volt’s drivetrain develops the equivalent of 150 horsepower and 273 pound-feet of torque. It is composed of a T-shaped lithium-ion battery, 167 cm long and weighing 198 kg, which powers two electric motors. According to GM, driving range with the battery is between 40 and 80 km. During our test the display indicated a maximum driving range of 46 km, but we were able to do about 52 km. Needless to say, driving range decreases as accessory use increases (air conditioner, wipers, headlights, etc.) and as temperatures fall. Once the battery charge is depleted, the four-cylinder gasoline engine kicks in seamlessly, providing up to 500 km more driving distance, for a maximum driving range of 580 km. Acceleration and pickup are relatively lively thanks to the high torque and the electric motor’s instant reaction. In comparison, performance is superior to that of the Prius. The Volt’s performance is the same, with or without the gasoline engine. The system is well adapted and allows the Volt to be driven like any other vehicle. GM specifies in the owner’s manual that premium unleaded gasoline must be used to avoid damage to the engine. Recharging the battery through a 120-volt outlet using the portable charge cord takes from 10 to 12 hours, or about 4 hours with the 240-volt charging station. We noticed that the wall plug end of the charge cord is not very long. If the wall outlet is more than 50 cm above the floor, the charge cord unit is left dangling with its weight supported by the plug, unless you find something to sit it on. The electric-drive continuously variable transmission functions so smoothly that you forget it is there. It offers three modes: normal, sport and mountain. Ideally, mountain mode should be selected 20 minutes or so before driving in very hilly terrain to allow the system to store the energy needed to maintain driving speeds. On the road The independent-front, torsion-bar rear suspension is on the firm side. It delivers a generally comfortable ride but can react very stiffly on certain uneven surfaces at low speed. Road holding is good, and the firm suspension is obviously better suited to smooth paved surfaces. Unfortunately, suspension noise is all too frequent. The Volt drives with a solid feel. The electric power steering is stable, precise and relatively quick. It provides a bit of road feel, which is unusual with this type of steering system. Braking is powerful, with good fade resistance. The brakes are progressive and function normally, unlike the brakes on many hybrid vehicles. They are designed to recuperate and transfer braking energy to the battery. This is done discretely, as you cannot see the battery charge change. Inspection An inspection at a CAA-Quebec technical inspection centre showed that the Volt’s relatively sturdy platform is not treated against corrosion, and that several joints are not sealed. We saw that a small grille protects the lower, most vulnerable part of the condenser, which is not seen often and very useful. With the vehicle on the lift, we spotted some corrosion on a ground cable connection. The placement of the washer fluid tank front and left in the engine compartment is not the safest for a roadside fill-up. A sealant and compressor kit replaces the spare tire. The engine’s overhead camshafts are chain driven. Conclusion The Volt is an interesting car in many respects, including technology that for the time being is unique, the seamless performance of this technology that we hope to see in several other vehicles, and good road comportment. On the other hand, the $42,995 base price (including destination charges) may have a chilling effect, even with the $7,769 Quebec purchase rebate. Using numbers from GM in comparing the Volt and the Cruze ECO (or Malibu), similarly equipped and excluding all but energy costs, it would take 18.8 years to make up the difference in price between the two cars (8.4 years in the case of the Malibu) if they were driven 20,000 km annually and if the Volt ran on electric power alone. The Volt is therefore a car you buy to save the environment, not to save money. PROS: drivetrain performance, interesting technology, comfortable seats, road comportment, handling, pleasant steering CONS: perfectible heating, rear access and room, large blind zones, barely adequate headlamps, four seats only, price 2012 CHEVROLET VOLT Engine: 16-valve, 1.4-litre 4-cylinder and two electric motors Horsepower for powertrain system: 150 hp Torque for powertrain system: 273 lb-ft Transmission: continuously variable electric drive Suspension: fully independent Brakes: disc/disc Wheelbase: 268.5 cm Length: 449.8 cm Width: 178.7 cm Height: 143.9 cm Weight: 1,715 kg Tires: P215/55R17 Maximum towing capacity: not recommended Airbags: dual front, two side, front knee and two curtain airbags Fuel consumption Natural Resources Canada rating: City: 6.7 L/100 km (42 mpg) Highway: 5.9 L/100 km (48 mpg) Test result: 2.8 L/100 km (100 mpg) Test temperature: 2°C to 29°C CO2 emissions: 2,944 kg/20,000 km Fuel tank capacity: 35 litres Fuel requirement: premium grade gasoline Acceleration: 0–100 km/h: 9.5 seconds 60–100 km/h: 6.3 seconds Competition: Chevrolet Cruze ECO, Ford Focus Electric, Honda Civic Hybrid, Nissan Leaf, Toyota Prius Warranty: Full basic coverage: 3 years/60,000 km Powertrain: 5 years/100,000 km (Lithium-ion battery: 8 years/160,000 km) Surface corrosion: 3 years/60,000 km Perforation damage: 6 years/160,000 km Emissions control system: 3 years/60,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module). Factory replacement parts: Rear bumper: $1,028 Front brake disc: $220 Brake pads: $383 Front shock absorber: right-hand side: $219/lefthand side: $240 Front fender: right-hand side: $176/lefthand side: $235 Price according to trim level (freight and preparation included): $42,995 Main options: Rear vision camera: $795 Premium trim package: $1,695 Premium trim package with graphic door trim: $1,695 Navigation system: $2,295 Price as tested (freight and preparation included): $46,720 Dealers: Quebec: 67 Canada: 190 © April 2012.
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