![]() The other goodies on the premium trim package were on the interior. My test car had $5,000 in upgrades, including the sharp crystal red paint job. Factor in the $7,500 federal tax credit and state rebates like the $4,000 offered in Illinois(at 10 percent of purchase price), and the Volt can be had for about $23,000 (plus destination). In August, Chevy dropped the price $5,000 to $34,185. Though there is more body roll than I expected, the Volt is a smooth, sporty enough drive that is competitively priced. It's responsive and nimble when passing at cruising speeds, which is impressive since it weighs 3,781 pounds, about 500 pounds more than the Leaf. Chevy says the 273 pound-feet of torque can get it to 0-60 in 8.9 seconds but it doesn't feel fast. It gets an EPA-estimated 37 mpg on gas only, which is on the higher end of fuel economy for gas engines. Chevy estimates that Volt owners average 900 miles between fill ups. With the range-extending generator, you don't really need it. The Volt is not compatible with DC fast charging and a Volt spokesperson confirmed that Chevy has no plans to announce it, though the Spark EV will be DC compatible in the winter. The connection needs a firm snap and it won't do that unless you're lined up, so I'm sure you'd be able to plug in blind after a week or two of doing it every night.Ĭharging at work is an awesome way to guarantee you won't have to use any gas. Since you'll mostly be charging at night and overhead garage lights might not reach the port that faces the wall, it'd be nice if the door lit up so you could clearly see it. One thing I would've liked is illumination on the port. Once charged, it flashes green if hooked up improperly, it's a dull orange. Driving through a section of twisties, I found myself "left-hand braking" for many turns where I just wanted to erase a little speed.There is a quarter-sized bubble light in the center where the dash meets the windshield that turns green when you plug in, so you can see it from outside and inside. The system is surprisingly entertaining to use. If you're really looking to maximize every mile of electric range, simply pull the paddle (say, when heading downhill, approaching a stop sign, crawling through stop-and-go traffic) to activate the Regen system without having to step on the brake pedal. There's also a nifty paddle behind the left of the steering wheel (just like a shift paddle) that activates Regen on Demand. ![]() As before, four driving modes are available: Normal, Sport, Mountain (in which the motors and engine combine output for climbing steep grades), and Hold, which switches the car to extended-range mode to save battery juice. This is when the Volt really shines: There's plenty of torque on hand, the car surges effortlessly up freeway entrance ramps, and you're aware of the lack of conventional engine vibrations. ![]() Almost no wind or tire noise intrudes into the cockpit - impressive, given the firm, low-rolling resistance rubber at each corner. ![]() ![]() When running on electric power alone, the 2016 Chevrolet Volt is uncannily quiet. I had to laugh when Siri starting reading the text's emoticons aloud: "Clapping hands. I must admit that I was startled when Siri spoke up unexpectedly, offering to read me an incoming text. Available directly through the Volt's Settings menu, CarPlay allows users of iPhones with Lightning connectors to access Siri: Eyes Free text-message alerts, Maps, iMessage, Apple Music, and, of course, the phone itself. The new Volt is also the first GM car to offer Apple CarPlay. Options include heated rear seats, a heated steering wheel, and navigation. Both the driver and center-stack digital displays feature larger, 8-inch screens a rear-vision camera that projects onto the central display is standard. Inside, Chevy got smart and realized that "conventional but simple" is better than "splashy but exasperating." In place of the old Volt's nasty touch controls are rotary knobs and simple buttons for the climate-control system - a massive improvement. ![]()
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