2011 Chevrolet Volt
It was January of 2007 when General Motors first revealed its concept of an electric car with an onboard gasoline generator. It would be called Chevrolet Volt. Since then, we’ve been teased with numerous updates, and even had short drives in Volt prototypes. Well, now the time has come for the production Volt to greet its first real owners. And time for us to see if the Volt is really as electrifying as it’s hype.
General Motors has a lot riding on the 2011 Chevrolet Volt. This five-door compact’s revolutionary plug-in system is the cornerstone of GM’s green car efforts for the next decade. But, there are questions about how to classify the Volt. Is it an all-electric car as GM insists? Or, is it a very advanced plug-in gasoline-electric hybrid, with more in common with the Toyota Prius than the Nissan LEAF?
The best answer is, it’s both, depending on how it is driven. The Volt’s primary power source is always electric, with a 16 Kilowatt lithium-ion battery tied to a 149-horsepower electric drive motor. It provides a commute-friendly 35 to 45 mile electric-only range. But, when the battery is discharged, a 1.4-liter gasoline engine automatically starts, and turns a smaller motor/generator that provides juice for up to 310 miles, or until you run its 9.3 gallon gas tank dry.
The controversy comes when you drive the Volt at speeds 70 miles an hour and above with the batteries depleted. Under this condition, the gasoline engine is mechanically linked to the drive wheels through the motor/generator. GM says this somewhat Prius-like feature boosts efficiency by 10 to 15%.
While GM kept this tidbit a secret waiting for patents to be approved, it does tarnish their all-electric claims. Still, we don’t think it matters. New car hype is just that. And we think owners will consider the Volt, first and foremost, an electric car, but one without pure-EV range limitations.
You can buy this vehicle and use it as a super-efficient, around town or commuter car, virtually never using any gasoline at all, or take it on a long family trip and know that you’ve got plenty of range to get to wherever your lunch stop or the next gasoline station might be.
So, how far does the Volt go on a gallon of premium gas? Well, again, it depends on how you drive it. If your commute is 15 to 20 miles, your MPG number will approach infinity. If you don’t recharge nightly, take long trips, or drive at high speeds, it’s more like 35-45 miles per gallon. But, then, you’re not the Volt’s target buyer. GM hopes the official government MPG-equivalent number will approach triple digits. We did see over 100 miles per gallon in two days of routine driving.
It takes about 10 to 12 hours to fully recharge the Volt using a 120-volt household outlet, about four hours at 240-volts. There’s even a smartphone apps to help to monitor charging and other Volt functions. Regenerative braking also helps replenish the battery. As to performance, Volt jolts from 0 to 60 in nine seconds. But it felt faster with strong throttle response. Top speed is about 100 miles per hour.
In all-electric mode, the Volt is smooth and quiet. Equally smooth is the transition from battery to gasoline power generation. Gas power sounds are muted until you bury the pedal. Then it sounds like most other four-cylinder engines under stress. There is also a Mountain Mode for sustained speed electric driving in hilly terrains.
Sharing a chassis with the Chevrolet Cruze, the independent front McPherson suspension and compound crank twist axle rear deliver a well-grounded drive experience. The ride is very solid. The Volt has a low center of gravity, so even going around tight corners, the car leans little. The steering is nicely dialed-in, and brakes are firm and linear. Most enthusiasts will be pleasantly surprised.
Although the production Volt has evolved since its concept days, most styling cues remain. A spit Chevy grille, tapered front corners, tight door seals, working front and rear spoilers, and low rolling resistance tires, that aid fuel economy, plus keep road noise low.
The Volt’s cockpit echoes the same clean look as the exterior. The upwardly swept dash houses an uncluttered instrument panel with unique readouts to help drivers maintain efficiency. The center stack has a large touchscreen display, soft touch switchgear, and a larger grabbable shifter.
Standard is a Bose stereo, automatic climate control, remote ignition and Bluetooth. Hard drive navigation and rear-view camera are options. The Volt offers comfortable seating up front, with lots of leg and headroom for a six-footer, and optional heat. Rear passenger room is ample also, but remember, it’s only for two. Under the rear hatch, cargo volume is limited to 10.6 cubic feet, but the seatbacks do fold for more.
Base pricing for the Volt is $41,000 before federal and state tax breaks. Most buyers will pay no more than $33,500. Even more attractive is the Volt’s lease option, at $2,500 down and $350 a month.
With its unique extended range approach to green motoring, the 2011 Chevrolet Volt is impressive. No matter if you call it an electric car or a hybrid, it combines the best gas-saving, plug-in technologies yet available for an uncompromising driving experience. We think the Volt was well worth the wait, with or without the hype.
Specifications
- Engine: 16 Kilowatt Lithium-ion Battery1.4-Liter Gasoline Engine
- Horsepower: 149
- 0-60 MPH: 9.0 Seconds
2025 Volkswagen ID. Buzz
Volkswagen Brings Beetlemania Level Of Excitement To Minivan Segment
The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!
This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.
VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.
Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.
One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.
Lots of flexibility too with the option to simply fold the seats or remove them altogether.
With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.
With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.
What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.
With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.
Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.
Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.
Specifications
As Tested
- Motor Setup: Dual-Motor AWD
- Battery Size: 91-kWh
- Horsepower: 335
- Torque: 512 lb-ft
- EPA Range: 231 miles
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 14.0 seconds at 97 mph
- Braking, 60-0: 108 feet
- MW Test Loop: ~ 273 miles