2011 Chevrolet Volt

2011 Chevrolet Volt

Episode 3008 , Episode 3021
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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
2024 Chevrolet Equinox EV 2

2024 Chevrolet Equinox EV

Nothing Like The Equinox You Used To Know

Episode 4424
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

General Motors may have slowed their EV plans a bit, but they’re still committed to an all-electric future and have many full battery-powered options to choose from across multiple brands, the latest of which is this Chevrolet Equinox EV. Now, it’s nothing at all like the gas-fueled Equinox we’re all familiar with. So, let’s find out if batteries are better.

General Motors has made the biggest EV push out of all the big three American carmakers, coming up with the dedicated Ultium platform that now underpins a host of trucks and SUVs throughout their brands, and even Honda has made use of it. GM’s latest Ultium-based EV uses a familiar name, the Chevrolet Equinox EV. And not to worry, this is not a replacement for the gas-powered Equinox, just a parallel path for those more comfortable joining the EV world with a familiar name.

And like its counterpart, the Equinox EV comes standard with front-wheel drive, rated for as many as 319 miles from its 213-horsepower motor and 85-kWh battery pack. Adding a rear motor for all-wheel drive boosts output to 288 horsepower and 333 lb-ft of torque, but drops range to 285 miles for our ’24 test vehicle, though ‘25s get a bump up to 307 miles.

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Though even our ‘24 AWD appears capable of well over 300 miles as we were on pace for 329 miles in our driving loop. 150 kW max charging speed delivers some 77 miles for every 10 minutes on charge. And using 35 kWh of electricity per 100 miles earns the Equinox EV a good efficiency rating.

Much like every other Ultium-based vehicle we’ve been in, Equinox EV’s ride quality is quite pleasant. But where it really stands out is in exterior design. Available in both LT and RS families, the Equinox EV is easily the sportiest-looking Ultium vehicle we’ve seen yet. Its long 116.3-inch wheelbase is 8.8 inches longer than the ICE Equinox. As with many EVs, there’s lots of active LED lighting elements; plus, flush door handles and smooth body panels to help aero efficiency.

Very little body roll and quick steering added a playfulness to the process that made the Equinox feel smaller than it is.

Of course, the dedicated EV platform allows for a very spacious feel inside, with plenty of room for five adults and 26.4 cu.-ft. of cargo space in back; folding rear seatbacks leads to max of 57.2 cu.-ft. An AutoSense liftgate is available for hands-free operation.

2RS comes with some very nice cloth heated seats that Chevy calls Evotex; but more impressive is the 17.7-inch widescreen infotainment setup. In addition to looking great, it responds quickly to inputs, is Google-based, and features EV-specific route planning through the MyChevrolet App. There are multiple settings for regen braking, including two for one-pedal driving; plus, there’s a regen-on-demand paddle behind the steering wheel that works like a hand brake.

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There was enough torque here in our all-wheel-drive tester to spin up the tires a bit at launch, and when it did hook up, it left the line with a decent amount of thrust. Enough to get to 60 in 6.1 seconds, almost 3 seconds quicker than we got in the ICE Equinox just a few months ago. The power flow stayed consistent the whole way down the track, with no major upticks or drop-offs throughout the 14.9-second quarter-mile, finished at 91 mph.

It felt equally smooth and steady through our handling course, very little body roll and quick steering added a playfulness to the process that made the Equinox feel smaller than it is. Results were very consistent in our 60-0 panic braking test. A short 116-foot average, stops were smooth and straight.

‘24s are still available, with prices starting at $43,295 for a 2LT, but a base 1LT that goes for just $34,995 arrives for ’25; adding all-wheel drive is a pretty steep $3,300 increase.

The Chevrolet Equinox EV is an incredibly nice SUV regardless of what’s under the hood. GM has certainly built some impressive EVs recently, but delivering a family friendly EV with this much range for this low of a price is probably their most impressive feat yet. That’s why it earned our recent MotorWeek Drivers’ Choice Award for Best of the Year, and why you should have it on your list if a sensible EV purchase is in your future.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 85-kWh
  • Horsepower: 288
  • Torque: 333 lb-ft
  • EPA Range: 285 miles
  • Peak Charging Rate: 150 kW
  • 0-60 mph: 6.1 seconds
  • 1/4 Mile: 14.9 seconds at 91 mph
  • Braking, 60-0 (avg): 116 feet
  • MW Test Loop: ~ 329 miles