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 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds