2022 Chevrolet Bolt EUV

2022 Chevrolet Bolt EUV

One Of The Best Bargains In Green Motoring

Episode 4214
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

There’s no denying, the Chevrolet Bolt, when it arrived for 2017, was a true game-changer; delivering real-world range to the masses like no EV before it.  It only makes sense that GM would want to spread the love into the SUV category, it just took a little longer than we were expecting, but the Chevrolet Bolt EUV is finally here!  

First thing to know about the 2022 Chevrolet Bolt EUV is that it’s essentially just a slightly bigger version of the pioneering Bolt EV. It’s 6.3-inches longer; but more importantly, there’s an additional 3-inches of wheelbase, which provides more space inside. 

Second thing to know is there’s no all-wheel-drive; so, it’s more of an urban utility vehicle, designed with the space and comfort to make daily tasks and weekend errand running easier. So, it’s not a utility intended to get you far off the beaten path.

Back when we first tested the Bolt EV, we felt that it was very utility-like; now of course the EUV has made it even more so; though oddly enough, all of that additional room goes strictly to rear seat passenger legroom, as cargo space is actually a tick less in the EUV at 16.3 cubic-ft., down from 16.6. And you can tell rear passenger comfort was the EUV’s priority. While it shares the same basic profile shape, the rear doors are noticeably longer. But, the EUV brings a lot more than just additional rear seat legroom; it arrives with a load of updates, many shared with the Bolt EV. 

The hood, as well as both front and rear fascias, have been tweaked slightly, headlamps are updated, and there are new wheel choices. Inside, there’s a new dash with updated infotainment touchscreen that’s now 10.2-inches, as well as a different control layout. While the center console now rises to meet the dash, and replaces the shifter with a row of buttons including a new one for 1-pedal driving. The EUV was also the first non-Cadillac to have SuperCruise available; in top Premier trim naturally. Though it’s still an older generation than currently available to Caddy buyers, so no 1-touch lane changes.

Premier trim also includes leather seating, surround view camera, and heated steering wheel; though wireless phone charging is standard on all. And due to customer demands, a sunroof is available in the EUV, as part of a Sun and Sound package that includes navigation and Bose premium audio.

The EUV does share the EV’s powertrain, and as you may have heard, all Bolts were recalled and EUV production was held up due to potential fire concerns with the LG-supplied battery. But, that has since been rectified, and GM added a little range to all Bolts for good measure. 

The EUV is officially rated for 247-miles of range, which seems more than reasonable as we were on track for 270 miles before recharging. Its efficiency score is also quite efficient at 29 kWh/100 miles. That 247-mile range is actually 9 miles more than the Bolt EV had when it debuted, and its range has also increased from 238 to 259-miles. 

No changes for the front-mounted 150-kW motor, as it outputs the same 200-horsepower and 266 lb-ft. of torque here in the EUV. The EUV’s bigger size equates to a slightly slower 0-60 time of 7.2-seconds; but it still feels quite peppy compared to traditional small ICE crossovers. Still, keeping the accelerator pinned for the entire ¼-mile is not exactly thrilling, as power delivery stays more moderate than aggressive; but the hyper-responsive steering does keep things interesting. Our best pass was 15.7-seconds at 90 miles-per-hour.

The Bolt EV was an adequately fun car to dart around traffic in, but when pushed to its limits would understeer quite a bit. The longer wheelbase of this EUV doesn’t seem to have improved on that, and there appears to be a little more body roll here too. Not much about the handling experience screams “sport-tuned” but the low-mounted weight of the batteries still lends a solid overall feel, and steering weight was actually quite good. Panic braking stops from 60 averaged a longish 120-feet, with significant nose dive, and lots of ABS pedal pulsing.

Things really get interesting when it comes to EUV pricing, with the base LT starting at just $28,195; that’s less than the Bolt cost 5-years ago when it debuted; so naturally Bolt EVs get a corresponding price cut to just $26,595 to start.

The Chevrolet Bolt EUV surely won’t grab as much attention as the Hummers, Mach Es, and Teslas of the EV world. But we think it is still one of the best all-around, everyday EVs out there; and certainly, a clear bargain when it comes to green motoring. And we’re going to need a lot more entry-level EVs like the Bolt EV and this EUV if society is truly serious about wanting an all-electric driving future.



  • Battery: 65.0-kWh
  • Motor Setup: Single Front Mounted 150kW
  • Horsepower: 200
  • Torque: 266 lb-ft
  • 0-60 mph: 7.2 seconds
  • 1/4 Mile: 15.7 seconds at 90 mph
  • 60-0 Braking: 120 feet (avg)
  • EPA: 247 miles
  • MW Range: ~ 270 miles
  • MW Efficiency: 29 kWh/100 miles
2024 Mercedes AMG GLA35

2024 Mercedes-AMG GLA 35

Baby AMG SUV Brings The Performance

Episode 4336
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in 2015, buying an AMG-tuned utility vehicle was not unheard of, but finding one as affordable as the then-new AMG GLA 45 was an entirely new phenomenon. Since then, they’ve only enhanced their AMG profile, so let’s check in with the latest Mercedes-AMG GLA 35 and see if we can keep up.

A quick look at the Mercedes-Benz lineup reveals they currently have more than a dozen SUVs for sale, most of which can get some level of high-performance AMG treatment. This 2024 Mercedes-AMG GLA 35 is the least expensive one you can buy, but it certainly doesn’t feel, look, or behave like a budget ride.

Styling updates are mostly limited to a new front fascia, though both head and taillights get freshened up, and there are some new wheel designs, plus a unique AMG crest on the hood for the first time. The base Mercedes-Benz GLA also gets updated, just with a much milder theme for those that are looking more for the luxurious experience instead of the AMG’s sporty theme.

Inside, drivers can take in all the carbon fiber accents, as well as put their hands on a new AMG Performance steering wheel. Mercedes has gotten rid of the touchpad controller on the center console and put a much more practical phone charger in its place, as well as added an additional USB-C port with faster charging speed. The touchscreen shares its housing with the 10-inch digital instrument cluster.

The GLA 35’s 2.0-liter turbocharged I4 has been retuned by AMG for 302 horsepower and 295 lb-ft. of torque with 48-volt mild-hybrid assistance. It’s the same setup found in the CLA 35 four-door Coupe we recently tested. The base GLA 250 makes do with 221 horsepower from its 2.0-liter turbo-4. The GLA 35 comes strictly with an eight-speed automatic transmission and AMG-tuned 4MATIC all-wheel drive.

At our test track, with AMG Race Start engaged, we hooked and booked to 60 in just 4.9-seconds despite a slight hesitation in full power delivery off the line. It launched hard even without Race Start, and the engine strongly pulled all the way down the track. Shifts were plenty quick, yet still very smooth, as while we could barely feel when they were happening, the bassy bark from the exhaust gave us a much-appreciated audible cue. Our best quarter-mile run was a 13.5 at 102 miles-per-hour.

As for handling, it was easy-peasy for this AMG. We were able to carry quite a bit of speed through our cone course with very minimal body roll and a planted feel that had us pushing harder and harder until we got it to step out on us just a little.

You can get into a base front-wheel-drive GLA for as little as $43,000, but this AMG 35 will cost you at least $57,600.

When we hear things like “the best or nothing at all,” we tend to dismiss it as Mercedes marketing speak, but that was actually a quote going all the way back to Gottlieb Daimler in the late 1800s prior to his firm joining up with Karl Benz’s. And, for the most part, it’s still the philosophy behind Mercedes-Benz today. And you can certainly feel it behind the wheel of the 2024 Mercedes-AMG GLA 35.


As Tested

  • Engine: 2.0-liter turbocharged I4
  • Horsepower: 302
  • 0-60 mph: 4.9 seconds
  • 60-0 Braking: 112 feet (avg)
  • MW Fuel Economy: 27.6 MPG (Premium)
  • Transmission: 8-speed automatic
  • Torque: 295 lb-ft.
  • 1/4 Mile: 13.5 seconds at 102 mph
  • EPA: 22 City | 28 Highway | 24 Combined