2022 Chevrolet Bolt EUV
One Of The Best Bargains In Green Motoring
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
2023 Genesis Electrified GV70
Genesis Waves Their Magic EV Wand Yet Again
The Genesis Electrified GV70 is not only the 3rd all-electric vehicle offering from Hyundai’s luxury division, but it’s also the first Genesis model to be built here in the US. You know, the GV70 was already a big hit with both critics and buyers, so let’s find out if a big pack of batteries and American workers can take it to the next level.
For the 2023 model year, the Genesis GV70 utility has gone electric. And like the Electrified G80 sedan before it, Genesis has integrated an all-electric drivetrain into its existing platform seamlessly and effectively.
Now, it may look almost exactly like the sleek and sophisticated internal combustion powered GV70 SUV that arrived just last year. But packed underneath it all, is the GV60’s next-gen propulsion system that uses a pair of electric motors delivering standard all-wheel drive and 429-horsepower. Both the front and rear-mounted electric motors are 160-kW and produce a combined 516 lb-ft. of torque, relying on energy from a 77.4-kWh battery. Full 350-kW charging capability will get the battery to 80% in just 18-minutes. The Electrified GV70 is rated to travel 236-miles between those charging sessions.
But based on our driving loop, we’d say more is easily possible as we were on pace for over 250-miles; making it an overachiever, much like the G80.
The approach to the interior is not so much a heavy-handed blast of over-the-top luxury, rather just a soothing blend of high-quality metal and leather materials with soft tones, subtle ambient light, and an airy feel that ultimately delivers a very comforting experience.
There’s an available 12.3-inch digital instrument cluster, along with a 14.5-inch touchscreen that houses standard navigation, and it also has a rotary style control on the console if you prefer that, just don’t confuse it with the rotary gear selector like we did. Lexicon audio, quilted leather, and a suede headliner come with the Prestige package that also includes active noise control and white brake calipers.
Regen braking paddles mounted on the back of the steering wheel allow for adjusting amounts of regen up to full 1-pedal driving; or you can let Smart Regen take control, gathering data from past driving history, navigation, and road conditions to determine the appropriate amount of braking. Drive modes include Comfort, Eco, Sport, Sport +, and Custom, and Genesis has added some additional sound deadening for this EV.
Based on the incredibly quiet, smooth, and steady highway ride we experienced, we weren’t sure what to expect when we pulled this GV70 up to the line at our Mason Dixon Dragway test track.
Well, not much calmness or serenity here, as this thing absolutely blasted off the line like a rocket, hitting 60 in just 3.9-seconds. That’s almost a full 2-seconds quicker than last year’s 2.5-liter turbo-equipped GV70. It’s hard to beat performance-tuned EVs when it comes to torque delivery, and like the GV60, there’s a boost button on the steering wheel that delivers an additional 54-horsepower for a thrilling 10-seconds, helping us clear the ¼ in 12.4-seconds at 112 miles-per-hour.
The low center of gravity, an electronically controlled suspension, and a Disconnector Actuator System that allows for 2-wheel or 4-wheel-drive operation depending on circumstances, helped keep the Electrified GV70 well-planted through our handling course, and provided a livelier feel than the ICE version.
Substantial side bolstering of the front seats kept us settled in place very nicely. Great steering feel, very little body roll, and only minor amounts of understeer at its limits. Brakes were equally as sporting, with good feedback and stability, despite the noticeable nosedive that typically accompanies stopping 5,000-lbs. of utility vehicle in just 111-feet, 6-feet shorter than the standard GV70.
There are some subtle changes outside for this Electrified version of the GV70; it gets unique 20-inch wheels, and as in the G80, the signature crest grille gets an aerodynamic makeover, nicely integrating the charging port. Same 2-line lighting theme up front, and in back, where the rear bumper is reshaped now that there are no tailpipes. Cargo area is well finished with thoughtful use of space; at 28.7 cubic-ft. with a max of 56.5, capacity is down a tiny bit, but a small storage bin up front under the hood more than makes up for it.
At 37-kWh/100 miles, the Electrified GV70 rates a good efficiency score. Pricing starts at $66,975, about 20-grand over a base ICE GV70, and 3-years of free charging at Electrify America charging stations is included.
Genesis is slowly but surely electrifying their lineup, and the 2023 Electrified GV70 is not just another step in the process, but further proof that carmakers can progress to EVs without upsetting the entire apple cart of their brand. Forward thinking but staying classy, just what we’ve come to expect from Genesis.
- Motor Setup: Dual 160-kW Motors
- Horsepower: 429
- 0-60 mph: 3.9 seconds
- 60-0 Braking: 111 feet (avg)
- MW Range: ~254 miles
- Battery Size: 77.4-kWh
- Torque: 516 lb-ft.
- 1/4 Mile: 12.4-seconds at 112 mph
- EPA Range: 234 miles
- Efficiency: 37 kWh/ 100 miles