2011 Chevy Volt

DETROIT — The Chevrolet Volt has a lot riding on its shoulders. With two electric motors and a gasoline engine to charge the battery, it places the company at the forefront of technology and demonstrates that General Motors can compete effectively in the green car arena.

Last week, when Chevy invited auto writers to Detroit for an in-depth introduction and a chance to drive the Volt, a minor media controversy developed over whether the Volt is an electric car or a plug-in hybrid. Critics said it was not strictly an electric vehicle because in certain conditions, such as when the battery is depleted and the car needs extra power, the gasoline engine connects to the wheels through an electric motor and a planetary gear. GM disputes that claim by saying the Volt can move under its own power without the gasoline engine, but it cannot move without its electric motors. Thus, GM’s definition of the Volt as an “extended-range electric vehicle” seems accurate.

To consumers, what matters is how well the car works, not what it is called. If your daily commute is less than 40 miles a day, you can drive the Volt every day without using a drop of gasoline. The battery is recharged in 10 to 12 hours by plugging into a standard 120-volt outlet. A special 240-volt charger does the job in four hours. The charger lists for $490 and Chevy estimates the installation would cost $1,475, depending on your house.

The average American pays less than 12 cents per kilowatt-hour, so the electricity to drive the car 40 miles would cost approximately $1.50.

The Volt goes on sale at participating Volt dealers in November in California, followed by the New York-New Jersey-Connecticut area, Washington, D.C., Michigan and Texas. Chevy plans to build about 10,000 to 15,000 cars in 2011, with perhaps as many as 60,000 in 2012.

The list price is $41,000 and there are four options: a premium package that adds leather to the steering wheel and seats, which are heated; a backup camera and park-assist package; polished wheels; and three extra-cost paint colors. A loaded model’s sticker price would be $44,680.

A $7,500 tax credit brings the effective price to $33,500. The Volt can be leased for a surprisingly low $350 a month for 36 months with a $2,500 down payment. Expect demand to outstrip supply for a year or more, and some dealers may charge a premium over the sticker price, a fact that GM can’t control.

The Volt’s range is about 350 miles – 25 to 50 on electricity alone and 310 additional miles with the 1.4-liter, four-cylinder gasoline engine supplying power to the battery. Calculating the car’s mileage is tricky because the car doesn’t use any gasoline for the first 25 to 50 miles. The Environmental Protection Agency has yet to set mileage figures, but expect to get 35 to 40 miles per gallon when the gasoline engine is running to charge the battery.

My first drive in the car was a 46-mile trip from the airport to a hotel via city streets solely on electric power. Chevy challenged us to see who could get to the hotel with the most power left in the battery. I recorded 45.8 miles with 6 miles remaining, meaning the car could travel 52 miles before the battery was depleted to the point that the gasoline engine had to kick in. The feather-footed winner had 12 miles remaining.

The next day we drove more than 50 miles in city traffic, and the gasoline engine had to kick in. Once the engine starts, it makes a low hum, but it is not intrusive. The engine’s job is to maintain the battery’s minimum level, so once it begins, it will not stop charging the battery until the car is plugged in again.

The Volt is an attractive and pleasant car to drive. Aside from the lack of engine noise when you push the power button and the two seven-inch display screens that look more like a science experiment than a regular automobile, it isn’t much different from a nicely equipped compact car.

It has four doors, room for four people, a nice-sized trunk and attractive styling. The platform is shared with the Chevrolet Cruze.

Move the gear selector to D, press the accelerator and you realize just how different this car is. Electric motors deliver torque right from rest, and the Volt pulls away from a stop with the same vigor as a 250-horsepower V-6 sedan. It accelerates to 60 miles per hour in about nine seconds and has a top speed of 100 miles per hour. There is a Sport mode and Mountain mode. The Mountain mode raises the battery’s reserve level to assure there is always adequate electricity for climbing hills.

Regenerative braking recharges the battery. In Low range, regenerative braking is even stronger. This position is the most comfortable in traffic because the car slows rapidly when you release the accelerator. You barely have to use the brakes.

The Volt’s unique drive system, positioned under the hood next to the engine, uses two electric motors for propulsion. The 111-kilowatt traction motor launches the car from rest, and at higher speeds a smaller 55-kilowatt motor-generator can either add drive to the wheels or operate as a generator to keep the battery charged to its minimum level. GM said that combining the two motors enhances the efficiency of each and uses less electricity.

The 5.5-foot long, 435-pound lithium-ion battery pack situated in the center of the Volt consists of thin, 5-by-7-inch cells that are heated and cooled by a water and antifreeze liquid. Batteries perform best when they are not too hot or too cold. GM developed the battery in conjunction with LG Chem, and it is assembled in a plant near Detroit. The battery has an eight-year, 100,000-mile warranty.

The Volt is GM’s first extended-range electric vehicle, but more will surely come as the company strives to reduce fuel consumption. If the Volt is the future of city cars, then fun is still at hand.

Price 
The base price is $41,000. A $7,500 tax credit reduces the effective price to $33,500. The Volt can be leased for $350 a month.

Warranty 
Three years or 36,000 miles, with an eight-year, 100,000-mile warranty on the battery.