By now, most people have heard of the Chevrolet Volt -- General Motors' innovative new car that runs on gasoline or battery power. GM plans to launch the Volt as a 2011 model, but I got a chance to take a sneak peak -- a closed-course drive in a prototype Volt.
Introducing the Chevrolet Volt
Though many people think of the Chevy Volt as a plug-in hybrid, GM refers to it as an extended-range electric vehicle. What's the difference? Unlike typical hybrids, the Volt's gas engine doesn't connect directly to the wheels -- an electric motor and a battery do the work. (UPDATE: The gas engine can drive the wheels; read this.) The 1.4 liter gasoline engine is there to keep the battery juiced up when there's no electric outlet handy. GM says that the Volt has a 40-mile battery range; since the average American drives 33 miles a day, most Volt owners will do the bulk of their driving on battery power. The presence of the gas engine means the Volt isn't tethered to its extension cord -- you can hop into your Volt and drive clear across the country.
My first Volt drive
I, on the other hand, got to hop into a Volt and drive clear across the parking lot at Dodger Stadium. Tony Posawatz, Vehicle Line Director for the Volt, sat in the passenger seat and explained that this was a prototype, and that the calibrations for the suspension and powertrain weren't finalized.
"Production Volts will be quicker off the line," he said as I goosed the Volt's throttle and the car surged ahead. "We turned this one down a bit because other journalists were tearing up the tires."
The electric experience
Driving a car powered by an electric motor is a novel experience. Unlike gas or diesel engines, electric motors can deliver 100% of their torque (pulling power) at any speed, even from a dead stop. GM could, in theory, set up the Volt so that it takes off like a Corvette, although that wouldn't do much for the car's range. So they tweak the motor-control software to balance performance and battery life. Even in its slightly-hobbled state (thank you, fellow hacks), the Volt accelerated like a car with a big four-cylinder engine -- but without the noise or the the hesitation. There's no waiting for the transmission to kick down and the engine to rev into its torque band -- as soon as you put your foot down, the Volt provies a seamless surge of power accompanied by the sound of silence. It's a totally different experience from a conventionally-powered car, and one that I think American motorists will quickly grow to love.
I was hoping to see what the Volt was like under gasoline power, but with the battery at 50% charge, it quickly became clear that I'd have to lap Dodger Stadium until the sun went down before the gas engine kicked in.
The Volt from the inside out
Tony cautioned me that the interior materials, the switchgear, and even the graphics on the LCD monitor that serves as the Volt's dashboard weren't finalized, but the size and shape of the interior were. The Volt's cabin is built around the battery pack, a T-shaped affair with the long section running through the middle of the car and the top of the T under the back seat. Chevy designed a wide center stack that flows into the battery tunnel and helps to disguise its girth; still, tunnel and console make the driver and front passenger feel... compartmentalized. It's not tight, but it is a bit constricting, and bigger folks might find the Volt somewhat claustrophobic.
The back seat is a different story. The bottom cushions are long and provide good thigh support, more than I'm used to in a small car. Despite the Volt's swoopy shape, the roofline is high enough to provide easy rear-seat access. I found the back seat quite comfy, with tight but tolerable legroom -- but I'm only 5'6", and taller people might find their heads hitting the roof (actually, the top edge of the back window). Because of the battery tunnel, Chevrolet carved out the second row into two seats with an armrest in between -- a wise idea, as Volt really isn't wide enough to seat three across in comfort. But it means that a child seat can't be fitted in the middle -- a notable oversight, as I'm sure plenty of parents will use their Volts as kid-totin' commuter cars.
The Volt's 10.6 cubic foot trunk is two-thirds the size of a Honda Insight's. But numbers don't tell the whole tale. The Volt makes good use of what space it has; the huge hatch lid makes loading easy, while the flat floor and squared-off sides will hold suitcases and grocery bags securely. Lift the trunk floor and you'll find a tire inflator kit -- like many of today's cars, the Volt carries no spare -- along with a charging cord that plugs into a standard 110 volt 3-prong outlet. (Makes me wonder about charging etiquette -- if your friends invite you for dinner, is it rude to ask if you can plug in your car?)
Conclusion: Volt is looking good
All in all, I was impressed by the Volt -- not just the technology, but the day-to-day livability. The Volt is a relatively small car, and I think Chevy did a good job with the interior layout, especially considering that passengers have to share space with the battery pack. The Volt is easy to get in and out of, easy to see out of, and easy to drive, and I think it's going to be a very pleasant car to live with on a daily basis.
But it's the technology which really sets the Volt apart, and I don't think people give GM enough credit for the pure genius of the "Voltec" platform on which the Volt is built. Honda's FCX Clarity was lauded as the first car designed around a hydrogen fuel-cell system, but Voltec is designed for any power source. It's a brilliantly simple solution: Power the wheels with an electric motor, and you can drop in any powerplant you like: Fuel cell, battery, engine-generator, nuclear reactor. If it can provide electricity, it can power the car.
I'll wait to pass my final judgment until I can drive a production Volt on public roads (and see the final price tag). But so far, everything I've seen looks very, very good -- not just for the Chevrolet Volt, but for the future of General Motors. -- Aaron Gold
This preliminary drive was conducted at a manufacturer-sponsored press event. Test vehicles, electricity, and a tasty lunch were provided by General Motors.
