There are pros and cons to virtually every car on the road, and the Chevrolet Bolt is no different.
But any concerns about range, recharging time and electric-grid infrastructure ultimately pale in comparison to the way the Bolt drives, the overall practicality it offers and the operating cost it reduces.
The 2017 Chevrolet Bolt comes close to eliminating one of the primary concerns. It has a claimed range of 383 kilometres, which should be enough for a full week of average daily commuting before a recharge is needed. It’s also a real car that seats up to five adults and provides more than sufficient stowage space for most toting needs.
The Bolt differs from the Chevrolet Volt sedan, which has a much shorter battery range (85 km), but has a four-cylinder gasoline generator that kicks in when the juice runs low.
Run out of juice in the Bolt, however, and you might be summoning GM’s OnStar emergency-assist service to bail you out. To prevent that, an easy-to-read dashboard display keeps close tabs on your range status. A smartphone app also performs the same function and can also instruct the Bolt to preheat or cool the cabin to the desired temperature prior to hitting the road.
The Bolt should be admired as much for its attractive interior and exterior styling as for its electric range. The overly narrow front seats, however, lack back support and are uncomfortable, even for short distances. As well, the hard plastic dashboard and door panel surfaces detract from the car’s otherwise premium image.
Mastering the Bolt’s propulsion system is simple. The electric motor is fed by 435 kilograms of lithium-ion batteries and produces 200 horsepower and 262 foot-pounds of torque from the moment you press the accelerator. There’s no waiting for the revs to build, as is the case with internal-combustion engines.
There’s also no transmission and no gears, rather, a single-speed controller directs the motor’s output to the front wheels. A “low” mode position on the selector engages regenerative braking that feeds a modest amount of energy to the batteries. Likewise, a small pedal on the left side behind the steering wheel also provides regenerative braking and at low speeds can bring the car to a dead stop without touching the brake pedal.
Once under way, the Bolt is a pretty competent vehicle that drives and rides like a small utility vehicle (think Chevrolet Trax). Chevrolet claims that the 1,625-kg car can reach 60 miles per hour (96 km/h) from rest in less than seven seconds, but attempting this feat will result in the steering wheel twisting noticeably in your hands (called torque steer). Of course this type of excessive power use also cuts into your driving range.
Electricity isn’t free, but the Bolt costs significantly less to run than a gasoline-powered car (the Bolt is rated at 1.8 l/100 km equivalency in the city) and of course has no tailpipe emissions, or even a tailpipe, muffler or catalytic converter that eventually need replacing in a regular automobile.
The available 240-volt home charging station tops up the batteries from empty in about 9.5 hours. This is likely a mandatory installation since, from personal experience, charging at 120 volts (household current) will take more than a day. Level 3 480-volt DC chargers can provide 145 kilometres of range in about 30 minutes, but other than in large metropolitan centres or at Chevrolet dealers, they are few and far between.
Chevrolet warranties the Volt’s batteries for eight years or 160,000 kilometres, but the company advises that typical battery degradation isn’t covered.
The base, but not-so-basic Bolt LT ($44,900, including destination charges, but excluding provincial government incentives) comes with climate control, 30-centimetre touch-screen, rear-vision camera and self-sealing tires that negate the need to carry a traditional spare.
For an extra $5,000, the Bolt Premier model adds leather-covered seats (heated in front), roof rails, fancier wheels and a rear-view camera in place of a traditional glass rear-view mirror.
With real-world driving range, zippy performance and useful passenger and cargo space, the Bolt is so far one of the best solutions for fuel-free driving at a reasonable cost.
Market position
Electric vehicles represent only a fraction of new-car sales in North America, but that will eventually change as quick-charge stations become commonplace and automakers find new ways to increase their range.
Points
One of the best purpose-built electric cars on the road, regardless of price.
Enough range for most commuters.
Torquey electric motor is good for quick starts and merging onto freeways.
Plasticky interior finishes and uncomfortable seats.
Lots of standard and optional features, but a power-sunroof option would be nice.
Base price (including destination): $44,900.
Competition
Tesla Model 3: Different battery packs provide ranges of 350-500 kilometres. Base price (estimate): $45,000.
BMW i3: Wagon has a 130-kilometre range, or 240 km with the optional gasoline generator. Base price: $52,250.
Nissan Leaf: Well-priced, roomy, but a lack of range is a drawback. New Leaf due out for 2019. Base price: $36,000.
– Wheelbase Media
