Chevy Volt preproduction prototype in-depth

by edit@cnet.com.au (Antuan Goodwin)

We took a preproduction version of the keenly-awaited Chevy Volt around a GM test track and came away impressed with how normal it seems. Here’s why…

A new challenger approaches<br /> The Chevrolet Volt arrives later this year in the US to challenge the Toyota Prius for green car superiority - the Volt will arrive in Australia in 2012 as a Holden. However, GM doesn't like to call the Volt a hybrid, choosing to classify it as an extended range electric vehicle (EREV).</p> <p>(Credit: Antuan Goodwin/CNET)Electric drive train<br /> The Volt's front wheels are driven by an electric motor with a peak output of 120kW that draws its power from a Lithium-ion battery pack that runs much of the vehicle's length.</p> <p>(Credit: Antuan Goodwin/CNET)Range extender<br /> When the Volt's batteries reach the end of their estimated 64km range, a 1.4-litre four-cylinder petrol engine fires up. However, this range-extender engine merely operates as a generator, supplying charge for the Lithium-ion battery pack rather than directly motivating the wheels like in a traditional hybrid vehicle.</p> <p>(Credit: Antuan Goodwin/CNET)Two refuelling caps<br /> Because the Volt is designed to be plugged in for charging, it requires two fuelling inputs. The first is an electrical connection at the front of the vehicle that recharges the battery pack in as little as four hours when connected to a 240V power source. The second input accepts a conventional petrol nozzle from a bowser for the range-extender engine; this input is located at the rear of the vehicle, on the opposite side to the power point. Hopefully, drivers won't get the two confused.</p> <p>(Credit: Antuan Goodwin/CNET)Five-door liftback<br /> Despite its sedan looks, the Volt is actually a five-door liftback, a set-up that's both aerodynamically efficient and quite flexible for hauling stuff with its fold-flat rear seats.</p> <p>(Credit: Antuan Goodwin/CNET)iPod-inspired interior<br /> This Volt's centre stack features glossy white plastic with capacitive buttons and is capped by a colour touchscreen display. GM's representatives tell us that users will be able to spec a darker, more understated colour if white is too challenging for them.</p> <p>(Credit: Antuan Goodwin/CNET)Centre console<br /> Many of the preproduction centre stack's buttons were labelled with stickers. However, final-production models will have a much nicer finish, we're assured. At the base of the centre stack is the Volt's hefty shifter.</p> <p>(Credit: Antuan Goodwin/CNET)Climate controls<br /> Climate-control settings can be accessed through the Volt's touchscreen. The Volt features a few climate-control settings presets that alter the way the system functions, such as an eco mode that reduces overall power consumption.</p> <p>(Credit: Antuan Goodwin/CNET)Vehicle information screen<br /> Much like the Toyota Prius, the Volt also features a power information readout that informs the driver of the status of the vehicle's drivetrain. Is the system regenerating from the brakes? Is the range extender active? Am I using too much juice with my lead foot? This is where you can find the answers.</p> <p>(Credit: Antuan Goodwin/CNET)Infotainment<br /> In the US the Volt will likely be fitted with XM satellite radio. More likely to find their way into Aussie Volts are Bluetooth hands-free and an array of digital audio inputs (USB, iPod and A2DP Bluetooth).</p> <p>(Credit: Antuan Goodwin/CNET)Instrumentation<br /> Just ahead of the Volt's steering wheel is its colour LCD instrument panel.</p> <p>(Credit: Antuan Goodwin/CNET)It's no SmartGauge<br /> Compared to Ford's SmartGauge set-up on the US-only Fusion Hybrid, the Volt's instrument panel seems cluttered and disorganised. It's more of a collection of widgets than a unified information hub. Hopefully, GM will be able to polish the interface by the time the Volt launches in America later this year.</p> <p>(Credit: Antuan Goodwin/CNET)Safety first with preproduction<br /> Don't expect to find one of these in the Volt that hits showroom floors. Our preproduction model was equipped with this safety kill-switch that shuts everything down in the event of an emergency. Fortunately for us, it doesn't look like it gets much use.</p> <p>(Credit: Antuan Goodwin/CNET)Driving impressions<br /> With all systems go, we took the Volt on a series of laps around a parking lot test course laid out by GM in down-town San Francisco. The vehicle is, as expected, quite quiet. Well under the vehicle's EV range of 64km, we glided around the course with nary a peep from the petrol range-extender engine.</p> <p>(Credit: Antuan Goodwin/CNET)Drive modes<br /> Acceleration was good in the normal drive mode, but the Volt will feature a few extra drive programs, such as a sport mode that supplies more grunt at the expense of a bit of range and a mountain mode that taps the range extender earlier than usual to supply extra energy for climbing hills and mountains without exhausting the battery.</p> <p>(Credit: Antuan Goodwin/CNET)Handling<br /> With a low centre of mass (thanks to the battery pack that's tucked into its centre tunnel), the Volt should have a slight handling advantage over similarly sized vehicles. However, it's no autocross star. Even at the low speed of GM's test course, the most remarkable thing about the Volt's handling is how unremarkable it is. Then again, that may not be such a bad thing for a mass-market vehicle.</p> <p>(Credit: Antuan Goodwin/CNET)</p> <p>Via CNET US

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