GM’s long-awaited fully-electric game changer has arrived and we’ve driven it!
2017 Chevrolet Bolt First Drive GM’s long-awaited fully-electric game changer has arrived and we’ve driven it! ▲
Promises more than kept The fully-electric Chevrolet Bolt was unveiled in concept form at the 2015 Detroit Auto Show, and in production form at the 2016 CES, by General Motors CEO Mary Barra who vowed that a production version would soon be offered for “around $30,000 (US)” with more than 200 miles (320 km) of range. Both of these promises were more than kept as the Bolt EV is soon coming to Canada with a starting price of $42,795 that can be notably reduced by provincial incentives that can total more than $11,000 (in Ontario) and an EPA-certified range of 383 kilometres (or 238 miles) when fully recharged. I recently drove it, twice, on the roads of California and Michigan. ▲
New battery pack an evolution of the proven Volt’s The key element for a practical electric car is energy storage. An evolution of the unit that has powered the highly-successful Chevrolet Volt, the new Bolt EV’s lithium-ion battery pack is made of 288 individual cells arranged in 96 groups, 10 modules and 5 sections. It produces 60 kWh with a peak output of 160 kilowatts and it comes with an 8-year or 160,000 km warranty. The Bolt EV can be charged overnight from a 240-volt source with the standard 7.2 kW onboard charger and pick up about 140 km of charge in 30 minutes when hooked up to a DC fast charger. ▲
Turning electrons into movement The new Bolt EV’s electric motor itself is a neat, compact unit that delivers up to 200 hp (150 kW) of power and 266 lb-ft (360 Nm) of the instant torque electric motors are famous for. With gears spinning at a 7.05:1 ratio in its direct final drive, the Bolt EV is said to sprint from 0 to 100 km/h in less than seven seconds. Empirical evidence from our time at the wheel certainly confirms this claim. Easy wheelspin is additional proof, if your right foot gets too keen when the light turns green. ▲
Power unit is an integral part of the structure The Bolt EV’s long and flat battery pack lies under the floor surface for optimal weight distribution, a low center of gravity and the promise of abundant cabin and storage volume. Its sturdy construction also improves the car’s structural rigidity by a solid 28 percent, which brings great benefits to its overall handling and safety. ▲
No dipstick under this car’s hood The Bolt EV’s control modules, high-voltage orange-coloured cables and various fluid reservoirs are neatly packed under its lightweight aluminium hood held open by a simple prop rod. ▲
Wide and tall With LED headlight clusters that flow past the edges and a grille that features dual elongated black panels, the production-bound Bolt EV looks slightly different from the concept that was shown at the Detroit Auto Show in 2015.It’s also more in line with the styling of the most recent models from Chevrolet: more attractive too, I find. Tires with outside edges almost flush with the fender flares are visual proof of the wide wheel tracks that make room for the Bolt’s battery pack, passengers and cargo. They also balance the high roofline that helps make it surprisingly spacious for its exterior dimensions, in both stance and stability. ▲
The long and short of it Chevrolet engineers and designers stretched the Bolt EV’s wheelbase to 2601 mm (102.4 in) to accommodate the battery pack that hides under the floor but also to maximize passenger and cargo volume. Very short front and rear body overhangs bring additional contributions to the car’s inherent agility and stability by reducing its polar moment of inertia. In laymen’s terms, there is precious little tail to wag the dog. ▲
A hard shell for a soft and quiet interior Since about 95% of its body shell is made from high-strength steel, structural rigidity is not an issue with the Bolt EV. The large side windows, especially in front, enhance outward visibility for the driver and help make the interior bright and rather cheery while improving the view for all passengers. ▲
A user-friendly command post With a relatively wide body for a compact hatchback, a flat floor and no bulky thermal engine in front, the Bolt’s cabin is surprisingly roomy and comfortable. A wide and flat footrest, a nicely-shaped, leather-draped steering wheel and a well-sculpted seat, the latter both fully adjustable, also provide an impeccable driving position. ▲
Having it all To maximize interior space for all five passengers without sacrificing comfort and support, Chevrolet engineers and designers came up with these newfangled ‘thin-frame seats’ that use plastic strips instead of springs to smother shocks as would a suspension. And it works quite well. They also integrated the side air bag modules into the seats’ design. Long levers on the side of the driver’s seat make an easy job of finely adjusting cushion the height and seatback rake. ▲
A proper rear seat Unlike many compact cars and more than a few larger ones, the Bolt EV has a rear seat that is entirely comfortable for two fully-grown adults. And unlike its close cousin, the Volt, the middle perch can also be of some use, thanks to a perfectly flat floor. ▲
You’ll know when to fold them Pull a couple of levers and the rear seatbacks flip down forward instantly, providing you with a nicely flat and even floor under the open hatch, with the removable load panel locked in place. ▲
Clean and simple The Bolt EV’s instrument panel has a clean, flowing and thoroughly modern design, in good keeping with its mission and persona. Behind a couple of wide cupholders and the slick electronic shifter, you will easily find the wireless charging spot and a sliding armrest. Yet, I somehow failed at finding and opening the storage compartment large enough for a tablet that reportedly lies beneath. And yes, I did try. ▲
Steady at the helm The myriad control buttons, switches and levers mounted on the Bolt’s steering wheel and column are well-placed, clearly-marked and effective. Hidden behind the wheel rim, on the left, is the single paddle for ‘Regen-on-Demand’. First seen in the short-lived Cadillac ELR and then the newest Chevrolet Volt, this function increases power recuperation greatly and lets you drive the Bolt EV with your right foot only, if you so choose. Switching from D to L mode with the shift lever makes the effect even more pronounced, which may feel too drastic for your taste. Unlike its chic rival the BMW i3, though, the Bolt gives you the choice. ▲
All clear front and centre A 10.2 inch touch screen with clear and crisp graphics dominates the centrally-mounted cluster in the shape of a soft-edged trapeze. Minimalist controls for the audio and climate control systems on the bottom part do a good job nonetheless, thanks to their generous size and clear markings. ▲
Paradigm shifter The Bolt gets one of GM’s new ‘corporate’ electronic shift selectors. It works well enough but the up-and-to-the-left location of R (for reverse) is counter-intuitive and truly awkward at first. You must also push a side button with your thumb to engage it. That said, pulling the lever back while moving forward lets you toggle from D to L mode and thus tailor the intensity of energy recuperation at will. ▲
Let there be light, or not A headlight switch could hardly be smaller or simpler. And the instrument panel dimmer is to its immediate left, where it belongs. ▲
Hatch trick The Bolt EV’s rear hatch complements its sloping roofline nicely. Yet, it is also deceptively practical. By integrating the LED-powered taillamp clusters on the ‘liftgate’, designers were able to cut out a wide and low opening underneath that makes loading and unloading stuff easy. ▲
Like this space Flip the rear hatch open and you find 478 litres (16.9 cu.ft) of cargo volume with the rear seatbacks locked in place. That’s more than in the Malibu midsize sedan (447 / 15.8). ▲
Stretching it With both seatbacks folded forward, cargo volume ramps up to a properly cavernous 1603 litres (56.6 cu.ft). ▲
Splitting it Surprise: a generous chunk of this cargo volume lies under this sturdy removable panel. ▲
Stowaways Peel another layer at the bottom of the cargo bay to find this solid black foam insert with bins carved out for various bits. Among which a standard charger, with cord and gun, that will prove only mildly useful in a car with a 60 kWh battery pack. According to GM, a full charge would effectively take almost 60 hours on a regular 120-volt home outlet. ▲
Getting the good juice Chevrolet recommends charging the Bolt EV with a Level 2 charger running on 240 volts, either a public station or your own installation, at home. A full charge ‘from empty to full’ should take 9.5 hours. High-voltage DC Fast Charge capability is standard in Canada. Plugged into one of these stations, the Bolt will pick up almost 260 km of range in an hour and a full charge in a couple of hours. ▲
Playing the numbers On the configurable 8-inch electronic screen straight ahead, the driver finds essential information clearly displayed. The green scale to the left shows the minimum, maximum and probable range you can expect from the remaining charge, updated in real time. ▲
Pertinent info The driver info screen can show the essential trip information, including your average consumption of stored electrons. More data is accessible through related menus in the infotainment system and a mobile application lets you track the Bolt EV’s vital signs and compare data with other owners. ▲
Bring it on The Bolt EV was also perfectly at ease on California canyon roads, however serpentine and undulating. With the single exception of eco-friendly tires that squeal at the very slightest of provocations, on dry pavement. Performance tires would likely turn it into a tiny terror on twisty roads, but that is not quite the point with a compact electric car. ▲
Round and resilient Standard on the Bolt EV are Michelin Energy Saver tires that are ‘self-sealing’, in size 215/70, mounted on 17-inch alloy wheels that suit the car nicely. A tire inflator is nonetheless standard in Canada, thankfully. ▲
A car by any other name Because of its high roofline, tall profile and some obscure regulatory criteria, the Bolt EV is strangely classified as a crossover in Canada. But hey, it feels and drives like a compact car, albeit a quick one, with rather stubby good looks. It just happens to run on electricity alone. And darn well it does, too. ▲
East, West and in the middle too I also drove a pair of Bolt EVs on some of Michigan’s nicest roads a few weeks earlier while preparing to vote on the 2017 North American Car of the Year award. GM’s newest electric car was just as impressive there and I now realize that wet pavement will keep its eco-friendly tires from squealing while you enjoy its balanced handling and instant torque on twistier bits of asphalt. ▲
Keyword: Everything you need to know about the 2017 Chevrolet Bolt EV