When I bought a Chevy Volt in October, I promised an occasional update on the vehicle. As you may recall, the Volt is an “extended range electric car” that runs off batteries and then switches to gasoline after the batteries are depleted.
So while it has a shorter electric range than a Tesla or Nissan Leaf, you always have the option to keep driving when the batteries are empty.
Over almost eight months of ownership, I’ve driven 5,080 miles, with 3,769 miles (75 percent) running on the battery and 1,211 miles (25 percent) on gas. During all this time, I’ve consumed about 35 gallons of gas. My overall mileage has been 144 mpg, while the car has averaged 37 mpg when using gas alone.
If you think I’ve kept all these statistics, that’s not the case. I signed up to a website called Voltstats.net that automatically tracks mileage and the electric and fuel usage of 1,800 Volt owners, in conjunction with OnStar’s on-board communication system.
I’ve really been enjoying the car. It’s been trouble-free except for one unexpected repair: An electrical cable to the braking system on one wheel was replaced because a rodent ate through to the bare wires! The dealer, Weseloh Chevrolet in Carlsbad, fixed it as soon as I brought it in.
I took the car in another time for a software update to eliminate the occasional crashing of the center console’s GPS. Unlike some cars, the Volt does not do over-the-air updates.
What was most surprising to me is that my SDG&E bill has gone down about $100 each month, from about $350 to $250. This is the result of getting lower overall electric rates as an owner of an electric car.
My mileage, of course, is a result of how I use the car. Voltstats list owners with mileage ranging from 5,000 mpg to 35 mpg, with a mean of 157 mpg. Typically I’ll travel fewer than 50 miles most days, often to the airport, downtown or less frequently to Orange County. I made a couple of trips to Los Angeles as well. While the battery is rated to provide 35 miles of driving per charge, I get from 39 to 42 miles.
I’ll typically plug in the 220-volt charger each evening; the car is programmed to begin the charging when the rates drop at midnight. Charging takes about 3¾ hours and, using an app provided by OnStar, I receive an email when the charge is done. When I want to begin the charging immediately, I just unplug and plug back in the charger. A light on the dashboard displays the charging state.
While I once had GM’s wireless connectivity service called OnStar on an Acura, I never used it, but I’ve found it to be a real benefit on the Volt.
For example, there’s no need to type in your destination on the GPS, just touch the OnStar button and tell the friendly operator where you want to go, whether it’s an address, the nearest Starbucks or a business. A few seconds later, it’s loaded into your GPS ready to navigate.
OnStar’s built-in cellular phone using Verizon’s network also remotely starts and charges the car and reports on its status. When the light went on alerting me to the brake problem, OnStar did a remote diagnostic check while I was driving and let the dealer know I was on my way. You can also use OnStar to make wireless calling. Just ask the operator to dial the phone number, although it costs 40 cents a minute. The OnStar operators answer within a few seconds, address you by name and are extremely helpful.
I’ve rarely charged my car at other locations as there’s been little need. But one company I have occasionally visited in Irvine has a charger that I use while I’m there. I can even check the charging state using the iPhone app.
After six months, the car continues to be free of rattles or any defects and continues to drive smoothly with excellent acceleration. I’ve used the GPS with its traffic information extensively and it’s a well-designed system that’s easy to use and to see at a glance with its colorful display. A built-in information system provides weather alerts, local gas prices and nearby movie information.
The automatic Bluetooth connection to my iPhone works perfectly and the address book is downloaded into the car in fewer than 10 seconds each time I enter. Like every car I’ve used, the voice recognition is not very good. But by holding down the home button on the iPhone, Siri is activated and I can request to dial by name using the car’s mic.
Occasionally I will listen to an out-of-town radio station using the iHeart Radio app on my iPhone. The car’s Bluetooth system detects it is playing and routes it through the audio system, displaying the station. On my previous car, a BMW X3, I needed to go through several button pushes to listen.
While the Volt is not an expensive car, now in the low- to mid-$30,000s before rebates, it comes fully loaded at $35,000, with some features that often cost extra. For example, it comes with keyless entry, pushbutton start, front collision alert, an alert when you go out of the lane, a built-in diagnostic system, GPS system, a trial version of Sirius, leather seats and much more.
Surprisingly it has no power seats, ostensibly to reduce power consumption. The audio system from Bose is designed to use less energy, but sounds pretty average.
Service and support for the Volt has been excellent, both locally and nationally. The few times I’ve asked for specific information about some feature or operational question, using either OnStar or the 800 number, GM always has followed up, even when it required research on their part.
Being able to use a car in a car pool lane has always been one attraction and big advantage for hybrid and electric vehicle owners. The Volt qualifies for a green sticker that has recently had its life extended from Jan. 1, 2015 to Jan. 1, 2019. As of May 9, 2014, 40,000 “green” stickers have been made available.
I’ve found that the Volt has more than lived up to my expectations. It’s fun to drive, comfortable, well finished and a well-appointed car. And it’s been a very good value, saving me about $250 to $300 per month and dramatically reducing my dependency on oil.Read More...