All told, the Volt was weighed down with so much political and social baggage that I was surprised it could pull away from the curb.
So for me, it felt great to finally jump into the Chevy, ditch the debates and just drive. And you know what? G.M. has nailed it, creating a hatchback that feels peppy and mainstream yet can sip less fuel than any gas- or diesel-powered car sold in America.
The Volt leaves you grinning with its driving-the-future vibe. Yet the car operates so seamlessly that owners need not think about the planetary gear sets, the liquid-cooled electrons and all that digital magic taking place below.
Just don’t forget to unplug it when you back out of the garage.
And plugging it in is what you’ll want to do, as the Volt was designed with an operating strategy entirely different from other hybrids. It is meant to be driven primarily on the energy stored in its battery; the gasoline engine’s contribution to moving the car is largely indirect, by turning a generator that powers the electric motors once the battery has been depleted.
The Volt, which shares its basic structure with the Chevy Cruze, can readily achieve the top end of G.M.’s estimate for all-electric range: driving gently, I managed 50 miles on a full charge. The next morning, unplugging after a four-hour refill from a 240-volt charging dock, I drove like a normal commuter, covering 41 miles to the Detroit Hamtramck plant where the Volt is built.
Once its central display screen registered the last mile of battery power, the Chevy switched into “extended range” mode, divvying motive chores among the remarkably quiet 1.4-liter gas engine upfront, its dual electric motors and the 435-pound, 16 kilowatt-hour lithium-ion battery nestled below the floor.
Having delivered the energy-use equivalent of about 112 miles per gallon in battery mode, the Volt continued to have admirable economy with the gas-driven generator supplying the electricity: 44 m.p.g. over all, whipping the E.P.A.’s estimate of 35 city and 40 highway. With its 9.3-gallon gas capacity — premium fuel required — you can exceed 300 miles per tank, in addition to the initial E.V. miles. That’s the crux of how the Volt maintains everyday practicality while affording owners all-electric motoring on short local trips.
After logging 120 miles (60 electric and 60 in gas-electric mode) the Volt returned the no-fudging equivalent of 64 miles per gallon. That average accounts for the 18 kilowatt-hours of plug-in electricity the Volt consumed — just over a half-gallon’s worth of gasoline using the conversion of about 33 kilowatt-hours of energy per gallon.
Unfortunately, if owners want that accurate accounting of combined mileage, including electricity, they’ll have to do it online through the free five-year OnStar account that comes with the car. That’s because the Volt’s trip computer simply measures the gas you use over the total trip mileage, including the initial E.V. miles. Essentially, the computer pretends that the electricity is free and its miles are on the house.
So while the Volt accurately displayed my gasoline economy in extended-range mode (a healthy 44 m.p.g.) it also showed a too-optimistic 84 m.p.g. total after 120 miles because I had burned only 1.4 gallons of gasoline. But count those kilowatts in the battery, and the real average was 64 m.p.g. (The E.P.A. estimates the Volt’s combined gas-electric economy at 60 m.p.g., and its all-electric operation at the energy equivalent of 93 m.p.g.)
The Volt’s vehicle line director, Tony Posawatz, said that G.M. tried to provide useful interactive mileage data, but not so much that readouts would confuse drivers. Software updates may let owners choose more data-rich displays, including cost-per-mile or the so-called m.p.g.e., which converts electrical consumption into its gasoline equivalent.
Still, give the Volt’s engineers their due: 64 m.p.g. is pretty spectacular. That’s a real-world result, and it’s nearly 30 percent better mileage than a Toyota Prius, previously the nation’s highest-mileage hybrid.
Remember, I managed 64 m.p.g. on a 50-50 split of gas and electric driving. Most owners, I think, will do better, determined to drive most of their miles on battery power.
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