Holden Volt (2012) ~ Super Cars

Holden Volt (2012)

It might sport a revolutionary new drivetrain and be the subject of more column inches than a next-gen iPhone escaping from Guantanamo Bay and freeing Aung San Suu Kyi, but the Volt impresses thanks to its ordinariness.

The Chevrolet Volt has probably been "coming soon" for longer than any vehicle in automotive history, but trust us, it's real. We know this because we were recently handed the keys to a preproduction version of GM's electric prius-hunterfor a test drive in down-town San Francisco.

GM tells us that this preproduction model was hand-built late last year, and that substantial tweaks have been made to both the software driving the Volt and the fit and finish of the interior of newer versions being tested elsewhere — and that the production models that roll off assembly lines in November will be tweaked further still. However, the actual hardware of the vehicle's drivetrain is about as showroom-ready as it gets

Extended range electric vehicle
The hardware in question begins with a T-shaped Lithium-ion battery pack under the rear seats and running the length of the vehicle's centre tunnel that provides power to a 120kW electric motor. The motor is connected to the front wheels through a single-speed transmission and handles all of the vehicle's motivational duties. Running in electric vehicle (EV) mode, the Volt has an estimated optimal range of about 64km, more than enough — by GM's estimates — to handle commuter duties for the vast majority of drivers.

Also tucked under the Volt's bonnet is a 1.4-litre petrol engine. This engine acts as a generator, producing juice to keep the Volt's batteries trickle-charged in extended range (ER) mode when trips exceed the vehicle's 64km EV range. This petrol engine is not mechanically connected to the drive wheels or transmission, only the electric motor is. So don't go calling the Volt a hybrid around GM's people — the company's preferred term is extended range electric vehicle or EREV.

iPod-inspired interior
Settling behind the wheel of the Volt, we depressed the brake pedal and touched the glowing blue Start button that lies part-way down the glossy white centre stack. The Volt's LCD displays sprung to life and we got our first look at the interface. At the top of the centre stack is a colour touchscreen that gives you control over the entertainment and navigation systems, as well as the climate controls. It displays detailed information about the Volt's electric powertrain, charge state and historical fuel economy. Below the touchscreen is a bank of capacitive touch sensors that bring up functions such as hard-drive media storage, satellite radio and navigation. In the centre of this bank is a pair of knobs for tuning and volume, and the Volt's CD slot.

Looking even farther down, we find the Volt's drive selector, a chunky glossy white handle that lives in an indentation where the centre stack and console meet. This stylised shift lever slides back to select Drive or Reverse with a satisfyingly industrial thunk that made us feel like we were piloting some sort of sci-fi spacecraft.

Looking past the Volt's steering wheel, we noticed that in place of a conventional instrument cluster is yet another colour LCD display. This display is home to a digital speedometer and a host of information widgets supplying information about everything from the total and EV range, to fuel levels and service bulletins, as well as warnings. Compared with the SmartGauge found in the Ford's US-only Fusion hybrid, or even with the colour-changing conventional cluster in the Honda Insight, this admittedly preproduction interface seemed more like a hodge podge of widgets rather than a clear and unified interface that's easy to read at speed.

Driving the Volt
Satisfied that all systems were go, we pulled the shifter to Drive and stepped on the gas, er, accelerator. This being a test mule, GM wouldn't set us loose onto the streets of San Francisco, so we were restricted to a few laps of a cone course set up in a large parking lot. At the relatively low speeds, the Volt glides forward with little drama or fanfare. Power is good and comparable to that of a large four-cylinder engine but with six-cylinder levels of torque. The Volt isn't a neck-snapping electric freight train like the Tesla Roadster, but she's no golf cart, either. With no gears to shift or engine buzzing, acceleration is silky smooth.

As we reached the halfway point of our first lap, the GM engineer riding along with us brought the Sport button to our attention. Pressing this button cycles through the Volt's various powertrain modes. Normal is the EREV's default state, emphasising efficiency in an attempt to get the full 64km out of the battery. Next up is titular Sport mode, which remaps the throttle for more aggressive pick up and is more liberal with sending the electrons to the motor. An oddly specific Mountain mode causes the range extender to kick in earlier and more frequently, helping to prevent draining the batteries when traversing steep mountains. In addition to the different drive programs, there is also a mode chosen via the drive selector lever that increases the amount of regenerative braking, maximising efficiency and minimising brake use in stop-and-go situations.

With the drive mode set to Sport, we were able to accelerate out of corners with more gusto, chirping the front tyres if we weren't careful. Braking at the end of the course's long straight, we entered a series of turns that tested the Volt's handling. Despite the plethora of orange cones, this was no autocross course. However, with a low centre of mass — thanks to its low-slung battery pack — and instant-on torque with no hunting through gears, the Volt seems like it would have a handling advantage over similarly sized vehicles. Then again, theoretically beating a Toyota Camry or Ford Fusion around a parking lot is really nothing to brag about.

Because of the low speed and short distance of our test, we weren't able to coax the range extender engine to fire up, so testing of the Volt's appeal as a long distance EV will have to wait until we can get more seat time.

Is it a game changer?

After a few laps, we decided that what's most remarkable about driving the Volt is that, aside from the gee-whiz underpinnings and futuristic looks, it's quite an unremarkable ride. If that sounds like a slight against GM's golden child Prius-killer, it's not. GM and Chevrolet have built a decent vehicle that just happens to run on charged electrons. Aimed at the mass market, the Volt needs to stand out and be unique, but it also can't be strange and alien. It has to be, first and foremost, a car that feels familiar enough to just get in and use. By that measure, we believe the Volt succeeds

Looking past our short demo drive and into the realm of ownership, the high-tech gizmos and gee-whiz underpinnings do have a huge effect on the Volt experience. Not only will drivers have to adjust to a daily charging regimen and keep tabs on battery charge levels, but there's also the management of fuel levels for the petrol engine range extender. Perhaps the EREV nature of the Volt will ease the shift into an electric car; and maybe the Volt's software and tools — like the OnStar mobile app — will help, but we feel that it bears mentioning that the Volt requires a much more drastic paradigm shift than a hybrid likethe Prius would. Our time with the Volt has seriously piqued our interest and left us wanting to spend more time with the vehicle to see how it handles the world outside of a cone course.

Outlook
The Chevrolet Volt is scheduled to hit US showroom floors in limited numbers around November 2010, with full sales beginning in 2011. The Volt is scheduled for a 2012 release in Australia and will be branded as a Holden. Pricing and specifications have, of course, yet to be announced.

GM Holden has released the first images of the highly anticipated Holden Volt extended range electric vehicle as it will appear on Australian roads. The images, which show a right-hand-drive version of Volt sporting Holden badges on its aerodynamic front and rear, were released as part of Holden's presentation at the Melbourne International Motor Show. It is a local take on the vehicle that has won widespread acclaim for its ability to travel up to 64 kilometres on electricity before using petrol or producing exhaust pipe emissions.

GM Holden Chairman and Managing Director Mark Reuss said the company had been overwhelmed by public interest in Holden Volt since announcing it would launch in Australia in 2012. "We think Volt has the potential to change the game in Australian motoring," Mr Reuss said. "Since we announced our plans to introduce Holden Volt to Australia, we have been overwhelmed by public interest in the car and the technology that makes it work. There is no doubt that Volt's advanced propulsion systems represent some of the most exciting alternative fuel developments in motoring. At Holden, we believe Volt will play an incredibly important role in our efforts to make motoring better for the environment".

General Motors estimates that compared to similar sized petrol-powered vehicles, Volt will save motorists up to 1892 litres of fuel a year. This is based on US research that identifies 75 per cent of commuters travel an average daily distance of less than 40 miles (64 kilometres). When Volt's battery energy is depleted, a small petrol engine generates enough electricity to power the vehicle for hundreds of additional kilometres.GM also calculates that charging the vehicle at night through a standard power outlet will use less electricity annually than an average household refrigerator.

Volt - How The Technology Works

Volt is an Extended-Range Electric Vehicle (E-REV). In a significant advance from conventional hybrids , it uses electricity to move its wheels at all times and speeds. For trips of up to 64 kilometres, Volt is powered solely by the electricity stored in its battery without using petrol or producing exhaust pipe emissions. When the battery's energy is depleted, a small petrol-powered engine generates electric power for the vehicle to travel hundreds of additional kilometres. Advanced technology enables the vehicle's battery to be charged in less than three hours on a standard 240v power outlet. Charge times are reduced if the battery has not been fully depleted. GM estimates that compared to petrol-powered vehicles that average 7.8 litres of fuel per 100 kilometres, Volt will save motorists up to 1892 litres of fuel a year.

Volt - Vehicle Details

The design of the Volt production car has evolved from an original concept that was unveiled at the 2009 North American International Auto Show in Detroit. General Motors created an energy efficient design for the production vehicle, resulting in one of the most aerodynamic cars in the company's history. Many of the design cues from the concept car have been carried over in the production Volt, including the closed front grille, athletic stance and rear design graphics. Inside, Volt will offer the space, comfort, convenience and safety features that customers expect in a four-passenger sedan.

Volt - Battery Details

GM will establish the first lithium-ion battery pack manufacturing facility operated by a major automaker in the United States to produce the Volt's battery pack system. It consists of lithium-ion cells that are grouped into modules, along with other key battery components. The plant will be located in Michigan, subject to negotiations with state and local government authorities. Facility preparation will begin in early 2011, with production tooling to be installed mid-year and output starting in 2012.