Even for those that end up getting the ability to sit in one of the full seats, the back is a cramped place to be. Because of the lengthy positioning of the battery tunnel and the rear set of cupholders, the passenger that draws the short straw and gets stuck sitting in the middle is in for a rough time. Where things start to go amiss for the Volt is when it comes to space in the back and cargo capacity. The new addition of a driver-switchable adaptive cruise control system that provides the option of choosing whether the Volt follows a car or operates in a conventional manner, is also something that makes it easier to cover miles. The front seats are also comfortable and the new addition of a power driver’s seat with the available power convenience package, a first for the Volt (the seat is standard on the Premier trim), helps you get into a comfortable position for the long haul. While the center stack may appear confusing at first, the buttons are logically placed and, within 30 minutes of driving, finding where the button to turn the heated seats off is second nature – hey, the first day of fall may have just passed, but it already felt chilly in Vermont. Without going overboard to sound like we’re embellishing, the screen’s pretty, easy to use, well sized, and responsive. The silver trim that follows the curvature of the dashboard and the blue design element on the shift knob are especially garish. While hard plastics and low-end materials are hidden out of sight for the most part, the buttons and switches feel cheap. Chevrolet’s designers took a more regular, car-like approach to the cabin that puts functionality before style and comfort. Interior and techĪ lot of automakers have decided to take a more creative approach to the interior design of their plug-in hybrids – the vehicles are, after all, futuristic compared to vehicles that are solely powered by a combustion engine. All of the aforementioned competitors, besides the Niro, which is more of a crossover, are likely options to be cross-shopped against the Volt as they offer a practical hatch. They can also be plugged into an electric charger. Just like the Volt, these competitors can travel on both electricity and gasoline. The plug-in hybrid segment continues to expand and the Volt now faces competition from the Toyota Prius Prime, Hyundai Ioniq Plug-in Hybrid, Kia Niro, and Honda Clarity. If you want more luxury with your efficiency, there’s also the Volt Premier that starts at $38,995 and that comes with the 7.2-kW charger as standard. Pricing for our well-equipped LT trim tipped the scale at $37,990. The tester we piloted in Vermont was an entry-level LT trim finished in the optional shade of cajun red tincoat ($395) and came with the power convenience package ($1,660), the LT driver confidence package ($790), and the 7.2-kW charger ($750). Major additions include a 7.2-kW charging system that, when hooked up to a 240-volt, level two charger can give the Volt a full recharge in 2.3 hours, which twice as fast as before, and the automaker’s new Infotainment 3 system that adds an 8.0-inch touchscreen.Īs Chevrolet’s gateway vehicle into the world of electrification, the Volt is cheaper than its fully-electric sibling, the Bolt, with a price tag of $34,395 (including destination). The 2019 model year sees many changes for the Volt, which benefits from a mix of new technology features that makes it a better electrified vehicle and some comfort ones that make it easier to live with. It has been around since 2010 and has been in its second generation since 2016. The Chevrolet Volt is the American automaker’s sole plug-in hybrid offering.
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