Voice recognition was poor, as well, so it was nice to be able to operate the 7-inch touch screen while wearing winter gloves. Though never ideal for me personally, the remainder of controls operated as they should. The seat heater pads were the least likely to accept the first touch. I didn’t know there was anything wrong with conventional buttons, but it’s hard to argue with the contemporary appearance of the Volt’s touch-sensitive column. And the poor quality of some dash-top material choices are really only made known because they’re parked beside shamlessly classy stuff like the vast white-as-snow control panel.Īll Photo Credits: Steffani Cain ©Click Any Image For A Larger View And Check Out More Pictures In The Gallery BelowĪh yes, the centre stack. The seatbelt buckle feels like it came from a ’97 Buick Century. Bizarrely, the flimsiest of all Volt parts is the door that encloses the Volt’s electric outlet, a piece that should be highlighted with a uniquely good material choice. The chintzy column stalks are very unwilling. What’s worse, the Volt’s manually-operated seat adjustments feel brittle. The cheap stuff doesn’t stop there. It is in these cases that Volt owners will be thankful they’re driving something composed, something that’s willing to turn, if not steer (or charm) like the Ford C-Max Hybrid I reviewed last week.Įver cognisant of the Chevrolet’s electric wonders, it’s still difficult to reconcile the car’s $46,530 as-tested price with the lack of power seats and missing sunroof. But that instant surge of torque you’ll experience will have you wanting to drive the Volt quickly.
The original feeling of excessive weight I felt on my short Volt drive last May is better known when maneuvering the car into and out of snug parking lots – more Impala than Cruze here – but it isn’t so much of a bother when pushing the car hard in the twisties. Over the course of its stay with us, the 2013 Volt’s MPGe worked out to 55, but averaged 93 when the internal combustion engine wasn’t running. Once the battery ran out of usable range, the gas engine conspired to consume 7.6 litres per 100 km. While in GoodCarBadCar’s safe keeping in early March, when temperatures were not much warmer than freezing, electric range varied from approximately 50 to 65 kilometres. Technically, you don’t even need to plug it in. You don’t need to pass an ownership qualification test. But freaky, bizarre, or outlandish? Not in the least. Its four-seat hatchback layout isn’t common.
Its wild, white touch-sensitive instrument panel is unique. Apart from a price that requires potential buyers to spend thousands more than they would on a similarly-equipped car, the Chevrolet Volt’s unique form of empowerment never causes the car to feel whimsical.
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