Originally published Jan. 21, 2012
For three days, I did very little driving.
Each morning I drove to Starbucks and back, made a couple of midday visits to Lowe’s, Home Depot and the post office, and took Jan to a couple other stores. One evening, we drove to Kenny’s Steakhouse.
This is most unusual for me. My driving habits are more diverse, and often include a run into Denver and back, or some other direction via the highway. Many miles on many days.
Well-suited the slowdown was, though, for the car I was testing – the 2012 Chevrolet Volt, the plug-in electric car with a range-extending small gas engine.
The infrequent use of the gasoline engine for those three days allowed the fuel mileage to soar; thus, when Jan and I drove in to Denver on Sunday, on over to the Pepper Pod in Hudson for noon dinner, then back home, and a nighttime drive to Kim Parker’s and another Starbucks run on Monday morning, the overall mpg was 44.7.
The Volt is built for those who drive very conservatively, back and forth to work and an occasional drive to the supermarket. Then do the plug-in.
I plugged in the charging connector at 5:10 p.m. in my garage on the first night, and the car’s display screen informed me that the charge should be completed by 2 a.m. Well, I “slept in” till 5 a.m., unplugged the cord and the info screen showed the car was ready with 30 miles of electric range.
I did the recharge each night, and the 28 to 30 miles of fresh electric range available took care of those few around-town jaunts. The receptacle for the charging cord is at the rear of the left front fender, adjacent to the driver’s door. For plug-ins I’ve driven previously, the charging port was right up front at the grille in the Nissan Leaf and beneath the left rear taillight for a Toyota Prius Hymotion conversion.
One cold, 10-degree morning, with 28 miles of electric-drive range on hand, the Volt and I left the house in electric mode, and a few blocks down the street, the display screen informed me, “engine running (in place of electric motor) due to temperature,” and the car was being powered by gas.
Heavy acceleration, as well as cold weather, can reduce the electric range excessively. The electronic control for the power source will switch to the engine in event of a persistently heavy draw on the electric motor.
The front-wheel-drive Volt is a smooth performer; it runs quietly, and there is no discernable change of operation when power is transferred from one source to the other. A lithium-ion battery pack powers the electric motor for up to 30 miles between charges, and more than 300 miles of travel are available from the 1.4-liter gas engine and continuously variable transmission.
The jut of the raised rear deck detracts from sleekness of the Volt’s exterior lines, and a front air dam hangs so low it scrapes on most any dip in the street.
The Volt cabin seats only four; its high-tech instrument panel and center stack become confusing with various information displays and touch-sensitive navigation, audio and climate controls. Rear-seat space is tight on legroom. There is plenty of footroom beneath the seats, though swinging the feet out on exiting is a squeeze.
The rear hatchback style eases access to cargo space, which is a mere 10.6 cubic feet. The trunk area, like room for a third passenger in the rear seat, is sacrificed for the large battery pack.
The compact-sized Volt is costly, sticker-priced at $43,880 for the model I tested. Buyers are eligible for a tax credit up to $7,500. Navigation, upgraded audio, Bose premium speakers, heated leather seats and leather-wrapped steering wheel boosted the sticker by $3,800.
The Volt’s smooth gas/electric hybrid setup is pitted against the Nissan Leaf’s all-electric power. There has been no great rush of sales since the two were introduced last year. A total of 9,674 Leaf electrics were sold in 2011 and 7,671 Volt models.
Sidebar: Winterizing your car
If you haven’t already, have your car checked out before a breakdown causes a real winter headache.
Always protect your engine. Consider changing to a less viscous oil in colder temperatures. Make sure your coolant is topped off. It also protects your engine in freezing temperatures. Have your battery checked. Is there anything worse than a dead battery on a cold winter morning? Make sure your tires are up to the challenge of Colorado’s often-treacherous driving conditions. Lastly, top off that windshield wiper fluid.– Creative Services Staff
