Few products attract such a cult following. Even after years off the menu, true fans yearn for its return, and their enthusiasm borders on cult-like obsession. Well, they’re lucky. We’re back for a limited time.
It’s a 2027 Chevrolet Volt, not a McRib.
Similar to McDonald’s McRib, there are several theories that may explain Bolt’s reappearance.
GM’s electric vehicle parts bin has expanded since the previous Volt was introduced in 2016, helping to line the finances for new models in the same way that the McRib’s sporadic availability is explained by low pork prices. It also doesn’t hurt that many Bolt owners, including those within GM, are die-hard fans of the McRib. The reality is probably somewhere in between.
When the company realized there was an 18-month production gap at its Fairfax, Kansas, factory, executives agreed to bring back small EVs.
Unlike the McRib, the new Bolt doesn’t closely follow the original recipe. But the new model includes enough familiar elements to satisfy enthusiasts. TechCrunch got an up-close look and test drive of the upcoming Chevrolet Bolt during a recent press trip, with travel and accommodations provided by GM.
old things new
GM started with the Bolt EUV’s chassis and body panels, which are a subtly bulging version of the old Bolt, and redesigned the front and rear sections. We’ve tweaked some of the suspension and front chassis, but by and large the basic metal is the same.
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While some of the interior plastics have been improved, there are still enough hard surfaces to remind you that this is the cheapest EV currently sold in the United States. Prices start at $28,995, including destination fees, which is a bargain considering the state of the car market. Don’t get too excited though, as a loaded Bolt can cost more than $40,000. At that point, the warm fuzziness starts to fade.
What am I missing? Most drivers will notice the lack of CarPlay and Android Auto, which are currently not included in all new GM vehicles. The previous-generation Bolt was one of GM’s only EVs with screencast capabilities, and its omission may cause considerable dissatisfaction among current owners. To ease that pain, they added Spotify and Apple Music apps. These are helpful, but only slightly. The native app was less responsive to my inputs than the CarPlay app.
Improvements have also been made to the headlights and taillights. But the main players are the battery, motor, and super cruise.
The new 65-kilowatt-hour battery is GM’s first to use lithium iron phosphate (LFP). Power from there flows through a new battery management system to an electric motor drawn from a front-wheel-drive Chevrolet Equinox.
Battery replacement is important. American automakers have been eyeing LFP for years. This chemical reaction eliminates important minerals such as cobalt and nickel, reducing costs. LFP batteries can be charged repeatedly to 100% without degrading. Previous Bolt owners were encouraged to limit their daily charge to 80% and save that last portion for road trips. (That was before a battery fire led to a recall that forced owners into long-term recalls.)
LFP cells also discharge fairly consistently and maintain full power with a state of charge closer to 0% than before.
The new Bolt’s motor produces 200 horsepower and 169 pound-feet of torque. The latter has slightly less performance than the previous model, but it feels energetic enough around town.
EV propulsion system chief engineer Chris Keeley said the reason is that the new motor can spin faster and more efficiently, allowing teams to specify shorter gear ratios. Torque at the wheels is actually a bit higher, meaning Chevrolet expects the new Volt to go from 0 to 60 mph a little faster than before.
longer range
Thanks to a new motor and more efficient power electronics, Chevrolet was able to provide an additional 25 miles of range, Keeley said. Even with a smaller battery, you can travel longer, for a total of 262 miles.
Power electronics also alleviate a problem previous owners had with their cars: charging speed. The previous Volt offered road trip-worthy range, but its charging speed was less than impressive at 50 kW. It took about an hour to add 200 miles of range.
GM says it takes 25 minutes to charge from 10% to 80%. The 400-volt pack can accept up to 150 kW, but one of the press drives I attended briefly witnessed 157 kW on a Tesla Supercharger. (Yes, Bolt is equipped with North American charging standards) [NACS]However, Plug and Charge on the Tesla network will arrive later this year. ) I wasn’t so lucky, producing only 115 kW in ideal 70°F weather. Total charging time was 24 minutes from 24% to 80%. Not quite what Chevrolet expected, but not bad either.
Faster charging combined with Super Cruise means this little guy could be a decent road tripper or commuter vehicle. The front and rear seats are spacious and comfortable enough, but there’s no toe room under the front seats. The trunk is a decent size for a subcompact, but it can only fit a few carry-ons.
super cruiser
As Chevrolet reps have repeatedly reminded us, the Volt is the cheapest hands-free car on the market today, but it requires a very specific order: “LT + Comfort + Evotex + Tech + Super Cruise,” so you’ll have to double-check the menu. Of course, cheap is a relative term these days. It still costs $35,655.
To test Super Cruise, I drove a short 14-mile loop up and down Highway 101 northwest of Los Angeles. The Level 2 ADAS system handled mid-afternoon traffic well, automatically changing lanes when approaching slower-moving vehicles. I didn’t even have to look in the mirror for the confirmation that BMW requires, for example. But Super Cruise alerts you by clucking your left or right butt. Oh, come on! what’s that! Ah, the lane change is coming.
As before, Super Cruise only works on GM-mapped routes, including freeways and some two-lane highways. If your route requires an exit or interchange, we’ll do our best to direct you to the required lane before asking you to change lanes. During my drive, several times I was frightened by a car speeding in the right lane of my car and stopped the car in its tracks. I found it to be more aggressive when trying to find passing lanes. (You can change lanes at any time by pressing the turn signal.)
This is a point where Chevrolet defends its decision to eliminate screencasting tools like CarPlay and Android Auto from its vehicles. The Bolt’s Android Automotive-based infotainment system is shared with other GM EVs. That means the navigation system communicates with the battery management system to warm up the battery before fast charging, and uses Super Cruise to allow the Volt to perform lane-changing magic as it approaches exits.
Even supercruises charge a fee. Chevrolet requires a number of options before hands-free driving is possible, so adding this feature adds more than 20% to the base price and requires owners to pay $35,655. Is it worth paying the extra $6,600 plus OnStar costs after the three-year trial ends? It depends on how often you use it. For long-distance commuters, this addition can be a stress reliever and add years to your life. Everyone else? Probably not.
I think most new Bolt buyers already know what they’re buying. They either have one parked in their garage or have a strong spot for small EVs.
Chevrolet is betting they have enough and will sell out in about two years. After that, automakers won’t commit to reproducing them. But who knows? Absence makes the heart grow fonder. Just ask any McRib fan.
Updated at 11 a.m. ET: EPA-rated range for both trims is 262 miles, not 255 miles for the RS as Chevrolet previously stated. The ideal charging time is 25 minutes from 10% to 80% and not 24 minutes from 10% to 90%.
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