Chevrolet Volt, road test (Equipment, price and verdict)

We conclude our Chevrolet Volt road test by looking at the different equipment options, the price of the Spanish range and the final verdict on this unusual model, both for its electric drivetrain and for its image.

In the first part of the test of the Volt we focused on everyday practicality, engine response and the battery charging options of this extended-range electric car, while in the second part we covered everything related to the exterior and interior design, build quality and cabin space, storage provision and boot size.

Equipment

As in our other tests, we start this section by detailing the safety systems that the model tested, in this case the Volt, comes with as standard. The safety equipment is very comprehensive, with ABS, stability control (‘StabiliTrak’), speed control, electric power steering, electronic brake force distribution (EBD) and seven airbags, including one for the driver’s and front passenger’s knees.

Driver assistance systems, such as automatic headlight activation and electric parking brake. You may miss increasingly common technology such as lane departure warning or blind spot monitoring. The Opel Ampera, the Volt’s twin, does offer some of them.

In EuroNCAP safety tests, the Volt earned the maximum score of five stars when it was tested in 2011. Its best mark (86%) came in safety assist, just ahead of occupant protection (85%). In child protection it reached 78% and in pedestrian protection 41%.

Unlike the Opel Ampera, the Volt range does not have equipment levels; instead there are a good number (many) of standard items and others as options. Among the former, besides the safety features mentioned above, the standout items are air conditioning, daytime running lights, LED headlights and fog lights, a steering wheel with height and reach adjustment, keyless entry and start, heated front seats, leather upholstery, Bluetooth hands-free for mobile phones and a sound system with USB and Aux-In connections, plus 17-inch alloy wheels.

Almost all the optional items form part of one of the two equipment packs available. The ‘Safety Pack’ includes a rear-view camera with parking assist graphics, an alarm and bumper sensors to avoid scraping them when manoeuvring, while the ‘Navigator Pack’ has satellite navigation with European maps, a DVD player, voice recognition and a 30 GB hard drive for multimedia files.

Price

As we said above, only one version of the Volt is sold in Spain. It is available from 45,025 euros, before government incentives available for buying electric vehicles. The incentives are 3,500 euros in subsidy, an amount set for models with an electric range of between 40 and 90 kilometres —the maximum, with 5,500 euros of aid, applies to those that can cover 90 kilometres or more—. This means there is a Volt from 41,525 euros.

The Opel Ampera can be bought from 44,180 euros, which with government incentives drops to 40,680 euros. Although there is almost 1,000 euros of difference in the Ampera’s favour, the Volt is better equipped as it has as standard items that are not even optional on the Ampera, such as leather upholstery on the seats, steering wheel and gear knob, or heated front seats. Furthermore, the Volt’s options list is much broader. The most expensive version of the Ampera is closer to the Volt in terms of equipment but costs almost 1,000 euros more.

Price of tested unit: 45,025 € + metallic paint 540 € + premium tri-colour paint 820 € + navigator 1,900 € + Safety Pack 1,075 €. Total: 49,360 €.

With government incentives, our test unit can be purchased for 45,860 euros.

General verdict

Very satisfying and pleasant for some, infuriating for others. That is how we could sum up what it means today to own, or at least drive regularly, a Chevrolet Volt, or almost any electric car. Why? Because anyone with an accessible power socket at home or work to charge it will be happy and can fully enjoy the smoothness and silence of the Volt, whereas anyone without a charging point nearby who relies on the public network will almost certainly end up desperate and annoyed.

The Volt only makes sense if you can charge it frequently. Otherwise, using it always as a petrol car, although technically it isn’t quite like that, and paying the almost 45,000 euros it costs will not make much sense when compared with saloons of its size.

But if we have a detached house or face no problems installing a charging point in the communal garage, the Volt will be a constant source of satisfaction. In those circumstances, if you want a car that is different, both in design and concept, low-polluting, very useful in town and with which you can travel as a family without problems, the Volt should be an option to consider, provided you have a budget of between 40,000 and 50,000 euros. Being one of the first to drive an electric car and feeling good about not polluting may, perhaps, be priceless.

Photos | Jaime Arruz and test team