The Car Connection Chevrolet Bolt EV Overview
Rankings
- #2 in Compact Cars
- #2 in Small Cars
- #2 in Small Hatchbacks
- #3 in Electric Cars
The Chevrolet Bolt EV compact electric hatchback was the first affordable, high-range electric car in the U.S. when it was introduced in 2017.
Although it isn't the first electric car, nor is it the one with the longest range. It's not the least expensive, nor is it the most spacious. The Bolt EV's "first" is that it's the first to blend seamlessly into the roadways as "just another car" that's powered by an electric motor.
MORE: Read our 2021 Chevrolet Bolt EV review
With the Bolt EV, Chevy has a competitor for the Tesla Model 3, Volkswagen e-Golf, and Nissan Leaf. The e-Golf was discontinued after 2019.
All Bolt EVs are assembled in Michigan, although many of the car's powertrain and display components come from GM's development partner LG Chem in South Korea.
Built in Orion Township, Michigan, the Bolt EV rides on its own dedicated platform, with a wide, flat lithium-ion battery pack under the cabin floor and an electric motor powering the front wheels.
In 2020, Chevy boosted its battery range from 238 to 259 miles through a larger 66-kwh battery, versus 60 kwh before.
Prior to that, its 238-mile EPA-rated range was a big selling point. At the time of introduction, it was a capability otherwise available solely in cars with a Tesla badge. It's delivered by a 60-kilowatt-hour battery pack that powers a 150-kilowatt (200-horsepower) motor driving the front wheels. The Bolt's overall weight is about 3,580 pounds, according to the manufacturer.
Walking up to the Bolt EV, it appears a bit smaller than the Leaf on the road—perhaps due to its short overhangs—but the car is wide for its length and actually larger in person than it appears from a distance. The nose has a Volt-like "grille" blanking panel, flanked by light units that wrap around and sweep most of the way back to the base of the windshield posts. A larger opening below provides an air intake.
A body-side crease sweeps up toward the rear, with the bottom of the window line climbing even higher at its back end. The rear has a relatively vertical hatch opening onto a spacious load bay with 16.9 cubic feet of cargo volume.
The Bolt EV's cabin is light and airy, and the remarkably thin front seats give an extra inch of rear leg room compared to regular seats. Four adults can ride comfortably, though the "five-passenger" description is pushing it.
Passenger volume is 94.4 cubic feet, against 92.4 cubic feet for a Nissan Leaf—and only 94 cubic feet for the much larger Tesla Model S. The Bolt's interior is "two segments larger" than the car's exterior size would suggest, said development engineers.
The lack of an engine let Bolt EV designers move the windshield base down and forward, letting them rake the large glass at almost the same angle as its short hood. Frontal vision from the driver's seat is exceptional, which will make the Bolt easy to park.
Front seats are supportive but hard and not all that comfortable. All occupants sit upright, and higher than they do in the more rakish Volt. The slim dash and console and the car's flat floor make the front footwells especially wide, and outward visibility is excellent.
The dashboard has both a central 10.2-inch touchscreen built into the top of the console and a fully digital 8.0-inch instrument cluster behind the steering wheel. The Bolt EV also uses General Motors' new digital rearview mirror; its rear-facing camera gives a wide 80-degree image in the crisp digital display that replaces the mirror glass, against 22 degrees for a conventional mirror.
There's no spare tire, but neither is there an inflator kit; the electric Bolt will be the first car on the market to use the latest development of Michelin's self-sealing tire technology. A portable 120-volt charging cord is housed under the load bay, Chevy expects most Bolt EV users to recharge its large battery pack at 240-volt Level 2 charging stations.
The Bolt accelerates confidently even with four adults in the car. GM quotes acceleration from 0 to 60 mph at less than seven seconds, and we found we could chirp the inside front tire under full power out of a turn. It corners relatively flat on its 17-inch alloy wheels, and the steering had a nice positive self-centering action. We didn't hear any motor or electronics whine, and the brake feel was consistent enough that the transitions between regenerative and friction braking was imperceptible.
The standard Drive mode behaves just like a car with a conventional automatic transmission (minus the shifting), complete with idle creep. A paddle behind the left side of the steering wheel lets the driver increase the regenerative braking rate. Low mode, which many drivers will come to prefer, provides so-called "one-pedal driving," including the ability to slow right down to a full stop without touching the brake pedal. It's a smoother, calmer, more relaxing way to drive.
GM vehicles were no longer eligible for the federal EV tax credit as of April 2020. The base price of the Bolt EV started at about $37,500 before incentives, with higher trim levels and options pushing it above $40,000.
Changes for the 2018 model year were minimal: The heated steering wheel now switches on automatically when the car determines cabin temperature warrants it. Outside of the additional range, and some minor improvements to the seats, the Bolt EV's second and third model years were essentially identical to its first.
