First 2016 Chevrolet Volt For US Arrives At Dealership In California

OCT 10 2015 BY JAY COLE 74

A couple days ago we featured a dealership in Quebec, Canada that was the first to receive the 2nd generation – 2016 Chevrolet Volt, and suggested at the time that the US was soon to follow.

First 2016 Chevrolet Volt Actually Arrived At Bourgeois Chevrolet in Quebec, Canada

First 2016 Chevrolet Volt (Anywhere) Arrived At Bourgeois Chevrolet in Quebec, Canada

And sure enough, less than 48 hours later, that has become a reality.

Rydell Chevrolet in Northridge, California was the first to receive a lone copy of the 2016 Volt on Friday, and immediately a photo (above) to featuring its sales crew around a “Siren Red” copy of the 53 mile, extended range car.

Rydell bills itself as the largest dealer of Volts in Southern California, and says they have more than a 100 units incoming, of which all are priced at invoice.  So it might be a good idea to look them up if you want a new Chevy Volt and are in the area.

Editor’s Note:  Over the past week, several dealerships have had the 2016 Chevrolet Volt (s) listed online as being in-stock, but with only stock photos; inquiries to many of those dealers all lead to admissions of “coming soon”.  While another dealer may have in fact nicked Rydell by “being first”, this dealer (like the Canadian dealer before them) is the first to offer physical proof of the vehicle in stock.

With GM also now indicating further copies of the 2016 Volt is in transit to several dealers in the US, we expect them to shortly begin popping up all over California, as well as shortly thereafter in the other 10 CARB-friendly states that are also eligible to receive the 2016 Volt.  The 2nd gen Volt goes into nationwide production for the US with the start of the 2017 model year car in February.

Hat tip to James!

Categories: Chevrolet


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74 Comments on "First 2016 Chevrolet Volt For US Arrives At Dealership In California"

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the Volt is a really good car, which is the best engineered electric vehicle as far as i’m concerned. i do kind of wonder about the price, though, and whether it is still too high to penetrate the general market. i don’t see the Volt as being competing with the Tesla Models S and X because those vehicles are targeting the premium segment which is much less price sensitive (although i do suspect that there are people who are buying Teslas who can’t really afford to buy them).

as far as the range of the Volt; to be clear: “53 miles” of range in a Volt means that under some circumstances you could reasonably get 75 miles while under other circumstances you could get 35 miles. as a practical matter, electric range variations are less significant in a Volt but it is useful for setting general expectations.

Watching an interview with Bob Lutz, GM is building a gas car with gas car margins and adding the additional costs of the battery power train to the price. I don’t see how the Volt will ever achieve mainstream market penetration when the cost of the car carries overhead from 2 drive trains.
With that said, I’m in the camp that doesn’t believe for one minute that GM is losing money on the Volt. BTW, this is Bob Lutz’s position as well.

the alternative to 2 drive trains is a bigger battery, which isn’t free, and a recharge time that is 1+ hours, which would not be acceptable to the general public. there is a reason that most auto makers, with the notable exception of Tesla, are more focused on PHEVs than BEVs when it comes to new product introductions.

the reason why the Volt is more practical than the Tesla Models X and S is that the Volt fits better with the current expectations that drivers have for their cars. the Volt blends the emissions reducing attributes of a BEV with the convenience of an ICE.

GM should have the option of a full electric Volt, as BMW is doing with i3 and i3 REx.

At $145/kWh they could easily add 10 kWh of cells to the battery and remove the ICE junk. At least as option. I would also like to see the option of a full electric Prius.

Volt and Prius have good aerodynamics it’s a shame that don’t have all electric versions.

Stay tuned for the Chevy Bolt EV

The Volt was designed around a 16-18 kWh pack. To ask for a Volt BEV is like asking for a hack job electric car like the Fusion Energi with the tiny rear boot that everyone hates so much. There is no room for another 10-12 kWh of pack in the Volt.
As Detfan noted, if you want a Chevy BEV, the Bolt is your car, not the Volt.

For 10 kWh more is just adding 25 liters to the battery pack. The ICE junk occupy more space than that. Just remove it.

This 25 liters is with the energy density of 400 Wh/L of an normal NMC cell. With NCA cells or second generation NMC cells with 800 Wh/L adding 10 kWh just represents 12,5 liters more.

Adding 10 kWh of cells, at the current cost is less expensive than the ICE junk. Yet GM could be making money from that adding it as an paid option.

The Bolt is a McDonald’s fat Volt. For electric cars we need more aerodynamic designs.

“just remove it” means remove the 370 miles of range that the ICE system provide just to get another 35 miles of electric range.

i assume that you are like many of the critics on this forum: people who comment on, but don’t actually own, electric vehicles. you can afford to comment theoretically, free of any of the constraints of economic reality. auto makers are economic entities, they have to be practical about economic realities.

the Volt is design around a concept; and GM has done a very good job of realizing an automobile that achieved its technical objectives. all your comments mean is that you aren’t in the customer segment for which GM has target the Volt. it seems to me that a person like you would be better served by purchasing a Tesla Model S.

I am on my 2nd Volt and I would love to see an all electric Volt. So I second that opinion.

in that case, you can put your money where your rhetoric is and buy a Bolt.

Or a 2016 Leaf. 16+10 kWh battery should be the same as a Leaf 2016 battery.

Well said, I just whait for the Bolt

Pedro, that makes no sense at all. The Volt is a full utility car, you can drive it all day long, just top off the pack every night and then fill up the gas tank every 5 hours after you empty the pack. Why would you cripple a Volt to get a limited utility short range BEV? It would have less than 100 miles of AER if you added 10 more 10 kWh to the pack. In order for a BEV to be as useful as a Volt, for it to be considered a full utility car, a BEV would need at least 200 miles of AER at the very least and that would still be a major compromise.
Right now EREV is better than BEV unless you are willing to pay $80,000. At $33k the Volt is better than any electric car under $70k. It makes the new 107 mile Leaf look like a NEV when it comes to range.

What part of making it an option wasn’t clear?

Just like i3 and i3 REx. If people decide the REx way great, just don’t make it mandatory.

GM has barely scratched the surface of the Voltec design due to the expense of going very far from the original design. The ELR was very close to the Voltec background of the Volt itself. And GM overpriced it.
Do you really think that GM could just disappear the genset and drop 10 kWh of additional pack into a Volt type car without completely breaking the bank? And even if they could, it would still be a short ranged BEV. EREV is simply better than BEV unless you are willing to pay $80,000 and it will probably be better for at least 3 or 4 more years. There is no way in the world most drivers would accept a Volt with no genset and less than 200 miles of AER.
In 2020 or 2022 I think what you are saying today will be supportable due to decreasing cell prices and increasing fast charge options, but not today.

I would rather see GM invest in using the Voltec tech in its bigger vehicles, and its SUVs. If you want a fully electric Volt, choose the Spark EV or go for a Leaf.

I don’t think the current generation of Voltec could be used on larger vehicles without hundreds of millions of dollars of work to adapt it. That is why the ELR was built the size it was built. And it still costs more than a Volt to build, and it isn’t just the luxury features that cost that much.
I think an Equinox Volt may be the best we can hope for.

+1 Zev

I agree and that’s why I’m waiting for the Bolt!

If you are so instant in removing the “junk” ICE, why dn’t you put your words into a deed, buy a 2016 Volt and pull out that “junk” yourself? It is easy to complain but hard to really do the job. You remind me of my neighbor’s dog who barks but had no teeth to bite!

The 2011 Volt cost $20,000 more than a base Camry. The 2016 Volt coasts $10,000 more than a base Camry. I see progress.

by the time that you factor in federal (and state, as available) incentives, the price of a base Volt is comparable to that of a base Camry (for example, i got about $11,500 in incentives when i bought my Volt). hopefully that point can be driven home successfully but i do tend to agree with the comment by ziv that people tend to make decisions based on the msrp because it is a simple way to compare prices and to determine the monthly car payment amount. maybe with the current Volt MSRP, dealers will be able to offer deals in which the sticker price will be less than $30,000, which i also agree will make the Volt more attractive.

The Camry will cost more than $20,000 in repairs and gasoline for its terrible technology. They fell behind the Chevy progress.

I agree with no comment that the Volt is a great car that won’t really take off until the price is lower. Perception is king, and although the people that frequent this site realize it is something special, to most people it is just a Chevy. But once the MSRP is below $30k, and that may be sooner rather than later, I think it will start appealing to a lot more car buyers. We know Chevy dealers are making great deals on Volts, but most people think they are going to pay $34k for a 2015 Volt, not $27k less $7k credit for a net price of $20k for a phenomenal car. When Chevy reduces the MSRP it will start to sink in to more people. And Chevy has time before the credit runs out for both the Gen II Volt and the Bolt to have time to enjoy the credit. Just 90,000 Volts/ELR’s/Sparks have been sold, and if GM games the sales date of the 200,000th electric car right they can get an extra 5.9 months of credits. Then there will be 6 months of $3750 credits and 6 more months of $1875 credits. So given Volt/ELR/Spark sales will… Read more »

Here is a link to the FuelEconomy dot gov page that describes how the phase out will occur.

Whatever it’s inadequacies it is the best chance of weaning the public of ICEs. Tesla may have a technically superior product but it is only for a few wealthy individuals who like to show off their green credentials. The focus on speed and acceleration tells you everything you need to know. The car is as ludicrous as the mode suggests.

Their new SUV (I don’t know how they even get away with calling it that) shows you how far they are from making cars for the real world.

The planet needs many more Volts to make a difference. Hat tip to GM.

GM is on record stating the 2017 Volt won’t have any electric power train changes from the 2016 Volt. I’ve read the speculation, but none of this makes sense to me.
I’m amazed they’ve turned the 2nd gen 2016 Volt into a compliance car.

You EV purists just don’t get it: the plug-in range of the new Volt probably covers 90% of the daily driving done by 90% of the people who buy it while giving them 400 miles of range & five-minute refills for the other 10% of the time. To replicate that range in an EV would probably require an extra 1200 pounds of batteries and $25,000 net of the weight & cost of the Volt’s small conventional drivetrain and still wouldn’t give them the five-minute refills. Until there’s a step-function improvement in battery technology (and maybe solid-states will provide that), this is just reality.

Mark, What does your response have to do with my main post or my response to “no comment”? You might want to re-read them.
Other than the EV purist comment, I don’t disagree with anything in your post. However, this doesn’t have anything to do with my comments.

It was intended to be a response to this…

“I don’t see how the Volt will ever achieve mainstream market penetration when the cost of the car carries overhead from 2 drive trains….”

…as well as your calling it a “compliance car” which generally means “half-assed effort”. (It will be sold in all 50 states so it’s not an issue of limited distribution.)

“I don’t see how the Volt will ever achieve mainstream market penetration when the cost of the car carries overhead from 2 drive trains….”

Penetration into mainstream market will require, among other things, a lower price point. This has nothing to do with the price of BEVs or the comparison between Volt pricing and BEV pricing. BEVs face the same price point challenge.

““compliance car” which generally means “half-assed effort””

“Compliance car” is a nickname given to cars created specifically to “comply” with emissions standards set by CARB (California Air Resources Board). It has nothing to do with the quality of the car or the efforts in manufacturing the car.

“It will be sold in all 50 states”
If “It” refers to the Chevy Volt in general, this is a correct statement.
If “It” refers to the 2016 Chevy Volt, this statement isn’t a correct statement. The 2016 Chevy Volt will not be sold in all 50 states. Which gets to the heart of my original post.

i don’t understand your assertion that GM is offering the Volt as a “compliance car”.

Jay’s last paragraph sums the issue up nicely. The 2016 Volt will only be delivered to CARB States. The rest of the US States won’t receive the 2016 Volt model. Shipment to all US States for the 2nd gen Volt will start with the 2017 Volt model starting shipments in Feb 2016. By definition, the 2016 Volt will only be delivered to CARB States making it a compliance car. It’s odd.
I’m not saying the entire Volt line is changing back over into a compliance car (I hope not). I’m just trying to figure out GM’s rollout strategy. If it’s not about the battery, which might make sense, then what? GM stated this is due to User Interface upgrades. I don’t know.

Shipments of the 2017 Volt in February 2016 should not be expected. Arrivals at dealerships and delivery to customers likely won’t commence until April 2016 if production doesn’t start until Spring (which starts March 20, 2016). Production of the 2016 Volt started around August and are just arriving at dealerships in early October.

“Chevrolet has a shortened model year for the 2016 Chevy Volt that will have a limited distribution network. The 2016 Volt will be sold in our strongest EREV markets. The 2017 Chevrolet Volt will begin production early this spring and will be available throughout the country.”

The only reason why the 2016 Volt is not being rolled out to all 50 states is that the 2017 Volt was moved so far up that it eclipsed the delivery date for 2016 Volts in non-CARB state.

Your objection is a rather silly manipulation of semantics. This should be evident when considering the easy solution to your problem: simply continue delivering 2016 Volts to non-CARB states, even though the 2017 Volt is ready to go. It’s absurd.

Rich, I don’t think the Volt is a compliance car, it is simply a car that GM doesn’t know how to market effectively, and it may be a car that they weren’t making much of a profit on until recently.
I think the Gen II is a bit smaller than would work best for me, but if they ever stretch it a bit (or build an EREV Equinox) and make the back seats roomier, I will come back to the Volt family.

I should have been more verbose in my original comment. I don’t think the Volts are compliance cars, just the 2016 Volt model. See Jay’s last paragraph in the article.

Rich, sorry for misunderstanding your post re the 2016MY Volt. I guess I look at it as being a typical GM Volt missed opportunity, so I missed your take on it amid my own irritation with GM’s management team.

Yeah, GM is a love/hate relationship for me.
I love their efforts in the Volt and upcoming BOLT. I’m not a fan of their obstructionist actions blocking the EV momentum of other auto-makers (protecting profits). Don’t even get me started on their marketing efforts, etc.

We won’t even go into the conscious decision to kill people for 10 years because it was cheaper to kill people than fix a defect. You or I do this and it would be classed as a serial killer and receive the death penalty.

i have little patience with this kind of “who killed the EV1” lunacy…

no comment, I read him a bit different than that, but I could be wrong. I think his comment was about GM’s “Range Anxiety” ads damaging Nissan and other BEV makers that have the limited utility BEV’s with less than 200 miles of AER. And the ignition switch fiasco. I have no problem with the former but the latter really gets me angry. I dismiss anyone who quotes anything from “Who Killed The Electric Car” as soon as they identify themselves, as being sheep of a breed that is particularly easy to mislead.
But Rich can speak for himself, of course.

The reference was in the latest round of Volt commercials taking jabs at Nissan.
I got a laugh out of the “Who killed the Electric Car” reference. 🙂

Rich-if I buy a 2016 am I gonna be disappointed with additions to the 2017? Thanks

John, I think that’s the million dollar question.

I am not Rich, but I think the answer to John’s question is, “So far GM is saying that the only difference between the 2016MY and the 2017MY is going to be adaptive cruise control and some sort of android app plus the increased amount of states that you will be able to find one in, of course.”
But, I would not be very surprised if the 2017MY Volt doesn’t arrive with a slightly different MSRP.

“Rydell bills itself as the largest dealer of Volts in Southern California, and says they have more than a 100 units incoming, of which all are priced at invoice.”

So Rydell won’t make any profit on selling these 100 Volts (other than on extended warranties, etc.)?

that suggests to me that GM is going to be rolling out the gen2 Volt with aggressive pricing.

Another possibility is that Volt sales have been lagging and GM doesn’t have the CARB credits they need. The quickest way to solve this is to push all new model inventory into Cali. with aggressive pricing.

Sort of. Dealers often break even or lose money on certain units, but manufacturers make up for that with volume bonuses at the end of each month. Dealers also get additional bonuses if they score high on customer satisfaction surveys.

“Invoice” is no longer truly invoice for dealers. Once upon a time it was, but ever since finding out the invoice price has become so easy for customers, the true invoice price is a few percent below “invoice”. Furthermore, dealers get bonuses from the manufacturer for meeting certain sales quotas. So splitting that bonus among the cars sold means true invoice is even lower.

This is all done so that a dealer can tell a customer that he is giving it to them for “invoice” while still secretly making a decent profit.

Kent, I believe that Rydell is stating for the record that they will Not add ‘Interest Pricing” like what has happened to other vehicles at release that were in high demand.
i.e., the $50k markup Over Sticker on the first BMW i8s, etc.

What will the 2017 Volt have that the 2016 doesn’t? Anything major?

My bet is quick charge port.

Supercruise is supposed to be the difference, based on what I’ve read.

Is supercruise above or below awesomecruise?

If you live in AZ you could go to Rydell. Better than waiting for the Local dealers since they get theirs late.

Rydell’s got some hot chicks too. you can see them in the photo……of course they are all hot in Ca. They put something in the drinking water 🙂

Humm, I’m a bit confused. I thought the differences between the 2016 and 17 volts were very minor, and mostly amounted to getting the adaptive cruise stuff working and expanding Apple Play to android users. Since I don’t have a Smart phone, and the plain cruise control is good enough for me, those ‘enhancements’ are essentially ‘no change’ as far as I’m concerned. I just wish the British Designers of the styling of the BOLT were Italians instead. They British guys could learn a few tricks from Ghia Studios. The british dudes even LIKE the styling of the front and rear facias. To me they look bloated. But since its a 203 mile EV and reasonably priced, sooner or later I’ll probably have one anyway. The inside looks somewhat nice at least. As far as the New Volt goes, whether ’16 or ’17, it doesn’t seem to be that bad a compromise. Doesn’t everyone who INSISTS on BEV’s at least grant that each low-cost VOLT sold will drive huge numbers of miles on electricity alone? Is the fact that most of the charging of these vehicles is happening at 8 amps (950 watts) from the existing garage outlet or front… Read more »

Perhaps you meant Australian designers of the Bolt.

I heard the wrong accent…. My appologies.

One would think to detail that 2016 Volt before taking pictures with it. Maybe water shortage is still an issue in CA. If that’s the case and if I was a dealer in CA, I would invest in gutter water storage drums.


Why in the world doesn’t GM put this drivetrain in an AWD version of the Captiva? They would sell so many …

2 things would help GM in sales. Level 3 charging would definitely help sales. Even as an option I would pay for level 3 charging. Similar is Tesla that offers dual charging as an option. Also if Volt technology was put in an Impala I would go for the bigger vehicle. If Volt technology was put in Caddilac it can be put in an Impala

The ELR has a wheelbase of 106″ and a length of 186″ and rides on the D2xx platform.
The Impala has a wheelbase of 111.7″ and a length of 201.3″ and rides on the Epsilon II platform.
You can’t just drop a Voltec drive into an Epsilon II platform. Cars just aren’t that easy to MacGyver.

to my knowledge there is no standard for level 3 EVSE. even if there were a standard, the voltage level would undoubtedly be so high that it could only be operated by trained specialists, so level 3 charging stations would be like a return to full service gas stations.

setting aside the issues of how you would design a battery for level 3 charging, the Tesla cto was thinking in terms of an EVSE that delivered 1,500V at 480A.

Imo, the Volt is a marvelously engineered power train product that has been placed within a terribly squatty body style. Speaking as a baby-boomer, easy ingress-egress is a major design flaw for the Volt. Try the i3, the Leaf, and even the goofy I-MiEV. Then try the Chevy Volt squat…not comfortable.

…baby-boomers want Tesla Model X utility, in a five seat, sub forty thousand dollar product. No squatting to get into or struggling to get out of, no time wasting oil service appointments, no fumbling with credit card at a gasoline pump on hot summer days or cold & wet winter evenings (refueling at home), and no opening of the garage door until you are really ready to leave home.

Somehow, Nissan figured most of this out, but needs more range for an easy 150 mile round trip through the mountains and valleys of SoCal and better IIHS collision test scores.

Ziv says – “I don’t think the current generation of Voltec could be used on larger vehicles without hundreds of millions of dollars of work to adapt it”. Tell that to VIA Motors. Their Viatrux has basically GM’s EREV system with GM V-6 range extender in place. The batteries fit nicely in-between the frame rails. No hundreds of millions needed. VIA uses brand-new Chevy trucks for their conversion, so count that your R&D. I’ve maintained for a long time, GM only needs to re-brand the VIA trucks and build massive quantities to bring costs down. The MSRP sticker of a Crew Cab F-150 at this weekend’s Seattle Auto Show was $63,000! You heard that right. Since the VIA truck stickers out around $85,000 – it would be absolutely doable for the Chevy/GMC truck with the VIA powertrain to sticker out at or below that. With an EREV full-sized pickup truck at 73MPG that will power your home in an emergency and your power tools at the worksite – How would Ford react? Answer: THEY WOULD PANIC. This indeed would send the electrification of the automobile into high gear. Perhaps many of you here do not realize full-sized trucks are the… Read more »

Ford is going to be bringing back their Ranger to the same plant that the C-Max Energi and Ford Focus Electric are built in. It’s very close to their battery pack assembly plant. 😉

James, I have to admit that I haven’t followed Via Motors all that closely, but they have their own EREV system that is very different from GM’s Voltec tech. The motor is made by a different company and is a lot more powerful, I think it generates around 150 kW vs. the Volt’s 111 kW. Plus the gas engine is completely different and the batteries are made by A123 not LG Chem.
It is like comparing a Mustang to a Civic.
They are both cars, but they aren’t comparable at all.
From what I have heard from engineers, the Voltec tech that GM has will take a lot of work before it can be used in larger vehicles. I wish that wasn’t the case, because the reason I won’t get a Gen II Volt is that my Gen I Volt is just too small a car for me, I need a roomier pair of backseats since I carry 2 or 3 passengers fairly often.

This just means I will see on in the real world soon!