2016 Chevrolet Volt Dealer “Hot Sheet”, Production Dates By State, Price Comps


2016 Chevrolet Volt Hot Sheet

2016 Chevrolet Volt Hot Sheet

2016 Chevrolet Volt - Image Credit: Tom Moloughney/InsideEVs

2016 Chevrolet Volt – Image Credit: Tom Moloughney/InsideEVs

Want to see what you local dealer does in advance of the 2016 Chevrolet Volt (from $33,995/LTZ from $38,435) ?

What are the pricing differences between the 2015 and 2016?  How dealers get allocation?  What about the estimated production/arrival dates for the Volt orders in your area?

Well, InsideEVs we’ve gotten a copy of Chevy dealer’s “hot sheet” for the 2016 Volt, so here you go!

Allocation is based on a Participating Volt Dealer’s 6-month rolling sales history

 Initial distribution will be made on a key market basis:

1st DOSP dates:

May 28: California Dealers only (production starting in August)
August 27: CT, MA, MD, ME, NH, NJ, NY, OR, RI & VT Dealers (production starting in early October)
October 1: Remaining Participating Volt Dealers (production starting in late October)

Dealers should be transparent with customers with regard to sold-order production lead times

Production dates listed herein are approximate
Do not over-commit vs. estimated shipments

Participating Volt Dealers should be reminded that they are required to have a Demo in service. No special allocation will be given to cover demo units.


Category: Chevrolet


49 responses to "2016 Chevrolet Volt Dealer “Hot Sheet”, Production Dates By State, Price Comps"
  1. Benz says:

    What is the meaning of “DOSP”?

    1. CDAVIS says:

      DOSP = Dealer Online Sevice Program

  2. ClarksonCote says:

    Regarding the editors note/survey, there isn’t an option for the SPX level 2/Voltec in there? I listed it under “Other” but maybe I missed it.

    1. ArkansasVolt says:

      I thought Bosch bought SPX?

      1. ArkansasVolt says:

        Looks like that happened in December of 2012.


      2. ClarksonCote says:

        Ah, okay. Since I bought the unit before the Acquisition, that wasn’t clear to me. I just knew I received an SPX/Voltec charger. 🙂


        1. Mike Murphy says:

          The SPX/Bosch Voltec chargers are unreliable and have a high failure rate. as well, the only way you get a 3 year warranty on them is to pay their exorbitant installation costs. Buy a Clipper Creek instead: they are highly reliable and all models come with 3 year warranty regardless of who installs. (BTW: I have no skin in the game. I am an eye doctor, not an EVSE salseman.)

          1. Mike Murphy says:

            forgive the typos…

    2. Bill Howland says:

      I thought you had a 15 ampere Voltec same as Brian does?

      1. ClarksonCote says:

        Hi Bill,

        I do. When I bought it, this Level 2 Voltec was made by SPX, which is now apparently Bosch.

        1. Bill Howland says:

          Ok, that makes a certain amount of sense. I always thought those were made by Lear, but perhaps only the ‘travel chargers’ and car chargers (and only the 3.3 kw and early 110’s, as I have) were made by Lear and everything else was made by SPX. I can’t find any VOLT info online, but there still is CadillacCharging.com which lists Bosch and Spx docking stations. The Bosch units at least are all rebranded Chinese, but they all work, including the SPX. I have heard whispers about the SPX tall bricks catching fire, but then never heard another word about it.

    3. Scramjett says:

      I also have another addendum on the survey. There seems to be no option to select saying that you have owned (past tense) a plug-in and therefore select an option that says you currently have a charger. That is my situation. You might also consider adding a question such as “if you returned a leased vehicle, will you buy/lease another plug-in vehicle in the future?” And also a question on why they returned the vehicle or something like that. I think the results would be interesting. For my part, I’m waiting for a PHEV SUV/CUV.

      Also, you might consider adding to the list of plug-ins vehicles that are not yet available but are certain to be available in the near future, such as the 2nd Gen Volt, Model X and Outlander PHEV. I had to enter the Outlander in the “other” field.

  3. ClarksonCote says:

    What’s the advantage of an incremental release schedule? IT seems like it just leaves people frustrated, and also doesn’t create the same hype by artificially limiting sales in the first few months.

    1. Paul Stoller says:

      There is going to be limited supply during the initial ramp regardless of how allocations are assigned, so that means people will be frustrated regardless as well. So if no matter what you do you are going to have people frustrated you might as well serve your strongest markets first. The last thing they want to do is provide alloactions to dealers that won’t actively try to sell them and just have them sitting on a lot collecting dust.

    2. Draighven says:

      August 27th – October 1st is all of 5 weeks. It’s not a few months long roll out, its a few weeks. Just over one month for the whole country to get the car once it begins the roll out. Giving the parts of the country with the highest sales the first cars is just a smart move to begin making money while production is ramping up.

      1. ClarksonCote says:

        Not sure what made you choose those dates… Production starts in August for CA, and starts in “late October” for the last locations.

        So that’s a period of as much as 13 weeks, isn’t it?

        I guess a roll out helps with ramping production, but I was under the impression that this kind of thing is more of the exception than the norm.

    3. Raymondjram says:

      Gm did this in 2010 for the original Volt. Go to gm-volt.com and look at the posts after October 2010.

    4. Nix says:

      The advantage to GM for selling in CARB ZEV participating states first is that they earn ZEV credits on those cars. So it makes sense for them to fully satisfy those states first.

      If anybody doesn’t like that because it puts their state behind, they should go and lobby for their state to sign up to join the CARB ZEV program. Any state can join, and start getting EV’s/PHEV’s earlier than the rest of the US.

  4. CDAVIS says:

    This type of slow targeted rollout made sense for when Volt as initially launched but to do it again for the 2nd generation Volt is a very bad call on GM’s part.

  5. pjwood1 says:

    Pretty sure when the ’13’s were coming, they started with ~2k factory cash. This might mean it will be months before doing better than 1-2k off sticker is possible.

    The slow roll-out, if their smart, could be a play to under-promise and over-deliver. Keep from sating demand, and market the demand, whether 30,000, or 60,000/yr. Wouldn’t that turn a page, for GM?

  6. speculawyer says:

    A GREAT PHEV for $25K after incentives.

    I’m sorry but people are idiots for not buying this car like crazy. You can eliminate the vast majority of your gasoline consumption with no range issues at all.

    Build SUV, minivan, and pick-up versions GM.

    1. Lou Grinzo says:

      Since I don’t want to get all curmudgeonly, I will avoid saying that you could have stopped at “people are idiots” and been perfectly accurate.

      Frankly I’m stunned that the Volt isn’t selling in MUCH larger numbers already, given the number of brand new ICE vehicles I see on the road every day that cost more — and sometimes much more — than a Volt.

      Of course, I’m also surprised by the fact that people haven’t figured out that a Leaf, even with its current range and very little public charging infrastructure in many parts of the US, isn’t selling quicker. If you look at just those households with an electrified garage and multiple cars (meaning one or more are compatible with the Leaf’s range), you still have a potential market of millions of vehicles.

      But, people have their preconceptions about cars with plugs, and trying to change them is an uphill climb, to put it mildly. As I keep saying here and other places, the primary hurdle to much greater electric car adoption in the US isn’t battery prices or infrastructure, but market psychology. And that’s one thing we plugheads can do something about by doing outreach and trying to enlighten the average consumer.

      1. vdiv says:

        There has been a recent spout of people once again asking me about my 2012 Volt at various public charging stations after a long period of no interest. This time around there are no snarky comments, just genuine interest about driving electric. When I tell them the car is 40 month sold, has 42k miles, 35k all electric they don’t believe me, say the car looks brand new. One even asked if I am willing to sell it. It has renewed my hope that EVs are going to make it.

        Even if 80% of all people are idiots they are our idiots and we must take care of them 😉

        1. Zim says:

          Well speaking of idiots, where would we be if EV fanatics hadn’t sold their soul to the Tesla devil?

      2. ggpa says:

        +10 for “And that’s one thing we plugheads can do something about by doing outreach and trying to enlighten the average consumer.”

        We have to understand that as early adopters we are in the spotlight as ambassadors for this technology.

      3. speculawyer says:

        I’ll tell you one thing. … when gas prices go back up high as they inevitably will, no one will get any sympathy from me when people start whining about the gas prices. They made their (extended) bed (pick-up), now lie in it.

        1. Londo Bell says:

          It’s many fold. Price is definitely a main issue (compare to the compact / mid-size vehicles with great fuel economy these days). Not many can afford to pay a $35K price TO THE DEALER and drive the vehicle off the lot (unlike what many pro-GM fans try to make you believe that you can get a Volt at $26K).

          The other side will be on the dealer/manufacturer. I’m sure that “Truck month” will help, especially with all the incentives that the Volt (Gen 1) doesn’t have (same can be said of other manufacturers). Salesperson will also have to meet sales target, in order to get bonuses + commission. Guess which way is easier to sell – 1 Volt or 2 to 3 Cruze on the same time spent.

          1. Speculawyer says:

            True . . . you do need more money up front. But one thing that GM and other plug-in makers should push for is for car financing people to take into account the month savings on gasoline that a plug-in car will have such that people will qualify for a higher loan.

            Of course that doesn’t help people who will be unable to take the full tax-credit due to a lack of sufficient income. Those people . . . well, they can either lease a plug-in or buy from the rapidly growing used plug-in car market. And those used plug-ins have a nice price drop due to the used cars all immediately depreciating $7500 due to the tax-credit being used up.

          2. vdiv says:

            I’m sorry but the price is not the issue, not since the price of the new ones dropped down $8k and there is a sizable market for off-lease ones for less than $20k./

            The issue with the Volt is rather simple. It is GM itself.

            1. Londo Bell says:

              Argue what you want about price. I’ve tens…and even hundreds of thousands to back me up (who purchased one of the $20K vehicles) on price being a significant issue.

              It’s not the price drop; it’s the price category it is in. Again, I welcome you to show data on sales number for compact vehicle in the $35K region.

              For used vehicles, there’s really NO statistics on how many were sold as used. But no matter how big that number is, it won’t help to increase EV sales, because those used vehicles were already counted once – the 1st time when they were sold. (Counting it 2x or more != 2 or more vehicles were sold, since it is the same vehicle.)

              With regards to leasing, you HAVE to remember few things:

              1. You need EXCELLENT credit in order to get the advertised rate;
              2. It’s actually more expensive to lease than to buy in most cases (san fire sales like Spark EV or 500e), w.r.t. to the entire price of the vehicle. That’s because you are paying the depreciation during the lease, then add on the high residual price at the end (high relative to what the vehicle will actually worth, especially when compared to the auction value). Leasing is great if you are absolutely sure to return the vehicle at the end (but you don’t own anything – which brings up a follow up problem: what to do after return the vehicle with nothing to minimize the new cost of the next vehicle, other than incentives that may or may not exist?);
              3. GM’s “bank lease” (no info on the new Volt lease) only balloons the $7.5K to the residual – something you’ll have to pay for it if you choose to buy at lease end, and something you won’t recover as the $7.5K has been claimed by the bank;
              4. Limited mileage may not work for most…in fact, if you do a typical lease (12K mile annual, 36 months), you are really driving some 33mi per day if you do the math – then seriously, most should get a BEV instead of the Volt.
              5. If you recall your vehicles sales steps: you 1st deal with the salesperson (who provide no finance info, and if s/he does, you should NOT believe) to pick and select the vehicle you want, and buy. Only after you’ve signed the paper to buy, then you talk to the finance manager, who only discuss the monthly payment you are going to make (financing or leasing), plus if you want to go for those extended warranties. Those are 2 different jobs, by 2 different persons; and
              6. With the time spent on showing you the math on savings 5 years down the road, and all the benefits, another Sonic/Cruze has been sold during this time. Now, if you are in the car sales business, would you want to make as much money as possible (so that you can get out of the position), or sing Kumbaya with your fellow colleagues and customers? I’ll let you in to a little secret – there’s a term call “vehicles that sell themselves” in the business.

              1. QCO says:

                Londo Bell is right about upfront costs being an important issue for a huge number of buyers who buy on credit and make decisions based on price. Cheaper cars also cost less to insure and buying gas is like a pay as you go solution. And since many small cars and hybrids now get over 40 mpg the life time cost could be equal or lower that the extra up front costs plus electricity.

                It is becoming clear the compact Volt2 has been priced to stay as a niche vehicle for EV enthusiasts rather than positioned as a mainstream vehicle. The development of the new Voltec2 drive train was primarily for the Malibu (and probably some other mainsteam hybrids) rather than for the Volt, which will remain a side show. Too bad.

      4. realdb2 says:

        My impression after owning a plugin vehicle for 18 months is most people don’t understand the concept of total cost of ownership.

        What people don’t realize is while the Volt might be fairly complex technically the whole concept is made to work like any other car without compromises.

        1. Speculawyer says:

          Of course they don’t. That’s why they buy a razor for a low price and pay lots of money for blades. They buy a videogame console for a subsidized price and pay $60/videogame (which includes a fee to the console maker). They buy $5 rocks of crack instead $100 of cocaine. They take out loans at pay-day lenders.

        2. sven says:

          You can’t really generalize for the entire U.S.. Electric rates and gas prices vary so much across the U.S. that in some areas of the country, even at today’s gas prices, fueling a Prius, Accord Hybrid, or Malibu Hybrid can cost $150+ less per year than charging a LEAF. Ask me how I know.

          My area’s astronomical time-of-use peak rates for electricity, ridiculously long time-of-use peak hours, and stingy, self-defeating net metering rules make it feel like my electric utility has bent me over and inserted a CHAdeMo plug into a certain orifice that I won’t name. 🙁

          1. Bill Howland says:

            You need either a TEsla or Eguanna battery system. That way, you could buy all your juice between midnight and 8 am for 14 cents/kwh plus fees and taxes (hey its better than 31 plus you are paying now).

            Getting the juice for 1/2 price, and storing some in a basement battery pack for 2/3 of your daily usage (the car(s)) would charge at the same time the batteries do), would pay for a 20kwh systme in no time (thats assuming you use 1000 kwh per month besides what the car(s) use.

            1. Bill Howland says:

              And you will save only 1/2, not ‘more than 1/2’ because ultimately you’ll use more electricity since you have to pay for battery charging/discharging inefficiencies plus rectifier/inverter losses. But those don’t amount to much and I’d expect it would make your effective cost of electricity exactly 1/2 of what you pay now.

              You don’t have to wait for these new companies. Just call some solar contractors and say you want a battery/ inverter solar system, without the solar panels, should you want that to be a separate decision, or in your location, solar panels are impracticable. They will probably be less money than what Tesla wants.

              1. ClarksonCote says:

                Bill, slightly off topic, but halfway between you and me, there is a used Volt battery for sale… $2,000.

                Interested in buying it and splitting the pack up with me? A nice 4kWh system for $500. A bit more affordable than the 7kWh battery Tesla is advertising for $3,000 wholesale!

                1. Bill Howland says:

                  Might be interesting, although I’m not sure what I’d do with it. But might be fun to play with..

                  I already make more than double my annual usage. I need a 3rd electric car. The air conditioner is already as cold as it can be with me catching a cold or earache.

                  If I get an ELR friday, because I wont use as much juice on long trips and use gasoline instead, my annual usage will actually go down a bit. Of course its a much larger vehicle so who knows…

                  Lets you me and Brian do lunch some time.. Ill either be in the ELR or the roadster if this deal falls through.

              2. Bill Howland says:

                Ok, Sven, well, I still think its not hopeless. I didn’t know solar plus batteries was verboten. Do they allow batteries with no solar? Then TOU would make sense.

                I don’t see how whether I have batteries or not is anyone’s business but mine, especially since I’m helping NYC supposed power shortage..

                And since batteries slightly increase total electric usage, I’d think ConEd would be happy at the increased sales. I know, the miss the CASH at 31 instead of 14.

                So if you don’t mind divulging info, what is your monthly kwh usage in summer, winter, and before and after an electric car which I assume you have… I don’t think you’d need much of a system to greatly save alot of coin.

                In my previous suggestion I also assumed you’d do the normal deferable things, like start the dishwasher/clothes washer/dryer at 12 am or 6 am.

                Also what is (ARE) the tonnage of your air conditioner(S)?

            2. sven says:

              Thanks Bill, but it’s a Catch-22. In NYC (and Westchester county) if I install solar panels with a battery storage system, then I’m PROHIBITED by Con Edison from using net metering!!! WTF? Unfortunately, I believe this is a statewide NYS residential prohibition that would also apply to you in Buffalo.

              See Q4A4 (Question 4 Answer 4) in the link below for NYS prohibition:

              Con Edison’s net metering FAQs state the following: “Please note that battery-connected solar is not eligible for net metering at this time.” See the fourth FAQ from the bottom: Will my solar panels continue to work in the event of a power outage?

              I can install a solar PV system and use net metering with Con Edison buying back any annual excess at their low wholesale price per kWh. I have a choice of paying a $.31/kWh flat rate all the time 24/7 or I can choose their Time-of-Use (TOU) plan, which is essentially like a Las Vegas casino where the house (Con Edison) always wins.

              The rules for TOU plans have recently changed for the worse to expand peak hours to a whopping 16 hours per day now 8AM-12 Midnight, and to now include WEEKENDS in peak hours. The summer Super-Peak rate, 2PM-6PM weekdays June-Sept is now $1.20 per kWh!!! That can really add up if any family member is home at that time and uses the AC. It also may be difficult to offset all your summer Super Peak rates with your PV generated electricity, because you have to offset with credits produced from the same time period. Con Edison states in their FAQs from the link above:

              “Time-of-Use (TOU) . . . may not be beneficial to those with net metering. This is because credits for excess electricity can only be used to offset consumption in the same time period that the credits were produced. For example, credits produced during the peak period cannot be used to offset your consumption during the off-peak period.”

              I’m awaiting confirmation from Con Edison if this means that you can offset your 2PM-6PM Super-Peak electric usage only with excess PV electricity produced from 2PM-6PM, or can you also offset it with 8AM-2PM PV produced electricity (if yes, how is it applied, can it be applied to Super Peak usage first?). Con Edison doesn’t allow its customer reps to talk about net metering on the phone. All questions about net metering must be sent and answered by email. It’s very frustrating and time consuming dealing with Con Edison!

              As you suggested in you first comment, I can install a battery backup just for load shifting on a TOU plan. Since Peak Rates apply 16 hours of every day, including weekends and holidays, I’d have to get a pretty big battery system to confidently avoid the $.42/kWh peak rate.

              The other good option is installing a solar PV system and choosing the $.31/kWh flat rate plan with an annual credit for excess PV electricity calculated at the wholesale kWh rate. The expensive pitfalls of the TOU plan with its 16 hour per day peak rates, weekend peak rates, and $1.20/kWh summer weekday Super-Peak rates are difficult to avoid without the prohibited battery storage system. It’s high risk and low reward. Ideally, I’d like to have a battery storage system as a security blanket for my PV system to guarantee that I avoid paying those dreaded sky-high weekday summer Super-Peak rates, and minimize/avoid paying 8AM-12 midnight peak rates on weekends.

              1. sven says:

                For anyone who wants to see NYC’s astronomical Time-of-Use rates for themselves, here are the links:



              2. sven says:

                Oops. The text above the first link should say:

                See Q4A1 (Question 4 Answer 1) in the link below. . .

                Here is the relevant text from the link:

                Q4: Is it allowable to have a net-metered PV system that automatically switches to battery backup in the event of grid failure (with the PV charging the batteries directly for the duration of the grid outage)?

                Q4 A1. A PV system cans net-meter under New York State Standardized Interconnection Requirements (NY SIR). However, based on the current NY SIR rules, batteries are not an allowable technology for net-metering (emergency or otherwise): http://www.dps.ny.gov/distgen.htm

    2. LusTuCCC says:

      Maybe it’s a little idiotic not taking into account that the cars are nowhere to find in the showrooms, that there is very little publicity, and that the salespersons never offer the EVs in the first place.
      With a good marketing campain, those Volt would sell like hotcakes, but again, ICE carmakers are NOT interrested in selling EVs. So they fake to have good will…

  7. Nix says:

    After looking at that chart, it seems that GM has intentionally priced the 2016 in a way that won’t jar the year-over-year pricing as badly as it has in the past.

    This likely leaves room in their pricing structure to cut prices again in the future, likely as the federal incentive phases out.

    This is good for the Volt in general. The extreme price volatility was bad for sales overall. GM needs to stabilize and mature their Volt pricing/sales numbers. Both for the sake of not cannibalizing current Model Year sales (like right now) and for stabilizing resale values.

  8. James says:

    Why do automakers insist on debuting their EVs, hybrids and plug-ins in late fall? It’s that time when they show the least efficiency and also the time the major publications get their hands on them to test.

    Doesn’t it make sense to send new EV/PHEV and hybrid models to showrooms in late spring?

    The sad results end up being published everywhere – and the general public has to read long-term tests wherein Volts are going 22 miles electric and getting 30mpg. LEAFs are struggling to reach 60 miles range and hybrids’mileage sucks.

    1. ClarksonCote says:

      +1. For this reason and more, the new model should be introduced in July across the country.

  9. James says:

    * Just another example how legacy automaker’s minds are stuck in the ICE age. Production schedules, tooling and distribution all revolves around the old ways.

    Thank God for Tesla – that they can roll out a new model any old time they want to.

    1. Mike Murphy says:

      but usually 3 years behind scheduled announcement…

  10. koz says:

    Limited market roll-out + limited dealer inventory = limited sales expectations (niche) = limited sales

    It is a self fulfilling prophecy. GM sold most when pricing was still $39k MSRP and production as well as inventory were high. They had more than 1/2 yr sell at 30+k annual clip. Along came production halt, incentive halt, excellent lease terms halt, and then “whallah” crappy sales. All about the same time a new model year started with the lower $35k pricing but delayed and with very limited production.

    Price only means so much. With a motivated brand, dealer base, attentive marketing, and agressive sales programs Chevy could sell Volts Gen2 in the 40k annual range or higher at the $33k pricing. Unfortunately, it looks like we’ll see little of this and sales will remain in the 20k range which appears to be perfectly OK with GM.