2016 Chevrolet Volt Infographic

NOV 13 2015 BY STAFF 54

The good people over at Fleetcarma have created a simple, yet informative infographic for the 2016 Chevrolet Volt that you can share with your friends that perhaps still don’t understand the concept of an extended range car and what it can do for its owner.

Perhaps General Motors should reach out the Fleetcarma to make use of this infographic in some of its 2016 Volt marketing materials.

Source: Fleetcarma

Categories: Chevrolet


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54 Comments on "2016 Chevrolet Volt Infographic"

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I really hate it when I see things like “1,000 miles between fillups.” That can vary so greatly from one person to the next, where do they come up with that number? Many of us can go several thousand miles between fill ups.

I assume it is a fleet average. That, or based on some statistical distribution of driving. I have a good friend here who usually goes thousands of miles between fill ups. But sometimes he only goes about 400 πŸ˜‰

That is true, but how do you explain the Volt without some sort of figure to hang your hat on?
“Drive about 53 miles using the electric motors (less if it is freezing) and then get 42 mpg combined from the gas engine after the battery pack is emptied.”
You have to understand the Volt to realize how well it works for most people. I only drive 800 miles a month so I am sitting at 20,200 miles and I have used just 28 gallons of gasoline. So I tell people that I get 700 mpg, plus I use $20 worth of electricity every month. Some understand, some don’t.

“So I tell people that I get 700 mpg, plus I use $20 worth of electricity every month. Some understand, some don’t.”

It’s hardly surprising that people get confused when you claim to get 700 MPG. That’s not what “miles per gallon” means. MPG is a measure of fuel efficiency when that fuel is used to power a car. MPG is not a measure of how many gas-powered miles you can replace with electricity-powered miles, and no amount of advertising by GM is going to change what the term “MPG” actually means.

If GM advocates and Volt owners want to educate the public about the advantages of owning a Volt, then they need to stop using the term “MPG” in a manner that renders it meaningless.

Pushmi, that is my point. I use a gallon of gas and 180-200 kWh to go 700-800 miles each month. How do you explain that in a short, easily understood manner?
I use a gallon of gas, i.e. 700 mpg for the gas part of the equation (I have had the Volt for 28 months and used 28 gallons of gas) and I use around 200 kWh of electricity, hence the $20 part of the description.
It is easy to describe your fuel costs if you drive a Leaf, not so easy if you drive a Volt. The way I describe it is accurate, but it requires the person to understand that the Volt has 2 different fuel sources. And some don’t quite grasp that.

The 1000 miles between fillies came from GM studies of the first generation Volt. The were able to collect a lot of data on how owners used their cars through On Star (with the owners permission). They found the average owner drove around 2/3 of the time on electricity. Now the range of the Gen 1 Volts was around 40 miles, so they extrapolated this data for the 53 mile range in the Gen 2 Volt and estimated that 90% of the driving would be electricity. The 1000 miles between fill ups came from multiplying the average distance Volt owners drive in a year (around 12,000 miles) and subtracting the 90% that will be driven on electricity.

I agree David, for the reason you said.

Also, even if there wasn’t much variation between drivers the Volt tank is significantly smaller so a ‘fill up’ means something different in this car than lets say a Civic, Corolla or even Prius.

If you drive less than 40 miles per charge, does the gas engine ever come on? If not, it would seem one can drive infinite miles in one take of gas. Has anyone tried this?

There is maintenance mode, which will occasionally burn some gas for you.

And if it drops below 15 degrees F (35 degrees F default if you don’t change it in settings) the engine will run for 90 seconds to warm up the battery and its management system.

True. But seeing as the asker of the question drives a Spark EV, I assumed he was in CA, OR, or MD. None of those states see temps below 15F very often, if ever.

15F? I didn’t know temperature goes that low in natural world. πŸ˜‰

Reminds me of a line from “The Mouse That Roared”. To paraphrase: “There are 100 roads in New York City?” … “There’s MORE…!”

Yes, it gets that low. And lower! And believe it or not, human beings walk around outside and still survive! πŸ˜‰

Maybe with global warming, it won’t drop below a balmy 20F.

“None of those states see temps below 15F very often, if ever.”

I guess none of you have ever skiied at Lake Tahoe.

Yes, it does get that cold in Lake Tahoe at night.

LOL! Fair enough. And I’ve been to Tahoe in the winter; I should know better.

1) Check the sales number of Volt in Canada
2) Check how many of those sold in Canada was in the province of Quebec
3) Check the winter temperature in Quebec

Yes, it does go wayyyyyy below -15F.

The engine does NOT turn on in cold temps to warm the battery. It does so to provide heat for the cabin and ensure windshield defrosting performance.

There is no physical interaction between the battery and the engine coolant.

Anyone knows how much gas maintenance mode alone burns? Is it a function of time or distance?

There are basically two separate (but similar) modes: Engine Maintenance Mode and Fuel Maintenance Mode.

Engine Maintenance Mode will turn on the engine for approximately 5 minutes after 30 days of all-electric operation.

Fuel Maintenance Mode will turn on the engine when the average age of the fuel in the gas tank is over 1 year. It will continue to run until that average age drops below 1 year.

SpiderDan is right. There are two different maintenance modes but fuel maint. can take gallons of gasoline whereas engine maint. takes just a couple ounces.
So I don’t normally fill completely up with gasoline in my Volt. I usually keep between 1 gallon and 5 gallons in the car and my FMM has only come on once.

I’m pretty sure Fuel Maintenance Mode actually occurs every 6 weeks, not every 4 weeks.

Clarkson, I think FMM can be eliminated entirely and you don’t have to be as serious as Ari to eliminate it. Just keep the average age of the gas in your tank under a year by a gallon a month or so.
EMM is harder to game but it uses a lot less gas than FMM. With FMM you can end up burning a gallon or two if you go a year and use less than 6 or 7 gallons of gas.

Argh. ” by using a gallon a month or so.”

Engine Maintenance Mode is every 6 weeks if the engine has not run during that period. It runs long enough to bring the engine temperature up to normal operating temperature before turning off. This keeps the engine lubricated and burns off any water inside the engine.

Fuel Maintenance Mode runs the engine when the gasoline in the tank has an average age of over one year in order to use it from the tank until enough new gas is added to bring the average age of the gasoline down substantially.

Engine maintenance mode runs roughly 0.03 to 0.07 gallon. Pretty minor amount.

That range is to drool for. My better half already managed getting the old one down to 25, the other day.

Volt3 will hopefully have “trip intelligence”. I think the Fusion Energy had a way of know how most efficiently to use up its battery, given programmed destinations. The EV-mode Volt kills so much battery warming the cabin, that it is a shame that Volt2 didn’t figure when to run the engine first, based on trip distance. It also has a more thirsty heater. A 40 mile day could get more battery miles, and “free” heat, with better engine timing.

Can anyone confirm ERDTLT settings? Are they still 15 and 35 degrees selectable?

You can use hold mode to warm the cabin before a long trip.

The temp settings stayed the same.

On my early gen1 (early 2011) the volt engine starts at anything below 28 deg F. I was suspecting with the New ELR it may have been 35 deg F, but I have already been down to 34 on the car thermostat and the car hasn’t started. Later Gen1 volts had a 15 deg F set point which I would just love. It will be interesting to see, that seeing as the drivetrain in the New ELR is much like the 2011 volt, if the engine starts exactly at 27 degrees like the VOlt also. At least its not that ridiculous 35. If it was I’d never have an electric car for a good chunk of the year.

What is “Forward Safety Awareness”?

Headlights? Windshield? lol, no clue.

I would guess this refers to a forward-facing radar system monitored by a computer or microprocessor, which can detect when your car is approaching a solid object and needs to brake. In some cars, this engages automatic braking; in others, I think it just activates a warning buzzer.

That’s exactly it. Thanks for clarifying!

Random observations from my first test-drive this week. “A sportier, sleeker design”… yeah, no. The first gen still looks sharper, literally. The new one has no identity, no personality, no distinguishing characteristics, no harmony or passion. The car is quieter and maybe a bit faster, however the suspension roll is noticeably more. Even though the front air dam is higher and the front overhang shorter I still managed to scrape it on a not so steep driveway. Still no suicide handles for the front occupants though the perforated leather seats are back and are soft and comfy. The regen. paddle provides strong deceleration even when the new Volt is in L mode. The paddle is really a button behind the left steering wheel spoke, behind the right are the audio volume and mode buttons. The front of the wheel now has the buttons to navigate the instrument cluster. It is intended to keep the driver’s hands on it, a safety feature. The headlights rotary switch is now a knob on the dash, still with an auto mode, so rarely to be used. The displays are higher resolution and visually pop out. The center screen now shows the combined efficiency, also… Read more »

“‘A sportier, sleeker design’… yeah, no. The first gen still looks sharper, literally. The new one has no identity, no personality, no distinguishing characteristics, no harmony or passion.”

At this point, we should all be able to agree to disagree on looks. They are subjective. Some people think the new Volt looks much better, some people think it doesn’t.

I saw it in person and think it looks amazing, only thing I didn’t like were the side view mirror, which seem cheaper compared to my Gen 1 Volt.

Well, it is called an infographic, not a subjective ramblings graphic (like mine), or an ad graphic πŸ™‚


It’s always good to be able to laugh at oneself!

I also like the sideview mirrors on the first gen Volt. No idea why GM decided to cheapen them, visually flatten the side of the new Volt, and then give it that monstrous crevice at the bottom of the doors. It probably strengthens the sheet metal.

The new volt is sleeker, but it doesnt look better.

The new volt looks exactly like a honda civic, and the honda civic looks cheap.

Old Volt looks better even with its odd side body proportion

I guess you haven’t seen it in person.

I thought so too until I saw in the real life. It actually looks more like an Acura TL from the front.

It doesn’t look like a Civic at all in the real world.

But the Volt2.0 rear end still look worse.

P.S. Even the Civic doesn’t even look like a Civic anymore.

VDIV – could you please look at the 2016 VOlt’s J1772 jack and see what the current rating is? All former GM products were ‘certified’ for 15 amps. I would like to know if they changed it to something else.

I didn’t look at it in detail. It appeared similar as that on my 2012 Volt. It had the slits at the bottom of the openings for the five pins to allow any water to drain away. The lid did not have the rubber cup covering the receptacle when closed, it just had a flat seal. The 2016 Volt uses up to 16A so a receptacle designed for 15A could be a problem.

gen.1: http://www.gayot.com/blog/wp-content/uploads/2010/02/img_1046.jpg

gen.2: https://basictransportation.files.wordpress.com/2015/01/2016-volt-plug.jpg

Based on the photos it appears redesigned.

“uses up to 16 A” Well if thats true then you only need 225 volts to get the full charging power (assuming it tops out at 3600 watts and at PF > .99). Now we need someone to charge it at a new durastation that directly reports amps, or else a ChargePoint, where the charging voltage is known and indirectly calculate the current. I think the reason I was initially confused years ago was there was no reason it couldn’t be 16, it just wasn’t. All European Locales allow 16 amps single phase. But they chose 15 as a limitation instead, confirmed by the rating on the j1772 jack. Also the Round coily corded Voltec for home use was 15 amps, but they don’t use that any more since they are pushing the Chinese Bosch stuff. Not to belabor the point, but of all the sheets of specs mentioned about the volt, this is never listed, or that they GREATLY EXAGERATE improvements by saying a 1% efficiency increase is a 9% increase in efficiency, which a 1% rise overall is. But its ‘Lies, Damned Lies, and Statistics’. But I’m sure people who use public charging who complain about the charging… Read more »

Thanks for the detailed review, as a Gen 1 owner.

This should be a post, not a comment. Ask Jay what we can do about it.

I am temped by a Volt 2.0 lease, but by the time it gets to Texas, I may already have a Model 3 deposit down.

For me, the PERFECT car, except for rear seat headroom, and no wagon version. I cannot understand why they can’t knock out a wagon version.

A crossover would be much more popular. Unless those are basically the same category to you. In which case I agree 100%.

Fastbacks look better than wagons

Chevy should have copied Tesla, instead they copied Honda rofl

Tesla basically looks like a Jaguar.

Civic sells more. If Volt can just sell 1/3 what Civic sells, then it would have been a huge success.

If Volt so many, they’d run out of fed tax subsidy. I suspect that’s why GM is holding back SparkEV: to save it for Bolt. Poor little Sparky…

You don’t say! I thought only the Chinese car makers copy others…

If Chevy would have come out with a 24 kWh battery it would have wiped the base model leaf off the map. Nice car

63% of the EV range of the 24kw Leaf model; but you can use 100% of those EV miles. It also costs more.

I own a Gen 1 Volt. The Gen 2 Volt is obviously very improved in range along with some other smaller improvements and a few things dropped from Gen 1.

The Voltec system is brilliant, IMHO however because both cars are fairly small. GM needs to migrate the system into midsize vehicles (even with a range hit) like the Malibu and a SUV/CUV in order for Voltec to really take off. Even 30 miles AER would result in significant gas savings for these midsize vehicles.

Even with 30 miles AER and 30 MPG in some theoretical CUV Volt, it would save more gas in a year than getting 53 miles AER and 42 MPG in a compact car. Remember, you have to compare them to comparable cars, in their respective class.