2016 Chevrolet Volt – Q & A With Volt Engineers


2016 Chevrolet Volt - Image Credit: Tom Moloughney/InsideEVs

2016 Chevrolet Volt – Image Credit: Tom Moloughney/InsideEVs

Yesterday, following the debut of the 2016 Chevrolet Volt, the team of engineers responsible for the plug-in car hosted a Facebook chat to answer questions.

More specifically, Andrew Farah (Vehicle Chief Engineer, Chevrolet Volt) and Larry Nitz (General Motors’Β Executive Director, Hybrid and Electric Powertrain Engineering) fielded the questions. A lot of new info on the 2016 Volt was revealed in their answers.

Here’s a summary of the important information that was revealed during the Q & A Β (Summary credit & big hat tip to Patrick Killian!):

-Electric heater for cabin will be more powerful but still resistive.
-3.6kW charging now instead of 3.3kW
-Price similarΒ  to current Volt
-Brake lights come on after a set rate of deceleration now
-ERDTT will still exist with configurable levels (temperature options unknown at this time)
-EPA rated 50 mile all electric range
-EPA rated 41 mpg in charge sustaining mode
-5 seats (although the 5th is not roomy)
-Quieter cabin, less engine noise, smoother ride
-GPS charging will save preferences (8amp/12amp) for 90 days
-Range extender got an approx 40% power boost to 101 hp
-New battery is NOT backwards compatible with gen 1
-Gen 2 basically identical aerodynamically speaking to gen 1
-Auto window down on all 4 windows, auto up on drivers window only
-No adaptive cruise control
-Minor improvement to leg room (0.6 inches) and minor loss of headroom (0.2 inches) in the back seat
-No lumbar support adjustment
-Rear view camera is now standard
-No new driving modes
-No power seat
-Higher maximum regenerative braking available (using L and paddles together)
-When asked about possible incentives for current Volt owners: ‘I believe that marketing is looking at some incentives for Volt owners.’
-Engine no longer requires premium gas
-Low beams are LED, high beams are halogen
-Turn signals are incandescent
-Will come with X years of OnStar (X not yet determined)
-Question: Will it blend? Answer: “we operate the Volt as a pure E.V. or in charge sustaining. We do not blend during charge depletion. That’s the beauty of the Volt–it can be a pure E.V. during depletion!”
-Optional heated steering wheel and heated back seats
-Will go into production in second half of 2015
-Goodyear tires were replaced with Michelin

Complete Q & A post embedded below:

Categories: Chevrolet


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81 Comments on "2016 Chevrolet Volt – Q & A With Volt Engineers"

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Bill Howland

Humm, ok they did change the charger…..

Assuming 16 amps maximum, that would mean ‘full speed charging’ at 225 volts or higher, and less than that at most public points.


I was really hoping they would drop the price a little from Volt 1.0. My guess (only a guess) is it will be slightly more $$ for Volt 2.0.

Anthony Fiti

My questions of “is the pack backwards compatible with Gen 1?” and “what is the usable kWh of the 18.4kWh pack?” both went unanswered. To me, that means “no” and “whatever it takes to get us to 50 miles EPA rated”.

Anthony Fiti

Also, there would have to be a pretty hefty incentive for me to trade in my gen 1 for a gen 2. At least when I went from gasser to plug-in, I could counter some of the increased costs with fuel savings, but going from 250MPG to 500MPG saves me all of $70/yr. I’m better off just using my gen 1 forever (as long as I can get replacement battery packs when needed).

Eric Cote

I have to say, all the complaints about retrofitting existing vehicles is somewhat ridiculous. I recognize Tesla does some of this, but nobody else does.

I’m not necessarily referring to just your questions, other people asked about software updates and were disappointed when the answer was no.

Their thought: “It’s just a software update! This is why I will never buy GM!” but they don’t realize that supporting hardware may not be present to support that added software.

And apparently, if that prevents them from buying GM, I guess the only shop they can really go to is Tesla. They must have some $$$


I think that the continual upgrading existing cars is will be Teslas undoing. Sombody that pars $100K for a car doesnt want the same car as a $20K used car they want exclusivity.

Eric Cote

I also wonder if they’ll eventually get burnt by some crash caused by an update they performed. It seems like legally, there is some issues with updating something that previously was tested to federal standards with a different configuration.

Maybe I’m being too cautious with that thought though. I hope I am wrong, I want Tesla to succeed.


GM is only hurting themselves by not doing this. They have already followed several Tesla leads and this is another one that will be followed. It is just a matter of when.


It’s about risk assessment.
This is a new kind of car for most people. We probably won’t need a new battery, as GM is very conservative in it’s battery design, but it’s nice to know there’s a battery replacement program in place, if needed.

I believe Nissan increased Leaf sales just by having a battery replacement program in place.

Eric Cote

Using the same ratio of miles to usable energy of the present pack, I estimate the new pack will use about 17kWh of the 18.4kWh battery. Give or take, depending on changes in weight and aero. πŸ˜‰


I dunno the other numbers, but 92.4% (17/18.4) discharge isn’t what GM would use in a PHEV. They already indicated they went from 65%, to 75%, or ~13.8kwh someplace. Otherwise, cycle life would suffer.

Eric Cote

Hi PJ,

I had a horrible typo there, my bad.

I meant to say 14kWh.

10.7kWh / 38miles * 50miles = 14kWh or roughly 75% of the pack’s energy.

Phew! You had me scared there for a minute. πŸ™‚


That of course assumes that there is no gain in efficiency per unit distance. I suspect they kept the same 65%. Maybe opened slightly to 70%.
If powertrain is supposedly 10% more efficient and they cut the weight some, but aero is essentially the same, it’s reasonable to expect some improvement of Wh/distance


Just read below.
If it is indeed 13.8, seems odd that there was no improvement in efficiency. But I’ll go with it :p
(We also know that EPA number and actual performance can vary greatly, so it might still be more efficient in many situations)


Someone posted that they saw a shot of the dash of the ’16 Volt showing it used 13.8 kWh before switching over to gas. 13.8/18.4 = 75% capacity usable.

Eric Cote

That agrees with my rough calculation (after correcting for my typo above, haha)


The usable should be 75% of the 18.4 battery pack or roughly 13.4 kWh’s…..


oops, they already answered you..

Eric Cote
The FAQ was good, here’s some major points in my opinion: – 3.3kW goes up to 3.6kW. They seem to think (or at least say) that because half of their customers use 120V to charge, nobody needs charging faster than the 3.6kW rate. They shoul have a 6.6kW option. – Heater: Will be more powerful (but no heat pump), and continue to have two “engine running due to temperature” (ERDTT) set points. Sounds like the colder one will be a lower temperature than now (15F) and they’re still trying to figure out how low they can get it set to. They claim they need to have the engine run to meet requirements. My guess is some federal doc is outdated for vehicles with an engine; they should work with the government to figure out a way to let people disable ERDTT if they want. When people drive 2 miles with a full battery, they don’t want the engine turning on. – No sunroof option or power seat option. Weight was mentioned as the reason. I still think it could be an option, but neither bothers me much. Get an aftermarket sunroof if you really want it. – Headlights will now… Read more »
Eric Cote

A couple more I forgot:

– The GPS based charging settings sound like they’re only good for 90 days. Not sure why. So while you can go three months charging at home using 120V and 12 amps, you may have to re-select or confirm that rate that after 90 days. Depending on how they implement, it may not be an issue.

– Brake lights will illuminate depending on the rate of deceleration, regardless of whether or not a brake pedal or regen paddle is pressed. This will make people happy who worry too much about these sorts of things with the current Volt, despite meeting FMVSS requirements already.

– I also love the maps they showed on the center stack, I hope it is as refined as Google maps are on smart phones.

Eric Cote

Guess I should’ve read that a lot of this was summarized above before typing it up. How did I miss that?

And now I’ve responded to myself as much as James. Where are you James? πŸ™‚

Clarkson, I don’t add-on that much, do I? OK – I do, but in an absolutely intelligent way, I might add —- πŸ˜› The aftermarket sunroof is out, with that NACA Venturi action going on up top – It’s OK, a convertible version would be trick. The turn signals are incandescents. The price issue is HUGE. For 2 years, GM’s current and former CEO stated that cutting price was foremost. Today, they’re showcasing capability ( again, like gen1 ) while hedging that price may be about the same. Such a lot of print on how costs are down. They better not add in the tax refund in their advertising like gen1. It didn’t work the first time – why do it again? Two trim levels is great. Stripper Prius are everywhere, and Volt LT is nicely loaded. No auto cruise will be an issue for some. The ambient light feature is something yet to be discussed. It’s really cool from what I’ve seen – look to the ( rather Plain Jane ) door panels and on LTZ you’ll see a groove below the window trim that follows up into the dash. That groove lights up royal blue – very cool.… Read more »
Eric Cote

I agree James, your additions are always intelligent and enjoyed. It’s fun to kid though. πŸ˜‰

Thanks for the detail about the sunroof. That’s an interesting point, and I hadn’t given it much thought.

Bill Howland
So much for standardization of parts. Next subject: engine starting when you don’t want it to. My volt is fixed at 26 degrees so it ceases to be an electric car in January and February. Sometimes I can get the thing to hold at 27 for a while in dec and march. I believe the 2015 choices were 15, and 34 was it? but no 26.. Heaven forbid they let ME decide when the engine should run. I got frustrated that I bought an electric car (2011) and that for 2 months I don’t have it, so while the warranty was still in effect I let the thing run out of gas to make engine running impossible. Of course then, the stupid car runs the fuel pump constantly and burns it out. And then AFTER fuel pump replacement the codes are screwed up so that the car won’t pass a NYS inspection. I screamed Bloody Murder at the dealership, and THAT got results: they didn’t even charge me for an inspection, but somehow got the codes on the thing to pass. But i’d guess they want $800 to change the fuel pump so now since the car is out of… Read more »
David Murray

I hate to say this.. but sounds to me like you are better off with a pure electric vehicle if you are so adamant that it it run in EV mode that you let it run out of gas on purpose.

Bill Howland

David, noted, you’ve missed the point, but whatever.

I have a BEV, that’s why I have twice the mileage on the Roadster as the VOlt.

Bill Howland

I spend over half my time here defending what a great car the Volt is, and how there is nothing like it at any price.

I spend the minority of the time criticizing the Brain-Dead engineering decisions in the thing that I needlessly have no control over.


Bill, You are correct, on 15/34. ELR is fixed at 36, I believe.

Did you try pulling the fuel pump fuse? OBD might throw a code, but it could probably be cleared with the ‘Torque’ android app, and a blue tooth OBD II adapter ($10-15).

Bill Howland
No, now my stupid touch pad on the puter is acting up, but I’m not complaining too loudly since I bought it for $199. I could go to the Local “Pep Boys” (corner garage chain) to have them check the codes (if they check it in the parking lot they wont charge you) so maybe I’ll do that. IF ENGINEERS are reading this, keep in mind that for some of us, these BRAIN-DEAD decisions have consequences. I didn’t like Tesla’s ‘take it or leave it’ attitude regarding an accessory not part of the car itself, so I ‘left it’. It cost them a sale. As far as the Caddy ELR goes, there were so many design flaws in that car, that even with a $23,000 reduction off list, it still cost them a sale. When the economy has been ‘GOOD’, which is, most of my lifetime except maybe for the late 1970’s, car companies arrogantly don’t care whether thoughtful comments by their serious customers prevent a sale, since they can always sell the car to the next dude. When the economy goes back, and layoffs are pending, then it starts dawning on at least some of the smarter people, that,… Read more »

The problem is if you let every consumer be an engineer you end up with a bunch of Homer-mobiles. There’s reasoning behind all engineering decisions. A lot of it is warranty/lawyers/regulations.

Bill Howland

That comment was made for ggpa.

Eric Cote

Haha, very nice kdawg. +1

Bill Howland

You won’t believe this,

but cars did used to exist where the driver had to make the decisions.

Somehow we all survived.

But, if your point is that Americans in General are terribly misinformed, and let others tell them how to think, then there is no argument from me. But that’s a side issue.

Eric Cote

Bill, here’s the “formula”

– 2011 and 2012 have ERDTT at 26F
– 2013 to 2015 have ERDTT at 15F or 35F
– Sounds like the 2016 will have something colder than 15F, but still two set points.

Bottom line, it appears driven by federal standards. They should be lobbying to update the out-of-date standards. If the Tesla Roadster doesn’t need an engine to defrost the cabin, a Volt shouldn’t need it either. πŸ˜‰


Disappointed it does not have 6kW charging. You don’t need it at home overnight, but if you go out after dinner it might be the difference between burning gas or driving electric.

It also means that Volts need to stay on public chargers twice as long, cutting the economic utility of those chargers in half, and costing Volt owners twice as much in charging fees.

Seriously short sighted.

Sometimes utility is more important than parts cost, GM. The goal is to make it better, not worse than the competition.


Agree 100%. This was actually the second strongest reason (behind price of course) that I bought a LEAF instead of a Volt.


So you just said cost was your # 1 reason to buy the Leaf. Do you realize that increasing the charger would have made the Volt cost more?


Given that so many plug-in have 6kW or higher chargers, I often wonder how much that cost is, and what the break-even point is to the customer at $1 per hour (at least) extra charging costs.

I can’t imagine it’s very many years.

John Hansen

Yeah, I don’t believe the cost factor either. First of all, it’s not Ike they have to put a whole bunch of engineering into it. You can purchase a 6.6kw battery charger on eBay, it’s just not that thought it engineer one. Secondly, the Leaf was able to offer both a 6.6kw upgrade along with a Chademo port for $1000. If the 6.6kw upgrade was a full half of that, it would be $500. Lots of people would spring for that as a $500 upgrade.

Bill Howland

You can??? !!!

EvWest wants $2,099.00 for their Elcon 6000


I could see the value of adding 6.6kW if Volt drivers were using 240V regularly now, but they aren’t. Until more Volt drivers are using L2 charging, 6.6kW is just cash in the trash for the majority of buyers.

Mark Smolinski

Circular reasoning. Especially with respect to public charging options. I am patient enough to sit there and read my smart phone and catch up on headlines while I regain 10 miles per hour in range. I can usually do that for about 2 hours, which SHOULD be enough (with 6.6 kw charging) to recharge the WHOLE battery. Most people see the waiting as silly. Since they don’t have a real opportunity to gain much advantage out of 240v charging- THEN THEY DON’T DO IT! Give them a comparison and then your reasoning might make sense. I am another one who truly considered 6.6 kw charging a bargaining chip for acquiring a new Volt. Between that and the ZERO foot room for the 5th seat, I am going to pass on this round.


Public charging is a total waste of time (even at 6.6kW) unless it’s free. Any charging you have to pay for will be significant more expensive than gas.

So while I certainly appreciate and make use of free charging now, that particular perk will only exist while EVs continue to be niche vehicles. It’s not worth increasing the cost of the car.

Bill Howland

Agreed… Everyone who is totally upset about the trivial charger change should WRITE THEIR CONGRESSMAN !!!

Maybe something will become of it.

Bill Howland

Looks to me like at most public charging stations the new volt will run at 3.3 kw and the extra .3 kw won’t be utilized.

SO that’s a double insult for you guys who insist on more. It will only be 10% more at home.

Bill Howland

The thing that’s a bit irksome with my 2011 Volt is that the thing takes a while to ramp up to 3.3 kw, and then, far from being full, starts ramping down, to the point of shut down its only drawing around 1.8 kw.

You have to hit the remote start, then cancel it, to get it to charge the “Buffer” , a construct that may or may not exist in the more modern volts.

BUt the car would charge a lot faster with less hastle if it would just run 3.3 kw to the end. I chauk it up to they were initially scared of the battery and erred on the conservative side.


You would think aero cd would improve due to the higher rake of the windshield, the sharper nose and the NACA Venturi groove on the hood and up over the roof…What with a .2″ drop in headroom in back…

No adaptive cruise control, price similar to Gen1… These are all head-scratchers.

Volt2 comes in 2 trim levels. I think this is big news. LT and LTZ. LT comes without some bells and whistles like heated seats and steering wheel and has cloth seats.

This information today seems too vague. They talked so much about cutting costs. Sad if it were only for their profit margin and not passed on to the consumer. When the tax credit runs out, the MSRP must be competitive. I think a big turn off for many was this oddball pricing. Chevrolet listing the “after tax credit” price on it’s website. That got a lot of criticism. Myself, for one – did not qualify for the full tax credit.

Eric Cote

Not sure I follow you on the price listing. GM has been way more forthcoming with the price and how the tax credit plays into it on their site than Tesla, for example.


@Clarkson – What I mean is, GM listed Volt’s price on their website with tax credit removed. A point that was not lost in media. They were highly criticized for this – the small print with asterisk thing doesn’t fly well with me either, as I don’t quality for the full credit. GM stayed with it, and I think it was a small part in the whole sad series of marketing failures/huge miscues, as GM stumbled along finally just ending all Television and most magazine ad campaigns all together.


I’m thinking the LT will come in below the 2015 MSRP, and the LTZ will come in above. Say $33K and $36K. Just a WAG.

Dan Hue

With typical GM incentives and the tax credit, it’s easy to get $10K off MSRP, sometimes even more. You don’t think a car like that is worth $25K?


Not everyone gets a tax credit (outside US) so having a low MSRP to start is critical.

Gene Frenkle

The initial press release stated automatic front braking AND lane keep assist but now this states no adaptive cruise control. I agree with you that is a head-scratcher.


Looking more and more like my bet there was no front defrost element, is correct.

The problem with their “more powerful”, and therefore even more watt-sucking defroster, will be that drivers try even harder to stay out of it.

Hitting ‘Defrost’ was already sort of a joke, for how quickly you then notice range tick down.

I wish they would have found a way to cool the inside of the windshield, get fresh air to it, or some other means to KEEP it clear without having to heat all that battery coolant. All this BS about regulatory speed clearing solved nothing.

-The dials will likely speed up the 17 seconds it takes to go from Hi, to Low (and then feed a/c, to clear your windshield the ‘old’ way)
-Unlike the BMW REx, at least you can use the engine’s heat. Their REx gets neither a heat pump, nor a coolant connection. All resistance, all the time helps drop range to the 40’s

Winter packages have a ways to go. At least the new Volt gets the heated steering and rear seats.

Eric Cote

There is already a great way to keep the Volt’s windows from fogging without using the defroster… Turn off the air recirculating and auto air recirculating.

When both those buttons are off (blue) my Volt’s windshield and windows never fogs up, and I never use my defroster.

Bill Howland

Not everyone lives in Syracuse. Not applicable here.

People in southern california always say, “Why not use the seat heaters”?


Eric Cote

Bill, are you saying you need the defroster in your Volt after disabling the recirculating air?

We have plenty of water/humidity in Syracuse too, you know. πŸ˜‰ But I agree that others may need it.

My point was only that, before I disabled auto recirculate, I needed to use the defroster constantly to avoid fogging in the winter. Now I never need to.

Bill Howland



A lot of times I just crack my windows, even when it’s 0 degrees out. I don’t know what the trade-off is between aerodynamics vs. heating the coolant, but I typically only do this at 45mph or less.

It’s probably cabin heat loss, vs. defrost. If you are running with windows cracked and letting more fresh cold air in, with ‘recirc’ off, you aren’t retaining cabin temps very long. I’ve held cabin temps longest, when using ‘Auto’ with temp set all the way down, and using the defrost. No fan/eco/comfort. Defrost will use the A/C, instead of the heat, no matter the outside temps. And that’s more efficient, when shot at the windshield only. It just sucks you have to change the temperature back up, and do all sort of other things with the same controls to get cabin heat, again. I’ll be resigned to the more brainless method leaving it on ‘Auto’/’Eco’, @68F, with ‘recirc’, because its almost enough range for my round trips (needed 60). My wife, who also goes 50-60 every day, has achieved 23 EV miles, from full, because of leaving defrost on, and heat on high. Again, I think GM blew it here. Foggy windshields are a problem because the defroster was too thirsty, and unused. The higher KW will only bring the adequacy of EV heat in line with the strength of engine heat. If GM was trying to rectify the winter/summer… Read more »

Good riddance to Goodyear tires. The Volt Gen 1 tires had a sidewall issue. Had two sidewall blowouts and a coworker had one.


Wow, I thought it was just me. I lost 3 Volt tires to side wall issues (pot holes) in 15 months! I have driven in Philadelphia area for 25 Years (wife 20 years) and maybe lost 1 tire to side wall before Volt. Replacement Tires have eaten 1/3 of my fuel savings.


+1 dumped scalloped GY, for Primacy, at 23k.

Bill Howland

I used to wonder why software upgrades
couldn’t be performed on my 2011 regarding things that didn’t change.

The reason seems to be that GM didn’t write most of the software and it was contracted out, and its too expensive to test the entire car again.

Bill Howland

At least I’m assuming its too expensive.

Maybe its just a comedy of errors. I remember when the Volt was doing a press release in 2010, they couldn’t get the car over 18 mph so the engineer just told the reporter.

“How about you just film the car and then speed up the film back at the studio?”.

As it turned out, the car died while filming, and no amount of photoshopping would fix it.

So maybe they take the attitude that, ” hey it works, and it took us too long to even to be able to say that!”.

“So we’re not interested in improvements”, or ” call us in 10 years and we’ll see if we can make something better with the next model”.

Bill Howland

While I’m complaining, I might as well do it all in the same article.

Anyone else try to use “MYVOLT.COM”?

IT only takes 20 minutes to send a remote start command to the car, and then 2 out of 3 times, it fails, so it only takes on average, an HOUR to remotely heat your car.

That’s why I’m not renewing my Onstar subscription when the 5 year (now 3) freebee runs out.


You must park in a dead-zone. I don’t have this issue.


I’m not using RemoteStart, but I often monitor tire pressure, charge status, etc. using RemoteLink. It’s been very unreliable; only works 1 out of 3 attempts. MyVolt.com is better, but fails to update status 2 out of 5 attempt, or thereabouts.

It used to be rock solid, but in the past few months its gone downhill. I have two Volts, and I have this problem with both.


I use the OnStar Android app and I have a failure 1 out of every ~10 attempts.


I’m stunned. They did absolutely nothing to address the hopelessly too small for adults rear seats. All they did is add another jump seat back there. I really, really hope it sells well, but I have a hard time believing there is a much bigger market for mild sports cars with 3 jump seats versus 2.

Joseph Torres

I have two questions: Does the 12 volt battery start the 2016 Volt and how does the 12 volt get recharged?


The 12v battery starts the computer. The 360v traction battery uses the 2nd electric motor/generator to start the car. Fractions of a second even in the winter. Thinks monster starter. Generally you can think that there is a DC to DC converter to charge the 12v from the 360v.

Joseph Torres

Thank you very much for the information.

I have another question> How do you start the volt using the generator only. If you wish to save the EV for local traffic?
Thanks again

Bill Howland

Are you talking about the “hold mode” the newer volts have? On my 2011 I have to switch to mountain mode to save 1/3 of the battery. Not sure what the question is.



I can think of 2 use cases where blend is helpful.

1) When it is really cold, and you have a non-trivial distance to go, it may be better to start on gasoline to get the car and cabin warmed up

2) Automatically switching to gasoline at high speeds. This preserves the battery for city driving on days when you know you will need more range than a full charge can provide, and you do not want to manually switch modes

Daniel Marc-Aurele

Agree 100%.

The cost to GM of adding the 6.6Kw charger seems to be a better garded secret than the names of CIA agents.
GM will NOT add it (even as an option) yet will not disclose their ($) reason…
Both very odd and frustrating!

Mark Smolinski

Yup, pretty irritating and probably pretty trivial. The internals handle WAY more juice in regen anyway. So, we are talking about just enough hardware cost to get it past the freakin plug. If it cost more than $150, I would be totally shocked (no pun intended).


My most important items from this list are:

-Engine no longer requires premium gas
-EPA rated 50 mile all electric range
-Brake lights come on after a set rate of deceleration now

-No adaptive cruise control This one is NOT GOOD…


I miss the turn signals in the mirrors. I like that feature in my Gen1. Safety first. GM thinks the huge wrap around taillights are sufficient and no need for Euro-spec on Ampera, so toss it. I disagree. It’s a war out there with freeway commuting, the mirror signals help – they do.

Don’t get me wrong – I’m in with Gen2 – GM, you had me at 50 miles AER and 41MPG CS Mode. There are some things that disappoint. I know you can’t have everything, but a charger upgrade option is a big deal. The interior does look ( again ) like a sea of dark, hard plastic, and the great beige two-tone you teased with in the interior design portion of your video didn’t make it to market. I’m an Android guy through-and-through, but I’ll have to get a bendy iPhone for Siri Eyes-Free… Couldn’t you have satisfied us legion of Android folk?

The Bolt as the concept showed is massive vaporware – listen to what Fletcher told Autoline Detroit while standing next to it…with a big smile, to boot… So, that was a concept used as a maneuver….I don’t play that game.


Another big deal is – no heat pump. I’m not in Minnesota or Alaska, so it’s not a deal breaker for me.

Big kudos on the look. I think it’ll come off well to the masses, even though I’ll always feel Gen1 is a handsome, uniquely-designed statement. Aero .cd is the same…which I had to take time to process. It’s the same even after all the hard work in the wind tunnel because of Volt2’s new profile. They wanted a “4 door coupe” look and to lose the Prius/Insight profile and still stay on track with aero was a major accomplishment – well done.

Peter Chirico

Will there be an option to control the default setting from
all Electric to all generator for long highway trips that will
not have to be reset every time the car is turned on or off,
like stopping at rest stops or to eat. So that we can save
more to the battery power for our end destination ? I often forget to reset it to hold and therefore end up with a lot less than a full battery charge when we arrive at a destination, i.e. like LA to Vegas