Chevrolet Bolt EV Specs Revealed: 60 kWh, 0-60 In “Less Than” 7 Seconds – Video

JAN 11 2016 BY JAY COLE 377

Chevrolet Bolt EV Presented By GM CEO Mary Barra And Mark Reuss (GMNA Boss) At NAIAS In Detroit On Monday

Chevrolet Bolt EV Presented By GM CEO Mary Barra And Mark Reuss (GMNA Boss) At NAIAS In Detroit On Monday (InsideEVs/Tom Moloughney)

After doing a mini reveal at last week’s CES show in Las Vegas, GM CEO Mary Barra and Mark Reuss (President of GM NA operations), re-presented the Chevrolet Bolt EV at NAIAS in Detroit this morning.

Chevrolet Bolt EV - Featuring A 60 kWh Battery

Chevrolet Bolt EV – Featuring A 60 kWh Battery (InsideEVs/Tom Moloughney)

And this time, they brought stats with them.

Powering the Bolt EV is a 60 kWh lithium battery which resides in the floor of the car from the front foot well to back of the rear seat.

Inside, the electric motor in the Bolt EV puts out 266 lb.-ft. (360 Nm) of torque and 200 hp (150 kW) of hp.

GM states that in conjunction with a 7.05:1 final drive ratio, the Bolt EV will zip past 60 mph (98 km/h) from a standstill in less than seven seconds“, while 0-30 mph is accomplished in 2.9 seconds.

GM puts top speed of the Bolt EV at 91 mph/145 km/h.

“Being the leader in range and affordability means nothing if the car isn’t going to excite you each time you get behind the wheel,” said Josh Tavel, Chevrolet Bolt EV chief engineer.

“That’s why the team was tasked with delivering a propulsion system that would also make the Bolt EV an electric vehicle that owners would love to drive.”

Note: Complete preliminary 2017 Bolt EV spec sheet below

Chevrolet Bolt EV Cutaway

Chevrolet Bolt EV Cutaway

Chevrolet Bolt EV Battery - 60 kWH

Chevrolet Bolt EV Battery – 60 kWH

On the 60 kWh battery itself:

  • 60 kWh lithium-ion battery pack.
  • 288 lithium ion cells
    • Five sections
    • 10 modules
    • 96 cell groups – three cells per group
  • 960 lbs. (435 kg) total weight

GM says that the pack uses active thermal conditioning which is “similar” to the 2016 Chevrolet Volt.  Still, a 8-year/100,000 mile warranty should take care of any issues owners might come across

“You usually have a battery cell that delivers either the desired levels of energy or power, but not traditionally both.  With this cell design and chemistry we were able to deliver a battery system with 160 kilowatts of peak power and 60 kilowatts hours of energy,” – Gregory Smith, Bolt EV battery pack engineering group manager. 

Chevrolet Bolt EV Breaks Technical Cover At NAIAS In Detroit

Chevrolet Bolt EV Breaks Technical Cover At NAIAS In Detroit

The cells itself are a unique chemistry from that of the new Volt, and are of a new design.

Chevrolet Bolt EV Motor - 266 lb-ft of torque/200 hp

Chevrolet Bolt EV Motor – 266 lb-ft of torque/200 hp

The nickel-rich lithium-ion chemistry provides improved thermal operating performance over other chemistries, which requires a smaller active cooling system for more efficient packaging.  The chemistry allows the Bolt EV to maintain peak performance in varying climates and driver demands.

The cells are arranged in a “landscape” format and each measures in at only 3.9 ins. (100 mms) high and 13.1 ins. (338 mms) wide providing improved packaging underfloor. The lower profile cell design enabled the vehicle structure team to maximize interior space.

2017 Chevrolet Bolt EV - 0 -30 mph in 2.9 Seconds

2017 Chevrolet Bolt EV – 0 -30 mph in 2.9 Seconds

Chevrolet Bolt EV Charging:

The L2 system has been given a massive upgrade over the new Chevy Volt’s 3.6 kW system, with GM saying that a 50 mile recharge can take less than two hours via a 7.2 kW on board charger (which is standard).  Full charge on L2 takes 9 hours.

As noted earlier, DC Fast Charging is in the SAE Combo connector configuration.  Here again GM says 90 miles of range can be recouped in 30 minutes.

GM also released some notes on the regen system that provides “one-pedal” driving:

Chevrolet Bolt EV Cutaway (click to enlarge)

Chevrolet Bolt EV Cutaway (click to enlarge)

“Interviews with EV enthusiasts indicated their desire for one pedal driving capability on the Bolt EV.  One pedal operation boosts the thrill and uniqueness of EV driving,” Tavel said.

Through a combination of increased regenerative deceleration and software controls, one pedal driving enables the vehicle to slow down and come to a complete stop without using the brake pedal in certain driving conditions.

When operating the Bolt EV in “Low” mode, or by holding the Regen on Demand paddle located on the back of the steering wheel, the driver can bring the vehicle to a complete stop under most circumstances by simply lifting their foot off the accelerator, although the system does not relieve the need to use the brake pedal altogether.

Operating the Bolt EV in “Drive” mode and not pulling the paddle while decelerating delivers a driving experience where usage of the brake pedal is required to stop.

2017 Chevrolet Bolt EV On Stage In Detroit

2017 Chevrolet Bolt EV On Stage In Detroit

Full 2017 Chevrolet Bolt EV Specs:

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

2017 Chevrolet Bolt EV Specs

Categories: Chevrolet

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377 Comments on "Chevrolet Bolt EV Specs Revealed: 60 kWh, 0-60 In “Less Than” 7 Seconds – Video"

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Pretty impressive stats. Hope it sells well.

excelent article with a lot of interesting technical details. Great work IEV team!

Agree, great information and good to see the metric measurements.
Now GM need to get this car sold to the rest of the world and include both LHD and RHD markets.

200 ponystrengths? I have a feeling this car will be pretty zippy. Hopefully they get the suspension and steering right, too, so it will be fun to drive even on twisty roads. The “skateboard pack” under the floor should help a lot with the center of gravity. Nothing shuts up EV naysaysers quicker than EVs that are actually fun to drive instead of making you suffer for the sake of the environment.

Could be close to a Golf GTI, if they get the suspension and steering right, which should be a lot easier on an EV.

I have my doubts that the suspension and steering will be anywhere near as tight as a GTI. Remember, this is a car built for ride sharing, so ride comfort takes precedence over sporty handing. Still, at least the suspension is something that one can tighten up with aftermarket products. Not sure about the steering response, though.

I wouldn’t be so skeptical.
The Bolt’s chief engineer is an accomplished SCCA racer. I think the Bolt will be sportier than you think.

Hell, Car and Driver, a muscle car mag, said they even liked the Bolt and how it drove.

I really hope you are right, but like I said I have my doubts. The worst part of driving a Leaf, to me, is not the acceleration but the mushy feeling in corners. I’m really hoping my next EV is something much more exciting to drive. I will know within a year, as I’m planning on getting behind the wheel of a Bolt as soon as I possibly can. Heck, I would be satisfied if it handled like a Volt. I don’t need it to be a raw sports car.

Put stickier tires on the LEAF and it becomes a handling monster. (Range suffers, but you gotta have your priorities.) C&D got a LEAF up to 0.98g with just a tire/wheel swap.

I am with you Brian. The LEAFs handling makes using the torque not as much fun.

I really wish LEAF and Bolt both offered a “Sport” package with tighter suspension for the minority of us that prefer it (similar to GTI vs. Golf).

Or, an air-suspension, that could be tuned.

Torsion beam rear suspension? I’m not hopeful.

RE: “200 ponystrengths”. 2-3 decades ago, 5.0 Mustangs and Porsche Carerras were 200-220HP.

Interesting torque/HP ratio, as in not-massive. The battery has the juice for more, but seems they tweaked to their desires.

EV’s R Great !…A nice sporty Hatch Back Version With even more range Would be Ideal:

They really have thrown down the gauntlet with this, it can only be good news from now on one would think.

Let’s hope it’s a stampede !

I hope this car is available for us in scandinavia.

I hope it’s available in Central Florida


Thanks for being so quick with delivering details. We were pretty spot on with our 60 kWh guesses.

Seriously less than 210 EPA range would be surprising. The 2ton Model S had 208 miles of range. This one will be about 1600kg i guess. I know aerodynamics but still, let’s be realistic here.

Crazy times guys, Crazy times.

EPA estimates for the 4323 pound Model S 60 was 208 miles. I think the drag profiles of the Model S and Bolt are probably similar. The Bolt is taller (more drag), but narrower (less drag), than the Model S. I’m going to guess an EPA range of 215 combined.

Another thought, the Model S is longer and therefore, it is simpler to smooth the airflow over it vs a shorter vehicle.

Model S probably has a lower Cd, but more frontal area than the Bolt.

I agree the Cd * area (CdA) is roughly the same between the two.

But remember the EPA test includes some extreme heating/cooling situations too so the HVAC might play into the final numbers. And I have no idea who is the winner there.

Another big thing about this is that it is a permanent magnet motor V/S induction motor as such it should be more efficient than a Tesla.

If they Consentrate on Developing More Energy Efficient Electric Motors Combined with More Energy Dense Batteries, Could be the answer to extending the range….

“Chevy gives the 2017 Bolt EV a target curb weight of 3580 pounds (1620 kg), “without two passengers” inside.” – Green Car Reports

Jeez i’m good at estimating 🙂

I Can See Some Great things Coming .. It gets better & better As We Move Forward….350 Plus Miles Would Be The answer that I’m seeking, The More range The Better!

0-30 time: 2.9 secnds
0-60 time: likely 6.8 or 6.9 seconds
Turning radius: 10.8 meters (almost the same as an i3)

90 miles in 30 minutes, and 80% in 60 minutes….so we can assume 180 miles is the 80% range figure.

That would mean the fully charged EV range would be 225 miles! Also meshes with the 9 hours @ 25 miles per hour (225).

Hell yeah, bro.

It means a 50kW charger, same as now.

I just posted the same thing on GR. This thing is a Leaf killer for sure. Twice the battery capacity of the 2016 30 kWh Leaf with TMS to provide for longevity. More powerful motor, much better acceleration to 60 mph. Arguably better looking than Leaf IMO, and I currently drive one. And much more refined interior with lots of high tech goodies. ALL FOR BASICALLY THE SAME PRICE AS THE CURRENT LEAF. Nissan had better up their game considerably in the next 12 months if they want to remain in the EV segment. Also they better start offering major discounts on the 2016 Leaf if they want to sell any, otherwise everyone will just wait 11 months and get a Bolt.

Is the 7.2kw onboard charger as standard ?

If so, that’s another blow to Nissan’s Leaf.

Doesn’t say “available”, so that probably means standard.

for that size of a battery 7.2 will be standard if not a bit on the low side. RAV4 EV and Benz EV have a 10kw charger for a smaller battery footprint. In any case, the car will be like a cell phone. Plug in at night and 100% in the morning.

They said it’s the same as in the 2016 Volt.
Which if its anything like the G1 Volt, or better,
then it’s great thermal management.

The Bolt is not really the same price as the Leaf. It is about $10,000 more. Also in Washington state you would have to pay $3,000 in additional sales tax for the Bolt. The Leaf would be exempt.

How do you figure? Bolt is supposed to be <$30,000 after tax rebate meaning <$37,500. The LEAF SV is around $34,000. Only $3500 difference. Bolt should have all the same credits and rebates as the LEAF if not more.

Washington State has a special love/hate relationship with battery-electric vehicles and their drivers.

Washington failed to adopt the ZEV part of the CARB standards, for example, so we don’t get vehicles like the Spark or e-Golf. EV drivers pay a special surcharge on our vehicle registrations too, which was just upped from $100 to $150 this year.

In the past, Washington made BEV’s exempt from our (almost 10%) Sales Tax, but it was amended in July 2015 to apply only to vehicles with an MSRP under $35,000.

There was a proposed exemption for the BMW i3 because its carbon-fiber frame is made here, but that was removed from the transportation bill at the last minute.

So the Bolt EV won’t get any State-level incentives in Washington.

Are you sure it’s based on MSRP and not sale price? The Leaf dealer swore up and down last week that he just sold a loaded 30kwh model that has an MSRP above 35k and the buyer paid no sales tax due to his trade in.

If it’s MSRP, then lease it is.

Beware leasing a GM EV. The offer I was given on leasing a Volt (back in 2011, granted) had them apply the $7500 credit to the residual. So my payments were nice and low, but if I tried to buy out the lease, I’d have to pay GM back the $7500! What a scam!

I’m not saying they’ll do this with the Bolt. Heck, I don’t know if they still do it with the Volt. But before you sign anything, look at all of the numbers, including the buyout price.

Appreciate the word of caution, Brian. Strange they would do that, given that Nissan passes that savings in the residual onto the buyer (from what I’ve seen, anyway). I’ll definitely check this before making a deal. Though at the end of the 3 years there might be something else out and better EV incentives.

“I’d have to pay GM back the $7500! What a scam!”


No way that is real!

That would be the biggest scam in the world.

Absolutely it was real. I don’t have the paper any more, but I had it in writing in 2011. With any luck, it was just a rogue dealer trying to rip me off, and not a corporate-wide policy. That said, I stand by my warning: read the fine print. And that goes for any car from any manufacturer.

Didn’t the lease paperwork have residual value that you pay to “buy” the car after lease? If they ask for more than the residual, that would seem to be fraudulent contract.

Yes. Here’s what it looked like, in approximate numbers.

MSRP = $40k
Residual = 45% + tax credit = $18k + $7.5k = $25.5k
Lease cap cost = $14.5k

The contract said that at lease end, I could buy the car for $25.5k.

The lease payments were based off the ~$14.5k cap cost. But the buyout was inflated by $7.5k. I don’t remember the verbiage they used to justify this atrocious rip off. It’s fine if you know you are going to turn in the lease. But they really didn’t want you to buy out the lease. On the flip side, I thought this is part of what kept the Volt’s depreciation in check. but it sounds like I may have been dealing with a shady dealer?

Needless to say, I walked. I went to Nissan who happily applied the $7.5k to the lease as a down payment.

I just checked my SparkEV lease paperwork, and residual/price to buy reflects capitalized cost ($13.5K). I guess one should pay close attention to paperwork. I actually made sure to ask them how much it’ll cost to buy at the end of the lease.

It’s real. I had the same deal on my lease for a 2012 Volt. Needless to say, I turned mine back in at the end of the lease since I could have bought a used 2012 for about $10k less than the buy-out for the lease.

Beware leasing a GM EV ( ͡° ͜ʖ ͡° )

Sorry, I was just thinking about the EV-1 there for a second.

( ͡° ͜ʖ ͡° )

Nissan also plays the rebate game. They’ll throw in significant manufacturer rebates to drop their price. In the end it may be a 6k-8k price difference.

Bolt is limited quantity, limited market compliance car.

Where do you get that? GM has repeatedly said it would be available in all 50 states.

…Murica is not the world.

Would you expect them to start selling it in Germany first?

Given that there is no such thing as a world law that GM is trying to comply with, it’s silly to call the Bolt a world compliance car.

In America, where the Bolt will be available, it’s not a compliance car. In other locations where it won’t be available, it’s also not a compliance car, because it doesn’t exist.

30,000 / 50 = 600 each state.
No ICE car maker is committed to really sell good BEVs in sufficient numbers, yet.
Tesla beats them all with 1000 less times the facilities.

Still hating it?


Close to running out of excuses not buying one?

When has Tesla sold 30,000 Model S sedans in a year in the US?

Oh wait, sorry… I forgot you’re not using data to arrive at your conclusions.

Not bad for what’s likely to be the top selling BEV of 2017.

Hope not – only 30,000 copies made a year. Leaf 2.0 should have more availability. Model S can beat that.

Even Leaf 1.5 can beat that if incentives are good.

Agreed. Heck, Model S beat that in 2015. I hope that the market keeps growing, not shrinking!

“Agreed. Heck, Model S beat that in 2015. I hope that the market keeps growing, not shrinking!”

I didn’t know 25,700 beat 30,000…

LOL. I need to find a calculator.

Hey now. He only later clarified that was talking about US sales. Tesla sold over 50,000 Model Ses worldwide in 2015.

I suspect they’re being conservative so they can exceed planned numbers instead of miss them, so as not to repeat what happened with the Gen 1 Volt after it was a political football with the bankruptcy.

Could be wrong though.

Exactly. If you buy 30,000, they’ll make more.

Not right away. Ever hear of Dealer ‘Market Adustment’ Fees? The stealership jacks up the price based on (usually false) high demand and limited product supply to justify the added cost.

Sting777 said:

“If you buy 30,000, they’ll make more.”

Maybe, altho I wonder how many GM wants to make of a car which almost certainly will yield a lower profit margin than their gasmobiles.

But even if GM wants to ramp up production, will they be able to? They’re dependent on LG Chem for batteries, and with LG’s ever-expanding list of customers, would LG be able to supply GM with more batteries than they contracted for? These contracts are written years in advance.

I meant for the US – Model S sales only 25,700 and Leaf sales only 17,269 for 2015.

Chevy already said Bolt is going to be sold in all 50 states.

The Bolt will be unobtainium for at least 1-2 years (Maybe longer). Tesla’s are pretty much unobtainium and they cost a mint (I sure as heck can’t afford one). If I can afford a Bolt, most people will be able to. Which means demand for them will outstrip supply for a Looooong time. I’ll be VERY impressed if they ship more than 200-500 before the end of the year.

Really? Just wait 11 months and get a Bolt? I would bet after the ultra delayed 2016 Volt delayed rollout to the country we will end up seeing something similar with the Bolt – I would bet most of the country will not be able to get their hands on one till mid to late 2017 at best.

I certainly hope Nissan does quickly up their game too, and I certainly do also hope that GM can nail production and make it available everywhere right away. It’s in EVERYONES best interest!

I’m enjoying the extra range from the 2016 Leaf right now – no waiting. 🙂

“I’m enjoying the extra range from the 2016 Leaf right now”

Do you feel the extra 46 lbs in battery weight when you drive it?

Wasn’t the under seven seconds 0-60 revealed at CES? I certainly heard about it enough.

The 60 kWh battery is on the high end of what I was expecting. Very, very nice, GM.

And Pushmi-Pullyu: Do we get to say nyaa, nyaa, nyaa yet?

Nope, he’ll stick to his 160 mile official EPA rating story ’cause he’s as stubborn as a mule.

I’m waiting for his 20 posts in a thread. 🙂

Just need Apple to announce they are producing a car and he will need to change his username !

He makes me laugh though, pure entertainment !

Ambulator asked:

“And Pushmi-Pullyu: Do we get to say nyaa, nyaa, nyaa yet?”

Absolutely, you deserve it. 🙂

Congratulations to all who calculated at or near 60 kWh for the Bolt.

You’re welcome!

Well 60 kwhrs means I was wrong and GM didn’t try to make the Bolt lighter, more aero instead of more battery.
It’ll also increase fast charging times needing more power/mile than needed.
And means it won’t be as competitive as the T-3 with less room to drop the price to compete with it.

Of course the Bolt will be out AT LEAST 1 year earlier than the Model 3.

Vaporware can’t compete with an actual car, no matter how good the specs might be.

“Vaporware can’t compete with an actual car”

Sure it can. In fact, that’s the whole point of talking about it so far ahead of the launch – to convince people to wait rather than buying a competitor’s product.

When someone actually takes that vaporware Model 3 for a spin, let me know.

With Tesla’s track record, MAYBE founder edition 3’s will be in customer hands by Dec. 2017

My point is that many people will choose not to purchase a Bolt simply because of the Model III. Therefore it is competition.

That may depend on lease rates and terms. On an optimistic level you’ll probably have to wait 2 years after the Bolt release for a TM3, so why not lease first and get started with an EV.

Some will do that. Others will wait. The fact that Tesla is opening reservations for the Model III means that it will compete for the same customer base as the Bolt.

Competition in car sales rarely means everyone goes one way or the other. Take the F150 / Ram competition. They certainly go after the same market, but both coexists.

Agreed. But, it is perfectly reasonable to assume that the Model III will have superior performance and upgrades to longer ranges.

That’s one of the many things I really appreciate about Tesla – the base model is impressive, and there are powertrain upgrades, like ICE cars usually have larger engines you can opt for.

The Bolt may be out at least a year before the Model 3 but the Model 3 will start “making money” before the Bolt if the reservations are up just after the announcement in March 😀

I will be placing a reservation on Model 3 on the night of the reveal. But I will definitely we waiting to drive a Bolt and will reconsider my decision to wait for Model 3 until then.

Since I live in Texas, I am looking at Summer ’17 as the earliest time I will see a Bolt. I expect to be able to test drive a LEAF 2.0 in Fall ’17 also. So it might only be a 6 month difference from driving all three cars.

If I have waiting that long (2+ years from the end of my LEAF lease), I might as well wait a few more months.

My plan is similar, place reservation for model 3 first day, check out the Bolt and consider dropping reservation.

I want to keep the cost low, so my need for FWD or AWD means even more for the Tesla (assuming the base is RWD), not to mention possible add’l cost for supercharger access. I’m guessing I’ll prefer the model 3, but end up in a Bolt.

I thought it would be a 60 kW battery! Neat layout.

The stat I’m interested in is what it costs GM to produce each copy of the Bolt.

That number is likely well north of $37.5K.

After factoring in CARB credits/CAFE impact, I’m sure the Bolt is a money maker in the end for GM.

Plus for every Bolt sold, it allows them to sell that many more cash-cow SUVs/pickups.

GM makes money off of financing. Higher prices make for longer notes with more interest payments.

They already said they pay $145/kWh for the battery cells. $145*60=$8700, add some for the cost of the packaging and you have around $10k for the battery, which is usually a third of the cost of the car.

You need to add battery management software/controller and active cooling mechanism also.

I would put my guess at ~$12k.

I guess the production costs will be way less than 37,500. But if you consider the development costs, marketing cots and the 30k cars a year sales target, it might be very close. With such a low sales target, they might have to keep at around 10 grand to pay for things like that, probably more. (Just divide 1-3 billion $ by 5-6years times 30k cars)

I agree. Let’s start with a nicely-optioned $20,000 Chevy Sonic.

$20,000 – MSRP of Nicely optioned Sonic
-$2,000 – Remove engine/transmission/fuel system (Probably contributes more to MSRP than $2,000)
+$8,700 – 60 Kwh of cells at $145/kwh
+$2,300 – Packaging/thermal/battery management
+$500 – 7.2 kwh charger
+$1,000 – Electric motor

Of course this doesn’t amortize the development cost over a smaller Bolt production run than the Sonic, but it seems that GM should make a decent amount of money on the Bolt.

Your battery packaging, thermal management, and BMS costs are likely low.

Infotainment and vehicle computer costs are also likely higher than the Sonic. The wheelbase is longer with a far lower volume so the costs are amortized over a far smaller run rate.

I’m guessing this vehicle makes very little money at invoice, but with CARB ZEV credits, it doesn’t really need to anyways.


Motor controller can easily cost $4K to $5K for a 200HP system.

Did you leave out the cost of a motor controller?

If available as an option, I would happily pay $10K extra for two-motor AWD, especially if that bumped HP to 300 or more! 🙂

Open-Mind asked:

“Did you leave out the cost of a motor controller?”

Yes, he did. As Tech01x pointed out, he seems to have low-balled GM’s cost on several items. I wonder if the $1000 for the electric motor might be a bit low, too. You’d have to pay about $2000 on a do-it-yourself website for a motor of this type. Of course GM gets a large quantity wholesale discount, but I’m not sure the discount is as much as 50%.

On the other hand, he’s mixing up cost and price. He listed “$20,000 – MSRP of Nicely optioned Sonic”, which would be the price, not the cost. Yet he calculated the actual cost of the battery cells.

I dunno what it costs GM to produce a “nicely optioned Sonic”, but we can be pretty sure it’s at least a few thousand dollars less than $20k.

I think the idea was to start with the price of the Sonic vehicle, then subtract and add incremental costs to illustrate that there could be some padding left in the Bolt price.

As far as the charger cost…

This is probably one of the lowest-price EV-specific charging systems available today. Priced at $1150 for 6 kW ($191/kW). Two separate modules and a separate charge controller, would be lower cost if built as a single module.

To go lower cost, some in the DIY space have built high-power chargers using rackmount server power supplies. These are typically available for $100-180/kW, or much less if purchased used.

$500 for 7.2 kW ($70/kW) does seem like a low price, but might not be that far off if talking about cost instead.

Where can I sign up to get a $500 7.2kW charger? 🙂

Do you mean a $500 $7.2 kw EVSE? 😉

and 30% Fed tax credit on the unit and the install = win!

That’s not a charger.

I think he was referring to this, posted by you:
“+$500 – 7.2 kwh [sic] charger”

So, no, he is not talking about an EVSE.

Next thing you know, they may be selling “Boltec” to Honda. Let’s look at all revenue and costs over its life cycle.

Buick Encore is retail priced at around $24k, so cost to GM is around $20k. Add in $12k for the battery pack, another $2k for the BMS, another $2-4k for custom electronics/infotainment etc, drop the ICE for the motor, and this car likely is around break even at dealer invoice.

However, factor the CARB ZEV credits that won’t have to be purchased and the Bolt ends up making money. But they can’t make too many of these.

I assume that $24k includes the cost of the engine ?

Of course, but I’m trading the engine cost for the motor/gearbox/inverter cost in the calcs.

Bob said:

“The stat I’m interested in is what it costs GM to produce each copy of the Bolt.

“That number is likely well north of $37.5K.”

Well, I think the rule of thumb for down-market cars is that they don’t make money in the first model year. Things improve as the startup costs are amortized away.

But I doubt GM is gonna lose that much money on each unit, even during the first MY. If they were, then they would make them in only California Compliance car numbers. According to rumor, this car will be made in much greater quantity: 30,000 per year.

This is one reason GM waited so long to introduce a BEV. They knew that it couldn’t be profitable so long as battery prices were so high. The $145/kWh price which GM will be paying LG Chem certainly points to a much better opportunity for GM to sell this EV without losing much money on it.

I think they still won’t make as big a profit as they do on their average gasmobile, though.

I got some numbers here…

The battery at $145/kwh, which means the 60kWh battery is $8700.

Lets assume the motor costs $10/kw, that makes it $2000.

Lets assume the inverter is about $20/kw. That makes it $4000.

Everything else (door, shocks, wheels, wiring harness, etc) on the car, lets assume is $10000.

We’ll take assembly as ~10% of the total cost of components, we’ll say $2500.

Lets put it together


That means they would make ~10k per car without factoring in R&D.

Really, I don’t think they are going to make much money on this car if they sell 20k/year. They just don’t want to put the investment into a 100k/year factory until they know it is a hit. Also, they are investing in the technology. So when competitors decide they want to release an electric, they’ll be years behind GM, and GM will reap the benefits.

That $145/kWh cost number is for the cells, not finished battery pack.
You forgot to add in casing, cooling system, BMS, assembly and testing (the last is not a trivial item… Anything significant goes wrong in a hi-voltage pack, people can die). I expect the total pack cost to GM is 1.4x-1.6x the cell costs.
Of course, that’s not including the R&D costs, which hopefully will get amortized over many vehicles.

I don’t think DC Fast Charging comes standard.

From GM Bolt press release: “Bolt EV also features an optional DC Fast Charging system using the industry standard SAE Combo connector. Using DC Fast Charging, the Bolt EV battery can be charged up to 90 miles of range in 30 minutes.”

One of the major advantages of a larger battery pack is faster charging. Hope they didn’t screw that up by making it optional and limited to 50kw.

This car really sets the new standard! All new EVs need to achieve 200 miles or they don’t exist. This will be stiff competition for both Tesla and Nissan’s upcoming models. Hopefully they will both release something great!

It indeed looks like GM has really raised the bar. And it’s nice to see someone finally giving Tesla what looks like real competition!

But if GM keeps yearly production at 30,000 units or less, as rumored, then they don’t plan to even remotely compete with Tesla on quantity production.

I don’t see why GM would refuse to sell more than 30k cars per year if the demand called for it. If anything they might not be able to scale up production, or more likely LG wouldn’t be able to but I’m sure GM want to sell as many as they can.

How GM sells the car will tell us that answer.

If the Bolt is as profitable as their SUV and Trucks, we will see ads everywhere and them stocked on every dealer lot in every state.

If the supply is concentrated in ZEV markets, and there is little marketing effort, we can assume there isn’t much profit in the Bolt.

Time will tell.

This is perhaps the most important point of all. You know this is going to light a fire under Elon Musk and Tesla. They are going to take this as a challenge to make the Model 3 even better, and possibly even a LOT better. Yes, I know, they’re probably going to miss their deadline, but if a Model 3 comes out in 2018 that exceeds the Bolt’s specs in every way, it will be worth the wait.

I think GM is in a good position here. Even if the TM3 comes to market with better specs, the Bolt will be about due for a mid-cycle refresh or a price reduction (by 2018). This is like Chess. Everyone is thinking multiple moves ahead. Going to be fun to watch.

Any additional flare that Tesla chooses to add to the Model 3 will only delay production more. So that’s a fine line that Tesla will have to negotiate when they’re making decisions for Model 3 capabilities.

I agree. GM has confirmed the BEV standard will be 200 mile AER.

Nissan hinted towards it with their 60 kW concept recently. It may be more than ironic that both GM and Nissan are using LG and offering 60 kW packs.

Tesla still originally and publicly defined that anything less than 200 miles was not sufficient. Stating that it would take more time to get battery costs down at a mass market price point.

But GM beat Tesla to that goal.

I saw the car at CES, but it was on a stand so nobody could get close to look inside. I hope we get more pictures soon. It is great that it is a 5 seater, not 4 as the prototype.

It is great that the battery specs are out. At 137 Wh/kg the density is lower than I expected.

Because you expect Tesla/Panasonic battery with 10% higher energy density.

Actually I was expecting them to match Tesla. I find it interesting that the new roadster battery is made by LG, has 70kWh and weighs about the same as Bolt 60kWh.

And I wonder how it will compare to model 3. I think Bolt and Model 3 are the most exciting BEVs at the moment.

I don’t see this brought up much, but I for one am inclined to think that the Next gen Nissan LEAF will actually be quite awesome. Seems like it will match the Bolt in range, and frankly Nissan has been the leader for a mass produced affordable EV, and I expect they will continue to do so with the next gen LEAF, at least until the Model 3, but we will see;)

Tesla Roadster battery can have higher energy density because the pack doesn’t have thick heavy protection plate under the whole floor.

I think that *THUD* you just heard was the resale values of the Leaf and i3 crashing into the floor.

It was also the sound of the “100 mile” Ford Focus Electric dying before it’s even released.

Don’t forget the 100-mile eGolf, which will likely launch right around the same time as the Bolt 😉

RIP all EVs with ~100 mile range.

Well, all BEVs.

Sadly, there does not seem to be a similar rush to more than double the range of PHEVs. 🙁

It depends how other EV are priced. For example, if Chevy decide to continue / expand SparkEV, it’d be $17.5K ($15K in CA), far more reachable as entry level EV. But all mid level EV like Leaf, i3, eGolf, etc. would be dead. Unfortunately, I think Chevy will kill SparkEV (quickest car under $20K, third quickest EV), only leaving iMiev, one of the slowest cars on the road. Hmmm. So yeah, you might be right. RIP…

I know you refuse to believe that GM makes no profit on the Spark, but no compliance car makes a profit for its manufacturer, unless it’s by selling carbon credits, and even then I think it’s questionable, given R&D and tooling costs.

I suspect GM will discontinue the Spark soon, because the Bolt almost certainly will come closer to making a profit, or at least lose them less money per unit.

But we’ll have to wait and see.

bro, U R SOOOOooooo Rite!

Still no details on price, beyond entry level base model.

No mention if Bolt will be available nationally in 2016/17. If volume of Bolt is constrained, or if optional packages are expensive add-ons, then pressure on other EVs will be eased.

My expectation is the 2017 Bolt rollout will follow a similar strategy to the 2016 Volt.
ie: Only available in ZEV compliance states for first 9 months followed by top 10, growing to top 25 PEV markets after 12-18 months. Hint: there will be other 150-200 mile BEVs rolling out before Bolt is available in all 48 states!

Where the Bolt puts pressure on other BEVs is on price points. I see the Chevy Bolt and the BMW i3 REx being direct competitors … both similar in size and have a 150-180 mile range.

I can’t see the i3 REX and Bolt as competitors. With the Volt, yes.

Putting gas into a motorcycle engine every 60 or so miles would not be fun.

GM has never launched a vehicle with that much lag in the nationwide rollout. The Volt is the only vehicle they’ve done this with that I can think of and Gen I was available in all 50 states just a few months after launch (more than 3 month, but less than 6 if I remember correctly). Not 12-18 months!

As 2012 Volt owner, 2011 models were only available in CARB states, just like the 2016 Volt. I bought one of the first available in NC and that was in October 2011, 11 months after it originally started selling.

On the other hand, there’s a bunch of people that still buy a Plug-in Prius over a Volt, despite them roughly costing the same after tax credits, and the Volt delivering quadruple the all-electric range. It’s surprising, but it happens.

The 2012 Tesla Model S 85 kWh pack was 544 kg, which means it has gravimetric energy density of 156 Wh/kg. This Bolt’s energy density is 138 Wh/kg, so much less dense.

I wonder about the rest of the weight, I’d like to see the crash test results (not just ratings, but the actual g-forces/expected injury).

I do wonder about CCS… is this a battery pack limitation or a CCS plug standard limitation? Will GM put thick enough wiring inside the gen 1 Bolt to allow for higher charge rates through an upgrade later in life?

Model 3’s gravimetric density is expected to be even higher, with the current Model S’s 90 kWh battery already pushing mid 160’s, so an equivalent Model 3 pack should weigh in at around 350 kg, or 770 pounds.

These are some great stats! Now I’m more excited than ever to see this car in person, and get behind the wheel for a test drive. T-11 months and counting (assuming it’s available in NYS this December).

Is the 60kWh number usable energy or total capacity including the unused buffers? That’s not clear to me, but I could be missing a detail.

That’s total. I’m thinking usable is between 52-54.

I really wish that we started seeing cars spec’d in kWh usable, since that is the number that actually matters to consumers. But that will never happen unless it is legislated to , since the total capacity is a larger number and larger numbers are better for marketing (even though they are misleading).

Same thing goes for rating chargers by their OUTPUT power instead of their INPUT power. Nissan went the wrong way, but competition kind of forced their hand.

Seems to me the important things are the full kWh and the range. The same “usable kWh” may not lead to the same range in a different car.

For example, the BMW i3 is very efficient at using its battery capacity, partly because the car body is made of lightweight carbon fiber composite, instead of steel or aluminum. Conversely, a large heavy SUV BEV would get much less range than the Bolt on the same “usable kWh”.

Merely comparing “usable kWh” may not be that meaningful.

Agreed that range is far more important than either total or usable kWh stats. Range and efficiency. Kind of like a gas car – they don’t usually focus on the size of the gas tank so much as range on a full tank and efficiency. EVs will get there. But right now we’re all obsessing over the size of the “gas tank”. Mostly because it is so small in comparison to their ICE cousins.

Few people really care about gas tank size and range, as gas stations are every few miles and it takes 5 minutes to refill.

Maybe most gasmobile drivers don’t car, but gasmobile manufacturers do. The industry standard for gasmobiles is a gas tank that will take the car 300 miles.

Those EV advocates who keep insisting that BEVs will sell just fine with small battery packs… should stop and think about why that is the case.

The GM Bolt will be an excellent test case to see how much a significant improvement in electric range increases the ability of a compelling BEV to compete with gasmobiles. If it makes as much difference as I think, then the Bolt is going to be in great demand, will sell considerably faster than the Volt ever did, and will significantly outsell the Leaf in the North American market.

IMO, both total-capacity and useful-capacity are relevant, since the closer they are, the faster the battery will wear out.

Total capacity also has a great influence on how gently battery packs age. According to available data, Tesla packs lose capacity very slowly, both because their larger packs get cycled fewer times, and because Tesla has gone to great efforts to “baby” their packs with a superior thermal management system.

I also expect the Bolt’s battery pack to do well over time, both because the 60 kWh battery pack is as big as that in a Tesla Model S60, and because clearly GM did a great job with engineering the Volt to keep it from losing electric range over time.

Brian- ,batteries, until the marketing EV types recently got involved, were rated the way you’d think they’d be rated. Most of my life, car batteries were rated in “20 hour ampere-hour” , meaning that if you discharged the battery over a 20 hour time period, you’d get such and such ampere -hours out of it. The energy level would be high also since the discharge voltage would be kept high due to the low voltage drop across the batteries “ESR” (equivalent series resistance). So, based mainly on the operation of my Tesla Roadster, where I had a decently sized battery to play with, its 53 kwh rating I believe was the capacity at some unspecified discharge rate, but at least the ’53’ was a real number since it took 65-70 kwh to get the 53 kwh battery fully charged, at the cars most efficient charging rate. Charging it at 120 volts, like all Teslas was inefficient, it needing then around 140 kwh to recharge. So, to be consistent, I’ve always assumed the ’53 kwh rating’ IGNORED the ESR when charging, and therefore INCLUDED the ESR when discharging, as I say at some definite, but unspecified rate. I’d expect the BOLT… Read more »

I would imagine if the 60 kWh Tesla battery was rated 208 EPA it will still be fairly close in terms of range ?

Well, we know the Bolt is lighter than the Model S, so that variable would give the Bolt a slightly longer range.

But we don’t yet know the variables for frontal area or drag coefficient, and those are equally important, or even moreso, when it comes to effect on EV range.

I thought the Bolt was supposed to be a significantly smaller car than the Model S. But according to what one person posted, the Bolt actually has slightly more cabin space. Depending on how that is configured, the Bolt may well have a larger frontal area, which will reduce the range.

But that’s not the whole story. Tesla says it has been able to increase the range just by making the inverter more efficient (see link below). My guess is that this won’t make that much difference, but it might give Tesla’s cars an edge by a few miles.

The frontal area is almost identical by the gross W x H x L numbers available, narrower and high vs wide and low, probably comparable Cd. It is much shorter, so worse CdA.

Oops! Actually meant same frontal area, but worse Cd, so worse CdA.

Being 900 pounds lighter than the Tesla S 60 should help the combined EPA range though.

You think the Bolt will have roughly the same aero numbers as a Spark EV?

Actually, which EV do you think the Bolt is most similar to, aerowise? Perhaps the now-defunct Fit EV?


Volt’s are notorious for having high overhead of unused cells. Useable capacity is the big unknown for the Bolt. I don’t think we can compare apple to apples with a Tesla’s battery.

Since SCd is higher than on the Model S 60 KWh but the weight is lower, I would expect the range to be higher at low speed and lower at high speed. So we can expect a steeper decline of the range versus speed curve than for the Model S 60 KWh.
Overall I think that GM achieved a very low weight considering the 60 KWh of the battery.
In any case this car has potential to sell way higher than the 30000 per year mark. I would actually suspect the 300000 mark is more likely if they make a normal add campaign and world distribution like they would do for a gas car.

A good ballpark figure for “usable energy” is ~90% of spec’d value under ideal conditions.

For typical driving range, it’s good to set expectation at ~80% of the spec’d value.

Looks promising. A year from now there will probably threads all over about all of its shortcomings.
Like meeting a new lad or lass and thinking they are the cats meow, then later realizing that nice kitty, warm kitty, has claws.

My first one had teeth too!
The marks have faded now, 40 years later.

NO Super Chargers across the USA?
NO panoramic Sun Roof?
NO auto driving?
NO THANKS, I’ll get the Tesla Model = 3
nice try

As you wish – but I’m planning to get one of these as soon as I get some other things paid off. (Of course I will check what is known about other products before signing the paperwork – but this is the front-runner for me.)

And you won’t even wait for the M3 reveal in March?

I am kinda surprised the panoramic roof from the concept didn’t make production, at least as an expensive option.

Yeah, that prototype was slick… Lament the loss of the curved rear glass, myself.

Will have to test drive one, if available in my non-CARB state.

The curved rear glass was the one thing I complained about in the concept. I wish the layered tail-lights and sparkly-headlamps would have made it from the concept to production.

Have fun waiting till 2018.

Meanwhile, I should be in my Bolt by the end of the year. 🙂

I like Tesla but this Bolt will be the best competitor of Model 3. Chevrolet will have mass production earlier.

No need to pay an additional $75k in price premium??

Many will opt for the Bolt thanks to it costing a fraction of a Model S with comparable range.

if you want all that . try used model s 60. model 3 with all the options added would be similar.

I still can’t figure how Tesla makes a compelling car, at this price point. They have nothing even close to the parts bins of the major OEMs. What they have is a $5,000 dashboard center-piece. I see challenges, mega-pressure ahead.

BOM for the Tesla infotainment is likely in the 120$ range.

pjwood1 said:

“I still can’t figure how Tesla makes a compelling car, at this price point. They have nothing even close to the parts bins of the major OEMs.”

Well, Tesla is saying $35k, GM is saying $30k, so it’s not the same price point.

Tesla’s strategy at keeping costs down is local sourcing and more in-house manufacturing of parts and sub-assemblies. I strongly doubt that really suffices to level the playing field with GM’s economy of scale, but perhaps it does ameliorate the difference somewhat.

With the Bolt, GM is outsourcing the entire EV powertrain to LG Chem. Surely that’s not the way to save money, even though LG is giving GM a “sweetheart deal” on the price of battery cells.

There is also the question of battery cost. GM’s cost of $145/kWh is surprisingly low, but some think Gigafactory 1 will reduce Tesla’s costs even below that.

One final point in Tesla’s favor: Higher ED batteries means a physically smaller pack, which means the Model ≡ can be slightly smaller, and of course a smaller car is cheaper to make.

The Tesla Model 3 price goal of $35K has always been mentioned as a pre-incentives price… So to compare with the Bolt, you need to use a $27.5 number (which seem absurdly low, but maybe the basic model 3 will be a stripped model).

wavelet said: “The Tesla Model 3 price goal of $35K has always been mentioned as a pre-incentives price… So to compare with the Bolt, you need to use a $27.5 number…” Ah, I had not picked up that the $30k price GM is citing assumes a Federal $3500 discount. Thanks, that explains some posts upstream that take as their premise that the Bolt MSRP will be more than the Model ≡ MSRP. Well, despite GM actually *gasp* being conservative on stating the range of the Bolt, the general rule from past experience is that as EVs approach actual production, the range goes down and the price goes up. While I don’t expect Tesla to make a Model ≡ with less than 200 miles of EPA rated range, it’s entirely possible that the estimated $35k (before incentives) price will creep up closer to $40k. “(which seem absurdly low, but maybe the basic model 3 will be a stripped model).” Well, all we have to go on is what Tesla says. Elon or somebody at Tesla said the Model ≡ will be aimed at the same market as the BMW 3-series. That does not suggest a stripped-to-the-bones car to me. As I… Read more »

A smaller car!!!
Wait a minute, the main disadvantage of the Bolt is that it is a too small car with no full trunk and you want Tesla to make an even smaller Model 3. 4,16 m is way shorter than a 4,6 m 3 series BMW. We are sure it is going to be smaller than the 4,96 m of the Model S but if it is not around the 4,6 m with a real trunk it is going to have much less interest to many people. We actually want an affordable electric car not an affordable micro econobox, it must have a length that is sufficient to combine look, cabin room and trunk. Bellow 4,6 m even more bellow 4,16 m there is simply no realistic way you can do that.

Hmmm, seems you think that a sedan (three-box) body design is mandatory. Well, a lot of people disagree. A hatchback design, like the Bolt, is much more practical for carrying cargo, especially with a smaller car. I hope Tesla follows the lead of the BMW i3 and the Chevy Bolt, and maximizes cabin space while minimizing overall length. Tesla has said, repeatedly, that it will be more bold in using a different, even radical, car design for the Model ≡ than they did for the Model S. Of course we’ll have to wait to see what that “radical” design is, but similar engineering constraints lead to similar designs. My guess is that the overall shape of the Model ≡ will be a lot like the BMW i3 and the Chevy Bolt. I can easily believe the Model ≡ will have a smaller cabin than the Bolt. It’s been said the Bolt actually has more space in its cabin, in cubic feet, than the Model S. Since Tesla has said the Model ≡ will be 20% smaller than the Model S, that suggests a smaller cabin. So the cabin of the Model ≡ might be of a size appropriate for what… Read more »

With 94.4CF of passenger space, the Bolt is EPA midsize.

Bolt 16.9cf cargo space ( i3 15cf, Volt 19cf, Leaf 24cf, Model S 26cf)
Bolt 94.4cf passenger space (i3 84cf, Volt 90cf, Leaf 92cf, Model S 94cf)
Bolt 111.3cf total space (i3 99cf, Volt 109cf, Leaf 116cf, Model S 120cf)

EPA classes:
Subcompact 85-99.9 = i3
Compact 100-109.9cf = Volt
Midsize 110-119.9cf = Bolt, Leaf
Large >=120cf = Model S

Well a hatchback Ford Fusion design could qualify as a competitor to a BMW 3 series but a Bolt or i3 mono volume design would be far off expectations. Beside since the Bolt is now clearly as it is, there is obvious interest to have a different shape for the Model 3 so that more diversity can be proposed to potential ev buyers, which is after all important to have a fit to different desires. Perhaps the Model 3 can have a more Mac Laren F1 look tendency but I doubt it will look like a Bolt or an i3. It would just not be a true appealing car, something that transmit passion for automobile and that really set the ev car at par or above with the, by Elon designated, BMW 3 series.

Enjoy paying $20k more.

Great work GM! Regardless of the absolute comparisons to other existing and planned products, it raises the bar!

Why so much “Junk in the Frunk” compared to a Tesla?

It’s the same amount of junk, it’s just that Tesla puts it under the base of frunk.

***mod edit (auto) too big to embed ***

front wheel drive, smaller than a Nissan Leaf, and battery density that is much lower than cutting-edge. Also, Chevrolet owners like to “pop the hood” and show off stuff they may or may not understand.
“yeah, this here wire is for the motor. It goes to the positive terminal right there. The other one, that goes back to the battery.” I cannot imagine the conversation will be nearly as exciting as it was with complicated combustion engines (turbochargers, overhead cams, etc).

I am impressed with their handling review, this is a very heavy vehicle, only 21% lighter than the Tesla Model S (60), which is a full-sized sedan.

Model S is a full side sedan that unfortunately barely bests the Bolt in passenger space.

the Bolt is front wheel drive so everything is up there. Even though Tesla have a motor between the rear wheels, the front motor in the D models take up some of the space that their frunk offers. There’s no free lunch. Also, the Bolt is being built on the same production lines as other GM cars so it keeps tooling costs down if you install the Bolt motor the same way as gas engine.

GM certainly did keep tooling costs down by outsourcing the entire powertrain, including battery pack, to LG Chem / LG Electronics. But that means GM has to pay LG a profit on each unit, and it also means GM isn’t developing its own in-house BEV tech.

That may be a good short-term strategy to keep development costs down, but in the long term, GM needs to build its own BEV powertrains in-house, just as they make their own gas engines in-house, to keep costs down.

Does GM need to develop their own in-house battery tech? GM has the largest battery testing facility in the US. They evaluate what’s available and what will be available and pick the best for their needs. Tesla’s Gigafactory has a lot of risk and based on GM’s pack cost an unknown reward.

GM got pack cost down by sourcing subsystems from the same supplier. Tesla is trying to do it by making their own batteries. GM’s plan only downfall is if LG Chem isn’t capable of of meeting potential demand.

OK. I was totally wrong about the pack size…60 kWh, not low fifties. Looks a lot like the Leaf pack layout. A 96s3p layout with 15 Ah+ cells.. The old Volt had 15.5 Ah cells, the new Volt has more Ah per cell, so I’d guess there is some in reserve.

I wonder if Bob Lutz is smoking a cigar today? A real Motor City vs Silicon Valley SmackDown.

I’d love for this to be my first Motown car in fifty years. Where do we get the window stickers of the kid peeing on the Tesla? 🙂

Big question now is distribution. Will it launch California only? When (if ever) will it roll out nationwide?

Has GM made any announcements in this regard?

I’m guessing rollout will be similar to how the ’16 Volt rollout was SUPPOSED to go….until GM decided to make it CARB state only (with a couple of exceptions).

CA first, followed shortly by the other CARB states, then everyone else a few months later.

i suspect too early to tell. If they can start production in June and ramp up on inventory prior to shipping to dealers in Q4, then they’ll be in great shape for a large rollout. however with anything new, delays/bottlenecks will occur.

At CES, Marry Barra said “in production by the end of the year”. Not at dealers by the end of the year, so my expectations will be some token deliveries in December (like 2010 and Volts) with the real action starting January/February 2017.

Still impressive if they go from Auto Show concept to dealer lots in 2 years.

So the batteries still come from S. Korea? That’s a surprise.

I noticed that too. I wonder if there is a plan to bring those to Michigan. Can’t be cheap to ship 60kWh of batteries 1/2 around the planet.

Agreed. I would think that no matter how cheap the labor costs are in SK vs Michigan, shipping them 8,000 miles in a climate controlled environment is pretty expensive.

Maybe its a first-year thing. LG is being careful with risk, and if the Bolt sells in good quantities, it’ll purchase and install the machinery needed to make the cells and bring the manufacturing to the US.

You don’t ship batteries in climate controlled rooms.

Have you ever seen how Nissan Leaf, Kia Soul EV, Chevy Spark EV, Mitsubishi Outlander PHEV are shipped? They put them just together with any other car on the same freighter, with the battery installed, there is zero special handling.

I think you’re right about the “risk” thing. Based on what I’ve seen in the automotive world, this is likely a case of timing. LG had open capacity in Korea. If GM used batteries from Korea, they may have been able to pull ahead the launch by X months vs. waiting for production capacity to be built out in Michigan. It would make sense that if the Bolt sells well, that LG would move production to MI (at a substantial cost savings to GM)…but at launch, it’s all about risk management, especially with a high visibility vehicle like the Bolt. Best to source the battery from a seasoned battery plant, not one that is just firing up new production lines and rapidly adding capacity.

” If GM used batteries from Korea, they may have been able to pull ahead the launch by X months vs. waiting for production capacity to be built out in Michigan”

ayep, and as stated – unused capacity, container shipping, did all of this leverage the unheard of price of $145/kWh? LG can, upon success, expand MI to hell and gone. The first 30k units will be about credits and buzz, if it rockets like the Volt is apparently doing, LG’s further MI investment will be peanuts.

Well about 20$ per 435 Kg battery pack, so that’s no big deal.

A 60 kWh battery pack!!

Well, okay then! I had been expressing, rather firmly, my opinion that the Bolt would have a range significantly less than 200 miles, despite what GM has been saying. Clearly I was wrong.

A admit to being astonished that GM is gonna put into the Bolt a battery pack with as big a capacity as a Model S60. I really thought they would use something significantly smaller.

My hat is off to GM… and I guess I’ll have to eat it now. 😉


And dogs can look up !

Good to see you’ve finally seen the light.


PuPu, LOL! I said something like that few weeks after getting SparkEV. Before, I hoped for GM to fail so Tesla could get bigger. Now I root for both. Now that we have Bolt as almost certainty, go Tesla, beat GM!

Welcome to the “club”!

I am glad that you can see the light.

Thanks for being humble enough to admit your mistaken assumption. The majority of the population would rather look foolish than to ever admit being wrong about something.

Thank you for your kind words.

Nobody likes to admit they’re wrong, but refusing to learn from ones mistakes is being willfully ignorant. You can certainly see some of that behavior on the Internet, but I think most people have more sense.

When has GM ever promised range and not delivered?
What was the basis of your disbelief?

Seriously? People have such short memories, it seems.

It’s not just GM. Every EV maker, and yes that certainly includes Tesla, exaggerates EV range, especially in the pre-production phase. Rule of thumb: As EVs approach production, the range goes down and the price goes up.

In fact, GM actually being conservative about the range of the Volt 2.0 is the very first case I am aware of in which an EV maker was actually a bit conservative.

But that doesn’t cause me, at least, to forget that GM first touted a 40 mile electric range for the Volt 1.0; then doubled down on that exaggeration with “up to 50 miles.”

And have you really forgotten the facepalm-embarrassing “230 MPG” Volt ad campaign from GM?

Here’s a photo, in case you did forget…

With the Gen1 Volt, I think part of it was how they messaged it. For example, in regular driving, many people do get 50 miles of range out of the Gen1 Volt in the summer.

But it’s EPA ratings that are important for “proof” and they did fall short there by a couple miles.

Thankfully, they seemed to learn the lesson for the Spark EV, the Gen 2 Volt, and now the Bolt. Under-promise and over-deliver is key, especially when the EPA rating (a largely meaningless metric) is reduced in conditions like winter driving.

35 mile AER (2011) vs. the promised 40 mile AER was a pretty big miss (13%).

But GM definitely learned their lesson, we have seen it two time in a row now Volt 2.0 and Bolt.

(BTW, I still can’t stand the similarities in the names)

Now Tesla has really big reason to hurry up with Model 3.

And Nissan with Leaf Gen 2 !

What`s the name of the colour in the above pictures? The Bolt looks much better now than in silver grey.

I’m really looking forward to this car. Time to turn in my LEAF, burn some gas, and save some money driving my beater.

Almost half a ton lighter than a Tesla S 60. A liquid cooled pack 2.5 times bigger than the old Leaf pack, and only 50% heavier.

Yeah, I was a fan of the Leaf, but now it does not even warrant attention.

Almost twice as powerful electric motor also!

The next generation Leaf better have better thermal management than their current Leafs, or it’s reputation will suffer over the long run compared to the Bolt.

The #1 traded in car for the Volt was the Prius. I think the #1 traded in car for the Bolt will be the Leaf.

You may be right, but I hope you are wrong. That would mean that the Bolt isn’t growing the EV market as much as competing for the same group of buyers.

I am very afraid he is right. This is the EV for middle America if there is ever to be one. My fear is that gas will be at a buck fifty when this car hits the street,and hybrids and EVs will be piling up on dealer lots like the oil in storage tanks in Oklahoma.

That won’t be the case in Europe where the oil price is only 30% of the gas price with the remaining 70% being a combination of taxes and VAT.

But will GM offer the Bolt in Europe? If they are gonna make only 30,000 per year, and if they are gonna sell it in China, as seems likely, then between the North American and China markets, that will leave few if any Bolts for Europe.

Do you have any sources on the China assertion?

I’ve seen you mention that before, but I haven’t seen it from anyone official. I also believe that GM can’t sell it in China without severe import tariffs, the likes of which usually require international automakers to develop cars jointly in China with another company to avoid them.

So my bet would be that the Bolt will never be in China, but if you have info to the contrary I’d be very intrigued.

Reuters headline:

“Nov 05, 2014 · General Motors Co (GM.N) and its Chinese joint ventures sold 291,371 vehicles in China in October,” etc.

I think they have the tariff thing covered?

Leaf trade-in for Bolt may be largest because there are more Leaf on the road. But as percentage of total, I think i3 as i3 are more expensive and its drivers better afford to change cars. Unless BMW does something (longer range, lower price or?), i3 in its current form doesn’t make sense.

You are right the BMW i3, especially the one without the Rex is going to be under the most pressure. The i3 doesn’t have four proper doors, only seat four, is even smaller and now has lower range than the Bolt while having a higher price. The look of the i3 is also worse than the Bolt although on that the Leaf is not well off neither.

Are you trying to say the people actually purchased the Leaf?

I’m excited that the specs show it has as much or slightly more passenger space than the Chevy Trax. Riding in our Volt is a pain for grown ups that have to sit in the back. My wife has already decided that buying something real is better than waiting for the M3.

This looks like a fantastic architecture and great specs. I’m very excited to see GM pick up the challenge to design a great EV.

Here’s hoping that they do as good a job on the Bolt on build quality and reliability as they did on the Volt.

Bolt battery is over triple SparkEV, but the power isn’t even double, and its torque is less. It’s disppointing that it’ll be slower than comparably priced gas car like Subaru WRX ($27K, 5 sec 0-60). Bolt have to make excuses like Leaf, etc: “yes, it’s slower than gas cars and more expensive, but it’s EV”.

There was no such excuse with SparkEV (and Tesla P series). I think I’ll wait for Bolt 2.0 and hope that will be more like SparkEV and Tesla P: quicker than comparable gas cars.

LOL, do we need to list all the ways the comparably priced Subaru is a disappointment compared to a Bolt?

Imagine if Bolt is not EV, but a gas car. Is it compelling? For me, the answer is no. Performance falls short for comparably sized / priced gas cars. Then the excuse is that it’s EV.

If Tesla P90D is gas car, is it compelling? Absolutely! Being EV is just bonus. Same with SparkEV; no gas car in its price range is as quick (or smooth or quiet). I’m hoping Bolt 2.0 will be more like Tesla/SparkEV in performance than Leaf/i3.

Ok, name some “normal” gas hatchbacks/compact cars that can do 0-30 in 2.9 seconds and 0-60 in under 7 that aren’t Sport or “R” versions of the standard model. AND have the slew of connectivity features the Bolt EV offers.

Go look at Subaru WRX as an example. I even provide a link. Then there’s Camaro, etc. etc. etc.

You’re comparing the Bolt to a Camaro? Are you kidding me? You’ve lost any credibility you had. Lol

You’re just coming off as a Spark EV owner that’s bitter a bigger, better version of the Spark is coming out.

Spark EV was simply a guinea pig to test Volt/Bolt parts in the real world. Fine little car, but nothing more than a compliance/test vehicle.

SparkEV is Chevy, why would I be bitter? But the pedestrian performance of Bolt compared to similarly priced gas cars isn’t compelling enough for me to fork over $30K ($12K more than SparkEV).

I hope my “diss” of Bolt 1.0 makes Chevy (and Tesla) try harder. How about Bolt 2.0 AWD with 340 HP by putting SparkEV motor in the rear as $2000 option? That’ll compete against $36K cars in performance AND cheaper, pretty compelling car, EV or not.

I’d like to see an AWD version, and I think the chassis leaves just enough room behind the batteries to facilitate that. Here’s to hoping!

I think his point is that the Bolt doesn’t have any compelling offerings over similarly priced ICE cars EXCEPT being an EV (and therefore low running costs).
The Bolt performs closer to a VW Golf which does 0-60 in 6.8 seconds. and costs $21,000.
Bump your budget the $37,500 base price and you are competing with the Audi A3 or A4, BMW 2/3-series. Right, wrong, or indifferent, to your average consumer (who is not an EV enthusiast), it will be tough to sell someone on a tarted up econo-box when the same up-front money will buy them a luxury sedan. To me, that’s the real barrier EVs face to become mass-market.
That’s the amazing thing about the Model S – it pretty much competes with similarly priced ICE vehicles in all regards.

Thank you Michael Parker! Sometimes, some commenters here seem to be drunk on EV flavoraid.

Tesla P are certainly performers, but even S benefits from revolutionary tech like self driving mode, which no gas car offers.

Unlike Tesla self driving mode, Bolt “connectivity” is meh at best; I’ve used On-Star and LTE just few minutes in the beginning to test it, then never used it again. I have phone for all that without having to worry about second account that does the same.

You should do a little homework on autonomous cars. The situation is not what you’re imagining it to be.

That’s not all to say that the Bolt can’t or won’t be a great car for some people. If people can take the compromises because they care about electrification I’m sure they will be served very well by the car.

My i3 for instance- I know I can get a faster, more luxurious, roomier, etc (I.e. better)car for the same price. But I sleep well at night because of what the vehicle stands for. I am willing to accept the compromises that EVs currently require because I care enough about the efficiency and sustainability.

However to my point, if one were in my price range, I wouldn’t feel like I was compromising with a Model S. That’s the magic of Tesla that I hope they bring with the Model 3.

I’m hoping Tesla and other EV makers are also seeing Bolt performance gripes and make future EV better: kick butt of all comparably priced gas cars. After SparkEV, I don’t want to make excuses for EV’s lack of performance against comparably priced cars.

Digital cameras don’t have any advantages over film cameras other than they use memory cards rather than film. Plus they’re 10X more expensive.

EVs offer many advantages over ICE vehicles. No point in looking at one number and saying they are comparable.

Well, as a photographer I tend to disagree. Lol. There is literally no disadvantage to digital at this point.
The argument being made here would be analogous to digital v film in the late 90’s. Performance of digital couldn’t compare to film (with high end digital cameras with not even or barely 1 megapixel and terrible low light performance), but the convenience of being able to preview your images and not having to purchase film was a great feature.
Nowadays digital sensors are so advanced that there is almost no reason to shoot film except for nostalgia. THAT’S where we need to be with EVs if we want mass adoption. Spec for spec, the EV needs to meet or beat it’s ICE competitor (price-wise).

disagree with 90’s, it was ’05 before a dSLR was on par, and ’10 before they ‘easily’ exceeded film, but your point is still valid.

Bolt is supposed to have about the same volume as Model S for passengers (but less for baggage), and more headspace. I don’t understand that obsession with 0-60 times. Who cares really? You may get Camaro that does it in 4 sec or so for half the price of Model S. It is not needed in street legal driving, even if some people make tons of excuses to justify their “need” for it.

I stopped reading at “tarted up econo-box”. If you think the driving experience of an EV isn’t better than a gasser, I don’t know what to tell you.

Michael Parker said:

“I think his point is that the Bolt doesn’t have any compelling offerings over similarly priced ICE cars EXCEPT being an EV (and therefore low running costs).”

Seriously, you think the only advantage a BEV offers over a gasmobile is lower operating cost? I take it you’ve never driven a BEV!

Let’s review the other advantages:

1. Much faster acceleration in the all-important 0-30 speeds

2. Convenience of charging up at home

3. No noxious and smelly exhaust

4. Whisper-quiet ride better than even a luxury gasmobile

5. Silky smooth ride better than even a luxury gasmobile

6. No oil making the areas under the hood, inside the trunk, and underneath the car, filthy and caked with dirt over time

7. For those who care about Planet Earth, the BEV emits no pollution or CO2 in operation

* * * * *

Within two generations, kids will be amazed that people ever put up with riding in noxious, smelly, filthy, pollution-spewing, noisy gasmobiles.

I actually own a BEV – so I know full well the awesomeness of driving an EV.
Look – I realize we commenters on an EV site love and appreciate EVs, but I’m speaking about your average consumer – they are much less likely to even consider a BEV until it’s kit is comparable to other cars in its price range (this is the barrier to mass-market). At a 37,500 base price (not factoring in the tax credit, which some people can’t take full advantage of), you can buy a BMW 328i. On paper, spec for spec the 328 is a better car than the Bolt. The average consumer will see 0-60 of 6.9 vs 5.6, Torsion Rear Suspension vs IRS, Cloth (presumably on base) vs leather, range of 200 vs 450 miles, FWD vs RWD, even Chevy vs BMW (I know, I know, but it means a lot to some people). That’s a long list of standard features that are in all respects very important to car buyers. I’m not saying the Bolt isn’t a huge step forward, but it is still a far cry from _the_ car that pushes EVs into mass-market.

Need to get butts in seats. Best way to learn is to experience it first hand.

and like it or Not (and I know there is no end-all way of saying this) the car’s looks should probably Not be polarizing in the extreme, and its comforts should be.. uhmm.. Comforting (note the universal cry about beloved Tesla not being comforting Enough for a car of that price).
I humbly offer that -if this shape/style appeals to you- GM has hit every BUTTon, lol. Certainly millenials are gonna go look at one.

“Performance falls short for comparably sized / priced gas cars”

I don’t know too many 4 door cars with this kind of performance at $30K (after incentives).

Maybe WRX is the closest one. Or one of those Ford Fiesta/Ford Focus ST or Golf GTI…

They are certainly far less efficient.

You point out few that do perform better than Bolt and cheaper. What I had hoped for was Bolt kicking butt of ALL comparably priced cars, like SparkEV did.

One could say Chevy set my expectation too high, but then Tesla is also kicking butt of all gas cars of similar price, so I don’t think my expectation is unreasonable.

First of all, I would say that Spark EV kicked butt in similar ICE price class. It is a very good one.

Bolt sounds like faster than a Spark EV.

Also, Tesla doesn’t kick all butts in its price range either.

P90D does near its price range. But the Base 70D certainly doesn’t.

Plenty of similar AMGs, RS7s, Porsches and CTS-V can easily beat the similar priced low end Model S without trying too hard.

Bolt is quicker than SparkEV. If not, it’d be an embarrassment for Chevy.

What I meant about Tesla performance was P, not base S.

But to make excuses for base Tesla, they also have self driving mode which is far more useful than LTE connectivity; I mean, most of us have phones that have LTE, but no other car offers self driving mode, even at infancy that it is now.

I’m hoping Model 3 or Bolt 2.0 (or Bolt AWD with SparkEV motor in back for 340HP?) will address my gripes: make it quicker than all gas cars in price range without making excuses for poorer performance that it’s EV.

I agree with your point that if they sell on performance, then it won’t be nearly as price sensitive as Tesla has shown.

But the truth is that base Tesla Model S isn’t all that competitive or desirable, thus the lower sales numbers relative to its high performance cousins. But plenty of people want the minimum 200 miles range for EVs, but can’t afford the Tesla price. So, it is unique in that nature.

As far as “competitive” with similar priced ICE go, it doesn’t have to for the price class it is in since it is the “ONLY” affordable 200 miles EV in the game right now.

Once that is changed, then it would have to be more competitive in order to gain larger market share from the mainstream buyers.

Hence my hoping for Model3 or Bolt 2.0 to be better performing.

SparkEV said:

“Performance falls short for comparably sized / priced gas cars. Then the excuse is that it’s EV.”

I suppose it depends on what the buyer is looking for. The Leaf has a 0-60 time of over 10 seconds, and globally it’s the best-selling highway-capable plug-in EV. The Bolt is more than 3 seconds faster, so I doubt a sub-7-second 0-60 time is going to put off many buyers.

Since the Bolt is a larger and heavier car than the Spark EV, it’s hardly surprising that the 0-60 time is longer.

Larger car + fast acceleration = lots of waste heat in the battery pack and inverter. Even if GM could have made the car faster at the same cost, it may well have been a good choice to limit acceleration. That may well lead to better battery life, and possibly more trouble-free inverters, too.

Those who want something faster can wait for a Model ≡, or even a Performance edition of the Model ≡ if they want to pay the premium.

I’m hoping Tesla is paying attention to performance aspect of Bolt. I really really really hope Model3 will kick butt and erase any doubt that affordable EV is competitive at all levels.

Leaf being best selling EV means little in overall vehicle sales. Bolt (or Model3) must do better. 10 sec 0-60 for $30K car is unacceptable, at least for me, probably for most people as well. 7 sec is ok, but not “wow”. From SparkEV experience, I had hoped for Bolt to “wow”, not just “ok”

As for 0-60 power, that’s only for brief time, not sustained, so any additional heat is minimal, and it wouldn’t affect the range all that much.

I am more surprised by the low 145 Km/h top speed which could be a little low on the autobahn but the 7 second seems more than fair enough.

Bolt is to be sold in NA, so autobahn isn’t likely. But 0-60 almost every day, and that’s what most NA drivers look for performance.

Bolt EV 0-60 = “under 7 seconds”
Spark EV 0-60 = 7.9 seconds

So the Bolt is 1 second FASTER than the Spark EV. It has a 200hp motor.

Bolt is $12K more. That’ll buy lots of big macs. Far more important is comparably priced cars, gas or EV. In that, Bolt drops to bottom (see WRX link above) whereas SparkEV is on top by wide margin.

This is a total non-issue. I enjoyed my Volt with 9 second 0-60, PEVs feel much faster due to instant torque than what the 0-60 numbers indicate.

The main factors that need to be addressed are charging speed, long distance charging availabilty, price. 0-60 falls way down the list.

Underperforming is fine for some EV enthusiasts (minus SparkEV and Tesla P). But for mass market, over priced, underpeforming compact car just won’t cut it. As I wrote before, if Bolt is gas car, would you buy it for $30K? That’s how mass market judge cars, not just because it’s EV.

I wouldn’t buy a gas car period.

I agree with you partially. Price is very important, performance not! Most cars today have around 0-60 mph times around 10s but most cars cost way less than 30.000$. I read somewhere that the average new buyer buys for 35.000$ in the US. If half of cars cost pan 50.000$ the other half need to cost sub 20.000$, but there are cars sold way higher than 50.000$ also. Name me a no conpromise EV (regarding range) for 20.000$ without incentive. This is where EVs need to head! Because the incentive will go away.

I would expect the average EV at the moment to sell for 50.000$ with most of the cars sold in the US being teslas at the moment and the Leaf and Volt for pan 30.000$ being not cheap in my eyes too…

A WRX will go 0-60 in 4.8sec when driven in a completely abusive manner – rev it to 6700rpm and drop the clutch. When driven like a normal person, the linked C&D article came up with 6.3 seconds to go from 5-60, still revving it to redline and shifting hard. In the real world, even your SparkEV will effortlessly walk away from any sanely driven WRX.

How can you own an EV and not acknowledge this?

You may see it as abusive, but it was a method sanctioned by Subaru. Even at 6.3 sec would be quicker than Bolt. Just look at the horsepower for comparable cars in the C&D WRX article. Most are well above 200HP, and Bolt would be scraping the bottom.

I gripe about Bolt price/performance precisely because I drive SparkEV. If there was no SparkEV, my expectation would be that EV _must_ be high priced and underpowered (ie, Leaf, eGolf). I expected better from Chevy with Bolt as successor (or big brother) to SparkEV. It should be cheaper and better performing than comparably priced cars, gas or otherwise, not the sorry excuse for being an EV like Leaf is/was.

I guess you would have to wait for the Bolt SS or Bolt (lightning version?) =)

Bolt is 12K more but will be available to everyone, not just a compliance vehicle, and it will hold a lot more people, and will have a lot more features, and …..

Again, you completely miss the point. I’m not arguing SparkEV vs Bolt, but against comparably priced cars. $30K for 200HP is scraping the bottom when $22K Ford Fiesta ST is 200HP. With SparkEV, you pay less for more power. With Bolt, you pay more for less power.

Really? You’re going with that? What’s your excuse for being slower than the Bolt in a smaller, lighter vehicle?

You’re not reading “comparably priced”. With SparkEV and Tesla P, they perform better than any car in their price range, not so with Bolt.

The Bolt provides more gas-free driving than any car in its price range.

Come on! That kind of performance for that money with extremely low running costs is impressive by any reasonable consideration.

Bolt isn’t bad, but not as good as I had hoped. I guess I’m spoiled by SparkEV and Tesla P performances.

Perhaps you should remember that the Model S 60 KWh has 5.9 seconds from 0 to 60 mph, so the Bolt in only 1 second slower.

I’m more referring to Tesla P as I mention often in this thread.

Even so, 1 second is HUGE. If Bolt had 5.9 sec, it would be in upper-middle of the pack in $30K compact car. But 200HP puts it at near bottom or the very bottom.

Well, this pretty much settles it for me. Not going anywhere a 2016 Leaf when our 2013 lease is up in June. I’ll wait several months for the Bolt and be down a car for that time instead, and do so happily. I think it will be worth it. Big time kudos to Chevrolet for this, and that’s from someone who hasn’t bought an American car in over 15 years.

anywhere near

Oh yes! Nissan better be making LEAF 2.0 have similar performance. Will it be Bolt, LEAF or Model 3 for me when the time comes?

Tesla stock already running down more and more. Tesla will not be able to compete with the decades of experience in efficient manufacturing of the traditional car brands.

Is that why GM is buying the batteries and electric motors for the Bolt from LG – due to GM’s “decades of experience”?

GM’s knowledge of batteries and motors is deep. Read this and get educated:

Don’t forget also that LG had a big part in the design of the Bolt despite “decades of experience”……lol

GM’s design. LG did the build.


Counter-Strike Cat trolled:

“Tesla stock already running down more and more.”

GM stock price is down lately, too. The entire stock market is down, mainly due to worries about economic downturn in China.

No doubt you’ll imagine some way to blame all of that all on Tesla, you short-selling troll.

Any word on how GM is going to heat and cool the cabin on this puppy? Love our Volt, but compared to the heat pump on our Leaf SV, the resistive heater on the Volt is a real range killer 🙁 Hoping for something other than resistive heating in the Bolt!

I hope they have all the seats heated, and I really hope they have a direct heating windshield defroster. And hopefully the steering wheel is also heated – with all of those things, we would almost never need a cabin heater, anyway.

Agree on all three.

Add to that the ability to turn on and off climate control features remotely via internet connectivity (not dependent on specific carrier cell connectivity like leaf).

On the windshield defroster, I would really like that electric cars start to make use of the much higher available electric power compared to gas cars and increase the resistor power to at least 10 KW in order to enjoy instant defrost, something that is is simply impossible with a gas car. Ev manufacturers should not stick to standard windshield defroster powers and thereby waist an obvious potential instant defrost advantage they can offer as an extra to their customers.

Judging from the cutaway picture of the Bolt, GM really seems to like the looks of cumbustion engines.. 😀

Chevy Volt vs. Tesla Model 3 + DC Supercharger Network

Who Wins?


Chevy Bolt vs. Tesla Model 3 + DC Supercharger Network

Who Wins?

How about:

Chevy Bolt + $15k extra in your pocket VS Tesla Model 3 with mid-level options and DC Supercharger network?

Model 3.

If you have eyes you can see the Bolt. And it is not a car I ever dreamed of driving.

Go ahead and save $15k by driving a dorky looking car with no style 🙂

“a dorky looking car with no style”

One man’s dorky looking car with no style might be another man’s dream machine.

Prius sold in the millions by being a “dorky looking car with no style” in my opinion.

Well my old vintage Prius 2 is still ok after 250000 km, still has 400 miles range and tops at 182 Km/h on the autobahn. It is 4,45 m long instead of only 4,16 m, that is 29 cm more, and it is a quiet nice tech look. Ok after 12 years some orange lights stay on, when I open the trunk I have to take care not to have the handle in my hand and it is now completely outdated but I consider it like an old veteran of the battle towards vehicle electrification. That’s perhaps I still like its look although purely on look I quiet like the Ford Fusion.

I have been told I am dorky looking and have no style, so its a match!

Tesla’s cars make me yawn. I hope the Model 3 has more “dork” to it then.

If only it looked good

Personally, I think GM’s plan to be able to build 30K a year is more than enough. Tesla imagining they will sell 500K a year is total fantasy, unless half the Greenland ice sheet breaks off and floats past Washington, DC.

Tesla sold 45k Model S last year, and their cars start at _$70k_.

BMW sells 500k 3 series and 250k 5 series worldwide.

The US luxury vehicle market alone is 1M and that’s with vehicles that cost you _more_ to run than a mainstream ICEV. Then there’s the near luxury segment with pricing over $30k that sell a good chunk.

Now consider that even a relatively small BEV like the Bolt can have ample passenger and cargo room, and that many developed countries have punitive gasoline taxes that make running on electricity much cheaper than running on gas.

Now consider that 30k/year is only 2.5k per month.

500k is not fantasy, and 30k/year is very conservative for the Bolt.

I only wish that were true. I talk to average Americans all the time about EVs. Most have heard of Tesla, but aren’t sure what they make. The folks buying Teslas in record numbers are rich, tech folks who need to have the very latest supercar to be seen in public. Average Americans think electric cars are goofy golf carts for tree hugging liberals, Musk’s internet millionaire halo is a liability amongst these folks.

Average Americans…folks who buy Chevys… bought 27,095 GM “green” cars in total in 2015.

Just because we EV geeks think the Bolt is a great car, don’t imagine Joe Sixpack gives a damn.

Well let’s change perceptions and create demand for Joe sixpack 🙂

I’ll tell you what vehicle GM will easily sell 30K of next year.

But consider that Bolt will take sales away from practically all existing mid level EV of $25K to $65K (ie, non Tesla), probably even some Prius drivers. Then 30K Bolt/yr may not be nearly enough.

“even some Prius drivers”

Well that could be but in my case I will be waiting march to see the Model 3 and accordingly I could still shop for a CPO 45-50 k$ Model S as well. I won’t buy a short ev range plug-in Prius but an i5 rex could also be interesting.

Locutus to Prius drivers:

I am Bolt of Chevy. Resistance is futile. From this day forward, you will drive EV.

I do not necessarily agree with you, but the imagery is priceless!!!

“…unless half the Greenland ice sheet breaks off and floats past Washington, DC.”


I’m surprised nobody has mentioned weight, especially compared to the light weight champion, the BMW i3.

BMW i3 2,800 lbs, 21.6kWH
battery weighs 507 lbs
Body weighs 2,293 lbs

Chevrolet Bolt 3,580 lbs
60kWh battery weighs 960 lbs
Body weighs 2,620 lbs

Only an additional 327 lbs with much more interior room (94.4cf vs 83cf) and luggage space (16.9cf vs 15cf).

Good points – when steel is designed right, it can be kept light.

I don’t have a link but I thought I read read the Bolt body was aluminum and there are even some CF parts on there.

Interesting – it looks like the half shafts are concentric with the motor shaft. That means the motor shaft is actually a tube, and one of the half shafts passes through the center of the tube. This also means the half shafts are equal length.

That will help cut down on torque steer.

Yep, just like in the Spark EV. Getting that power to the ground is the challenge with the FWD layout. The TM3 will have a real advantage here.

60KWH! Great Scott!

I expected something below 50KWH.

If someone builds something with better aerodynamics, they should be able to hit 250+ miles range with a battery that big.

Some crazy guy drove almost 140 miles on SparkEV. I wonder if there’ll be someone crazy enough to test the max range on Bolt.


Where did he find a road that goes downhill for 140 miles?

Flat road, 24 MPH, 6+ hours. I think it’s digital trends web site, and Insideevs had an article on it as well.

“If someone builds something with better aerodynamics, they should be able to hit 250+ miles range with a battery that big.”

Yeah, but I’d rather have a practical car. With larger batteries you can go that way.

I guessed:

40kW battery: Wrong and glad to be so.
50kW charger max: Right and sad to be so.

Where are the active thermal details?

GM specs list battery TMS “coolant” capacity, so that means glycol-based cooling. Zooming in on high res illustrations of the pack strongly suggest the glycol coolant circulates through the pack bottom plate and that there are passive thermal fins between each cell, connected to the cooled bottom plate.

Note that GM highlighted the new Bolt cell chemistry, saying it works well “hot”, allowing for a smaller active cooling system. This gybes with the bottom-plate cooling concept, which is more compact, efficient, lighter,and less expensive than the active thermal inter-cell plate concept used in the Volt.

The specs are very very impressive indeed. I would guess the Bolt has an average max range of about 215-220 miles per charge. And that makes it a true gamechanger.

This impressive specifications deserve a red of rapid chargers from GM. If they are seriously thinking in a killer product this is the next step.

Exactly – another place where Tesla is still ahead.

I’m guessing that GM realized that even if they introduced something like 100kW CCS chargers, they would still have a lot of ground to make up on having a “red” or charger network.

Looks good, onboard charger of 7.2kW seems pretty weak for s 60kWh battery pack, should have at least 11kW.

And under no circumstances should DC Fast charge be optional on car with a battery of this size.

Even with DC, it’s not going to be anything than city car unless the charge rate with CCS can be increased to 100kW and there are RELIABLE charge networks on rural highways.

It’s basically the perfect city EV, but missing the critical elements that make a Tesla great. We shall see in March, but I still expect the M3 to be great, have RWD, a frunk and an already known good long distance charge network,

There is a good chance that the Bolt will appear as a first draft compared to the Model 3 when that one is presented with some more length for a real trunk, 135 KW supercharger capability, 180 Km/h top speed, 5 second from 0 to 60 mph, 11 or 22 KW on board charger, 200 + miles of range and of course a great and appealing looking car.

“5 second from 0 to 60 mph”

I’m drooling… That’s the $30K EV I’d trade in my SparkEV for.