Chevrolet Releases Library of 2017 Bolt EV Videos Detailing The Car

JAN 11 2017 BY MARK KANE 45

Chevrolet Bolt EV Names North American Car of the Year

Chevrolet Bolt EV Named North American Car of the Year

Chevrolet is keeping momentum of the Bolt EV market launch up with not only some recent award wins, but a new library of short featurettes on the 238 mile car.

Chevrolet Bolt EV

Chevrolet Bolt EV

The inexpensive plug-in from General Motors (from $36,620 + DST) was one of the stars of 2017 NAIAS show, receiving the North American Car of the Year award, the first all-electric car in history to do so.

One of Chevy’s latest initiatives to present and promote the Bolt EV is via eight new short videos covering various topics of interest for could-be buyers:

*- Electronic Precision Shift
*- Cargo Room
*- One-Pedal Driving
*- My Chevrolet Mobile App
*- EPA-estimated 238 Miles of Range
*- Charging
*- Regen on Demand
*- Surround Vision

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45 Comments on "Chevrolet Releases Library of 2017 Bolt EV Videos Detailing The Car"

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Also worth noting, is that it was only a few years ago that the Volt made automotive history too. It was the first plug-in to ever receive the Car of the Year award.

I believe, to date, the Bolt EV and the Volt are the only two plug-ins to ever receive the North American Car of the Year award. Is that correct?

“Commercial”… The Volt gives full gas-free electric driving for 53 miles before a gas engine seamlessly kicks in to give you as much additional range as you need, whether you’re going 100 miles or 1,000. This allows for gas-free commuting for many people, without the need to worry about charging for those longer cross-country trips.

Has the Model S really never won the award? It’s got it’s issues but if the Volt and the Bolt have won it I have to admit the Model S should have as well.

The Model S has not won this award. I think the main impediment with respect to this particular award has been its lack of affordability.

Ya, I was thinking that. Still that said while people like to claim the Volt and Bolt are “affordable”, and they probably are to a large % of people on this site when you compare them to their ICE counterparts I still don’t think they’re “affordable”. Bolt probably more so because of less servicing being required but still. I still think it’s a great offering and at a great price given the current state of tech but I have to admit I don’t know about COTY.

I would not call it “inexpensive” as the article does. Fairly priced or moderately or reasonably priced, any of which would have been more accurate.

Tesla has a wall full of awards from all over the world, now the Bolt has some too, and this is a good thing, since it is the first wave of electrification of the world’s vehicle fleet.

I am unsure if the Model S was ever eligible

Why drive your own car cross country putting unnecessary high miles on it? you can fly there.. or drive a rental!! DUMB…REAL DUMB!!!!!!!!!!!!!!!!!!!!!!

These videos are excellent marketing tools and actually useful.

Does anyone know if the Bolthas the 8 and 12 amp charging option at 120 volts? Similar to the Volt.

(8 amps would be less stressful opurtunity charging on my older solar battery based system)

According to the Bolt EV manual, 8 amps can be selected, though if the battery is completely empty that will take a LONGGGG time to charge up.

It is discussed on page 126 of the Bolt EV manual.'s%20Manual.pdf

Thanks Clarkson. I like the option of adding 25-35 miles of range from pure sunshine wenever possible. I have a 3500 watt, 120 volt Outback inverter that can be put to good use, spring thru fall. (With grid back up as needed)

Very cool! Keep in mind that there’s some “fixed” amount of charging overhead, so if it takes 50% longer to charge at 8 amps, 50% more overhead energy is used for that duration. I think with the Volt that’s around 300-400W of overhead.

The main point being, focusing on charging your car exclusively on sun may use more energy. Of course, if you have plenty of surplus, that’s still certainly lower emissions than pulling from the grid. 🙂

Very good point.
Now I need to get either a Volt or a Bolt so I can measure these charging inefficiencies.
Given enough time and money, preferably both cars:-)

Yes, the Bolt has the option of either 8 or 12 amp charging at 120 volt. I saw this on the display when test driving one recently. You set your preference via the car’s display just as you do with the Spark EV.

I was very glad to see this because we have a condo that includes a garage with one duplex outlet and I wanted to be able to charge without taxing the electrical.

It has the option, it remembers it based upon charging location (if you have location-based charging on) and it defaults to 8A. It is all done via the screen inside the car, the portable EVSE itself is 12A.

It gives you a warning about old house wiring when you switch it to 12A.

It has no effect on 220V charging at all.

Also, the portable EVSE is a lot less fancy than the Volt one. But it does have screw hooks on the back so you can mount it on a wall if you’d like.

Less fancy than the Gen 1 or Gen 2 Volt EVSE, or both?

Gen 1 Volt EVSE, that one with the cord wrap and handle. I’m not not sure I ever saw the Gen 2 Volt EVSE.

It’s exactly the same as the Gen II Volt EVSE.

Incorrect, the bolt has the 8,12 amp in 240v also. I have one and it makes 30-45 min difference to charge top half.

The Bolt’s Owners Manual on Page 126 say you have a choice of 12 amps or 8 amps.

I like the simple straight-forward style of these videos for educating new plug-in customers. I probably would have more clearly differentiated friction and regen braking, but I am probably in the minority there.

Anyone with a Bolt, please report back on the Electronic Precision Shift(er). The shifter on the LEAF was my biggest complaint in the controls of the vehicle. This looks like another clone. Consumer Reports has already complained about it, but they can be cranky at times.

The combined view while parking looks to be awesome and I love the rear view mirror/camera (no video unfortunately).

It’s not a LEAF clone. It feels more like a BMW shifter clone. Having to press the button on the side and move left to get reverse is no problem at all.

It has one thing in common with the LEAF and that is if you want to get to L mode (higher regen) you have to make the same motion twice from park or reverse. And you’ll be doing this a lot as that’s how you get to single pedal driving with creep disabled.

Test drove a Bolt and the salesperson had to drive it off the lot first. He could not get the shifter to shift for the longest time. Turns out he’d never driven it before and there’s a button on the driver’s SIDE (not the top) of the shifter that you have to depress before it will allow you to change gears. He didn’t know that and neither did I. We eventually figured it out (or at least I did. I’m not sure he every fully got it). Probably a good safety feature but it’s certainly not straightforward if you haven’t done it before.

Not like the Leaf (we had one for 3 years) but also not unlike. It’s all electronic so bounces back to the original position after you’ve shifted. For example, pull back to get in drive and it bounces back to original position but stays in drive. Pull back again and it goes to low and bounces back to original position but stays in low. Pull back again and it goes to drive again etc. So basically a toggle kind of function.

Thanks for both those responses.

The return to center position was the part I really didn’t like. I drove manuals my entire life until the LEAF, so not being able to sense the drive mode by hand from muscle memory was annoying. There is far less interaction than driving a manual, but the Leaf would fail to recognize a shift once in awhile. In these cases I was forced to visually conforms drive state, which is cumbersome in parking lot situations. It has never happened to me in any ICE, and I drive about 15 rental cars a year.

Tesla has a similar problem (return to center) with the Mercedes switchgear they use, but the mode selection is simpler (up/down) as compare to LEAF and Bolt. I never owned a Prius, but it also had a similar control right?

The Bolt is up (and left) for reverse and down for drive. So if you really don’t mind the Tesla one because of the direction differentiation then you shouldn’t mind this one for the same reason.

Thanks. I look forward to driving it once it hits Texas.

There are two things that interest me most about the Chevy Bolt, one is the EV range, and the other is how long it takes the battery to charge to 80% at a 50 kilowatt suppercharger? The range on a full charge was made clear by the EPA (good range). The car is on the road and I can’t get a straight answer from anyone on the level 3 charge to 80%.

There’s some data here, but more testing to be done. (not my blog)

Kdawg, thanks very much.

DC charging is not level 3. Level 3 is something else, it essentially refers to the speed and DC charging on this car probably isn’t even fast enough to qualify as DC level 3.

Level 1 = 120v AC
Level 2 = 240v AC
Level 3 = direct DC (Chademo, CCS or SC)

Not sure where things like Renault Zoe fit, but assume they would be classed as Level 2 as 3 phase 240v AC.

So Bolt has optional CCS (DC Level 3) charging available.

Jason, As per the updated SAE standard what you referenced is no longer valid. People use to simply call DC fast charging as L3. But that is no longer really true. Now you have L1, L2 and L3 AC charging and L1, L2 and L3 DC charging. The Bolt EV technically supports L2 DC fast charging.

The video about one-pedal driving is misleading. Coasting the most efficient way to drive, and regen should only be used to slow the car down.

Question: is regen integrated into the brake pedal, or does it only use friction brakes?

Regen is integrated into the brake pedal. You can get quite a bit of regen just by using the brake pedal in D mode.

I think you’re off base complaining about the video. It never says you should slow down when you otherwise wouldn’t. It is careful to say that when you want to slow down regen helps you recover the energy instead of wasting it.

I have never seen this to be proven true. If I am in L in my Volt as I am driving downhill I am still showing a regen number by simply pressing the accelerator to maintain my speed. Just because I’m pressing the accelerator doesn’t mean I’m accelerating it is just telling the car to regen less as I roll downhill.

If you have it in D I find on many hills I will pick up too much speed not unlike a regular car and will have to simply regen more all at once at the bottom of the hill rather than doing a little constant regen as I maintain speed down the hill. When all is said and done in both scenarios I’m still exiting from the bottom of the hill after all regen at the same speed then.

I haven’t done any experiments to see if this is true but I have a feeling that if I add the smaller regen number over that longer downhill duration for how many seconds, it will be the same total kWh as the larger regen number over a short duration at the bottom of the hill.

You’re correct. All complaints about “L” mode and increased regen being inefficient seem to assume:
1) A person is incapable of feathering the accelerator to obtain the coasting they desire.
2) When using “L” a person will needlessly decelerate all the time instead of coasting.

In reality I don’t think either of these are true, especially after a person gets used to using “L” mode for maximum regen.

Any cases where 1 or 2 are true would seem to be countered by cases where people end up braking too fast in regular “D” mode causing more friction brakes to be used. “L” encourages slower deceleration rates which should ultimately avoid more friction brake usage.

In the end, I suppose there’s no one size fits all method for maximum efficiency… Though I’d argue that “L” mode is a “one size fits most” approach. 🙂

I leave my Volt in L all the time. It’s great for stop-n-go traffic. When I’m not in tight traffic, I always have the cruise control set, so L-mode is pretty irrelevant at that point.

When in cruise, L mode does work pretty great though to maintain a speed limit going down a steep hill! 🙂

I have asked this before but never really gotten an answer. I think that L mode, the hard regen that Tesla (and others have), both of which enable one pedal driving are actually unsafe. First off I don’t get how they are more efficient. Isn’t the most efficient way to drive to let the car coast as needed (yes which can be done in one pedal driving by keeping your foot on the gas a tiny bit) and then to get the regen when the brake pedal is applied? Obviously if you slam on the brake that isn’t going to get you max efficiency but if you let it coast and then brake gently to get the regen isn’t that the most efficient? Do these cars that have one pedal driving capabilities not regen when the brake is lightly applied? Second, I think they are unsafe assuming you aren’t a 2 foot driver. I drive on a lot of windy roads that have tons of blind corners. My usual driving pattern is to get up to speed and as I enter the corner take my foot off the gas and put it over the brake incase I need to apply… Read more »

I use “L” when driving around town or in stop-and-go traffic because it is easier and likely more efficient than trying to coast for very short distances.

I use “D” on the freeway or otherwise driving where coasting can make a difference in efficiency. If you have to cover the brake pedal with your foot because you expect to slam your brakes on at any moment, that might qualify as paranoia, and require counseling.

I will give you my experience. I drive in D. We have a large local Volt owners group. People in the group have asked me how I get my higher driving ranges. I ask them are you driving in “L”. They respond yes I’ve been told that is more efficient. I would tell them to drive in D. At the next meeting they would tell me their range went up significantly (about 10 to 15%). And this is not one or two cases. This is now six people I have talked to. Try driving in D for a week (and using longer stopping distances and timing lights). I bet you your EV range will improve.

Agreed. Physics says that coasting is always more efficient than using regen. Period. End of discussion.

However, driving in D just isn’t practical if you’re in heavy traffic or going down a long curvy hill. I almost never drive in D but I’m also one of the most aggressive EV/hybrid drivers you’re likely to meet. As an example, I wore through all 4 tires before my first oil change (Gen I Volt).

For actual customer videos of the surround vision, the fancy rear view mirror, and more, check this guy’s YouTube channel:

Great videos, thanks for sharing.

Great videos.