Chevrolet Volt Owners Provide Next-Gen Volt Advice To General Motors


Next Gen 2016 Volt Arrives In Fall Of Next Year

Next Gen 2016 Volt Arrives In Fall Of Next Year

The majority of current Chevrolet Volt owners are demanding that General Motors offers the following on the next-generation Chevy Volt, set to go on sale in fall 2015:

  • Seating for 5
  • More electric range
  • Lower price tag

That’s close to the “Triple 5” trio of improvements that we reported on nearly one year ago, in which Triple 5 stands for the following:

  • Seating for 5
  • Electric Range of 50 miles
  • 50 MPG

Larry Nitz, General Motor’s executive director of hybrid and electric powertrain engineering, offers no comment on the next-gen Volt aside from admitting that GM is currently developing it.

We’d like to see more electric range and seating for 5 (more spacious interior) in the next-gen Volt.ย  How ’bout you?

Source: Automotive News

Categories: Chevrolet

Tags: , , ,

Leave a Reply

88 Comments on "Chevrolet Volt Owners Provide Next-Gen Volt Advice To General Motors"

newest oldest most voted

Scaled up by 5%… min… 60 electric miles… same price.. . Free evse.

My EVSE came free w/my Volt?

There is no free lunch.
I know I want 100 miles 60 MPG and seating for 7 ….for $20,000.

Anyway. Not mentioned in article is that there will be 2 Volts:

1) “Volt Light” with less AER and a lower price and seating for 5 and

2) a “Maximum Volt” with 50 miles AER, a turbo 3 with 45 MPG and 4 and 1/2 seats…..for the same price

I’ve heard many ask for a 6.6kw (or greater) charging rate.

I don’t care about 5 seats. I want more AER. And if GM want’s to boost sales, they need the price to start with a “2”.

The complaints about 5 seats baffles me as well.

Having a big console in the rear seat is a benefit since it helps stop the kids from fighting on longer trips! And if you have 3 kids it’s unlikely you’d be looking at a Volt, or any cars, since the middle seat is always uncomfortable.

The center child seat is a big deal for some people (perhaps bigger than 5 seats).

Also, when all your competitors are 5 seaters and you come up with a 2+2 that’s obviously a disadvantage. People may not use that 5th seat often, but they still want it there (same idea with the ICE in the Volt).

i too am baffled by the complaints about 5 seats. if the Volt did add the 5th seat, the same people would just find something else about which to complain. the reality is that the Volt is a small car; so if you really do rely on extensive use of the back seat, then you are probably going to be looking at a bigger car.

so first, people complain about a lack of a 5th seat, but if they got it, they would then be complaining that the Volt needs to be bigger…

I love the 2+2, but recognize “mass market” expects 5.

Ideally, it’d be nice if 2+2 was an option on the car. Let people choose 4 seats for maximum comfort, or 5 seats for maximum flexibility.

The mass market also expects a trunk and the Energi twins, which have that “much coveted” 5th seat don’t get much of a trunk. I much prefer the tradeoff made in the Volt considering, as others have stated, that it is a compact car. Seating 5 people in it would not be a picnic.

Many other cars only have 4 seats, starting with the iMiEV, the i3, the Karma, the Porsche Panamera, the Aston Martin Rapide, and the most shocking of them all, the H1 (the engine is in the middle).

I want the 5th seat. Does that make me a whiner? Geez, it’s ok if you don’t need the fifth seat, but try to be civil.

I have two reasons for wanting a fifth seat. The first is that I semi-frequently come up one seat short and end up having to take two cars. Yeah, the fifth seat wouldn’t be the most comfortable, but when the alternative is driving two cars, most people would happily pile in. The second reason is that I’m having a second kid this year. That means that my family will fit in the Volt as-is. I consider a car purchase to be a long-term (10+ years) purchase, so the possibility that I might have a third kid is making me consider a different car.

So yes, bring on the fifth seat!

An EREV Impala option would much better than a 5-seat lower range Volt option.

However, a longer EV range 4-seat Volt with 30 amp charger and heated steering wheel is more important than either option in my eyes.


You may not care about 5 seats, but after price it’s the biggest reason people who considered the Volt didn’t buy it.

seating for five? How about seven? If I’m going to buy another gas car, it will have to replace out minivan.

Where is our range-extended (Volt-like) EV minivan?

I agree about that too. But that’s a very different car from the 5-seater. Clearly there is room for both. In the meantime, Chrysler has announced that an all-new plug-in hybrid full size minivan arrives in the fourth quarter of 2016.

I know its a bit off topic, but what is your source for fourth quarter 2016 for the Chrysler Town & Country PHEV minivan?

The Chrysler pdf just says 2016, and the reports I have been reading seem to indicate they mean model year 2016, which it seems will be mid-late calendar year 2015. Edmunds says the 2015 T&C is mid-2014 (isn’t it mid-2014 now, anyone know when this means?), and I was wondering if that meant the 2016 model year would also be mid calendar year.

My family is very interested in the PHEV T&C, but we need to get something now, so knowing whether we have to wait until mid calendar year 2015 or end of calendar year 2016 makes a big difference in our choices. If its end of calendar year 2016, then we can get a 2 year lease, if its mid 2015, then we will probably just buy a used car now.


The seating for 4 vs 5 was a non-issue for us. While I recognize we may not be the typical buyer, smaller was more desirable than bigger. After looking at the Volt, the most significant reason I did not buy it was the hump between the seats, front and back, with the horrible center console layout and buttons. Other factors included my wife not liking the split view in the rear view mirror, it being a bigger car than we needed, and the added cost and maintenance for the gas engine. While the engine would have made the Volt fit 98% of our needs, the Spark EV fits 95%. The Spark is more fun to drive, easier to park, less to maintain, etc. so we purchased the Spark EV instead. I would have looked at the Volt years earlier had it been marketed better. I did not realize the vast leap forward in technology the Volt is, I had though it was equivalent to what the current Plug-in-Prius is today. Classifying it as a hybrid is a disservice to the Volt, and range extended EV does not give it the credit it deserves for how it integrates the engine. The… Read more »

The “hump” in between the seats in the back is easily removed by pressing a button and lifting up, which lets you have a nice large flat storage area with the two seats down.

I know all of the things I would like to see. But really, to be completely honest, the thing I would like to see is whatever is necessary to see sales of 50,000 per year or more, preferably 100,000 per year. To achieve that, they need to focus on what “Joe Consumer” wants and not necessarily what the EV enthusiasts want.

i tend to agree. my sense is that the most important feature is to reduce the price of the Volt. a big part of this is due to the fact that the Volt carries a Chevrolet nameplate, and as crazy as it might sound, the price of the Volt is high for a Chevrolet. increasing EV range is less important; most people are going to recharge the Volt using a 120V outlet, so 40-50 miles is about all that you can get on an overnight charge. more range would be nice, but that increases the price; so that is a bit of a luxury feature. increasing the size would be nice, but the Volt is a small car, so if there is to be a bigger Volt we are probably talking about a completely different automobile model. i do get the sense that GM has dropped back somewhat on the EV hype, unlike Tesla and BMW, but that isn’t necessarily a bad thing. neither Tesla or BWM have provided any evidence (other than hype) that they have a viable, general market EV strategy. so it makes sense to me for GM to focus more on trying to penetrate the general… Read more »
If you are saying make the cars the consumer wants, then I agree with you. If you are saying the Volt needs to be all things to all drivers, then I disagree. What “Joe Consumer” in the USA wants is an F150 pickup. Trying to make the Volt into something it is not will only reduce it popularity. I would like to see GM (and others) putting the technology of the Volt into a much broader array of vehicles. Not everyone wants or needs the same vehicle. The Mini-Cooper is an example of ruining a perfectly good car. Executives see that Americans buy more larger vehicles, so they decide to make the Mini-Cooper bigger. For me, the Mini-Cooper has now completely lost its appeal. Sure, there are more buyers for the larger size vehicle, but there are substantially more options in the size range. Turning a niche vehicle into a mainstream vehicle just soils your niche brand. Fiat is trying to do the same thing with the 500L. Should have just called it a 600 or something and not soiled the 500 branding. Then again, maybe because I think these things are stupid is why I am not an auto… Read more »

50 mpgs aren’t important. It’s just window dressing, to get the bite of first time buyers who aren’t doing the fuel math.

50mpg’s are still $.08 miles, where going from 38, to 50+ range, takes away each of those $.08 cent miles and swaps them for $.03. Much bigger cost impact.

Volt owners and 1st time buyers are totally different studies. I burned 100 gallons, in year 1/20,000 miles. What do I care how efficient the engine was? What does the new buyer think? Does he/she remotely get that 30mpg, instead of 40mpg, would have cost $128, or that 50mpg might save all of $68 per year? This is where forcing one self to use the EPA calculator is wise:

The Volt already proves that its “the battery, stupid”. Engine efficiency in the i3 will be even less meaningful.

I agree completely. The big ones for me are AER and charging rate. The ones that really matter on the road, and opposed to in the marketing or mass adoption realms. If the Volt only goes from 40 to 50 AER in Gen 2, then Chevy is going to lose my business altogether. I’ll bite the bullet and go Tesla.

In deference to the fact that GM has to also avoid going into the red, I wonder if it wouldn’t be better if the question was modified to include what we thought could be done and still have a reasonable profit margin.

If they could fix that frustrating display/switch arrangement, and add 2 ” more leg room, a 2″ higher door opening, move the B-pillar 2″ back, as well as a little better mileage and AER, hold or improve the price slightly, that would be great.

A couple of inches more shoulder room wouldn’t hurt either.

I have often wondered why the BEV and PHEV manufacturers couldn’t have a base that gets you 20 or 30 or even 40 miles AER, and add-ons that get you 10 or 20 more (so you could add more range later) or even so you can swap out charging units (though that would also require swapping out wire harnesses).

+1 on the charge rate.

I think I can answer that. It isn’t as simple as being able to just add 20% more cells to get 20% more capacity. You need a specific working voltage. So in order to have a larger battery pack you either need to do one of two things:
1) Have the larger pack exactly DOUBLE the size so you can just add two packs in parallel.
2) Use an entirely different cell for the two sizes of battery pack.

Either one of things is possible, but both have their problems. Using a different cells means more money having to manufacturer two kinds of cells, rather than scaling up production of an existing cell. Doubling the battery means there has to be a lot of extra space and changes for weight for the larger battery pack.

Since the Volt uses Lithium-Ion batteries which use many smaller cells in both parallel to achieve the necessary amperage, and series to achieve the necessary voltage, an additional ~20% pack could be added using the same cells as the original (just fewer in parallel) is built with. It would need to have the same nominal voltage as the original and can be connected in parallel.

Zero Motorcycles uses a configuration that allows you to add a pack in such a manner.

I don’t think so. You may be thinking of the 18650 cells that Tesla uses. The Volt uses large flat cells.

At least for 2011, the battery for the Volt consists of 288 individual cells arranged into nine modules. Three cells in parallel and 96 in series. The same size cells could be used to add capacity in increments of ~5.5 kWh. This is assuming all of the original cells were identical which is not necessarily the case.

The capacity was increased slightly from 16 to 16.5 kWh for 2013, I don’t have details on what exactly was changed, but I suspect it was not too radical.

I want to see competition from Ford with a car with 50 mile range. Thats what will drive price down.

Optional larger battery pack with DC quickcharging.

If the Volt had a 80 mile range along DC fast charging it could give the Nissan Leaf and BMW EV a run for it’s money.

..and New England radio spots inviting the following, “I sold my house short, and my credit is shot”. “I just got a divorce” and “I don’t have a job”, I think leaving Volt I a chevy, and making “Volt II” a Buick is looking more important. At that, I hate to say it but I don’t think GM customers make the best target for the technology. Witness stop/start Malibu, pulling the hybrid SUV, etc. Can this brand find traction?

1. 50+ miles
2. 5 seats, +2″ further back
3. Buick D2XX

Oops. Thread reply, there. Ocean, I agree, but wonder about costs w/REx.

I think a Chevy Impala with the volt drive train it would be really nice. But the question is what would the price be for it? In that the volt is based off of the Chevy Cruise and the Chevy Cruise is a cheap brand of car. The Impala is more higher end.

But I do agree with your idea of butting it in higher end GM car models first.

I’d buy the Impala EREV, if only. It has more passenger room than a Tesla. They expect ~19mp GGE out of the nat gas version, a 10k premium, with Gas Gallon Equivalent prices all pretty much $2.50 near us. My wife and I actually have good CNG access along our commutes, but at $.13/mile no thanks.

The GGE station price is roughly double the household therm price (for about the same quantity). We haven’t got NG pipes on our street. My hope is the D2XX platform, which I understand is not restricted to one wheelbase length, can be modified to simply make Volt II bigger/longer, but I doubt it will be enough.

Most important for buyers. More interior room. Less claustrophobic. More CUV like. Seating for five, deeper trunk.

More electric range, better fuel economy, lower price are important but not as critical.

Sounds like you want a whole different vehicle.. Leave the Volt like it is. If you want a larger vehicle then GM needs to take a larger vehicle and put the EREV drivetrain into it.

The Volt has perfect outer dimensions. But somehow it has all disappeared on the inside.

If the Voltec drivetrain was put in a Mazda 3, which has almost exactly the same outer dimensions, it would have been a twice as good car.

So the “same” car could be so so much better. And I hope they do some radical changes to the Volt.
And I would also like to see it getting its own brand since the Chevy brand will always be associated with low quality and low cost no matter how great the Volt gets.

All that spaces goes to battery.

The biggest requirement for the next Volt has got to be cost/price, which will also positively affect the other desires in the fallout.

The Volt complexity is high with many processors, circuit boards, modules… There is a big opportunity for more integration, which will significantly reduce cost and also weight.

The engine needs cost reduction, which means going to a more modern 3 cylinder unit, resulting both weight reduction and efficiency gains.

The next Volt will also needs to leverage a new generation platform, which should benefit from new materials and architecture for reduced weight. This has to be done for the Cruze and others, so the benefit should accrue to the Volt.

The fallout from these drivers would hit the 3 big issues: More AER: Higher ICE mode mileage; Lower price.

Introduce a Cross-over or CUV EREV using the Spark EV battery (under floor), 5 higher-up seats, more aluminum, better visibility (more HD cameras or narrower pillars. For a great EREV w/50-60 AER, I honestly canโ€™t see the price going below 35K. For those who want the price in the 20s, buy a Volt coming off of a lease.
Introduce a Corvette BEV w/200 mile range, AWD, w/option for L3/SC access. These 2 vehicles will bring people into your Dealers!

Sounds like we need a Buick Encore EREV.

..or, they can just wait until Mitsubishi eventually sells every 12kwh Outlander they can ship here.

More REAR SEAT LEG ROOM is a must. I do fine with the 4-place configuration, but also do understand that it has broader appeal if it seated 5. Either way for me, something has to be done to increase legroom in the back. It’s more like a sports coupe than a sedan in terms of leg room. I love my Volt, but my number one improvement would be the addition of 4″ of rear leg space.

One more point, If a 5th passenger were added with no additional leg room, what’s the point? You first have to have the space to accommodate 5 before it does any good.

Children. They’re like little people and don’t need as much leg room. ๐Ÿ™‚

The Automotive news article makes it sound like Volt owners hate their Volt, and the “demanding” text suggests it too, haha.

The reality is Volt owners are some of the happiest vehicle owners, but these items would be their areas for improvement if they come at the right price point.

Of course, all EV and EREV plug-in owners seem to really be happy with their purchases, which is great to see. I hope the virus spreads. ๐Ÿ™‚

These types of surveys are largely useless unless you put a price tag on each item on the wish list. You also have to differentiate between the opinions of the early enthusiasts who think that they are somehow saving the plant by buying a new car, the incremental masses who are actually expected buy larger quantities of the car. For example, once you have a generator on board (the main point of the Volt), it makes little sense to have electric range more than approximately 40 miles. There is declining marginal utility of longer range. The focus should be on getting the price down, and the biggest component of price is the size (capacity) of the battery. Getting the MPG up, after the 40 or so EV miles, is a good thing as with any car, but also not critical. Other things include product management decisions such as 5 seats instead of 4 (the second-most reason people didn’t buy the Volt 1.0, after price), overall refinement/NVH, heated steering wheel, better leather on the steering wheel, better software upgrades (once a month over-the-air instead of once in 3 years at the dealership), and the biggest thing of all: More/additional body styles… Read more »

The three most common questions about the Volt are:

1. How far does it go on electricity?
2. How long does it take to re-charge the battery?
3. How much does it cost?

With those in mind, I believe GM should:

1. Extend the electric range
2. Add a 6.6kw charger (DC quick charge would be awesome too)
3. If possible, lower the cost

In my exp FAQ #1 = Does it have an engine?

Then there are the presumptions that aren’t even asked, like “I drive further than the range, therefore the Volt makes no sense”, or those who have it but don’t go much further than the convenience store.

Education is really the key. When people hear my Volt can only go 40 miles on a charge, they seem to often think that is absurdly low. But what I find constantly is that many people don’t even realize it can also run on gas.

The second problem is most people have no idea how far 40 miles really is. They THINK they know. But they don’t.

So I usually have to give people examples using our local geography, as to how far I can drive. Then tell them I can always fall back to gasoline if I need to go further. That changes a lot of people’s perspective.

Definitely EV range needs to increase. All other items are nice-to-haves.

How much should all-electric range increase? Enough to be a significant number. A two mile increase is a rounding error. It should probably be 10 more miles. A 50 mile EPA range would be ideal, but a 45 mile range would likely do well enough to increase momentum on the car.

If they don’t increase the range, then the price needs to come down. If they keep the range and price, no matter what else they do they won’t increase sales very much.

It’s kind of an amusing sentiment to say that EV range definitely needs to increase, when the Volt has the largest EV range of any plug-in hybrid by a long margin.

(Side note: I’m excluding the i3 REx version here because, unlike other plug-in hybrids, its engine is not the same full performance for those “extended” trips)

Rear leg room is a must!
We went to look at the Volt this weekend and the there was little to no leg room.

So more rear leg room, 5 seats and 50ev range should get a much broader customer range.
ICE mpg should stay the same.

I would consider the Volt If they meet this criteria.

My biggest concern is that, in order to get the cost down on the Volt they will ruin it.

Example of how to ruin the Volt during cost reduction:

1) Lower the AER
2) go to a parallel only transmission like the Ford

If GM does this I won’t buy another one.

There’s no chance of them lowering the AER. They’ve already stated the Gen 2 will have more.

Going to a parallel transmission is also highly unlikely in my opinion, though not as unlikely as lower AER.

Ford’s system is no more parallel than the Volt’s system. Both systems use a planetary gearset. Granted, the Volt’s is arranged a little different. But both systems are most definitely capable of running in both serial or parallel mode. The only true serial setup I know of is the BMW i3 Rex, and to a lesser extent the Honda Accord PHEV. (only serial at lower speeds)

My sister has a 2012 Volt and likes it alot. But, the reason I’m not buying one is AER. Its 45 honest miles of range is great for my summer commute. Its 25 miles AER isn’t enough for the same commute in the winter unless I either turned off the heat, or drove 15 miles of the trip on the gas engine. {She gets ~ 25 miles AER with the heater on.} How to solve that issue is Chevrolets business. It looks to me like a bigger battery, a more efficient heater or both would do the trick. Both would be great. Of course, who am I? I am not a Volt owner {but could be}.

25 miles in winter? Can’t they have some sort of battery heater that keeps the batteries warm when it is plugged in so that it gets 38 miles electric range even in winter as long as it was plugged in?

It’s called “preconditioning”, while the car is plugged in. (2) 10 minute, web-initiated, remote starts warm the battery coolant. About half the range loss comes from cabin heat/defrost.

Heat pump?

So ignoring the fact that 25 miles AER is not enough for her commute or your commute, what is your average MPG over the year?

I’m guessing it’s larger than any other vehicle available with a gas engine for unlimited range. That’s the metric people forget.

I would not hold your breath on the cheaper next gen Volt. Li-ion technology is not cheap. It took Toyota three generations of Prius sales to turn profit on HEV with NiMH batteries. Ever since rebirth of GM, their products seem better and more competitive, but their MSRP stickers are a bit out of reality. GM is very greedy right now and, unfortunately, will pay a price in the near future.

No, what the Gen 2 Chevy Volt needs most of all to be a success is a knowledgeable, motivated national sales force throughout their dealership network, supported by widespread, creative and effective marketing from GM.

True. But how do you keep franchises happy? By making them purchase $10k in tools or get kicked out of the volt program? How about helping dealers out rather than make them go upside down on profitability.

My requests are:

1) 6.6kW charging. Pleaaaaasssseeee
2) Heat pump
3) Traditional center stack
4) Smaller A-pillars
5) Decent infotainment
6) Shorter frikkin air dam

I seem to remember that a shorter air dam was available at no charge at one point, as a dealer swap-out that you could do after purchase. Is that still available?

” It took Toyota three generations of Prius sales to turn profit on HEV with NiMH batteries,”

Wow, I didn’t realize that. Toyota has been making around $3,000 on every hybrid for some time according to the Nikkei Newspaper.

Look, they are obviously NOT selling them at a loss or they would have stopped making hybrids a long time ago.

Toyota hybrid sales are approaching 7 million world wide.

Doesn’t common sense tell you that they are making money from their hybrids ?

I’m sure that Toyota is making money on their HEVs now. I am just saying that company like Toyota most likely knew that building all these hybrids would not be profitable at first, but they are there now. Still, with the exception of the Prius PHEV and RAV4 EV, the rest of their hybrids use NiMH batteries. GM on the other hand, in light of the bankruptcy and all, does not feel like losing money on new technology. GM lost a lot of money on the EV1 and the ill effects of that project probably still linger around Detroit.
Again, my point is that Li-ion batteries are not cheap, hence high MSRP.

Same range and reduced price would be way more likely to get me into a Volt than same price and more range. I think the same logic applies for the majority of people out there who have a round trip commute on the order of less than 40 miles, or less than 80 miles with charging available at work. Due to the fact that only a fraction of buyers would be making use of that extra range on a regular basis, a bigger battery wouldn’t help this car pay for itself anywhere near as fast as if they simply reduced the price, and fuel savings is the biggest factor pushing people into PEVs.

In my previous comment I listed what I think GM should focus on for the next Volt.

FWIW, in and interview with Andrew Farah that appeared on the Volt facebook page a number of months back, he did talk a little bit about working on the next Gen Volt.

He didn’t make any promises but he did say they’ve been evaluating feedback from customers and said they know customers have asked for more range, more economy and better cold weather comfort.

He also claimed they have not received much feedback about changing the charging systems and felt they did that right.

That statement is a bit ridiculous, longer electric range, better cold weather comfort, and faster charging go hand in hand. To not take full advantage of the deployed L2 infrastructure is foolish.

If that is accurate, he felt wrong. That is plain foolish. Faster charging costs very little compared to more battery cell capacity. He is not listening properly to the need. Customer’s are calling for more range and lower price. Sure they would love it to have a huge battery that weighs and costs less but that isn’t realistic. The Volt’s small pack compared to BEV’s is most suitable to take advantage of daytime charging. Most people don’t need more range on most days but some can make great use of it daily. Just a 240V capable EVSE would even be a nice start but a 6.6kw charger is needed too. What would that cost add be?

I would take 4 seats – IF the rear seat worked for people taller than 6′.

Longer electric range is key. And much better MPG in hybrid mode. I think a true serial hybrid would be an improvement – the ICE could be much smaller, and the cooling intake could be closed off when not in use.

At only 5’10” in height, I found a simple test ride and drive too painful with my head hitting the roof in the back seat. What I could not figure is how smaller cars are more comfortable (by GM no less)…

im 6 foot and my hair touches the roof, no problems.

Dear GM,

Please don’t make another vehicle that kills people thru faulty design, hidden testing results, cost savings, or reptilian corporate culture…

How about a triple-5 consisting of:
-Seating for 5
-45 miles electric range
-$25K after the tax-credit.

Sure would be nice to have a 2 door option like the ELR for those of us that aren’t comcerned about the back seat.

an SS version as quick as an i3 with a firmer or admustable suspension…would pay up to $5k for that option.

50 mile AER may be easy with next gen batteries and more SOC usage. But it will not sell the car. I love my Volt and most people son’t understand them. They hear Tesla day and night with 250 mile range and compare. The Volt with 80 AER and $29,995 MSRP might get to a 45,000 sales number per year. Maybe. Eventually, the federal credit will be repealed or the figure met and it won’t be available. I think the Volt is a great car that is going to take some monumental swing in GM’s dealership thinking in order to get all Chevy dealers on board. It is a great car that too many people don’t understand or even want to try to understand.

I don’t understand the call for 5 (and more?) watching traffic (at least in my area) more likely than not, there is only ONE person in most mini van.

We have a 2011 Volt (my wife’s car now) and a 2014 i3 and an infant son. My wife wants a minivan for her trips with my son. The Volt is not big enough to hold both the bumbleride stroller and all the groceries/supplies she normally buys, without filling up the front passenger seat and the back seat next to our son. She bought a smaller stroller to use when shopping, to ease the space restriction. She wants a vehicle that will let her do a diaper change inside when needed (the volt is too cramped). And of course, we want a vehicle at least big enough to take the 3 of us, plus two grandparents when we go out (say to the aquarium), and ideally 4 grandparents. It is for this reason we are very much looking forward to the Chrysler Town & Country PHEV. I wish GM would use the voltec drivetrain in the minivan class, we would probably buy it. While I as a customer would love to seat 5 and get 50 miles range, I think it is changes in price that will get more customers, not range increases or more seating. Leg room in the… Read more »

“Take it to the house”

V2House, preferable capable of 240V, 100A. Can’t stress enough how this lost cost add feature can add huge value to the Volt. Best whole house EM generator ever.

More range is a popular choice but with charging access coming online rapidly, faster charging can add effective range at much lower cost. Fortunately with the large buffer of the current gen Volt and incrementally better battery tech, including better battery performance knowledge, GM can increase range without increasing total battery capacity by increasing the charge window. This can allow lower cost with increased range but faster charging can do more to increase effectively daily range at much lower cost than adding cell capacity.

I disagree. The public charging infrastructure is a shambles: too few, gouge pricing, too many access cards, companies going out of business, stations broken, ICEd, etc. Having a car with an impractical range (80 mi) and relying on the public charging is never going to work in the long term. Building so many cars like that is an even bigger crime. The only viable model is Tesla’s: the car has so much range that it will cover everyone’s daily needs in any season no problem, and long range travel is possible with DCFC along travel routes. Gee, sounds just like the way ICE cra work in practice.

I definitely want to see the Volt with 80 or more miles AER. But it only works if it still has the ICE, so it fits the use model above. Right now, Tesla notwithstanding, no one is putting big batteries on cars with a REX (Volt), nor putting REX on cars with big batteries (thus making them practical, here I am thinking of all the 80 mile poser cars on the market right now, Leaf, i3, etc.). I do not count the i3’s worthless REX.

I did not buy a Ampera (Volt) because I need a car in which four adults 6′ plus can travel all day. So GM how about an MPV. Have a Citroen C4 Picasso which easily does 60 mpg (diesel) and would have space for an EV drive train + battery and still have enough luggage space.

I think the only things it really needs is a lower price and better MPG on gas, if you want more seats there are larger PHEVs on the market, or GM could make another EREV with more seats. Of course everyone would like more range but the question is will they pay more for it? I don’t think so.

Better stereo, power roof.