Finally: Next Generation 2016 Chevrolet Volt Debuts – Full Specs

JAN 12 2015 BY JAY COLE 150

New 2016 Chevrolet Volt

New 2016 Chevrolet Volt

The Chevrolet Volt has long been considered the forerunner of the current plug-in revolution.  So when the original plug-in car turns the page on a new chapter, people pay attention.

Today, General Motors has taken the wraps of the 2016 Chevrolet Volt, and finally delivers all the next generation goodness that eager plug-in car buyers have been anticipating for so long now.

2016 Chevy Volt Batteries Features New Chemistry And A 18.4 kWh Pack

2016 Chevy Volt Batteries Features New Chemistry And A 18.4 kWh Pack

GM states that the 2016 Volt will achieve an estimated EPA rating of 50 miles of range from a larger, but lighter 18.4 kWh battery that features a new chemistry (192 cells vs 288 cells).  The new pack has 8% more capacity than the 17.1 kWh pack found in the current generation of car, but is more than 20 lbs lighter according to the company.  A check of the stats from last year show a net 32 pound savings on the pack overall.

“The 2016 Chevrolet Volt provides our owners with a no-compromise electric driving experience. We believe our engineering prowess combined with data from thousands of customers allows us to deliver the most capable plug-in vehicle in the industry.” – Alan Batey, president of GM North America.

As for when the car when the car will arrive, GM is only saying “the second half of 2015” – which looks like the 2015 will be undergoing a traditional product cycle and we will be seeing the 2016 around August.

Pricing as one would expect is also a mystery at the moment.  However, GM has strongly hinted at a lower starting MSRP than that of today’s $34,345 (+$825 destination) figure.

Editor’sNote: Check out lots of additional videos and more pics of the 2016 Chevrolet Volt in our Gallery Recap here.

2016 Chevrolet Volt - Coming In The 2nd Half of 2015

2016 Chevrolet Volt – Coming In The 2nd Half of 2015

2016 Chevrolet Volt On Stage At NAIAS In Detroit - Image Credit Tom Moloughney/InsideEVs

2016 Chevrolet Volt On Stage At NAIAS In Detroit – Image Credit Tom Moloughney/InsideEVs

The new two motor arrangement is rated at 111 kW/149 hp, but has 298 lb-ft of torque.   The internal combustion engine is now a 1.5l 4 cylinder unit rated at 75 kW (101hp) @ 5,600 RPM.

Goodbye Premium Fuel, Hello Greater Efficiency In The Volt's New 1.5L Engine

Goodbye Premium Fuel, Hello Greater Efficiency In The Volt’s New 1.5L Engine

As for driving efficiency, the 2016 Volt gets 41 mpg (combined city/highway) in extended range mode and an overall 102 MPGe rating.  Those figures are up 11% and 4% respectively.   Also of note, premium fuel is no longer required.  GM says the new drive unit is 12% more efficient and weighs 100lbs less.

  • 0-60 mph performance has improved to 8.3 seconds (GM rated the existing Volt at 9.0 seconds),
  • 0-30 mph sees a big jump, moving from 3.1 seconds down to 2.6 secondsso no slouch off the line at all 
  • Top speed is now limited to 98 mph.
  • Total range (including electric propulsion) is said to be 420 miles

Editor’s Note:  Full statistical fact sheet on the 2016 Chevrolet Volt can be found at bottom of this article.

“Volt owners complete more than 80 percent of their trips without using a drop of gasoline and they tell us they love the electric driving experience. Putting that experience at the center of the new Voltec system’s development helped us improve range, while also making the new Volt more fun to drive. We established a precedent when the original Voltec propulsion system debuted and this newest iteration sets the EV technology bar even higher.” – Andrew Farah, vehicle chief engineer.

2016 Chevrolet Volt Cutaway

2016 Chevrolet Volt Cutaway

Perhaps most importantly, is that the 2016 Volt can now seat 5 persons, albeit not too terrible comfortably (no one likes to straddle the battery ‘hump’) – but that was never the issue.  The fact you can seat 5 is a real selling bonus for the extended range car.   Heated seats in the rear and a heated steering wheel are also now available options.

Live From The NAIAS - What Everyone Wants To See - The Rear Seating!

Live From The NAIAS – What Everyone Wants To See – The Rear Seating!

As noted in early previews of the car, Regen on Demand™ (who knew that could be trademarked?) is now available and has moved to the back of the steering wheel.

Charging abilities are little changed.  Level 1 (120V @12 amps) takes 13 hours, while L2 (240V) takes 4.5 hours.  No fast charging options are available, but an illuminated charging port is now available.   The portable 120v cord set has also gone on a bit of a diet and is more compact that today’s version.

The 2016 Chevrolet Volt Gets A More Traditional Interior

The 2016 Chevrolet Volt Gets A More Traditional Interior

Interior dimensions are almost exactly identical to the 2015 Volt, with slightly more shoulder room in the front of the 2016, and slightly less headroom, but more legroom in the rear – the changes are so minute however, no one will be able to detect any changes of significance.

Dimensionally, although slightly larger in every aspect but height, the car is still classed as a compact – which is no surprise considering its share componentry with the next generation of Chevrolet Cruze.  Despite a larger size, GM has managed to shave over 250lbs from the car overall.

2016 Chevrolet Volt Ready To Launch

2016 Chevrolet Volt Ready To Launch

Here are the specs on sizing of interest (current generation in brackets for comparison):

  • Wheelbase:   106.1″ (105.7″)
  • Length: 180.4″ (177.1″)
  • Width:  71.2″ (70.4″)
  • Height: 56.4″ (56.6″)
  • Weight: 3,543 lbs (3,794)

Interior specs:

  • Seating Capacity: 5 persons – 2/3
  • Headroom Front: 37.8″ (37.8″)
  • Headroom Rear: 35.8″ (36.0″)
  • Shoulder Room Front: 56.5″ (56.2″)
  • Shoulder Room Rear: 53.2″ (53.9″)
  • Hip Room Front: 53.7″ (53.7″)
  • Legroom Front: 42.1″ (42.05″)
  • Legroom Rear: 34.7″ (34.1″)
  • Cargo Room: 10.6 cu ft (10.6 cs ft)

GM also made the following notes on the 2016 Chevrolet Volt:

More convenient location-based charging

Using real-world experiences of today’s Volt owners, Chevrolet made the charging system in the next-generation Volt more convenient for customers to recharge the battery – and to check the charge status.

The new and enhanced features include:

GPS location-based charging

“Owners will now be able to set their charging preferences exclusively for “home” charging and the vehicle will automatically adjust to that setting when it is at “home” based on GPS data,” said Farah, the chief engineer. “The new Volt will give owners greater flexibility for charging on their terms and make public charging easier.”

This will allow owners to pre-set their 120V charging level (eight amps or 12 amps) and whether they wish to charge immediately, set a departure time for each day of the week, or set a departure time and a utility rate schedule to charge only at off-peak rates. These setting will only have to be programmed once and the Volt willdefault to them when the vehicle return to its home location.

New, more intuitive charge status indicators

The next-generation Volt makes it easier for owners to confirm their Volt is charging and gauge charge status. The new status system features a specially designed tone that indicates when charging has begun, with additional tones for delayed charging. It will even indicate if the charge port door was left open after unplugging but before entering the vehicle.

With a glance through the windshield, an updated charge status indicator light on the on the top of the instrument panel will show the approximate charge level through a series of flashes. An available illuminated charge port makes it easier to plug in after dark.

Portable cord set enhancements

A new 120V portable cord set has a simpler, compact design with more convenient storage location. The storage bin for the cord is now located on the left side of the Volt’s rear cargo area, above the load floor, for improved accessibility.

Safety features

The new Chevrolet Volt offers new standard and available safety features that work with an all-new body structure to provide crash-avoidance and passenger protection capability. Highlights include:

  • Standard rear-vision camera
  • Ten standard air bags, including driver and front-passenger knee air bags
  • Available active safety features offering lane keep assist with lane departure warning, side blind zone alert with lane change alert, rear cross traffic alert, forward collision alert with following distance indicator, front automatic braking, and advanced park assist with front and rear park assist (semi-automatic parallel parking)
  • Expanded use of high-strength steel throughout the body structure improves strength and reduces weight
  • More effective structural load paths in the frame, along with reinforced rocker panel structures and side structure reinforcements

The new, active safety technologies and structural enhancements build on the Volt’s legacy of top safety performance, which include a 5-Star overall New Car Assessment Program rating from the National Highway Traffic Safety Administration for the current model.


GM is investing $435 million in the production of the next-generation Chevrolet Volt at the Detroit-Hamtramck Assembly Plant and at the Brownstown, (Mich.) Battery Assembly Plant, where its lithium-ion battery pack is produced.

The new drive unit will be manufactured at GM’s Powertrain plant in Warren, Mich., and the 1.5L engine will be manufactured at GM’s Toluca, Mexico engine plant for the first year of production, then shift to the Flint, Mich. engine plant.

Since its introduction in late 2010, the Volt has established southeast Michigan as the hub of vehicle electrification development and manufacturing. The next-generation Volt will feature approximately 70 percent U.S. and Canadian components within its first year of production, a nearly 20-percent increase from the first generation.

Full Statistical Details of the 2015 Chevrolet Volt:

2016 Chevrolet Volt Specifications

2016 Chevrolet Volt Specifications

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150 Comments on "Finally: Next Generation 2016 Chevrolet Volt Debuts – Full Specs"

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Wow, 12:01 am, right on the dot. 🙂

Hmmm…not what I was hoping for (wanted a little more EV range). Should be good for others though.

More EV range: Everyone wants it but no one needs it in a EREV.

What about top speed? I wonder why they changed it from 101mph to 98mph?

It’s nice to have a triple digit top speed, haha. Oh well.

Owning an Accord Hybrid which has even greater performance than the Volt I can’t say being able to do the ton even came across my mind even though I believe it does. Why would this matter in this type of car? Doing so would very quickly reduce battery capacity. The idea with the Volt has always been to drive electrically up to the battery’s limit if you choose without the battery range anxiety that pure electrics can give. Just remember to plug in at night or the electric benefits go away.

Thanks Jay!

Read this at 60 miles AER city/suburban Driving, mild temps.

Quoting GM – Performance:

“EV range (city):
50 miles / 80 km (estimate, combined city/highway)

Now I know that it leads with the category ‘City’ but it ends with ‘city/highway.’-

Thus I conclude that someone driving city/suburban, 50 mph or less should average 60 miles AER in mild temps.


Link Goes To GM Media Online-


Thomas J. Thias


Yes, it’s all good. Beauty.
But, I’m surprised they added this much range, and just a slightly smaller battery.

Of course, the battery should last even LONGER for most drivers. Clearly, they’re still attempting to Guarantee a 20 YEAR battery.

Regarding EV Range …

“GM states that the 2016 Volt will achieve an estimated EPA rating of 50 miles of range from a larger, but lighter 18.4 kWh battery”

While the 38 to 50 miles range will be a nice improvement, EPA has modified testing to base range on 80% SOC (vs. range testing using 100% SOC) for new model year testing. This has effected EPA range reports reported for both the Nissan LEAF and the just released Tesla Model S85D.

I think that only applies to EVs that have multiple recharge modes (standard or full). Since the Volt only goes from empty to full, and there anrent multiple “full” levels, no averaging of range numbers.

Yes, in this case, this is a apples-to-apples 50 miles/full discharge cycle.

Does this mean there is no longer any battery buffer, as in my 2011 volt, where the battery would charge to a higher SOC AFTER the remote start was engaged?

Someone at GM said the charging will be “a little faster” a few months back. If it now takes 4 1/2 hours to charge, it really doesn’t sound like it. I’m not complaining though, this car overall is everything my dealer said it would be a half a year ago, especially if you get 50 mile all electric range as standard.

That would make sense as on paper new chemistry gives only marginal improvement but if it allows full discharge cycles in normal use, then it would be big improvement.

3600, not 3300w watt on board charger = faster.

Hi PJwood.

IS this a real number? IF actually 3600 watts, what is the maximum current draw? If 16 amps then that would occur at around 225 volts, assuming pf > .99 as required by European Standards. I assume some version of this is eventually going to be sold by Opel/Vauxhill/Holden.

Or is this like BMW marketing who stated probably the correct 7.0 kw charger (European 10 amps), then, maybe 7.2 kw (in the states and UK), then 7.4kw, now 7.6kw then it didn’t matter cuz they burned out anyway.

Im just askng since I didn’t see any real numbers and wonder if they are indeed using a different part, which still conforms to the 16 amp limitation of some countries.

I think the number came from those attending the LA presser, but I haven’t got a link for you. “4.5 hours” to full @240 would suggest no change, wouldn’t it? It would be nominal, anyway, which was sort of what I was getting at.

I just ordered a 10kw electric heater, for my garage. It beats opening EV windows, and cranking it. If the world had only Larry Nitz types, I’d be stuck shopping 3kw units.

One thing I didn’t plan on, with substantially more storage, was the opportunity-charging benefits of 6.6kw. It is almost everywhere you find J1772. More Kwh don’t just serve the range need. They open the window of how long you can go w/o home charging, when you know a destination charger is in your calendar. I’m too shameless not to grab the “free” watts from my $$$ parking lot.

Humm, ok they did change the charger, from Q & A with the engineers.. I wish these press people would ask for SPECIFIC info, not generalities. For instance, the heater is now resistive and ‘more powerful’ – so how much more powerful? I would have asked.
Another interesting thing is that low beams are led and high beams are halogen so that means burned out headlights are pretty much a thing of the past.…..

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

Hi Bill,

I’m guessing they’re going to use about 14kWh of the battery. 10.7kWh gives us 38 miles, so with the same ratio, 14kWh would yield 50.

At a 3.3kW charge rate, that would take about 4.3 hours to charge. I realize too that they’ve claimed 3.6kW, and that this is a bit of hand waving.

Maybe they’ll go a bit higher than that, or they’re being conservative with the TMS factored in, in claiming a 4.5 charge.

Bottom line, they’re not using the full 18.5kWh here, probably something more like between 13.5 and 14.5kWh.

Hi Clarkson

I’m just curious if they’ve changed to a new part # or if the marketing team just made a small mistake. Keeping worldwide compatibility, and pf > .99 and 16 amps, if they allowed the power output to rise for 240 volt input, that would be 3,800 watts. So, I would guess that would be the ‘ultimate limitation’ for a single charger model. I’d assume a “dual charger option” for the 200 mile BOLT, seeing the car has to , at least as an optional extra, charge in under 8 hours.

Hi Bill,

Sorry for misreading that. I’m not sure I understand about the worldwide compatibility though. Even if they have a 3.6kW charger instead of 3.3, it will negotiate with whatever EVSE it is connected to, and limit at that amount (3.3, for example, if you’re using a prior Voltec 240V EVSE model).

I’ve mentioned this several times but companies have to stick with 16 amps (3800
watts maximum) in Italy and Switzerland, unless balanced loads, which the volt is not.

A few have mentioned “3.6 kw”. Where?

Among other sources, it was more recently in the Volt FAQ session on Facebook.

But I still don’t get the concern about 3.6kW. If the EVSE in Italy says it will only provide 3.3kW, the car will only accept 3.3kW.

Brian’s voltec charging docking station (CDSC/EVSE) will charge my Roadster, on a good day, at 15 amperes, 3.6 kw.

A gen 1 volt won’t draw more than 3300 watts atany time.

I’m not talking about Brian’s EVSE. I’m asking where is the info that the GEN2 volt has a 3.6 kw charger? I haven’t seen it.

3.6kW was mentioned in a previous story which seemed to agree with their “slightly faster charging” stated earlier.

But I still don’t see the concern. If places like France and Italy don’t allow loads beyond 3.3kW, then the EVSE’s there will be designed to provide a pilot signal that limits charging to that level. Am I missing something?

The 3.6kW number was also just mentioned yesterday in a Chevy Volt FAQ on Facebook. It’s confirmed that they’re bumping it up slightly from 3.3kW to try and maintain a similar charge time, despite the larger battery.

Yes that and more importantly the Volt only uses about 65% of the battery’s capacity so full is already not really full.

I live at 1800 foot elevation. The battery typically charges to 35 – 38 miles. When I regen all the way down to the flatland, my battery always shows between 51 and 55 miles range once I reach the bottom. This tells me the battery is not really fully charged when I start. Now I am wondering if I will be able to get the 2016 up to the same ratio of increased range as my 2012 (51/38 = 1.34 or 34% overcharge). That would mean 67 miles. Thoughts?

Its not charging any higher (well, a very small 1-2% buffer above “full”)
What you’re seeing is a revised range estimate because you’ve simply used so little energy, its extrapolating how far that full battery will take you if you kept coasting the same way.

Likewise when you do the reverse, it’s not instantly losing several miles worth of energy, it’s just revising the estimate of how far your same amount of energy will take you, because its harder to go uphill.

I get it, I had not thought of that, I did not know that it recalculated on the fly like that. So what’s happening to all that regen braking energy? It’s charging the battery, right? I’m driving about 5 miles in L downhill, with substantial periods of hard regen. Is that the 1-2% you mentioned?

If you have a newer model, check the power display on the main dash for the net power value. The car still uses some power, even when regening downhill, but would still get net energy gained.
I’ve never been in this situation, but apparently once the battery is full it has a mode where it just burns energy by spinning one motor against the other = energy lost as heat.
Obviously not the most efficient. You can experiment by using heater or only charging to say, 80% and see if it makes a difference.

To expand on point one, it still uses 400-500W just for the car to be on, plus if you’re not on a steep incline and have some flatter parts, you’ll use energy to move for those. So if its a pretty gradual decline over 5mi you’re probably not wasting much.

I’m going to try charging to 80% and seeing if that allows me to recover more energy. Thanks!

Sorta underwhelmed, to be honest.

I would say, “Modestly Incremental”. 🙁

Wait for the price. That will really determine if it’s a game changer or not.

Manitou, I think you are right. They made a lot of small improvements, and a large improvement on the AER, but it really comes down to price. I am trying to get my head around the back seat situation. I am a Realtor so I put people in the back of my car for work. And the back seats of the Volt are tiny. And they are not getting better in the Gen II.
I really want to like the Gen II, but….

Golden Real Estate – the ECO BROKER here in Golden got a 2012 Volt for home showings in Spring 2012 and it was very well excepted. Jim Smith – the Broker – even allowed the clients to experience the Electric Driving getting to the properties. He used the friendly voice from above to guide them (OnStar) getting there. He now has a second electric (a Tesla S) for the showings and his Volt is used by other members of his office team. A third Plug In (also a Volt) has just joined the Home Showing in the last 2 weeks. He has also added 2 more level 2 chargers in his parking lot (free to the public as well as to his broker associates). So you can fret about the utility of a Volt as a Real Estate car … if you like. But it works! It has placed his firm solidly in a prime position in the West Denver market. BTW, I am less comfortable in the Model S rear seat than in the Volt Rear Seat – from a headroom standpoint. I have a long torso.

Steve, I had no idea the Tesla S had less rear seat headroom than a Volt. That is more than a little surprising but Edmunds says it has 0.7″ less than a Volt and a Volt is tight for me with regards to headroom and even more so, legroom.


There is no other car ever made, at any price, that has all these features, to the best of my knowledge..

Not quite the 555 but probably good enough to beat LEAF on a monthly basis.

50 miles on 18.4kwh. Great!!!

I’m glad they went for range. It makes up for the 41mpg, most won’t use much of, if at all.

I agree, pj. Getting the CS mpg over 40 mpg is more for boasting privileges, since it gets used so seldom. I really thought that the AER was going to be around 45 miles so I am happy with 50.

It is also fairly impressive that they got it over 41mpg. Remember that now we’re using regular fuel instead of premium fuel, so the boost in MPG looks less impressive than what it really is; it is masked a bit by the change in fuel type.

That is a good point r.e. the premium to regular aspect of it. I am still kind of torn on the Gen II. I had been ready for a marginal increase in AER and got a 30% jump instead, so that is great. But we don’t know the price and the back seat is no better than what I have now, and what I have now sucks because I put my clients in the back seat when I am showing them houses. I love my Volt but I don’t know if I will buy another car that doesn’t have a roomier backseat. All of a sudden I am thinking the a Ford Fusion Energi may be in my future. But less than 20 miles of AER would burn…

“Am I missing something?”

Yes. You keep going back to evse’s. My question is not about that…

Does the new volt’s charger differ in ANY WAY from the old volt’s charger?

The old charger is 3.3 kw. If there is no difference, then the GEN2 will also be 3.3 kw.

By your own calculation, 4 1/2 hour charge time on the new VOlt could be handled by a 3.3 kw charger.

The fact that Brian’s EVSE is rated at 3.6 kw (verified by me when I was charging my ROadster with it) is irrelevant.

I’m interested in what is going on at the car itself.

But someone in the ‘press’ might have picked up the ‘3.6kw’ number from the evse spec sheet, and if so, that number is *NOT* describing the car.

Humm, ok they did change the charger, from Q & A with the engineers.. I wish these press people would ask for SPECIFIC info, not generalities. For instance, the heater is now resistive and ‘more powerful’ – so how much more powerful? I would have asked.
Another interesting thing is that low beams are led and high beams are halogen so that means burned out headlights are pretty much a thing of the past.…..

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

Are these things made by LEAR, or was that only the EVSE?

So much for standardization of parts. If they’re only going 10% bigger why bother? Unless the j1772 connector on the car is the same old part and is rated at 16 amps.

I bet they added 300 watts to the charger because eiher Lear or Remy or who makes the thing gave them the wattage at no additional cost.

You guys realize of course there will be no additional wattage at most public evses.

The reason why I kept going back to the EVSE is because I thought you were suggesting 3600W would not be compatible with Italy, etc. I was focusing on power draw as being the issue versus power factor.

Good improvements. AER at 50. Mpg is averaged to 41 so good improvemnt there

Almost identical to our collective projections… Was projected to be around 50/42, and ended up as 50/41.

The switch to regular fuel, which is 15% cheaper, makes the 41mpg’s seem more like 47.

Wise move GM. Hindsight is lookin’ 20/20.

Good point.


I just moved to Texas and have been astonished at the pricing for Premium gas…not that I have purchased for years, but in Ohio it was about 20 cents more be gallon and here they are charging this or more for the “plus” grade…”premium” might be 40-50 cents more.

I’m in for one.

The weight is another plus. 250lbs off. And they did it with lots of battery, plus a 1.5ltr motor. This car is w/in ~100lbs of the BMW M3, and Audi S5. There are lots of modern sports cars right around this range. They have the “legs”, but not the low gravity center that makes the Volt fun.

Very nice. Should sell like hotcakes. Nice job GM.

Wonder how much % of the battery will be available…

I’m guessing they’re targeting 75% of the battery will be “usable” energy, just based on the current Volt’s EPA rated range and usable energy, and using that to project the usable energy of the new battery with 50 miles EPA rated range.

10.7kWh / 38 miles * 50 miles = 14.07 kWh
14.07kWh / 18.5kWh = 76.1% of battery used

WOW, longer EV range and more than 40mpg!!! This is great, I bet they will sell many.

And if they put this drivetrain in a Crossover body, they will sell more than they can make!

Jay – congrats on being first in with the details. I think this is a solid effort by GM. Wish they had 6.6 charging though. For us up north helps especially in winter when the cold saps our range. Speaking of cold weather, any expectations on improved cold weather performance, or changes to ERDTT?

ok, not bad but why no fast charging at all?


Plus the sides look like they got dents. Wondering what the back of the car looks like?

In theory, 3.3kW is all that is needed for the majority of scenarios.

In practice, a 6.6kW charger would help those who wish to use public charging to the fullest extent available (typically 6.6kW)

To me, they should have a 6.6kW option that people can pay for if they choose to do so.

Looks like the Volt is retaining its original mission definition, which is clearly based on overnight charging.

Given that, 3.3 kW is quite adequate, and lower cost to implement in both the car and at home. If your day doesn’t fit, fire up the engine. You still save fiel over an ICE.

It’s sufficient if you drive no more than 50 miles per day and only charge at home. 6.6 kW charging is significantly better for charging on the go, or at the work place to allow more EVs to use the same chargers during the day.

And if you drive 55 miles per day, you use a fraction of a gallon of gasoline. And if you drive 60 miles a day…

In other words, it is sufficient for larger ranges too. Heck, running the engine sometimes is still a good thing, and a 100 mile trip with 50 mile range and no opportunity to recharge during the trip would still equate to 80mpg, far better than any conventional vehicle.

It still surprises me how many people don’t seem to “get” the Volt concept. They don’t see past the EV range.

QCO, 3.3 or 3.6 kW charge rate works 95% of the time, but 5% of the time a lot of drivers are looking at opportunity charging and slow charging costs more and delivers less since a lot the paid chargers make you pay by the hour.
Is 6.6 charging absolutely needed? No.
Is 6.6 a big plus for a lot of us? Yes.
Being able to get 20 miles of extra electric miles during lunch would be much better than getting 10 miles currently.

Great News!!!

Since the new Volt has 10 miles spare (at least) at the beginning of lunch, the 10 added miles (probably more like 11) you add makes 20 or 21 miles so you’re in Luck!

Besides, with the “Buy this house, and We’ll Buy Yours!!!” houses, just run a cord to the outdoor outlet and demonstrate to the prospective buyer that this DeLuxe House is EV ready.

…because the Volt is not a BEV.

well it is not a bev per se, and it is indeed intended for overnight charging, but everywhere you read about volt owners you hear about stories , true I assume, that they;ve used only 2 tanks in 20k miles and other similar records. I’ve never seen someone bragging about the efficiency of the ICE, even today someone was saying that he almost never uses the gas engine, so it seems that the volt albeit not a bev per se is used be most people as a bev the most time possible, thus a fast charging at work, at the gym etc would have helped these people, which to m experience are MOST customers volt has.
It wouldn’t have hurt anybody yo have this fast charging option, especially with the huge marketing plus that the superchargers are creating for tesla.

if you can afford to spend 6-figures for what is basically a second car (Tesla Model S) then you probably aren’t looking at the Chevrolet Volt anyway…

no, I definitely cannot spend 6 figures on any car but this doesn’t preclude me for noticing something obvious for a car I;ve been following , daily, years before it was on sale (Lyle’s blog) and a car that I still find interesting, mildly tempting even.

To quote GM, once you go 50 miles you are supposed to use GM’s MegaCharger system.

Battery is smaller than I expected! Assuming the new Volt is slightly more efficient as the old Volt for Wh/mile, the usable battery range is about 13.5-14kWh, or about 75% SoC.

Congrats to the folks at Chevy for delivering a great second gen Volt!!

Seems to be the same battery as they’re using in the Spark EV.

Not the same charging capabilities though for what should be a superior thermal management design. So something is different.

Interesting to note the 5 seating is an option, which suggests the rest of us that value comfort over offspring torture can still get a 4 seater.

Still wish GM would increase charging speed to at least 6.6KW

I’m assuming GM will start offering a dual charger (dual 3300 watt option) for their 200 mile ev, so that charging may be completed in under 7 hours. For opel, Vauxhaul, and Holden, perhaps for those markets they will either offer the resultant 32 amp single phase package in countries that allow them, and place a Mennekes connector with 2 or 3 – 3300 watt chargers to balance the phases in countries that do not, so using the same hardware essentially world – wide, just rearranged in the countries that require it. I’d expect the basic charger for all GM EV’s would still be the single 3300 watt model; but they almost have to supply an option to do more with a 200 mile BEV.

But, the Volt is using the MegaCharger system so it is not critical.

Bravo GM on a great new Volt! There will probably be some things people don’t like about it, myself included, but overall, unless there’s something unapparent with the car, it looks, as GM said, essentially “Truly Better in Every Way”.

Sounds like they did great work on improving the Voltec system. I was hoping for a little more rethinking on the interior space. The big key will be if they can hit their cost numbers and get an MSRP that starts with a 2.

I am still hoping the big surprise is a CUV version with 30+ mile AER.

Pleasantly surprised on the EV range, FE slightly better than I expected (41 v 40), with the major bonus of regular instead of premium. (FE tests use midgrade or premium, effectively, so still might be premium tuned.)

I’d like to know the city v highway breakdown on the FE since we know that hybrid miles will be on highway trips.

while they show interior photos, they are primarily dashboard photos. i can’t find any photos of the rear seat.

the 50 miles EPA rating is good, that means about 70 miles during the warmer months and 35 during the winter months.

the illuminated charge port isn’t such a big deal to me because the EVSE charge head had a flashlight. the illumination does look nice though.

the car doesn’t look bad at all, although i like the design of the 1st generation Volt better.

This is what we have to work with atm. Uploading a full gallery now…will be a separate thread, plus adding some more in here.

GM’s media event is for 7:35 am…so lots more live shots are incoming. Will not only update this story, but have pics, info, etc. as it comes in

my comments weren’t a complaint about the website; there are more photos on the website but none of those photos show what the rear seat looks like.

Yes, GM released 3 shots initially, then dropped another whack around 1:30 am (eastern) – fortunately we don’t go to bed around here, so you can find all of those shots, plus these (above) and others in this gallery here:

2016 Chevrolet Volt Gallery

Couple videos are out now too – attached one to this story, both are in the gallery

Is this the most anticipated rear-middle-seat photo in the history of the NAIAS? 😉

I was thinking that it would be 48-50 miles of AER at best so I am good with that. But it is barely an inch larger than the earlier Volt. That is Leaf-like dimensions in the back seat. And that is less than optimal.
I have been following the Volt for 8 years now. I am not sure that I really like GM. I like the engineers that built the Volt but I don’t like Chevy or GM. I hope Tesla builds a car I like.

“120V @122 amps”
One too many 2’s in that amperage figure.

…its a new setting.

/whoops, working fast tonight on this one! Fixed, (=

New pics make it look more conventional.

Less “HEY, look at me I am an alternative fuel vehicle.”

I agree. Reminds me of a Honda Accord.

Not mentioned, but rear heated seats and heated steering wheel will be available. Also active shutter grill openings.

On the negative side is the lower rear headroom. But at least it seats five now.

What, no view of the rear?

Make it $29,999 and they have a winner.

I read rear headroom increased by 0.2 inches

I think the headroom decreased by .2 but the rear legroom increased by .6.

Less rear headroom !?! I hope not.

It looks like you guys were right. Hopefully that is not noticeable in the ergonomics. Headroom was one thing I loved in my LEAF.

Every time I ride in a friends Volt, I club my head getting in/out of the back seat. (I guess I should upgrade to the driver seat…)

Ugh. I was hoping for slightly more head room. The Leaf has plenty of room in the interior. At 6’3″ my head is just too close to the roof in the Gen 1 Volt. Looks like the Volt is off my list. 🙁

You just have to bend more. I am 6 feet and I can sit anywhere, just sit a bit sidewards.

+1 … I drive a micro-car (Lectric Leopard) EV and I’m 6’4″. Just bend more.

Seriously though, I could barely be comfortable in the back of the Leaf and the Volt is less spacious. BUT – I’m totally excited to be at NAIAS on the 23rd, so can check it out myself!

The available active safety features exceed my expectations!

I am on the fence with the new styling from these renderings. I have a feeling it will look better in person (and in other colors).

Everyone at the show, please take plenty of High Res pictures. Maybe a good HD walk around video also.

Any info on the onboard charger?

All GM onboard chargers to date for all cars (with the exception of the EV1, which did go over 6 kw) have been 3300 watts. I wouldn’t see any reason to change this since charging time now (due to the bigger battery presumably) is even longer at 4 1/2 hours on high voltage.

Where’s the picture of the new volt? They accidentally posted a pic of the new Toyota corolla

Thanks Jay (and all)!

Great work, GM, definitely polled the milleniums and have a looks winner.

give ’em a $1500/$249 lease and I think it will finally move beyond the niche that you forced the Volt 1.0 into when frankly, the styling was too conservative to get 24-34’s attention. This (IMHO) will get their interest (and I’ll do my best to avoid saying nice things about said styling and “oh-gawd-grandpa’s-on-facebook” -ing the impression, LOL).

Can I have mine in 1969 Nova SS Forest Green please?

We can all hope for ‘our’ CUV, but this is anti-CUV and perfect for younger families, leading to generation(s) that will Never go back to pure ICE again.

Yes, especially the side view.

The 0-30 time is seriously quick.

Impressed they managed to squeeze that more kWh in less battery weight. That gives us more insight into the upcoming Bolt’s configuration.

I wonder what the new volt’s range would be if the ICE was completely removed. Any ideas?

Isn’t the Bolt going to use a new battery cell? Or has LG not yet officially been allowed to share anything more than …”a North American OEM” will be using cells in volume in 2017?

Well done GM!

Welp…this will NOT be our new family hauler!

Buy a Chevy Equinox!

Not without a plug dude!

Were expecting the Volt to turn into a mid-sized sedan or something? More range AND more seats AND much larger?

Sometimes the expectations get a little out of hand…

Why not? The Prius moved from compact to mid-size with Gen 2.

Thanks Jay.
I am inpressed.It was worth the wait.

Nice write up, Jay. Thanks for being on top of this and providing enough details to feed our appetites. For now….. My girlfriend likes it. We’ve been waiting on this reveal before trading in her Subaru. Only drawback is not she’ll have a better car than me (2013 Volt). Grrr

Well Done GM!!!!

50 EV miles and 41 mpg in a fresh, clean design.

RE: cold performance

-we knew the 1.5ltr got a new coolant fed exhaust manifold, which might accelerate battery and thus cabin warm up. Old one took .1 gallon to trip the thermostat and feed warm air.

-The bad news, IMO, no front defrost element. I’ll make that call on the dash showing front windshield direction, and then “Max” off to its left. That’s like the old way.

-Someone can correct me, but if Volt2 is to make use of a heat pump, it won’t be so sinfully watt sucking as that little amber defrost light, you notice after wondering where your range is going.

-belief unconfirmed on heated steering wheel. The seats are stitched/perforated/possibly cooled like Impala, per pic. That raises thought of power option?

Volt remains the best EREV, in cold, for its unlimited hold mode and use, not waste, of engine heat. I won’t be surprised if it holds 35 sub-freezing miles of electric range, rather than dipping into the 20’s, or falling to the 40’s like the BMW i3 REx.

One of the numerous articles posted today has stated options for both heated steering wheel and rear heated seats.

What the hell kind of design is that

Wondering what the torque is on the engine as at some point when it is used as part of the traction instead of generating. Couldn’t find it after searching google. Sounds like total torque may be around 400 ft lbs.

They made improvements in every area expected basically. Wonder how the rear seat looks (everyone for sure is waiting for that). Still kind of disappointing that they can’t at least make the interior space at least match the Cruze, even with a completely new platform to work with.

As for styling, it’s a lot more “conventional”, but styling was never a problem for the Gen1 Volt (I’ve never heard anyone say it looks ugly despite being unconventional, unlike the leaf) so not sure if this is a good direction to go.

i also like the gen1 Volt design better, but i will say that they did improve the instrument layout, for example putting the parking brake and mode controls near the shifter. the instrument panel graphics look improved. it also looks like the sight lines are much improved. i’m least thrilled with the front end design, but i think that it is a pretty well designed car. the appearance would not deter me from buying one (although i am going to hold on to my 2012 Volt).

Any thoughts on why the generator is now only 45kW (for 75kW ICE) compared with 55kW (63kW ICE) for Gen 1? There are a lot of unused kWs there

My guess is because they want to run it at a much lower RPM so the ride is even quieter than today.

On today’s Volt, if you put snow tires on or have some increased loads, the engine tends to rev high very often.

The original Volt concept car was AWESOME!! Whoever decided to change it should be fired. I lost energy for it after that.

I’m sure glad they DIDN’T build that original concept car. It would have been a niche product probably selling 1,000 per year instead of 30,000.

Sounds like they made a lot of great updates. To drastically over-summarize:

– Pro: I love rated range, the rear heated seats and heated steering wheel options, as well as seating for 5.

– Con: Not making 6.6kW charging at least an option is about the stupidest thing they could do.

I haven’t heard many take a stab at what line costs GM would have had to eat, to go from 3.3 to 6.6. What are we talking, $100, $350??

I like the design better than the 2 Volts I have owned, and I love those. I especially like the new simplified interior; very nice. I think that 6.6 charging should be optional, but if it isn’t, oh well, no car is perfect. Love the new rear end! Nice caboose baby! My only other desire would be optional adaptive cruise control. Other than that I think is is an excellent progression from Gen 1, great job GM!

I found no mention of drag coefficient. What people are seeing as a more conventional design I’m interpreting as lower drag. The original Volt concept was boxy and the gen one pared that back but not completely. It has a cd of .28.

I’m guessing the new volt has a lower cd, perhaps 0.26 or 0.25? That would give a 10% range improvement right there.

I hope they make an AWD SS version by adding a second motor driving the back wheels.

The 2016 Toyota Prius better have a decent EV range or Toyota can say goodbye to it’s hybrid reign.

I saw no mention at all of the heater, so I guess that means they did not make any changes there. One can’t have everything…..

Yup, still looking for whether that changed. With no change to resistance heat having to first warm up all the battery coolant, before the cabin, and what at least looks like no changes to defrost, the hope in my mind seems to be that the engine will warm faster.

An interesting thing about the coolant jacket inside the exhaust manifold would be if that lead to worse pollution numbers, at the catalyst, since it stays cold longer? Maybe WOT, from GM-V forums can clear us up on these details.

I am sure this was covered in previous versions of the Volt, by why no sun/moon roof?

Well So glad I have a Generation 1 Volt.

Generation II I expected a lot better individual style from GM than what is now delivered – The outside is cross between and a Honda and side a Mazda.
Interior started off correctly but the chrome strip really?
Americans need a better design school.

Another me too … lets await the Bolt for something exciting.