The Volt project's often dismissed as a marketing stunt, a gimmick, too expensive for the segment, or a toy for wealthy eco-nuts. We withheld our judgment until we had the chance to do a test drive. Now, after driving a Volt-in-a-Chevy-Cruze-shell powertrain mule, we're prepared to declare it — much to the delight of the Volt's PR team, engineering crew and Bob Lutz — utterly unremarkable.

The Volt's unremarkable because it's exactly like driving any other appliance car on the road today, and that's the point. GM is trying very hard to make the Voltec system driving experience as familiar as anything before it and even at this early prototype mule level they've succeeded quite nicely. The Voltec system consists of a 1.4-liter four-cylinder gasoline engine driving a generator, an electric motor driving the wheels and a lithium ion battery pack in between the two to hold plug-in and regenerated power. This doesn't work like a Prius or an Insight, there's no transmission, the engine doesn't power the wheels; it's an EV that goes 40 miles and then it runs off the generator, and it works.

Our ride in the Volt was up to about 55 MPH on the grounds of GM's Warren Tech Center and the cars are, dare we say it, peppy. There are no whirs or whines or whistles like in a traditional EV, just silence, like the motor has stalled out and you're coasting along on momentum. There's no shifting going on as there are no gears to shift, just direct power, and unless you're paying attention you don't even notice. Stab the go-pedal and it responds happily, it's even got a little get-up and go. According to Lutz the current prototype accelerates from 0-to-60 MPH in around 8 seconds — that's about 2.0 seconds faster than a 2009 Toyota Prius and about 3.5 seconds faster than a Chevy Aveo. Not too shabby for an appliance if you ask us.

There are two drive modes, a normal highway type where you accelerate and coast normally, and a second drive mode which maximizes regenerative braking in city traffic. It feels like you're hitting the brakes but you aren't hitting the brakes. We had hoped the Volt would give us a back-rub and deliver a milkshake, but it's just a car, even bridging on the pedestrian, the bland, the appliance. But this is again, the point, to make this huge paradigm shift and make it seem easy.

The Volt is coming, and from a powertrain perspective, it's pretty darn good. Lutz was adamant on that point saying "Volt is currently on time and we fully believe it will hit the market as expected." The Chief Engineer, Frank Weber, a rather intense German who has been extraordinarily cautious in the past about the program's hurdles, seems to be seeing the light at the end of the tunnel. Yesterday he remarked "There are no more large elephants in the room, only hundreds of small ones."

In June, GM will be completing the first full prototype vehicles, nearly 80 in total, which will look and feel and operate like real Volts. They'll have all the correct body panels, interior bits, and system calibrations and we'll be driving those eventually. At that point we'll be much more able to judge the complete vehicle. Until then, we're kind of hopeful the Volt might actually be fun to drive, along with being frugal at the pump.

[via GM-Volt]

Despite the hype, and as I laid out in a piece today for Popular Mechanics, the Volt, Tesla Roadster, the upcoming plug-in Toyota Prius and the Honda Insight will not be what I'd call mass-market game-changers. More like mass-market hype. Sorry Dick and Jane Average, but unless your real name is Matt Damon, Katie Couric or Ariana Huffington, the high price (plus the added pricing on the sticker from the dealer) and low volume will put these technologically magical marvels of engineering outside your reach.

Unfortunately, it's Dick and Jane Average that will need higher fuel economy the most. That's where the Cruze comes in. When the news of the Cruze, the companion car to the Chevy Cobalt to be built at the General's Lordstown, Ohio plant, first broke with little in the way of details, it was the epitome of a non-event — another attempt by GM to produce something in the econobox range. No reason to think otherwise until the second press conference with GM CEO Rick Wagoner a week later. There he laid out expectations on fuel economy for the Cruze. Thanks to the turbocharged 1.4-liter four-banger under the hood, the Cruze is expected to get the astonishing fuel economy of "over 40 MPG."

Now 40 MPG may not be as good as what the Volt will get, but I can guarantee you it's better than what 98% of the auto-owning population is getting on the roads now. Add to that the Chevy Orlando, a concept MPV to be unveiled along with its platform-mate, the Cruze, at next month's Paris Motor Show. Unlike the Volt, which is all about the marketing of MPG, the Cruze lineup can give GM the upper hand in bringing MPG to the masses. And they've got some seriously sharp-as-a-knife looks.

If GM pulls off the Cruze at these fuel economy numbers and a price in line with the 30 MPG+ marketplace, then they may actually be on to something in the world of the appliance car — and that's what they'll really need to get the company through the first few of their next hundred years.

Chevrolet Volt Leads General Motors Into Its Second Century

DETROIT - General Motors launched its next 100 years today by unveiling the much-anticipated production version of the Chevrolet Volt - a vehicle that delivers up to 40 miles of gasoline- and emissions-free electric driving, with the extended-range capability of hundreds of additional miles.

"Revealing the production version of the Chevy Volt is a great way to open our second century," said Rick Wagoner, GM Chairman and CEO. "The Volt is symbolic of GM's strong commitment to the future ... just the kind of technology innovation that our industry needs to respond to today's and tomorrow's energy and environmental challenges."

Form follows function
The design of the Chevrolet Volt production car has evolved from the original concept that was unveiled at the 2007 North American International Auto Show in Detroit.

Because aerodynamics plays a key role in maximizing driving range, GM designers created an aerodynamically efficient design for the production vehicle. Many of the design cues from the concept vehicle endure in the production Volt, including the closed front grille, athletic stance, rear design graphics, outside rearview mirrors and more. The Volt's rounded and flush front fascia, tapered corners and grille are functional, enabling air to move easily around the car. In the rear, sharp edges and a carefully designed spoiler allow the air to flow off and away quickly. An aggressive rake on the windshield and back glass help reduce turbulence and drag.

Working closely with GM aerodynamicists to shape the Volt, design and engineering teams developed one of the most aerodynamic vehicles in GM's history. They spent hundreds of hours with the Volt in GM's wind tunnel, testing and re-testing parts such as the front and rear quarter panels, rear spoiler, rockers and side mirrors. Aerodynamic improvements enabled GM to reach the Volt's target of driving up to 40 miles (based on EPA city cycle) without using gasoline or producing emissions.

Inside, the Volt offers the space, comfort, convenience and safety features that customers expect in a four-passenger sedan, and it delivers them in a variety of interior color, lighting and trim options unlike any offered before on a Chevrolet sedan. Modern controls and attractive materials, two informational displays, and a touch-sensitive infotainment center with integrated shifter distinguish the Volt's interior from other vehicles in the market.

Some of Volt's interior technological features include:

* Driver-configurable, liquid crystal instrument display
* Standard seven-inch touch screen vehicle information display
* Touch screen-style climate and infotainment controls
* Optional navigation system with onboard hard drive for maps and music storage
* Standard Bluetooth for cellular phone and USB/Bluetooth for music streaming

New era in automotive transportation
The Chevrolet Volt is leading a new era of electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle, or E-REV.

The Volt uses electricity to move the wheels at all times and speeds. For trips up to 40 miles, the Volt is powered only by electricity stored in its 16-kWh, lithium-ion battery. When the battery's energy is depleted, a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt's electric drive unit while simultaneously sustaining the charge of the battery. This mode of operation extends the range of the Volt for several hundred additional miles, until the vehicle's battery can be charged. Unlike a conventional battery-electric vehicle, the Volt eliminates "range anxiety," giving the confidence and peace of mind that the driver will not be stranded by a depleted battery.

The Chevrolet Volt can be plugged either into a standard household 120v outlet or use 240v for charging. The vehicle's intelligent charging technology enables the Volt's battery to be charged in less than three hours on a 240v outlet or about eight hours on a 120v outlet. Charge times are reduced if the battery has not been fully depleted. At a cost of about 80 cents per day (10 cents per kWh) for a full charge that will deliver up to 40 miles of electric driving, GM estimates that the Volt will be less expensive to recharge than purchasing a cup of your favorite coffee. Charging the Volt about once daily will consume less electric energy annually than the average home's refrigerator and freezer units.

Charge out of driving
The Chevrolet Volt offers spirited driving performance in a remarkably quiet interior. More than 220 lithium-ion cells contained within the Volt's battery pack provide ample power. The Volt's electric drive unit delivers the equivalent of 150 horsepower, 273 lb-ft. (370 Nm) of instant torque, and a top speed of 100 miles per hour. The lack of engine noise, combined with special sound-deadening materials, make the Chevrolet Volt an extremely quiet vehicle to drive.

GM estimates that the Volt will cost about two cents per mile to drive while under battery power compared to 12 cents per mile using gasoline priced at $3.60 per gallon. For an average driver who drives 40 miles per day (or 15,000 miles per year), this amounts to a cost savings of $1,500 annually. Using peak electric rates, GM estimates that an electrically driven mile in a Chevy Volt will be about one-sixth of the cost of a conventional gasoline-powered vehicle. The cost savings are even greater when charging during off-peak hours, when electric rates are cheaper.

The Chevrolet Volt is expected to be built at GM's Detroit-Hamtramck manufacturing facility, subject to GM successfully negotiating satisfactory government incentives. Production is scheduled to begin late 2010 for models in the United States. Pricing has not been announced. Visit media.gm.com/volt for more information.

General Motors Corp. (NYSE: GM), the world's largest automaker, has been the annual global industry sales leader for 77 years. Founded in 1908, GM today employs about 266,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 35 countries. In 2007, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

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PRELIMINARY SPECIFICATIONS: 2011 CHEVROLET VOLT

General

Vehicle type:
5-door, front-wheel-drive sedan

Category:
Extended-Range Electric Vehicle (E-REV)

E-REV competitors:
none

Chassis:
independent McPherson struts front, compound crank twist axle rear, four-wheel disc brakes, full regenerative brakes to maximize energy capture, electric power-assist steering

Seating capacity:
four

Manufacturing location:
Detroit-Hamtramck Assembly (subject to GM successfully negotiating satisfactory government incentives)

Performance
Top speed (mph): 100

EV range, city (miles):
40 (based on EPA city cycle)

Dimensions

Wheelbase (in / mm):
105.7 / 2685

Length (in / mm):
177 / 4404

Width (in / mm):
70.8 / 1798

Height (in / mm):
56.3 / 1430

Cargo volume (cu ft / L):
10.6 / 301

Battery system

Type:
lithium-ion

Energy (kWh)
16

Electric drive unit

Power (kW / hp):
111 / 150

Torque (lb-ft / Nm):
273 / 370

Exterior

Tire and wheel size:
specially developed low rolling-resistance tires on 17-inch forged aluminum wheels

[ABC News via CarScoop]