Thanks Brewster,

I would have missed this article if you had not pointed it out. Very clever of Holden to put a Volt in the hands of these guys.

I think the author really understands what a Volt really means, and has been open minded enough to be receptive to the superior driving experience that a modern world needs, is looking for, and the Volt provides.

I've found the Australian mainstream traditional press mostly lacking in understanding and appreciation of what the Volt is, how it moves, and what it means for our future. It's as though some have stepped out of a HSV V8 or some overseas missile and into a Volt, expecting to measure it using the same criteria.

I love the feminisation of the Volt by 'her'. Perhaps that says it all.


Certainly one of the most accurate and insightful reviews done in OZ.

Malcolm

 

Nice review. No fake criticisms. The writer and I are very much in agreement on how to look at the Volt and its performance. One thing he is very correct about. Even after almost 2 years of ownership I very much enjoy the push back into my seat that the brisk acceleration provides.

WVhybrid

 

Excellent Article

The author really pulled together the key points associated with the Volt in this excellent article.

 

Thanks boyz

Nice words. Thanks for reading. I'm asured another week on the Volt will cement my views firmly in place. I've read a few reviews from major websites ( http://www.carsguide.com.au/news-and-reviews/car-reviews-road-tests/holden_volt_review2/ ) who seem to think there is a transmission (cvt) and 2 electric drive motors. It's hard to believe they've actually driven it. THere is no mention of a CVT in Holden's blurb nor is there mention of a 2nd motor. There is however a generator which seems to have been mistaken for a second electric drive motor. Odd since they claim to be experts. I shall check with my man at Holden to confirm. Perhaps it is I who failed to understand the literature, but I rather doubt it

 

Nice words. Thanks for reading. I'm asured another week on the Volt will cement my views firmly in place. I've read a few reviews from major websites ( http://www.carsguide.com.au/news-and-reviews/car-reviews-road-tests/holden_volt_review2/ ) who seem to think there is a transmission (cvt) and 2 electric drive motors. It's hard to believe they've actually driven it. THere is no mention of a CVT in Holden's blurb nor is there mention of a 2nd motor. There is however a generator which seems to have been mistaken for a second electric drive motor. Odd since they claim to be experts. I shall check with my man at Holden to confirm. Perhaps it is I who failed to understand the literature, but I rather doubt it

Nothing about the Volt is simple. The generator that is attached to the engine is the same sort of synchronous A/C motor-generator that drives the car (though a lot less powerful.)

The single stage reduction gear that steps the drive motor down to the wheels in low speed electric operation is in the form of a planetary gear set - and does operate as an eCVT similar to the Prius in higher speed situations, especially with the engine on.

A set of traditional automatic transmission clutches switches it (though the Volt rev matches before engaging the clutches, so presumably they'll last a very long time) - at low speeds and high power settings the ring gear is locked to the housing by a clutch, allowing the main drive motor to push the wheels directly at 7:1 (similar to a typical car's second gear.) At high speeds the ring is clutched to the second motor-generator - which in turn maybe be clutched to the engine if the engine is running. This is much more efficient than converting mechanical power into electricity and then back into rotation. There's also a small efficiency benefit when the engine is off - two electric motors turning slowly have less overall losses than one turning quickly.

Two things in your review surprised me. You said the proximity locking buttons are only on the front doors of Holden Volts? My 2012 Chevrolet Volt and every other I've seen has them on all four doors. Also, the battery pack is only 435 pounds - 200 kg - but your review says 400 kilos. Not sure where that number came from?

 

I can only tell you what the info says, what the dash says, what the computer says and what Holden Engineers say

 

Sometimes it operates like one, other times it doesn't. I don't know how comprehensible a mid-western US accent is to Australian ears, but here's a series of videos from GM's initial technical presentation of the car to the automotive press, detailing all the key powertrain pieces and operating modes:

http://www.youtube.com/watch?v=an-VyIau-FM

http://www.youtube.com/watch?v=343-NQKOvLg

http://www.youtube.com/watch?v=IWSK8BR6LT8

The core section on the planet system clutches and the four driving modes is at the beginning of the second segment.

Be careful with the 70 mph, though. The video points out that there's nothing special about that speed, but somehow it got into a lot of secondary sources as "the speed that the Volt cross-links." In fact, that happens a much lower speeds - if the engine is on for more than a few seconds over about 40 mph (~60 kph,) the car will have shifted and connected the engine to the wheels.

 

Oh dear god that woman! What's with the up and down up and down up and down. I will try the video again when it's not 4.30am! It's simply too annoying. But the gist is there is 1 traction, 1 generation and 1 internal combustion engine, but sometimes the generator is connected at the outter ring and drives. But that makes it a traction motor too doesn't it? I'll think about it when I've had some sleep. Night night!

 

At the end of the article the author states that "you will not buy the Volt if you wanted to save money".

I think this depends upon the individual owner's driving habits.

I drive up to 29,000 kms per year of which 17,000 are city kms and 12,000 are country kms. I have jotted some numbers into a spreadsheet to compare the cost of owning the Volt against a high spec economical ICE (for my situation).
Figures I have used are:
ICE:
purchase price $34,000
6 litres/100 km
Volt:
Purchase price $60,000
City kms would be totally EV (I have a PV system so I am assuming no cost for electricity at home charge)
Country kms a conservative 4.5 litres/100 km

Assumptions for both vehicles:
5 year time frame
0% finance
Depreciation 40%
Fuel price $1.50 per litre
Service costs over 5 years $3000 the same for both vehicles

Cost of ownership for the Volt is $31,000
Cost of ownership for the ICE is $29650
Purchase price $57,000 for the Volt would put the numbers equal.

Over 10 years the Volt is ahead by $3000

I am hoping that in 6 months or so Holden will be doing deals similar to what Nissan are doing with the Leaf.

Interestingly at 6% finance and Volt purchase price of $65000 (which is what I would be looking at if I purchased the Volt today) the ICE is ahead by $13,000 over the 5 year period

 

It's true that the Volt is 65k ONROAD. But I know very few people who keep a new car for longer than 4 years. My thoughts were on the auto Toyota 86 I had recently. Tomorrow I collect a manual 30k version. The 86 is a stunning drive. @ 10,000 k's a year it's going to take a lot more than 10 years to break even. This is why I say you won't buy on price. My colleague in the USA paid $33,000 for his Volt then got a $7,500 rebate from the Californian gov. @ approx $26,000 the Volt makes stunning value. And still each Volt costs GM $100,000 so why don't they cost $33k here as well? Makes you wonder doesn't it?