2022 Chevrolet Bolt EUV First Drive Review: Chevy’s Model Why?


Chevrolet Bolt EUV Complete Overview

We know the high hatch Chevrolet Bolt EV – our calipers winner for 2017 Car of the Year – has had an SUV sibling for some time. When details of the 2022 Bolt EUV became known, the MotorTrend Internal Slack channels lit up with questions: Why did Chevy make the two vehicles look so similar? Why is the new one called like a trim level? How does Chevy expect the showroom sales force to steer buyers into one or the other of these plug-in twins, rather than a cheery (possibly more profitable) alley of similar size and configuration on the same property? (Should buyers even consider this choice?) Finally, how is the 6.3-inchlonger Model features Fewer Hold? Could a two-hour drive in a high-spec version of the new Chevrolet Bolt EUV answer those questions?

How does the EUV bolt fit into the Landsce e-SUV?

Extending the Bolt EV’s wheelbase by 2.9 inches has increased rear legroom by 3.1 inches. This makes it about as comfortable for four passengers as a Ford Mustang Mach-E or Tesla Model Y and more spacious than the new Volvo XC40 Recharge and VW ID4. But because it’s 3 to 6 inches narrower than these vehicles, a third driver in the rear of the Chevy will feel pampered. Most of these rigs are more expensive, and all are longer than the Bolt EUV, as they generally have longer, prettier muzzles (most of which contain a frunk). The same is likely to apply to the new Hyundai Ioniq 5, the full details of which are not yet known. Therefore, for the time being, the compact Bolt EUV remains a more spacious alternative to the Hyundai Kona EV and a smaller (outside), cheerful alternative to the rest.

How does the Bolt EUV fit into the Chevy showroom?

This oh-so-compact powertrain gives the Bolt EUV Trailblazer-like passenger and cargo cubic material in a body that is considerably smaller than a Trax. However, as the price tends to match the bigger, fancier Blazer and buyers don’t have all-wheel drive in any Bolt, sellers will have to come up with some new arguments about home charging convenience, ease of maintenance, etc. when they’ll all Bolt Move EUVs.

Is this SUV with a blazer price in Trax size chic enough inside?

My Premier Trim example with the two-tone interior definitely made a great first impression. The contrasting yellow stitching and white piping on the seats as well as the triangular perforations on the seat and the dashboard inserts give it a very high quality look. (Base Bolt EUVs get a monochrome, dark gray interior with fabric seats.) The soft-touch material on the dashboard and doors looks and feels great. There is nice ambient lighting under the accent strip on each door and on the other side of the dashboard. The center screen seems as big as it comes in handy in such a narrow car.

What about the back seat?

Even with the front seat pushed all the way back, my 5-foot-10 frame fits snugly, with remarkable thigh support, a comfortable pull-down center armrest, and reasonable seat cushion and backrest comfort. The seat perforations continue here with heaters (no coolers), but there’s no ambient lighting, no heater or vents, and only two USB ports – an A-type and a C-type. Another curiosity of our high-spec variant: The cooling package for the front seats, in which the rear toes of the passengers want to be behind a kind of fence directly on the back of the front seats, which moves back and forth with them.

The extra 6.3 inches and 90 pounds compared to the Junior Bolt goes unnoticed from the driver’s seat. Floor covering and the two front tires (Michelin Energy Saver A / S in size 215 / 50R17 as before) fight for grip, especially when turning. The car zooms away at a speed that always seems to be faster than the 0-60 time of about 6.5 seconds would suggest. A button activates the single-pedal drive mode, which provides sufficient deceleration to slow down for most normal driving conditions. Numbers people will say there is 214 percent more lag than in normal mode. Not enough? Pull the regeneration paddle on the left side of the steering wheel to increase this to 300 percent. (Just pulling the paddle in normal mode will slow you down 243 percent.) This combination of modes and switches seems ideal for matching driver expectations with driving situations, and should ensure that the brake pads and rotors of a bolt fit the car outlast.

The steering feels just as rheostatic as ever in Sport mode, which reduces assist by around 20 percent, but the simple strut front / torsion beam rear suspension responds predictably and with reasonable vigor. The mass and rigidity of the low-mounted battery undoubtedly contribute to the generally flat handling and the taut body feel of the bolt. The ride quality seems to be in line with this price range – firm, smooth, never overly annoying. Would simply moving the motor backwards improve the dynamics of the bolt? You bet. But that’s a design rift that the Bolt’s wafer-thin profit margins will never cover (especially now that GM’s $ 7,500 tax credits have been used up and the price has come down).

What is it like NOT to drive (on Super Cruise)?

The biggest unique selling point of the Bolt EUV is the Super Cruise function. Super Cruise is standard on Launch Edition models ($ 43,495) and optional on Premier models ($ 2,200 for a base price of $ 38,495). This means that a Bolt EUV with Super Cruise is $ 8,495 cheaper than the Cheest Tesla with autopilot and $ 17,775 cheaper than the Cheest Cadillac (CT5) with Super Cruise. The Bolt EUV is the first non-Cadillac model to have this advanced driver assistance, and much of my two-hour experience in the Bolt was spent super cruising. The Bolt’s old electrical architecture prevents the latest version for Cadillacs that supports lane changes from becoming available. However, it is a great stress reliever on long motorway drives. This allows those determined to look at their phone to do so safely, provided they hold the phone high enough and to the side for the driver monitoring camera on the steering column to check that their eyes are still on the road are. Oh, and for those unwilling to go with Super Cruise, basic adaptive cruise control will be available for the first time on both the EV and EUV.

How far can the Bolt EUV be charged?

Official EPA results aren’t expected until this summer, but GM’s internal tests say 250 miles. I spent my 63 mile test drive aggressively testing the limits of accelerating or traveling at 75 mph (a speed that deserves a cautionary yellow ring around the speedometer). In doing so, 75 miles of the stated range were removed. If you do the math from the start and end screens, it suggests that the value of a full battery for this trip could add up to about 175 miles of range. One of the Bolt’s best-executed features is the reconfigurable instrument cluster and infotainment screen, both of which can be configured to provide all of the information a driver needs to either maximize range or better understand how to do that Driving behavior and the use of additional accessories affect the range.

How do I charge a bolt EUV?

The standard charging cable that comes with all of the 2022 screws has a new twist: it plugs into either a standard 110 volt outlet or a NEMA 14-50 outlet (three vertical prongs plus ground). This type of outlet usually powers an electric range or oven. So if you don’t already have such a socket in your garage, Chevy will cover the cost of installing one. For this cable to deliver its full 7.2 kW, the home system must be able to support 8-gauge cable and a 40-amp fuse. Of course, the 2022 Bolt EV and EUV on-board charger can now consume 11.5 kW of alternating current. Impatient homeowners who can swing 6 gauge cords and a 50 amp fuse may want to get their own more powerful Stage 2 charger. The 240-volt charger provided by Chevy takes about 7 hours to fully charge, and the Bolts continue to accept DC fast charges that promise to add 95-100 miles of range to a mostly depleted battery in half an hour. A light in the upper center of the dashboard (and around the charger on the Launch Edition models) informs you about the charging process and flashes regularly: single flashes indicate 0-25 percent charge, two flashes mean 25-50 percent and so on turns off to indicate 100 percent charge.

Why is the loading volume of the Bolt EUV lower than that of the Bolt EV?

Short answer: It isn’t. In practice, you get about 2 cubic feet more of material in an EUV. The American SAE load volume calculation multiplies length, width and height dimensions and where the height needs to be measured just to be exactly where the EUV hatch hinges are. That’s lower enough than the nearby roof (where the Bolt EV is measured) to make up for the EUV’s 3-inch longer cargo floor. The international DIN standard, on the other hand, fills the cargo space with small blocks and adds their volume, which is 59 liters more than the corresponding size in the Bolt EV. For the record, both the EUV’s maximum load volume of 56.9 cubic feet and the EV’s 57.0 cubic meters are larger than the Tesla Model Y, which we measure at 54.4 cubic feet, and they come from the XC40 Recharge (57.5 ) and close-to-close. E (59.7) – at least by SAE standards.

Why are styling and nomenclature so similar?

First, current users of the Bolt EV are among the most loyal and satisfied in the Chevy family. Second, the Bolt has drawn more customers to General Motors than almost any other vehicle. These factors have strongly led the brand to double the overall design and name – much like Toyota created some sort of sub-brand of its Prius models.

Should you reserve a 2022 Chevrolet Bolt EUV?

Whether you love the look or the name or not, there is little argument that a Bolt EUV with a range of 250 miles will get you a lot of vehicle technology for $ 33,995. And for anyone who has to walk a long highway commute to and from work every day, a Bolt EUV with Premier Equipment and Super Cruise is probably the greatest quality of life upgrade from vehicles that can cost $ 40,695.

Looks good! More details?

2022 Chevrolet Bolt EUV
PRICE: $ 33,995- $ 43,495
LAYOUT: Front engine, FWD, 5-pass, 4-door SUV
ENGINE: 200 hp / 266 lb-ft AC permanent magnet electric
TRANSMISSION: 1-speed car
CURB WEIGHT: 3700 lb (mfr)
WHEELBASE: 105.3 in
L x W x H: 169.5 x 69.7 x 63.6 in
0-60 MPH: 6.5 sec. (MT East)
EPA FUEL ECON: Not yet rated (estimated EPA range: 250 mi)
ON OFFER: Summer 2021

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