![]() ![]() Instantaneous amperage reading from load ‘x’, A n In the winter months, many differences between the drive cycles were not discernible due to the high cabin conditioning energy consumptions.ĭistance travelled in a charge depleting test repeat i during which the vehicle was propelled solely by the traction battery energy, km E 12VĮnergy draw measured at the auxillary battery terminals leading to the 12 V accessory inverter, Wh E batteryĮnergy discharge measured at main traction battery terminals, Wh ECdc cycleīattery energy consumption for a specific cycle, DC kWh Edc TMS cycleĬabin conditioning energy consumed during a specific cycle, DC kWh Edc x Summer city and highway driving resulted in the lowest energy consumption (Wh/km), while congested and expressway driving cycles resulted in the highest. On average, heating the cabin in the winter months consumed significantly more electric energy than cooling the cabin in the summer months. Cabin conditioning energy was found to be directly related to the difference between ambient and cabin temperature, except at low temperatures (< 0 ☌) when the 1.4 L engine activates to assist the thermal management system. At 25 ☌ the Chevrolet Volt’s on-road all-electric EPA-method adjusted range is generally less than the U.S. Results from these studies were analysed to evaluate the overall performance of the Chevrolet Volt on public roads in climates representative of most of Canada (-27 ☌ to 37 ☌) using realistic accessory settings. Both NRCan and EC tests measured cumulative electrically driven distance (all-electric range), select CANbus signals and AC grid supply charge energy. EC tests recorded cabin conditioning, traction battery and 12 V accessory power, select vehicle component temperatures, regulated emission rates and exhaust flow, and DC charge energy. More than 1300 trips were conducted over nine routes: three city, one congested, two arterial, one highway and two expressway routes. The Editorial department is independent of ’s advertising, sales and sponsored content departments.Environment Canada (EC) and Natural Resources Canada (NRCan) separately tested two 2012 Chevrolet Volts between 20 in Ottawa, Ontario on public roads in the summer and winter months using realistic cabin-climate control settings. ![]() In line with ’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The updated 2019 Chevrolet Volt will go on sale this fall.Ĭars.com’s Editorial department is your source for automotive news and reviews. The Volt adds a couple of new features like a power driver’s seat for the first time ever, driver-selectable adaptive cruise control, an updated rearview camera, a wireless charging pad, a new dealer-installed blackout package and a new Pacific Blue Metallic paint color. The Volt fires up the gas engine when it gets too cold to save electricity for propulsion - but if you’d still rather not use gas, you can now set it to only turn on at minus 13 degrees, keeping you in electric mode regardless of weather. It also has new low and regen on demand calibrations that are meant for smoother drivability.Īnother new feature is the ability to defer the engine-assisted cabin heater to now activate at much lower temperatures than before. There’s a new Energy app that helps drivers adjust their driving style and accessory usage to maximize efficiency. The new 7.2-kW charger is standard on the Premier trim level for the Volt and optional on the lesser LT model.Ĭhevy also updated a few other minor things for the 2019 Volt 2019, mostly aimed at improving efficiency. Range and efficiency are unchanged - the Volt is still rated to go 53 miles on a full electric charge (although we have been known to get more than that) and 420 miles on a combination of electricity and gasoline. The gasoline engine in the Volt remains unchanged and still kicks in when needed to either keep the car going once the battery has been depleted, or to provide a little extra propulsive force when needed. With charging now a speedier affair, owners can remain in all-electric mode, something Volt owners generally prefer to be in as much as possible. The new 7.2-kilowatt charger is double the capacity of the old model, and when the car is plugged into a 240-volt Level 2 outlet, it will enable the Volt to recharge its lithium-ion battery pack in just 2.3 hours - down from the roughly four hours it takes now.Ĭhevy says that this is meant to help owners who take advantage of “opportunity charging” - plugging their Volt in at places other than their home or office, perhaps while out running errands around town. Chevrolet has released details about the 2019 Volt plug-in hybrid compact hatchback, which now features an updated onboard charger that allows it to recharge its battery in half the time of the 2018 model.
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