2010 Chevrolet Volt

When it finally hits the streets in late 2010, the game-changing Chevrolet Volt will look a lot different than the early concept vehicle unveiled to the public at the Detroit Auto Show in 2007. That vehicle was hunkier and more trendsetting, with a squashed-down roof, huge wheels, and a more aggressive feel. The Volt that will eventually hit showrooms retains the same basic grille and headlight treatment, and features a more aerodynamic shape overall, but the sculpted look has disappeared, replaced by something more akin to a typical Japanese or American sedan you'd see on the roads today (although it won't be confused with the Toyota Prius). Maybe (hopefully) at some point in the future we'll see a Volt that resembles the original design, which seemed to scream in a visual way, "I am something different!"

The Volt does bring a different vibe to GM, thanks to its unique approach to an electric engine. Unlike a hybrid vehicle, the Volt runs on its electric motor alone, although the Volt still has a four-cylinder internal combustion engine. It also has a lithium-ion battery pack, but it's not the extensive array you'd find in electric vehicles like the Tesla. The Volt will run up to 40 miles on a single battery charge, as long as all other electric systems such as the air conditioning, headlights, and radio are turned off. In typical operation, with the radio and air conditioning running, the Volt will more likely travel around 30 miles on a single charge, according to some experts.

When the battery charge begins to run down, the 1.4-liter gas-powered engine quietly kicks on, but it doesn't power the vehicle, as in a hybrid. Instead, it provides electricity to power the Volt's electric drive and simultaneously sustain the battery charge. Under that configuration, the range of the Volt extends to about 360 miles on a single tank of either regular gas or E85 biofuel, with the Volt running on electric power the entire time. In other words, it's a true electric vehicle.

The electric motor provides the equivalent of 150 hp and 273 lb-ft of torque, and Chevy engineers note the Volt will have aggressive torque even at low speeds. The Volt will have a top speed of 100 mph.

Drivers can plug the Volt right into a standard 120-volt household outlet or a 240-volt outlet for charging. When plugged into a 240-volt outlet, the battery recharges in about three hours, or eight hours when plugged into a 120-volt outlet. Charge times are reduced if the battery has not been fully depleted, Chevy notes, and estimates that it will cost owners about 80 cents a day to fully charge the battery. Overall, owners can operate the Volt for about one-sixth the cost of a regular gas-powered sedan, according to the automaker.

When powered by the electric motor, the Volt operates very quietly, and even when the gas-powered engine kicks in, drivers will find the cabin quiet and comfortable. Inside, the Volt has an attractive and almost futuristic design with a cockpit that wraps around the driver and front passenger without seeming too confining. The high-tech dashboard includes a 7-inch LCD display right in front of the driver, in place of traditional analog or digital instrument gauges. Drivers can configure the LCD display to provide a wide range of readouts related to the powerplant, such as the current charge in the battery and the distance the car can travel on remaining battery power, as well as traditional speed and fuel tank readouts.

The cabin also includes a second 7-inch touchscreen at the top of the center stack, which displays additional information about the vehicle. Drivers can also use the touchscreen to access the audio and climate controls. Bluetooth wireless connectivity for cellular phones and a USB audio connection for music streaming are among the other standard features. Drivers can add an optional navigation system with an onboard hard drive for storing maps and music.

Early versions of the Volt have leather seating, though it's unclear whether leather seats will be standard or optional equipment in production models. The Volt features inviting materials throughout the cabin, and the center stack has passive touch controls (similar to a touchscreen) rather than an array of buttons and knobs, which ensures a high-tech look and feel.

Early versions of the Volt's electric motor will be assembled at GM's plant in Austria and shipped to the U.S. for installation into the vehicles, but starting in December 2010 GM will manufacture the motor at an existing plant in Flint, Michigan. Time will tell if the Volt generates enough sales to rescue GM from its current financial malaise, but early indications are that it will be a big hit for the automaker, although a lot depends on its final price point, which has not yet been announced.

By R. Feeman