2022 Chevrolet Bolt EUV
One Of The Best Bargains In Green Motoring
There’s no denying, the Chevrolet Bolt, when it arrived for 2017, was a true game-changer; delivering real-world range to the masses like no EV before it. It only makes sense that GM would want to spread the love into the SUV category, it just took a little longer than we were expecting, but the Chevrolet Bolt EUV is finally here!
First thing to know about the 2022 Chevrolet Bolt EUV is that it’s essentially just a slightly bigger version of the pioneering Bolt EV. It’s 6.3-inches longer; but more importantly, there’s an additional 3-inches of wheelbase, which provides more space inside.
Second thing to know is there’s no all-wheel-drive; so, it’s more of an urban utility vehicle, designed with the space and comfort to make daily tasks and weekend errand running easier. So, it’s not a utility intended to get you far off the beaten path.
Back when we first tested the Bolt EV, we felt that it was very utility-like; now of course the EUV has made it even more so; though oddly enough, all of that additional room goes strictly to rear seat passenger legroom, as cargo space is actually a tick less in the EUV at 16.3 cubic-ft., down from 16.6. And you can tell rear passenger comfort was the EUV’s priority. While it shares the same basic profile shape, the rear doors are noticeably longer. But, the EUV brings a lot more than just additional rear seat legroom; it arrives with a load of updates, many shared with the Bolt EV.
The hood, as well as both front and rear fascias, have been tweaked slightly, headlamps are updated, and there are new wheel choices. Inside, there’s a new dash with updated infotainment touchscreen that’s now 10.2-inches, as well as a different control layout. While the center console now rises to meet the dash, and replaces the shifter with a row of buttons including a new one for 1-pedal driving. The EUV was also the first non-Cadillac to have SuperCruise available; in top Premier trim naturally. Though it’s still an older generation than currently available to Caddy buyers, so no 1-touch lane changes.
Premier trim also includes leather seating, surround view camera, and heated steering wheel; though wireless phone charging is standard on all. And due to customer demands, a sunroof is available in the EUV, as part of a Sun and Sound package that includes navigation and Bose premium audio.
The EUV does share the EV’s powertrain, and as you may have heard, all Bolts were recalled and EUV production was held up due to potential fire concerns with the LG-supplied battery. But, that has since been rectified, and GM added a little range to all Bolts for good measure.
The EUV is officially rated for 247-miles of range, which seems more than reasonable as we were on track for 270 miles before recharging. Its efficiency score is also quite efficient at 29 kWh/100 miles. That 247-mile range is actually 9 miles more than the Bolt EV had when it debuted, and its range has also increased from 238 to 259-miles.
No changes for the front-mounted 150-kW motor, as it outputs the same 200-horsepower and 266 lb-ft. of torque here in the EUV. The EUV’s bigger size equates to a slightly slower 0-60 time of 7.2-seconds; but it still feels quite peppy compared to traditional small ICE crossovers. Still, keeping the accelerator pinned for the entire ¼-mile is not exactly thrilling, as power delivery stays more moderate than aggressive; but the hyper-responsive steering does keep things interesting. Our best pass was 15.7-seconds at 90 miles-per-hour.
The Bolt EV was an adequately fun car to dart around traffic in, but when pushed to its limits would understeer quite a bit. The longer wheelbase of this EUV doesn’t seem to have improved on that, and there appears to be a little more body roll here too. Not much about the handling experience screams “sport-tuned” but the low-mounted weight of the batteries still lends a solid overall feel, and steering weight was actually quite good. Panic braking stops from 60 averaged a longish 120-feet, with significant nose dive, and lots of ABS pedal pulsing.
Things really get interesting when it comes to EUV pricing, with the base LT starting at just $28,195; that’s less than the Bolt cost 5-years ago when it debuted; so naturally Bolt EVs get a corresponding price cut to just $26,595 to start.
The Chevrolet Bolt EUV surely won’t grab as much attention as the Hummers, Mach Es, and Teslas of the EV world. But we think it is still one of the best all-around, everyday EVs out there; and certainly, a clear bargain when it comes to green motoring. And we’re going to need a lot more entry-level EVs like the Bolt EV and this EUV if society is truly serious about wanting an all-electric driving future.
Specifications
- Battery: 65.0-kWh
- Motor Setup: Single Front Mounted 150kW
- Horsepower: 200
- Torque: 266 lb-ft
- 0-60 mph: 7.2 seconds
- 1/4 Mile: 15.7 seconds at 90 mph
- 60-0 Braking: 120 feet (avg)
- EPA: 247 miles
- MW Range: ~ 270 miles
- MW Efficiency: 29 kWh/100 miles
2024 Polestar 2
More Range And More Power For The Polestar 2
Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there. Now, we’ve spent lots of time in their all-wheel drive, five-door Polestar 2, having tested it in 2021, and a year later when a two-wheel drive version arrived. But, EV updates are coming quickly. So, let us be your guide for all that’s new with the Polestar 2.
While we are driving more EVs than ever, we’ve also been spending a lot of time recently circling back to ones we’ve previously tested. As in this new era of electrified vehicles, significant updates are arriving quickly, with R&D investments increasing and retrofitting them easier than ever. This is often done through software updates that can even be accomplished over the air. For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.
Clearly aimed directly at Tesla’s Model 3 when it arrived; the Polestar 2’s build quality was vastly better, but range definitely came up short. So, addressing that was priority No. 1; and for ’24 the Polestar can travel up to 20% farther than before while consuming 9% less energy, and when it comes time to charge it back up, it can do that 34% faster too.
Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82-kWh battery pack, and that solitary motor now powers the rear wheels, not the front wheels. It’s also bigger, coming in at 220 kW compared to the previous 170 kW front-wheel drive version, going from 231 to 299 horsepower.
Dual Motors keep the same 78-kWh battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310-kW output with 421 horsepower. Our test car has the added Performance Pack, which uses an additional 35 kW to deliver 455 horsepower and 546 lb-ft of torque, though max range drops to just 247 miles.
The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kW for an 80% charge in 20 minutes; max for dual-motors stays at 155 kW, which puts an 80% charge at 34 minutes. Using 32 kWh of electricity per 100 miles, the Dual Motor earns a good efficiency rating.
The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.
Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.
The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor. And especially when equipped with the Performance Pack as it not only includes more power, but adds 20-inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers. It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge if you at all enjoy driving.
Even on a 20-degree track day there was plenty of grip through our handling course. No understeer or oversteer, and lots of feedback through the wheel. There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds. Power delivery stayed pretty intense up until about 80 mph when there was a definite tapering off. Still, it was a 13.4-second quarter-mile at 102 mph; smooth, quiet, and stable the whole way.
When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just “Googling it” so it doesn’t seem out of place at all. The wireless phone charger is easy to access, and there’s a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience. Exteriors have also been enhanced with a smooth grille insert and new wheel choices.
Hatchback practicality means 14.3 cu-ft of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cu-ft. Plus, there’s even a sizeable storage bin up front under the hood.
Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.
For a car manufacturer that hasn’t even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing. They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.
Specifications
As Tested
- Motor Setup: Dual Motor
- Horsepower: 455
- 0-60 mph: 4.5 seconds
- EPA Range: 247 miles
- Efficiency : 32 kWh / 100 miles
- Battery Size: 78-kWh
- Torque: 546 lb-ft
- 1/4 Mile: 13.4 seconds at 102 mph
- MW Test Loop: ~ 194 miles
- Peak Charging Rate: 155 kW