Photo: Chevrolet
Including the $875 destination charge, the 2019 Chevrolet Bolt is $300 more expensive than the previous model year. Move on up to the Premier, and you’re looking at $550 more compared to how things were not that long ago.
Cars Direct reports that “the most notable upgrade includes the addition of a new 7.2-kW charging system, that’s standard on the Premier and optional on the LT trim level.” The question is, why did Chevrolet increase the price for both the LT and Premier?
One of the reasons comes in the form of the regenerative braking system. For 2019, the Volt has two driving profiles, namely Low and Regen on Demand. The 8.0-inch infotainment system with the Energy App is another highlight, and finally, the six-way power driver’s seat is optional on the LT and standard on the Premier.
While this still doesn’t explain how Chevrolet came up with those $300 and $550 increases in pricing, bear in mind General Motors is “approaching the 200,000-unit threshold for the Energy Independence and Security Act of 2007.” Once the automaker passes that threshold, the federal tax credit of $7,500 decreases to 50 percent of the original value. Then to 25 percent, after which the federal government won’t care if you go electric or not.
With the 7.2-kW charger (priced at $750 for the LT trim level), the Volt needs 2.3 hours to recharge to 100 percent. With a full tank of gas also in the picture, the Environmental Protection Agency estimates the electric driving range at 53 miles and 106 MPGe, translating to a maximum range of 420 miles until both energy sources are depleted.
Even though it’s starting to show its age, the second-generation Volt still is one of the most interesting plug-in hybrid options in the segment and in North America. It remains to be seen how Chevrolet will update the formula for the third generation, though we’re more inclined to believe that General Motors will focus more on battery-powered EV technology than plug-in hybrid vehicles.
One of the reasons comes in the form of the regenerative braking system. For 2019, the Volt has two driving profiles, namely Low and Regen on Demand. The 8.0-inch infotainment system with the Energy App is another highlight, and finally, the six-way power driver’s seat is optional on the LT and standard on the Premier.
While this still doesn’t explain how Chevrolet came up with those $300 and $550 increases in pricing, bear in mind General Motors is “approaching the 200,000-unit threshold for the Energy Independence and Security Act of 2007.” Once the automaker passes that threshold, the federal tax credit of $7,500 decreases to 50 percent of the original value. Then to 25 percent, after which the federal government won’t care if you go electric or not.
With the 7.2-kW charger (priced at $750 for the LT trim level), the Volt needs 2.3 hours to recharge to 100 percent. With a full tank of gas also in the picture, the Environmental Protection Agency estimates the electric driving range at 53 miles and 106 MPGe, translating to a maximum range of 420 miles until both energy sources are depleted.
Even though it’s starting to show its age, the second-generation Volt still is one of the most interesting plug-in hybrid options in the segment and in North America. It remains to be seen how Chevrolet will update the formula for the third generation, though we’re more inclined to believe that General Motors will focus more on battery-powered EV technology than plug-in hybrid vehicles.
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