The weather had been calm as I headed out from Portland, leaving a slight descent for the return in this relatively level route. ![]() I turned around after covering 118 miles, with the trip computer still showing a 56% state of charge and estimating 138 miles remaining. The format: I’d leave fresh off a charge to 100% and set the cruise control to 70 mph and the climate control to 70 degrees, out and back on I-84, turning around about halfway. ![]() To get an idea of highway range, I planned a little trip out from Portland into the Columbia Gorge on a calm, warm day (about 70 degrees) that was shaping up to be close to ideal for range. Cabin noise is an issue on some surfaces, the ride can seem unduly bouncy over road seams, and straight-line tracking isn’t on par with that of other EVs-most of them more premium, admittedly.īut back to the wind. Out on the highway, the Bolt EV takes on a different personality-one that’s not nearly as at ease with itself. Chevy calls the ‘L’ mode on the shifter a one-pedal driving setting although it’s not quite that, it’s the mode to use when you’re in low-speed stop-and-go-with a Regen on Demand paddle on the left offering a bit more grab if you want it. Steering is precise and light, and brakes show off GM’s expertise with blending regeneration and pads for satisfying, neat stops. You sit high within the tall hatchback, with a good view outward, in an almost van-like position, with impressive back-seat space for the exterior measurements. The front-drive hatchback, with 200 horsepower and 266 pound-feet of torque, feels almost comically quick off the line, then quick enough up to highway speeds. In the city, the Bolt EV is great at selling all-electric. ![]() 2020 Chevrolet Bolt EV review update - Portland OR
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