I recently had the opportunity to test drive the Chevy Volt as part of Drive for Innovation, a partnership between UBM Electronics, the parent company of Design News, and Avnet Express. During the test drive, EE Times' editorial director, Brian Fuller, asked what it would take for me personally to buy a Volt. I talk about that in the video below.
Source: General Motors.
It's a good question. The short answer, though, is pretty simple: money. The Volt's MSRP is $40,280, which is high, at least for my pocketbook. If you subtract the $7,500 tax credit, it comes to $32,780, which is still about $7,000 more than the base price of a Nissan Leaf.
For me, though, the money issue is also inextricably tied to another matter: all-electric range. At first glance, that might seem like an odd statement, since the Volt has a gasoline backup and an overall range (electric and gasoline) of more than 340 miles. But, right now, I own two cars with more than 150,000 miles on them.
My annual mileage clocks in at well over 30,000 per year, with a high percentage of my trips exceeding the Volt's 40-mile all-electric range. For me, the $12,000 penalty imposed by the Volt's 16kWh battery doesn't make sense, since so much of my time is spent well beyond the all-electric range. In much of my driving, I'd be lugging around a depleted, 400-pound battery that would actually cut my fuel efficiency.
That driving profile is unusual, of course. But Fuller's question raises some valid issues: If you buy an electric, does it become your first car or your second? If it's a second car, is the price within your means? Finally, what driver profiles are well-suited to the Volt's capabilities?
If you want to learn more about the Volt, we recommend you go to the Drive for Innovation site and follow Fuller's cross-country Volt journey. On his trip, sponsored by Avnet Express, Fuller is taking the fire engine red Volt to innovation hubs across America, interviewing engineers, entrepreneurs, innovators, and students as he blogs his way across the country.
In the meantime, let us know what you think: What would it take to make you buy a Volt?
I certainly would NOT buy a Chevy VOLT, BUT I might buy a Ford "JOULE" or a Plymouth "AMPERE" or a Toyota "WATT". However, this vehicle would have to be able to travel on the U.S. highways & byways at least 600 miles in all weather conditions, whether 95º heat or 15º cold, with rain, snow, etc. Charging would have to be as simple AND quick as getting fuel is now, AND, when the batteries are permanently depleted, I should be able to go to SEARS, ROEBUCK for a drop-in replacement DIE HARD!
I still see this car as a second vehicle as opposed to a primary vehicle even for someone like me who doesn't have a commute to work (I work at of the house). That said, my family does regular road trips of between two or four hours each way and the battery range issue would be a concern. As Chuck and Robinr note, however, the price point is far too high at this stage of the game to make this a viable second vehicle option (or a first car choice for many in this economy).
I'd LOVE to have a Chevy Volt. Unlike Mr. Murray, my drive to and from work each day is within the electric drive range of the Volt. I currently own two cars and a pickup truck. I would LOVE to thumb my nose at big oil.
Would I BUY a Chevy Volt? No way, not at that price! Not included in the purchase price is the price of a new battery every year or so ($3000?). OUCH! Would I save that much in fuel costs every year? Not quite.
Also, I know the hassles one must go through to be an "early adopter." Been there, done that. When all the bugs are wrung out of the first year's model, and when the price of ownership drops below $30K, THEN I will look seriously into buying one.
But in the meantime, if someone wants to send me one to test for a year or so, I'll gladly drive it around!
A recently released government report has raised the hopes of automakers looking for a break on future fuel economy regulations, despite the warnings of an Environmental Protection Agency official who said the agency is unlikely to back down on its goal of 54.5 mpg by 2025.
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