So we can the spark plugs can last that long before replacement, although several factors can affect this figure. Note that the Chevy Volt comes with a , mile or 8 year battery warranty, whichever comes first.
It is difficult to put a specific price on insurance. There are many reasons insurance costs would not be the same everywhere. You should know that teen drivers usually have to pay much higher sums than older drivers.
Drivers over 60 have the cheapest rates. The Chevy Volt is also slightly more expensive to insure than some hybrid cars. Insurance costs increase regarding the price of fixing the car were it to be involved in an accident.
Hybrids have batteries that are quite expensive to replace. The Chevrolet Volt is a plug-in hybrid car, Its notable features include a gas engine backup, long electric range, and great safety scores. Although its production stopped in , it is still a pretty magnificent car to own. Table of Contents. Was this article helpful?
Click to share Did you find wrong information or was something missing? We would love to hear your thoughts! Chevrolet's representatives have also stated that the loss in battery capacity is unlikely to occur due to normal wear and tear. This is because the loss of battery capacity occurs when there is damage to it or it crashes, which will warrant a repair or replacement.
What is the cost? The battery pack of electric and hybrid cars is often priced by the per kilowatt-hour. GM would charge you replacement costs when your battery is beyond the eight years warranty, and this cost will vary and depend on what needs to be replaced or repaired.
Honestly, the cost of replacing a chevy volt's battery after , miles greatly varies as it depends on what you need to replace a single cell or the whole battery pack , how long you have had your battery and where you go to replace the battery. With all these factors considered, it makes it hard to set a standard price as a single price tag can not apply to all Chevy owners.
What happens when the Chevy Volt battery dies? For you to know what will happen when Chevy's battery dies, you have to first understand how it works. The Chevy Volt comes equipped with a lithium-ion battery pack that allows the vehicle to drive up to 60 miles on a full charge.
The battery powers the electric motors by delivering electricity to the electric drive unit. Once the battery power gets low, the Chevy automatically switches to the gas-powered generator to continuously provide power and keep the car going. This generator runs on regular gasoline, thus providing extra mileage for the car. Depending on the EV model you have, the engine switch provides a total range of up to miles on a full tank and full battery before you have to charge your battery or fuel your tank.
Innovators and early adopters are financially secure and risk-oriented: They want luxury, and will put up with inconveniences to be seen in the first of something. While Prius owners did that too, Toyota soon expanded its hybrid technology across its model lineup, washing the whole brand with the Prius halo for those who wanted it.
Lindland, founder of RebeccaDrives. In , that chorus was much louder—and GM wanted recognition for its EV expertise, and perhaps absolution for what were perceived to be its sins.
Would the Volt have done better if the second-generation version had been a small crossover utility vehicle? The Volt was never going to be a crossover under any stretch of the imagination. In hindsight, perhaps it should have been. With fully electric crossovers in the market or promised over the next two years from Audi, BMW, Jaguar, Mercedes-Benz, Nissan, Tesla, and others, we may get a market test of that proposition.
Traditionally, new technologies enter the auto industry at the top of the product line, in the most expensive vehicles. From automatic transmissions and disc brakes to fuel injection and turbochargers, the cost and complexity of new components can better be offset by the higher prices of top-end models.
While much about Tesla is far from traditional, the company trod the tried-and-true path for innovative auto technology. GM recently announced that its reshuffled electric-car efforts starting in will be focused on Cadillac. The greater profits on luxury vehicles may allow it to make money on electric cars sooner than if they had to compete at mass-market Chevy prices. Analyst Lindland echoes Posawatz's thought. That spoke to several factors: lack of infrastructure, range anxiety even among dedicated EV drivers, and the confidence of having a backup gasoline engine if needed.
Volt owners, it turned out, were more than willing to drive electric as much as they practically could—and hence discover they covered fewer daily miles than they believed, just as usage data predicted.
Perhaps GM is looking further down the road. With mass-priced mile battery-electric cars coming by or so—on which it says it can make money—why should it spend the money on a plug-in hybrid to serve as an electric car when it can provide an actual electric car? This speaks to the conservative approach taken by GM battery engineers, who provided liquid cooling and heating not only for the motor that powered the car, but for the battery itself.
Stories of Volt battery degradation outside of the odd manufacturing flaw are essentially nonexistent. Nissan took a more cost-effective approach with its Leaf battery, which is passively conditioned, meaning it simply sheds heat into the air.
In the hottest climates, or under repeated extreme use, Leaf batteries notably lose capacity over time—far more capacity than do Volt batteries. This author recalled being asked by Silicon Valley venture capitalist in whether Chevy had any dealerships on the San Francisco Peninsula there were five.
TD: The image and performance of electric cars has changed quite a bit over the last five years. In your opinion, why have certain hybrids become so fast? Because not too long ago they were well known for being underpowered and almost asthmatic?
Hybrids like my once-prized Prius built a following—right up to the point when gas prices went into a free fall. If that early generation hybrid battery of mine had lasted beyond , miles, I would probably still be driving it today. So might other Prius owners who have returned to driving cars with conventional powertrains. The consumer's desire to buy and keep a hybrid is usually based on benefits outweighing the financial risk at purchase time; but, as Wallace points out, buying decisions aren't entirely economic.
Regardless of the improvements automakers have made in hybrid powertrain systems since , the image a car conveys influences many purchases.
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