There are few products that attract as much attention as this one. Even after being off the menu for years, true fans yearn for its return, their devotion based on an almost cult-like passion. Well, they’re in luck. It’s back for a limited time only.
It’s not a McRib, but a 2027 Chevrolet Bolt.
Like McDonald’s McRib, there are several theories that might explain the Bolt’s resurgence.
GM’s electric vehicle parts bin has grown since the introduction of the previous Bolt in 2016, helping the new model pencil out, as how the McRib’s rare availability might be explained by lower pork prices. It also doesn’t hurt that many Bolt owners, like McRib aficionados, are angry fans, including those inside GM. The truth can probably be found somewhere in between.
When the company realized it had an 18-month production gap at its plant in Fairfax, Kansas, management signed off on a small revival of EVs.
Unlike the McRib, the new Bolt doesn’t stick strictly to the original recipe. But there’s enough of that familiarity in the new model to please its die-hard fans. TechCrunch took a closer look and tested the upcoming Chevy Bolt on a recent press tour, which GM provided with travel and accommodations.
Something old, something new
GM started with the chassis and body panels from the Bolt EUV — a subtly inflated version of the old Bolt — and redesigned the front and rear bits. It tweaked the suspension and some of the front chassis, but it’s mostly the same basic metal.
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Some of the interior plastic has been refined, though there are still enough hard surfaces to remind you that this is the cheapest EV on sale in the US today. Prices start at $28,995 including destination charge, which is a good deal considering the state of the car market. Don’t get too excited, though, because a loaded Bolt can cost upwards of $40,000, at which point the warm fuzzies start to fade.
What is missing? Many drivers will notice the absence of CarPlay and Android Auto, now missing from all new GM vehicles. The previous Bolt was one of GM’s only EVs with a screen display, and its omission may have caused a few disagreements among current owners. To ease the pain, they added Spotify and Apple Music apps. They help, but only a little – the native apps were less responsive to my input than their CarPlay cousins.
The headlights and taillights were also revised; but the stars of the show are the battery, engine, and Super Cruise.
The new 65 kilowatt-hour battery is GM’s first to use lithium-iron-phosphate (LFP). Power from it flows through a new battery management system to an electric motor taken from the front-wheel drive Chevy Equinox.
Battery replacement is essential. For years, American automakers have been eyeing LFP. The chemistry eliminates valuable minerals such as cobalt and nickel, reducing costs. LFP batteries also do not suffer from degradation when repeatedly charged to 100%. Previous Bolt owners are encouraged to limit their daily charging to 80%, saving the last part for road trips. (That’s even before battery fires caused a recall that forced owners to do so for a long time.)
LFP cells are also consistently efficient, maintaining a full capacity closer to 0% state of charge than before.
In the new Bolt, the engine makes 200 horsepower and 169 pound-feet of torque. The latter is slightly lower than the previous model, but it feels peppy enough in the city.
Kris Keary, senior engineer for EV propulsion systems, told me it’s because the new engine can rev faster and more efficiently, allowing the team to specify a shorter gear. At the wheels, torque is actually slightly higher, meaning Chevy expects the new Bolt to go from zero to 60 mph a touch faster than before.
A long distance
Between the new engine and efficient electric power, the Chevy was able to get an extra 15 miles of range, Keary said. Even with a small battery, it can go a long way, a total of 262 miles in the low-spec LT. (Top RS models should go 255 miles.)
The electronics also alleviate a problem previous owners had with the car: charging speed. Although the previous Bolt produced decent figures for road use, its charging speed was far from encouraging at 50 kW. Adding a distance of 200 kilometers took about an hour or so.
Now, charging from 10% to 90% should take 24 minutes, according to GM. A 400-volt pack can accommodate up to 150 kW, although one person at a press conference I briefly attended saw 157 kW in a Tesla Supercharger. (Yes, the Bolt is now equipped with the North American Charging Standard (NACS), although plug-and-charge on Tesla’s network is coming later this year.) I wasn’t so lucky, only seeing 115 kW in ideal 70˚ F weather. My total charge time was 24 minutes from 24% to 80%. Not quite what Chevy was hoping for, but not bad either.
Fast charging coupled with Super Cruise means this guy has the potential to be a decent commuter or commuter car. The front and rear seats are spacious and comfortable enough, although there is zero toe room under the front seats. The trunk is a decent size for a subcompact, but it won’t fit more than a few bags you ride in.
The Super Cruiser
As Chevy reps have been reminding us, the Bolt is the cheapest hands-free car on the market today, though you’ll want to double-check the menu because it requires a specific order — “LT + Comfort + Evotex + Tech + Super Cruise.” Cheap is a relative term these days, of course. It will still set you back $35,655.
To test the Super Cruise, I ran a short 14-mile loop up and down the 101 in northwest Los Angeles. The Level 2 ADAS system handled afternoon traffic well, automatically changing lanes when I approached a slow-moving car. I didn’t even look in the mirror to confirm, which BMW requires, for example. But Super Cruise will have noise left or right to give you heads. Oh, hey now! What is that! Oh, the incoming route change.
As before, Super Cruise will only work on GM-designed routes, which include freeways and dual carriageways. If your route needs to exit or switch, it will do its best to get you into the required route before asking you to take over. In my driving, it has been hit several times by cars speeding up in the right lane of the car, reversing the movement. I found it very aggressive when it wanted to find a passing lane. (You can always move it to change lanes by hitting the turn signal.)
This is the point where Chevy defends its decision to remove screen streaming tools like CarPlay and Android Auto from its vehicles. The Bolt’s Android Automotive-based infotainment system is shared with other GM EVs. That means its navigation system can talk to the battery management system, warming up the battery before charging quickly, and Super Cruise, which allows the Bolt to work its lane-changing magic as it approaches your exit.
Super Cruise will still pay you. Because Chevy requires so many options before you can get a free drive, the feature adds more than 20% to the base price, requiring owners to shell out $35,655. Does it cost another $6,600, plus OnStar fees after the three-year trial expires? It depends on how often you think you will use it. For long-haul commuters, an added bonus could be stress reduction that adds a few years to their lifespan. Everyone else? Probably not.
I’d bet most new Bolt buyers already know they’re going to buy a Bolt. Either they have one parked in their garage or they have a soft spot for small EVs.
Chevy is betting enough that it will go on sale in about two years. After that, the automaker will not commit to another run. But who knows? Absence makes the heart grow fonder. Just ask any McRib fan.
