For the Volt, How’s Life After 40 (Miles)? [NY Times]

Jim_Higgins

unread,

Nov 23, 2009, 7:08:29 PM11/23/09

to

For the Volt, Howï¿½s Life After 40 (Miles)?
http://tinyurl.com/ybk5jjy

Milford, Mich.

SITTING behind the wheel of a 2011 Chevrolet Volt prototype on
Wednesday, I found myself confronting what may be the greatest fear that
future owners of electric vehicles will face: a battery-charge indicator
showing just a few miles of remaining range.

If I were out on a desolate Interstate in a vehicle powered solely by
batteries, Iï¿½d be praying to the god of electrons for a place to pull
off and plug in a charging cord. But my drive is at General Motorsï¿½
proving grounds here, and Iï¿½m about to experience what the Voltï¿½s
vehicle line director (and my passenger), Tony Posawatz, says is the
carï¿½s trump card: a gasoline-powered generator under the hood.

Like other reporters, I had already driven Volt prototypes in the
battery-powered mode, and they were predictably smooth and silent. But
for eventual Volt owners, a crucial ï¿½ and so far unanswered ï¿½ question
is how the car will perform when the batteryï¿½s charge is depleted and
all electricity is provided by an onboard generator, driven by a
gasoline engine, that has no mechanical connection to the wheels.

Will it be a slug? How annoying will the noise of the generatorï¿½s engine
be in an otherwise mute car?

G.M. engineers say that a fully charged Volt is capable of 40 miles of
purely electric driving before the computer calls for the generator,
which has an output of 53 kilowatts (about 71 horsepower), to start and
sustain the batteryï¿½s minimum charge level ï¿½ the ï¿½extended rangeï¿½
operating mode.

So what is life after 40 like in the Volt?

It takes a few laps of Milfordï¿½s twisty, undulating 3.7-mile road course
to deplete the remaining eight miles of battery charge. With the
dashboard icon signaling my final mile of range, I point the Volt toward
a hill and wait for the sound and feel of the generator engineï¿½s four
pistons to chime in.

But I completely miss it; the engineï¿½s initial engagement is inaudible
and seamless. Iï¿½m impressed. G.M. had not previously made test drives of
the Volt in its extended-range mode available to reporters, but I can
see that in this development car, at least, the engineers got it right.

I push the accelerator and the engine sound does not change; the ï¿½gas
pedalï¿½ controls only the flow of battery power to the electric drive
motor. The pedal has no connection to the generator, which is programmed
to run at constant, preset speeds. This characteristic will take some
getting used to by a public accustomed to vroom-vroom feedback.

A few hundred yards later, as we snake through the trackï¿½s infield
section, the engine r.p.m. rises sharply. The accompanying mechanical
roar reminds me of a missed shift in a manual-transmission car. For a
moment the sound is disconcerting; without a tachometer, I guess that it
peaked around 3,000 r.p.m.

I asked what was going on.

ï¿½The system sensed that itï¿½s dipped below its state of charge and is
trying to recover quickly,ï¿½ Mr. Posawatz said. ï¿½The charge-sustaining
mode is clearly not where we want it to be yet.ï¿½

Immediately the engine sound disappeared, although it was still spinning
the generator. A few times later in our test, the generator behaved in
similar fashion ï¿½ too loud and too unruly for production ï¿½ but there is
time for the programmers to find solutions. Volt engineers are revising
the carï¿½s control software, which will have the effect of ï¿½featheringï¿½
the transition from the nearly silent all-electric mode to the
charge-sustaining mode, when the generator will be operating.

ï¿½Weï¿½re designing a software set of rules, which will just require more
seat time for the engineers to finish,ï¿½ Mr. Posawatz said. ï¿½We have nine
months to work this out.ï¿½

The sound of the generator running at steady highway speeds is something
Volt owners, and others who appreciate the flexibility and efficiency of
this type of hybrid system, may have to accept.

Unlike many electrics, including the Tesla Roadster, the Voltï¿½s electric
drive has no whine. The car feels solid and planted on the road.
Clicking the Sport button on the dashboard releases a bit more oomph
than when in Normal mode; in terms of efficiency, there isnï¿½t much
difference between the two except at peak power.

The Low modeï¿½ Chevrolet plans a flashier name for it by next fall ï¿½ is
unique in the electric-car world, and a useful feature. While coasting,
it applies electric motor braking, then smoothly blends in the regular
brakes.

Even beyond the regenerative function, Low mode offers one-pedal driving
in slow speed, stop-and-go, and downhill environments. The regenerative
braking, whether applied through the Voltï¿½s foot pedal or by pulling the
shift lever down into Low mode, is both progressive and predictable.
This is in stark contrast to the harsh, abrupt regenerative braking
delivered by BMWï¿½s all-electric Mini-E, for example.

There is minimal body lean in the tight corners. The
low-rolling-resistance Goodyear tires created specifically for the Volt
provide excellent grip.

Throughout my test, the prototype behaves admirably. At its current
state of development, the Volt is an extremely refined vehicle.

Mike Hunter

unread,

Nov 23, 2009, 7:50:29 PM11/23/09

to

According to what has been previously published, around 130 miles, on the
generator alone, before the voltage would drop. Even then another 50 miles
or more is possible if need be.

By the way the generator motor runs at only 2,000 RPMs. not 3,000 RPM as
stated in the accompanying article. That is a much lower RPM, by around
1,500 RPM less, than the 4cy engines in currently small cars, to sustain 60
MPH on a level road.

"Jim_Higgins" <gordi...@hotmail.com> wrote in message
news:hef85t$u8i$1...@news.eternal-september.org...
> For the Volt, How�s Life After 40 (Miles)?

> http://tinyurl.com/ybk5jjy
>
> Milford, Mich.
>
> SITTING behind the wheel of a 2011 Chevrolet Volt prototype on Wednesday,
> I found myself confronting what may be the greatest fear that future
> owners of electric vehicles will face: a battery-charge indicator showing
> just a few miles of remaining range.
>
> If I were out on a desolate Interstate in a vehicle powered solely by

> batteries, I�d be praying to the god of electrons for a place to pull off
> and plug in a charging cord. But my drive is at General Motors� proving
> grounds here, and I�m about to experience what the Volt�s vehicle line
> director (and my passenger), Tony Posawatz, says is the car�s trump card:

> a gasoline-powered generator under the hood.
>
> Like other reporters, I had already driven Volt prototypes in the
> battery-powered mode, and they were predictably smooth and silent. But for

> eventual Volt owners, a crucial � and so far unanswered � question is how
> the car will perform when the battery�s charge is depleted and all

> electricity is provided by an onboard generator, driven by a gasoline
> engine, that has no mechanical connection to the wheels.
>

> Will it be a slug? How annoying will the noise of the generator�s engine

> be in an otherwise mute car?
>
> G.M. engineers say that a fully charged Volt is capable of 40 miles of
> purely electric driving before the computer calls for the generator, which
> has an output of 53 kilowatts (about 71 horsepower), to start and sustain

> the battery�s minimum charge level � the �extended range� operating mode.

>
> So what is life after 40 like in the Volt?
>

> It takes a few laps of Milford�s twisty, undulating 3.7-mile road course

> to deplete the remaining eight miles of battery charge. With the dashboard
> icon signaling my final mile of range, I point the Volt toward a hill and

> wait for the sound and feel of the generator engine�s four pistons to
> chime in.
>
> But I completely miss it; the engine�s initial engagement is inaudible and
> seamless. I�m impressed. G.M. had not previously made test drives of the

> Volt in its extended-range mode available to reporters, but I can see that
> in this development car, at least, the engineers got it right.
>

> I push the accelerator and the engine sound does not change; the �gas
> pedal� controls only the flow of battery power to the electric drive

> motor. The pedal has no connection to the generator, which is programmed
> to run at constant, preset speeds. This characteristic will take some
> getting used to by a public accustomed to vroom-vroom feedback.
>

> A few hundred yards later, as we snake through the track�s infield

> section, the engine r.p.m. rises sharply. The accompanying mechanical roar
> reminds me of a missed shift in a manual-transmission car. For a moment
> the sound is disconcerting; without a tachometer, I guess that it peaked
> around 3,000 r.p.m.
>
> I asked what was going on.
>

> �The system sensed that it�s dipped below its state of charge and is
> trying to recover quickly,� Mr. Posawatz said. �The charge-sustaining mode
> is clearly not where we want it to be yet.�

>
> Immediately the engine sound disappeared, although it was still spinning
> the generator. A few times later in our test, the generator behaved in

> similar fashion � too loud and too unruly for production � but there is

> time for the programmers to find solutions. Volt engineers are revising

> the car�s control software, which will have the effect of �feathering� the

> transition from the nearly silent all-electric mode to the
> charge-sustaining mode, when the generator will be operating.
>

> �We�re designing a software set of rules, which will just require more
> seat time for the engineers to finish,� Mr. Posawatz said. �We have nine
> months to work this out.�

>
> The sound of the generator running at steady highway speeds is something
> Volt owners, and others who appreciate the flexibility and efficiency of
> this type of hybrid system, may have to accept.
>

> Unlike many electrics, including the Tesla Roadster, the Volt�s electric

> drive has no whine. The car feels solid and planted on the road. Clicking
> the Sport button on the dashboard releases a bit more oomph than when in

> Normal mode; in terms of efficiency, there isn�t much difference between

> the two except at peak power.
>

> The Low mode� Chevrolet plans a flashier name for it by next fall � is

> unique in the electric-car world, and a useful feature. While coasting, it
> applies electric motor braking, then smoothly blends in the regular
> brakes.
>
> Even beyond the regenerative function, Low mode offers one-pedal driving
> in slow speed, stop-and-go, and downhill environments. The regenerative

> braking, whether applied through the Volt�s foot pedal or by pulling the

> shift lever down into Low mode, is both progressive and predictable. This
> is in stark contrast to the harsh, abrupt regenerative braking delivered

> by BMW�s all-electric Mini-E, for example.

Jim_Higgins

unread,

Nov 23, 2009, 7:58:08 PM11/23/09

to

Mike Hunter wrote:
> According to what has been previously published, around 130 miles, on the
> generator alone, before the voltage would drop. Even then another 50 miles
> or more is possible if need be.
>
> By the way the generator motor runs at only 2,000 RPMs. not 3,000 RPM as
> stated in the accompanying article. That is a much lower RPM, by around
> 1,500 RPM less, than the 4cy engines in currently small cars, to sustain 60
> MPH on a level road.
>
>
>
> "Jim_Higgins" <gordi...@hotmail.com> wrote in message
> news:hef85t$u8i$1...@news.eternal-september.org...

>> For the Volt, Howï¿½s Life After 40 (Miles)?

>> http://tinyurl.com/ybk5jjy
>>
>> Milford, Mich.
>>
>> SITTING behind the wheel of a 2011 Chevrolet Volt prototype on Wednesday,
>> I found myself confronting what may be the greatest fear that future
>> owners of electric vehicles will face: a battery-charge indicator showing
>> just a few miles of remaining range.
>>
>> If I were out on a desolate Interstate in a vehicle powered solely by

>> batteries, Iï¿½d be praying to the god of electrons for a place to pull off
>> and plug in a charging cord. But my drive is at General Motorsï¿½ proving

>> grounds here, and Iï¿½m about to experience what the Voltï¿½s vehicle line
>> director (and my passenger), Tony Posawatz, says is the carï¿½s trump card:

>> a gasoline-powered generator under the hood.
>>
>> Like other reporters, I had already driven Volt prototypes in the
>> battery-powered mode, and they were predictably smooth and silent. But for

>> eventual Volt owners, a crucial ï¿½ and so far unanswered ï¿½ question is how
>> the car will perform when the batteryï¿½s charge is depleted and all

>> electricity is provided by an onboard generator, driven by a gasoline
>> engine, that has no mechanical connection to the wheels.
>>

>> Will it be a slug? How annoying will the noise of the generatorï¿½s engine

>> be in an otherwise mute car?
>>
>> G.M. engineers say that a fully charged Volt is capable of 40 miles of
>> purely electric driving before the computer calls for the generator, which
>> has an output of 53 kilowatts (about 71 horsepower), to start and sustain

>> the batteryï¿½s minimum charge level ï¿½ the ï¿½extended rangeï¿½ operating mode.

>>
>> So what is life after 40 like in the Volt?
>>

>> It takes a few laps of Milfordï¿½s twisty, undulating 3.7-mile road course

>> to deplete the remaining eight miles of battery charge. With the dashboard
>> icon signaling my final mile of range, I point the Volt toward a hill and

>> wait for the sound and feel of the generator engineï¿½s four pistons to
>> chime in.
>>
>> But I completely miss it; the engineï¿½s initial engagement is inaudible and
>> seamless. Iï¿½m impressed. G.M. had not previously made test drives of the

>> Volt in its extended-range mode available to reporters, but I can see that
>> in this development car, at least, the engineers got it right.
>>

>> I push the accelerator and the engine sound does not change; the ï¿½gas
>> pedalï¿½ controls only the flow of battery power to the electric drive

>> motor. The pedal has no connection to the generator, which is programmed
>> to run at constant, preset speeds. This characteristic will take some
>> getting used to by a public accustomed to vroom-vroom feedback.
>>

>> A few hundred yards later, as we snake through the trackï¿½s infield

>> section, the engine r.p.m. rises sharply. The accompanying mechanical roar
>> reminds me of a missed shift in a manual-transmission car. For a moment
>> the sound is disconcerting; without a tachometer, I guess that it peaked
>> around 3,000 r.p.m.
>>
>> I asked what was going on.
>>

>> ï¿½The system sensed that itï¿½s dipped below its state of charge and is

>> trying to recover quickly,ï¿½ Mr. Posawatz said. ï¿½The charge-sustaining mode
>> is clearly not where we want it to be yet.ï¿½

>>
>> Immediately the engine sound disappeared, although it was still spinning
>> the generator. A few times later in our test, the generator behaved in

>> similar fashion ï¿½ too loud and too unruly for production ï¿½ but there is

>> time for the programmers to find solutions. Volt engineers are revising

>> the carï¿½s control software, which will have the effect of ï¿½featheringï¿½ the

>> transition from the nearly silent all-electric mode to the
>> charge-sustaining mode, when the generator will be operating.
>>

>> ï¿½Weï¿½re designing a software set of rules, which will just require more

>> seat time for the engineers to finish,ï¿½ Mr. Posawatz said. ï¿½We have nine
>> months to work this out.ï¿½

>>
>> The sound of the generator running at steady highway speeds is something
>> Volt owners, and others who appreciate the flexibility and efficiency of
>> this type of hybrid system, may have to accept.
>>

>> Unlike many electrics, including the Tesla Roadster, the Voltï¿½s electric

>> drive has no whine. The car feels solid and planted on the road. Clicking
>> the Sport button on the dashboard releases a bit more oomph than when in

>> Normal mode; in terms of efficiency, there isnï¿½t much difference between

>> the two except at peak power.
>>

>> The Low modeï¿½ Chevrolet plans a flashier name for it by next fall ï¿½ is

>> unique in the electric-car world, and a useful feature. While coasting, it
>> applies electric motor braking, then smoothly blends in the regular
>> brakes.
>>
>> Even beyond the regenerative function, Low mode offers one-pedal driving
>> in slow speed, stop-and-go, and downhill environments. The regenerative

>> braking, whether applied through the Voltï¿½s foot pedal or by pulling the

>> shift lever down into Low mode, is both progressive and predictable. This
>> is in stark contrast to the harsh, abrupt regenerative braking delivered

>> by BMWï¿½s all-electric Mini-E, for example.

>>
>> There is minimal body lean in the tight corners. The
>> low-rolling-resistance Goodyear tires created specifically for the Volt
>> provide excellent grip.
>>
>> Throughout my test, the prototype behaves admirably. At its current state
>> of development, the Volt is an extremely refined vehicle.
>
>

It seems kind of pointless for the car to just maintain a minimal charge
rather than to run the vehicle AND recharge the battery.

Mike Hunter

unread,

Nov 23, 2009, 8:19:49 PM11/23/09

to

The Volt chassis is not a hybrid! It is a pure electric. The gas engine
can not motivate the car it is only connected to the generator. An
electric motor motivates the car with power coming via batteries.

Larger vehicles, that GM plans to be built off that chasses can have bigger
motors, or even multiple motors if need be. Somewhat like the diesel
electric that pulls a train.

"Jim_Higgins" <gordi...@hotmail.com> wrote in message

news:hefb31$of4$1...@news.eternal-september.org...

> Mike Hunter wrote:
>> According to what has been previously published, around 130 miles, on the
>> generator alone, before the voltage would drop. Even then another 50
>> miles or more is possible if need be.
>>
>> By the way the generator motor runs at only 2,000 RPMs. not 3,000 RPM as
>> stated in the accompanying article. That is a much lower RPM, by around
>> 1,500 RPM less, than the 4cy engines in currently small cars, to sustain
>> 60 MPH on a level road.
>>
>>
>>
>> "Jim_Higgins" <gordi...@hotmail.com> wrote in message
>> news:hef85t$u8i$1...@news.eternal-september.org...
>

Canuck57

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Nov 23, 2009, 9:08:10 PM11/23/09

to

The Volt has zero future. Costs too much to buy, costs too much in
taxpayers subsidies, costs too much to maintain as it has 2 power plants
AND an expensive set of batteries.

Will not sell well in Canada, need heat in the winter. That will drain
batteries in minutes. As would A/C in Arizon in July. That is if the
thing has such luxuries. That is before I start on GM quality.

If you do go electric, why not sump the gas engine for more battery?
You are not going to buy one of these for coast to coast driving.

PerfectReign

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Nov 24, 2009, 12:58:26 AM11/24/09

to

On Mon, 23 Nov 2009 16:08:29 -0800, Jim_Higgins fired up the
etcha-a-sketch and scratched out:

> SITTING behind the wheel of a 2011 Chevrolet Volt prototype on
> Wednesday, I found myself confronting what may be the greatest fear that
> future owners of electric vehicles will face: a battery-charge indicator
> showing just a few miles of remaining range.

I drove a subcompact Prius today. It, too, freaked me out. It would slip
in and out of electric mode.

I kept waiting for the engine to not start for some reason, and then be
stuck coasting.

I wonder why they make a gas engine. Wouldn't it be far better - and more
economical - to make a diesel engine?

--
perfectreign
www.perfectreign.com || www.ecmplace.com
a turn signal is a statement, not a request

hls

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Nov 24, 2009, 1:18:07 AM11/24/09

to

"PerfectReign" <theperf...@yahoo.com> wrote in message

>
> I wonder why they make a gas engine. Wouldn't it be far better - and more
> economical - to make a diesel engine?

> --
> perfectreign
> www.perfectreign.com || www.ecmplace.com
> a turn signal is a statement, not a request

I agree, the diesel should give better economy. Very few automobile diesels
have held
onto the market in the USA...a few VWs, a few Mercedes, and rarely anything
else.
Part of it, I guess, is EPA, part is the perception that diesel stinks.

There are of course some diesel trucks, pickups, but that is, IMO, a
different market
and application than the one we are looking at.

Canuck57

unread,

Nov 24, 2009, 8:29:00 AM11/24/09

to

The likely reason is the price. Diesel in NA is a $12,000 option, in
Europe for a VW it is a $1,200 option. Go figure.

hls

unread,

Nov 24, 2009, 9:05:44 AM11/24/09

to

"Canuck57" <Canu...@nospam.com> wrote in message
news:AcROm.37633$We2....@newsfe09.iad...
> hls wrote:

>
> The likely reason is the price. Diesel in NA is a $12,000 option, in
> Europe for a VW it is a $1,200 option. Go figure.

Right. I dont really understand it. It may be somewhat more expensive to
tool up
and manufacturer a real diesel engine, but not THAT much.

Mike Hunter

unread,

Nov 24, 2009, 10:12:05 AM11/24/09

to

Once again our friend Canuck57 tells us the sky is falling LOL

"Canuck57" <Canu...@nospam.com> wrote in message

news:eeHOm.70910$Xf2....@newsfe12.iad...
> Jim_Higgins wrote:
>> For the Volt, How�s Life After 40 (Miles)?

>> http://tinyurl.com/ybk5jjy
>>
>> Milford, Mich.
>>
>> SITTING behind the wheel of a 2011 Chevrolet Volt prototype on Wednesday,
>> I found myself confronting what may be the greatest fear that future
>> owners of electric vehicles will face: a battery-charge indicator showing
>> just a few miles of remaining range.
>>
>> If I were out on a desolate Interstate in a vehicle powered solely by

>> batteries, I�d be praying to the god of electrons for a place to pull off
>> and plug in a charging cord. But my drive is at General Motors� proving

>> grounds here, and I�m about to experience what the Volt�s vehicle line
>> director (and my passenger), Tony Posawatz, says is the car�s trump card:

>> a gasoline-powered generator under the hood.
>>
>> Like other reporters, I had already driven Volt prototypes in the
>> battery-powered mode, and they were predictably smooth and silent. But

>> for eventual Volt owners, a crucial � and so far unanswered � question is
>> how the car will perform when the battery�s charge is depleted and all

>> electricity is provided by an onboard generator, driven by a gasoline
>> engine, that has no mechanical connection to the wheels.
>>

>> Will it be a slug? How annoying will the noise of the generator�s engine

>> be in an otherwise mute car?
>>
>> G.M. engineers say that a fully charged Volt is capable of 40 miles of
>> purely electric driving before the computer calls for the generator,
>> which has an output of 53 kilowatts (about 71 horsepower), to start and

>> sustain the battery�s minimum charge level � the �extended range�

>> operating mode.
>>
>> So what is life after 40 like in the Volt?
>>

>> It takes a few laps of Milford�s twisty, undulating 3.7-mile road course

>> to deplete the remaining eight miles of battery charge. With the
>> dashboard icon signaling my final mile of range, I point the Volt toward

>> a hill and wait for the sound and feel of the generator engine�s four
>> pistons to chime in.
>>
>> But I completely miss it; the engine�s initial engagement is inaudible
>> and seamless. I�m impressed. G.M. had not previously made test drives of

>> the Volt in its extended-range mode available to reporters, but I can see
>> that in this development car, at least, the engineers got it right.
>>

>> I push the accelerator and the engine sound does not change; the �gas
>> pedal� controls only the flow of battery power to the electric drive

>> motor. The pedal has no connection to the generator, which is programmed
>> to run at constant, preset speeds. This characteristic will take some
>> getting used to by a public accustomed to vroom-vroom feedback.
>>

>> A few hundred yards later, as we snake through the track�s infield

>> section, the engine r.p.m. rises sharply. The accompanying mechanical
>> roar reminds me of a missed shift in a manual-transmission car. For a
>> moment the sound is disconcerting; without a tachometer, I guess that it
>> peaked around 3,000 r.p.m.
>>
>> I asked what was going on.
>>

>> �The system sensed that it�s dipped below its state of charge and is
>> trying to recover quickly,� Mr. Posawatz said. �The charge-sustaining
>> mode is clearly not where we want it to be yet.�

>>
>> Immediately the engine sound disappeared, although it was still spinning
>> the generator. A few times later in our test, the generator behaved in

>> similar fashion � too loud and too unruly for production � but there is

>> time for the programmers to find solutions. Volt engineers are revising

>> the car�s control software, which will have the effect of �feathering�

>> the transition from the nearly silent all-electric mode to the
>> charge-sustaining mode, when the generator will be operating.
>>

>> �We�re designing a software set of rules, which will just require more
>> seat time for the engineers to finish,� Mr. Posawatz said. �We have nine
>> months to work this out.�

>>
>> The sound of the generator running at steady highway speeds is something
>> Volt owners, and others who appreciate the flexibility and efficiency of
>> this type of hybrid system, may have to accept.
>>

>> Unlike many electrics, including the Tesla Roadster, the Volt�s electric

>> drive has no whine. The car feels solid and planted on the road. Clicking
>> the Sport button on the dashboard releases a bit more oomph than when in

>> Normal mode; in terms of efficiency, there isn�t much difference between

>> the two except at peak power.
>>

>> The Low mode� Chevrolet plans a flashier name for it by next fall � is

>> unique in the electric-car world, and a useful feature. While coasting,
>> it applies electric motor braking, then smoothly blends in the regular
>> brakes.
>>
>> Even beyond the regenerative function, Low mode offers one-pedal driving
>> in slow speed, stop-and-go, and downhill environments. The regenerative

>> braking, whether applied through the Volt�s foot pedal or by pulling the

>> shift lever down into Low mode, is both progressive and predictable. This
>> is in stark contrast to the harsh, abrupt regenerative braking delivered

>> by BMW�s all-electric Mini-E, for example.

Mike Hunter

unread,

Nov 24, 2009, 10:14:19 AM11/24/09

to

Once again our friend Canuck57 tells us the sky is falling LOL

"Canuck57" <Canu...@nospam.com> wrote in message
news:eeHOm.70910$Xf2....@newsfe12.iad...

> Jim_Higgins wrote:
>> For the Volt, How�s Life After 40 (Miles)?