2022 Chevy Bolt EUV review: More space, no drawbacks

The Bolt EUV looks pretty sharp. Subtle headlights (or, in this case, running lights) go a long way for many cars.

Andrew Krok / Roadshow

The Bolt EUV is a larger version of a better version of the Chevy Bolt EV. Despite the almost too similar taxonomy, the Bolt EUV tries to distance itself from its brother by adding some internal volume, and the result is excellent.

Like it

  • Improvement of the quality of the interior
  • Peppy engine
  • Robust cab technology

I do not like

  • Limited load capacity
  • A little tight with three side by side

If you think the 2022 Chevrolet Bolt EUV is similar to the Bolt EV (minus the U), you that would be correct. The most obvious change between the two is length, where the EUV stretches 6.2 inches longer than the standard Bolt EV. This bump adds 3.9 inches of wheelbase and, more importantly, 3.1 inches of rear legroom. However, the EUV is only 0.2 inches taller and wider than the Bolt EV, which means sitting in the center of the rear seat can be a tight affair. The headroom remains large.

The second generation Bolt, both EV and EUV, looks better inside and out. The subtle running lights create more futuristic bands and dig up the texture on the “grille” of the front bumper. But the real improvement happens inside, where Chevrolet has finally decided to use materials that aren’t always cheap. The dash makes use of layers, color and texture, although the glossy black trim throughout can be quite the smudge magnet. The triangular motifs of the Premier leather seats are beautiful and the chairs themselves are sufficiently supportive for long stretches on the road.

Storage is a mixed bag. The center console cup holders aren’t big enough for large water bottles, but the door pockets help mitigate that. There’s a small tray for holding things under the USB ports, but it doubles as a wireless charging pad. I like that there is enough space under the center armrest for a decent sized bag. The Bolt EUV offers just 16.3 cubic feet of cargo space, enough for a family’s grocery shopping or a couple of weekend bags, and while it beats competitors like the Hyundai Kona Electric and Nissan Leaf, it’s just a bit small in size. complex. The EPA says the Bolt EV has more cargo space at 16.6 cubic feet, but that’s largely due to the way the EPA measures cargo volumes – it considers the two to be functionally identical. There is no frunk either.

The Bolt EUV’s engine remains fishy. Despite being positioned as a kind of quasi-crossover, the EUV is a front-wheel drive sedan, sending 200 horsepower and 266 Nm of torque to the front axle via a single electric motor. That torque value is nothing to shake a stick about; Instant twist means the EUV pulls away quickly, even though its 215 / 50R17 Michelin Energy Saver all-season tires are very quick to turn on too much gas.

The EPA estimates that the 2022 Chevy Bolt EUV will travel around 247 miles on a single charge, a number I’d say is close at hand. As driving style is very important in these calculations, Chevy gives a high and low estimate for the remaining range in the gauge group, with an indicator letting me know if my driving is aiming for efficiency or not. Over a couple of hundred miles, I’m showing 3.4 miles per kilowatt hour used, which translates to about 221 miles from the car’s 65kWh battery pack. Bolt EUV’s integrated brake regeneration is great, with little change in pedal feel between regeneration and friction, and I like the fact that I can activate the drive with one foot permanently via a switch on the center console, or I can use it on – requested via the lever on the steering wheel.

Charging the Bolt EUV is a breeze, thanks in part to a 7.2 kilowatt system and a standard dual-level cable that works with both 120-volt level 1 and 240-volt level 2 configurations. is optional on Bolt EV). Chevy estimates about 7 hours to fill up with a level 2 charger, which follows my experience of connecting to a public charger and going from 50% to full over the course of a long dinner with friends. As cities continue to upgrade their EV infrastructure, range anxiety should never be an issue here.

The longer wheelbase of the Bolt EUV also makes for a more comfortable ride, smoothing out some of the more bouncy antics I find in the shorter Bolt EV. He’ll never be a manipulation hero – maybe ask Chevy for an RS variant or something – but he shouldn’t be. The steering is light as heck, although the optional and largely unnecessary Sport mode adds some weight, so it’s clear the Bolt EUV is for cruising.

When the lights on the steering wheel turn green, it’s time to go on a cruise – Super Cruise, that is.

Andrew Krok / Roadshow

Speaking of cruising, the Bolt EUV includes an optional upgrade that you can’t get on the Bolt EV. Super Cruise is GM’s Level 2 Driving Aid, which combines Adaptive Cruise Control and Lane Keeping Assist to keep the vehicle in its lane to the rhythm of traffic on pre-mapped stretches of highway without requiring your hands on the wheel. A driver monitoring camera will make sure my eyes are pointed in the right direction, but once the LEDs on the steering wheel glow green, I can awkwardly rest my hands in my lap. The system is a little more nervous than I remember in larger vehicles, probably due to the tall sides and narrow body of the UVV, but in most cases it makes inputs smooth and does a good job of approximating human driving.

Each EUV has a 10.2-inch touchscreen on the dashboard running the Chevrolet Infotainment 3 Plus system, which is responsive, easy to see, and even easier to navigate. wireless Apple CarPlay And Android Auto are included, along with a wireless device charger and a pair of USB ports (one USB-A, one USB-C) per row. A second 8-inch display takes the place of the instrument cluster, providing all the pertinent information I need about the car in one of two styles.

On the safety front, all EUV trim levels are equipped with automatic emergency braking, lane keeping assistance, lane departure warning and Chevy’s Teen Driver suite, which can limit some features when your offspring take the car for the ride. night. The Premier reinforces it with rear parking sensors, a rear view mirror, a surround view camera system, blind spot monitoring and adaptive cruise control. LT buyers can add most of these features on the base coat for $ 495, which is nice, while Super Cruise is limited to Premier finishes and is priced at $ 2,200.

The Bolt EUV’s interior does away with a lot of the tough, crappy plastics that owners and critics haven’t really appreciated on previous models.

Andrew Krok / Roadshow

Both setups are aggressively priced, even before federal or local tax incentives are counted. The 2022 Chevy Bolt EUV’s LT trim starts at $ 33,995 including destination, while the Premier trim takes a respectable $ 38,495. There’s a $ 5,430 Launch Edition package for Bolt EUV that adds every option, plus unique wheels, a new badge, and even an illuminated charging port. My tester is more or less fully charged and comes in at $ 43,495 before incentives.

Chevy Bolt’s competitors were few and far between, but times have changed. If you want something a little more concrete (literally), more traditional sedans like the Kia Niro EV and Nissan Leaf are available, while crossovers-friendly folks can find competition from the Hyundai Kona Electric and Volvo XC40 Recharge, though the latter is quite expensive. With and without competition, however, the Chevrolet Bolt EUV 2022 is a stellar electric vehicle, with a smooth nature and many of the latest cabin technologies.

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