First Drive: 2022 Chevrolet Bolt EV LT

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Two numbers are all you need to know about the second-generation Chevrolet Bolt EV: 503; and 38,198. The first figure is the range number, in km, that greeted me when I first jumped in my Cherry Red Tincoat tester; and the second one is the base price, in Canadian dollars, of the all-electric, five-door hatch. Each would be impressive in their own right for a new EV, but the fact you can get them in one package really signals a bit of a watershed moment for the many Canadians who have been waiting for an EV that suits their needs and wallet.

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The front-wheel-drive 2022 Bolt EV is a redesign of the five-door hatch that debuted in 2017 and has sold over 100,000 units globally, including more than 13,000 to Canadians. Expect that number to grow exponentially in the coming years.

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First Drive: 2022 Chevrolet Bolt EV LT Back to video

The new Bolt EV gets a makeover inside and out, and I am sort of surprised how the exterior design became a little more radical in its look, particularly in the front end. The trend in EV design has been away from the ‘Hey, look at me, I’m an EV’ aesthetic of the early adopter vehicles to a more ‘You can’t even tell I’m an EV’ look in an effort to attract more conservative buyers. The new Bolt’s front fascia is more upright than the first-gen models, and the front light array is pretty radical in its design, most notably featuring what GM calls the ‘signature high-eye’ daytime running lights. The rear lights also get a redesign, though not quite to the same extreme.

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It is in the cabin, however, where in my estimation the greatest improvement has been made, and one that suggests that despite their reluctance to admit they listen to automotive writers’ criticisms, car designers really do.

My only grumble with the first-gen Bolt are the front seats. They are uncomfortable, provide little bolstering, and really detract from the otherwise fun-to-drive aspect of the quick little car. The new Bolt EV makes up for that in a big way, with front seats that punch way above their weight class in providing firm but comfy support, and the kind of bolstering required to keep you in said seats when you throw the short wheelbase Bolt into a corner. Another nice, new addition is the flat-bottomed sport-ish steering wheel, which further underscores the driveability of this urban runabout.

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Likewise, the new 10.2-inch infotainment touchscreen and the way it is integrated into the new, flowing dash design improves the ergonomics and the styling of what was already a very nice cabin layout.

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My driver impressions of the first Bolt I drove back in 2017 were very positive, and this new Bolt EV just improves on that. In particular is the regenerative braking function, not something you’d typically lump in with driving attributes, but Chevrolet engineer’s unique take on restoring energy to the battery pack was a revelation four years ago and continues to be in the new model. What I don’t understand is why no other automaker has copied it.

Unlike so many electric vehicles that have their regen settings embed in menus accessed through infotainment screens or with buttons on the centre console, the Bolt’s is a small paddle-shift like device mounted at 9 o’clock on the steering wheel. Instead of setting a regen mode, you simply pull back on the paddle and hold it to activate regen, allowing you to feather the intensity of the regen depending on the road grade. In a place like my hometown of Vancouver, this provides a great way to brake on downhills without even touching the brake.

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Speaking of keeping your right foot of the stop pedal, the new Bolt EV comes standard with a one-pedal drive mode, which when activated applies intensified regen braking when you lift off the accelerator to the point that you will come to a complete stop. This is an excellent feature if you’re doing a lot of bumper-to-bumper commuting. And like the regen paddle, activating one-pedal driving is as simple as pressing a button at the bottom of the new electronic gearshift design between the front seats.

The rear seats are spacious, the rear cargo space is decent, and an insert provides a flat floor in line with the hatch bottom, which allows for easier storage than reaching into a cargo well.

The new Bolt EV comes with a 65-kWh lithium-ion battery pack and a powertrain system that includes Chevrolet’s active thermal management system that uses coolant to maintain the battery at its ideal operating temperature. This is not GM’s much-ballyhooed Ultium architecture that will form the EV-underpinnings of most of those 30 all-new EVs.

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According to GM, that battery pack provides a maximum of 200 horsepower (150 kW) and 266 lb-ft of torque. That proved more than capable of getting the 1,626 kilogram car up to speed quite quickly and never once did it feel sluggish or underpowered.

In terms of charging, a new dual-level charge cord has a changeable plug that allows for standard 120-volt three-prong outlet Level 1 charging; and a 240-volt outlet for Level 2 charging up to 7.2 kW. Meaning if your home is outfitted with a 240-volt outlet, you won’t need to install an aftermarket EV charger to get Level 2 charging. The dual-level charge cord is an option on Bolt EV for a cost of $395. In addition, standard DC fast-charging capability enables the Bolt EV to recharge up to 160 km of range in 30 minutes.

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My tester had a final price of $41,088 with the addition of that aforementioned red paint ($595) and upgraded 17-inch machine-faced aluminum wheels ($395). So yes, it qualifies for the federal and all provincial EV rebates and incentives.

If you are in the market for an affordable, rock-solid electric vehicle commuter car that is roomy, fun-to-drive, well-appointed and comfortable, put the new Chevrolet Bolt EV on your list. In my view, at the top of it.