EV Review: 2023 Chevrolet Bolt EUV

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The 2023 Chevrolet Bolt EUV is the larger of two body styles available for the Bolt model range, and it measures in with slightly greater width, wheelbase, overall length, and height than the smaller Bolt EV. Think of the Bolt EV as a hatchback and the Bolt EUV as a crossover, and you’re in the right ballpark.

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Your choice between these two models has surprising implications for interior space and cargo volume, with the larger EUV body style offering up the better rear-seat legroom of the pair, but actually less cargo volume and rear headroom than the smaller Bolt EV.

Both models run the same all-electric powertrain: a 65-kWh battery pack driving a single front motor, good for 200 horsepower and 266 lb-ft of torque — all of which are routed solely to the front wheels. In the smaller and lighter Bolt EV, that’s good for 417 kilometres of range in ideal conditions. The bigger and heavier Bolt EUV uses more energy to move, so the same battery and motor combination nets a range of 398 kilometres in this case.

Those figures are rated in ideal conditions, which wasn’t the case for my chilly late-November test week, when temperatures affected the range and charging times of the vehicle but also revealed a few benefits of electric cold-weather motoring too. More on that later.

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Before we continue, I want to pose a simple question to you: how many kilometres do you drive in an average day? Keep that number in mind as you read on.

A Bolt EUV like my tester makes a compelling choice for a first electric car, or a second family runabout that never needs to go to the gas station. With its flexibility, pricing, and especially feature content, it’s intended to convince an increasing number of electric-curious shoppers to make the switch.

Most will park their new Chevrolet bolt next to another car in their driveway. According to general motors, 82% of Bolt EV shoppers are multi-car families with two or more vehicles, while 94% of Bolt EUV shoppers are a multi-car family. All said, on average, 85% of Chevrolet Bolt customers already own another vehicle.

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Cost-per-kilometre is a big draw for EVs like the Bolt, and especially in light of recent fuel costs.

Assuming a fuel cost of $1.60 per litre, driving something like a Toyota Prius for 100 kilometres will cost you about $7.50 worth of gasoline. An average family crossover like the Nissan Rogue uses about $13 to cover that same distance. In a Ram 1500 Hemi 4×4, you’re looking at about $22 per 100 kilometres.

Based on off-peak charging at the rates in Sudbury Ontario where I live, I can drive the Bolt EUV those same 100 kilometres for about $1.40.

After over 1,000 kilometres of testing around the freezing mark, I’ve got a few important observations and impressions to share. Ultimately, many shoppers should find the Bolt EUV’s combination of low-cost driving, road manners, and tech to make it a compelling package that’s easy to live with and very easy to drive. Still, there are a few compromises you’ll want to know about before you buy, as well as a few questions you’ll want to ask yourself before pulling the trigger on one of these.

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How does the Chevrolet Bolt EUV drive?

The Bolt EUV’s driving experience has many strengths and few weaknesses, and you’ll see some of its best work in a few specific situations.

I enjoyed my tester the most in two of these: around town doing errands, and while highway road tripping.

In the city, the powertrain is expert at very smooth, totally noiseless power delivery that’s eager and satisfying. Throttle response is impressive at low speeds, where the Bolt EUV quickly and quietly zips away from traffic lights and whizzes through slower traffic with just a light squeeze on the throttle. Compared to a similarly sized compact crossover, it’s a much smoother, quieter, more refined, upscale, and responsive driving experience free of any vibration or shifting.

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Steering is light and quick, and combined with the relatively small footprint, easy maneuverability and excellent parking camera system graphics, I found my tester a joy to use in tight spaces, parking lots, and for all of my around-town driving. It feels right at home on busy streets, parking lots and other congested areas.

I also enjoyed the highway driving experience. Noise levels are managed nicely around the highway speed limit, the ride is gentle, steering is light and easygoing, and even the brake-pedal feel is better than I typically expect from an all-electric. Even highway cruising where the Bolt EUV is the least energy efficient, you’re still able to drive 100 kilometres for about $1.50 worth of off-peak hydro.

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The rear camera mirror system adds some additional peace of mind to highway driving. A live, wide-angle camera feed display replaces the conventional rearview mirror and gives drivers an expanded view of their rearward surroundings, free of obstructions and nighttime glare.

After dark, the headlights are strong too. Though I wished for a bit more reach from the low-beams, their colour and reach into roadside treelines and culverts impresses. High-beam performance was one of the big surprises on my test drive, with gorgeous white illumination and remarkable reach up the road to reflective surfaces. If you’ll do a lot of highway driving after dark, you’ll find this lighting system easy to find confidence in.

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Further, the all-digital instruments and central screen present their information with clear text, high-resolution graphics, and plenty of contrast. This makes them easy to read at a glance, even when you dim the cluster and display for nighttime driving.

Most shoppers can expect a drive that’s relaxed, refined, responsive and confidence-inspiring whether they’re parking, cruising the highway, or running round town.

Rough road surfaces characteristic of Northern Ontario’s backroads can degrade noise levels and ride quality significantly, however. On a typical backroad surface, I left my tester wishing for a slightly quieter, smoother ride at times. Suspension noise increases here, and the ride can become jarring and abrupt. If you’ll commonly drive on smooth roads, you’ll be having a great time. If that’s not the case, be sure to visit the roughest road surface possible on your test drive to confirm that ride comfort and noise levels meet your requirements.

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On performance, the Bolt EUV’s most impressive acceleration and response comes at lower speeds. During highway passing and merging, you won’t feel the same urgency from the throttle that’s apparent coming out of a traffic light. The Bolt lineup is only offered in front-wheel drive, with no AWD option currently available. This keeps the price down, but skips a feature important to many shoppers in 2022.

I encountered the year’s first snowfall in my tester rolling on factory-equipment all-season tires, mostly on hard-packed surfaces. I found these tires completely insufficient for the job, even startling at times. If you’ll drive your Bolt EUV in the snow, consider a quality set of winter tires to be mandatory.

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If you’re after a speedy EV, one that can fast charge at a rapid pace, or one with AWD, you’ll need to look elsewhere. If front-drive is good enough for you, if you’ll mostly charge at home and if you’re a light-footed driver, you’ll find this a compelling and easy-to-drive runabout with very low driving and maintenance costs.

Does the 2023 Chevrolet Bolt EUV have Super Cruise?

Yes! My tester ran GM’s hands-free Super Cruise system, using advanced tech and 3D road mapping to enable hands-free driving for extended periods on pre-qualified stretches of divided highway. On my test drive, I was able to regularly use this system for hundreds of kilometres at a time on many of the highways stretching between central and northern Ontario.

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The system engages with a button-press and uses a special steering-wheel-mounted LED indicator which turns green when the system is active. From here, drivers can rest their hands on their lap and watch the Bolt EUV smoothly and predictably handle steering maneuvers for them.

Super Cruise is not an autonomous system, and requires the driver’s full attention on the road at all times. A built-in camera watches the driver’s face, ensuring their eyes remain focused on the road ahead.

Ultimately, it’s a compelling bit of technology that’s fun to watch in action, and can give drivers a break from steering if and when they like.

How is the 2023 Chevrolet Bolt EUV’s range affected by the cold?

The cold affects how fast the Bolt EUV can charge, and how far it can drive. Its 398-kilometre advertised range relates to driving in ideal conditions at room temperature, unlike the weather for most of my test week.

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Around the freezing mark with generous use of the heater and cabin pre-heating (I’m always cold), I achieved a range of about 320 kilometres per charge — par for the course with other similar EVs I’ve tested in these conditions. Based on those experiences, I’d expect usable range of about 275 kilometres at -20ºC, and about 250 on the very coldest days of the year.

Remember when I asked how many kilometres you drive in a given day? If that number is under 200, you’d be able to handle a day’s driving without needing a charge, even on the very coldest days of the year.

If, like most Canadians, you drive 50 kilometres per day or less, that’s coming up on a week’s worth of driving in extreme cold with no need to charge.

How does the cold affect the 2023 Chevrolet Bolt EUV’s charging?

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Cold temperatures can also affect how fast the Bolt EUV can charge.

At room temperature, plugging your Bolt EUV into the same outlet you use for your Christmas lights will add about 6 kilometres per hour to its battery. In extreme cold, I’d expect that figure to drop by about half — giving you little more than a slow trickle charge if you park outdoors in the winter. Park in a heated garage if you’ll charge using Level 1, and you’ll get more bang for the buck.

On a Level 2 charger, the cold has less of an effect on recharging times. This more powerful type of charger uses your home’s 240-volt wiring, and can add about 60 kilometres per hour to the battery at room temperature, and perhaps 40 in extreme cold.

A Level 2 charger may be overkill for some drivers, especially those who don’t drive their car every day. Still, in a cold climate like mine, plugging into Level 2 makes it a no-brainer to ensure you’ll arrive to a fully charged battery every morning, if you need it.

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The Bolt EUV demonstrates two additional benefits in cold weather driving relating to its ability to heat its cabin. First, with no engine to heat up, its electric heater begins pumping warm air into the cabin in just moments, even on chilly mornings. Heat arrives almost right away, not after a few chilly minutes of driving.

Further, the electric heat uses battery power very slowly, so remote starting or pre-conditioning the cabin is a guilt-free proposition. When plugged in to a charger, the cabin can be heated from grid power, not battery power, meaning drivers will arrive to a fully charged battery and toasty cabin every morning when charging at home on Level 2.

Can the Chevrolet Bolt EUV fast-charge?

You can’t install a Level 3 charger (also known as a ‘fast charger’) at home, though you’ll find them on the go. These charge points are useful ways to return range to the battery as quickly as possible if you’re on a lengthier road trip beyond the battery’s range of, say, 250 kilometres in extreme cold, or shy of 400 kilometres on a warm day.

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On a Level 3 charger, I have found charging rates to be affected even less by the cold. The Bolt EUV’s battery recharge rate is capped at 55 kW during fast charging, however, limiting the speed at which the battery can suck up electricity. Most EVs target a fast charge that’ll bring the battery from nearly empty to nearly full (about 80 per cent) in 20 or 30 minutes. The Bolt EUV’s fast-charging cap of 55 kW means that even the fastest fast chargers available will still need about an hour to bring the battery back up to 80 per cent from nearly empty.

Adding 100 kilometres of range via fast charging takes as little as 8 to 10 minutes in some EV’s, on the Bolt EV, it takes about 30. All said, this means the Bolt EUV may be less convenient than some shoppers will like, particularly when it comes to recharging during a road trip or in colder weather when those recharging stops may be more frequent.

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How much is a Chevrolet Bolt EUV?

The Bolt EV is priced from $38,198 while the larger EUV comes in from $40,198.

What are Canada’s rebates on a Chevrolet Bolt EUV?

In Canada, federal and provincial rebates apply to the Chevrolet Bolt EUV.

A federal incentive of $5,000 applies, with further incentives available in some provinces knocking between an additional $3,000 and $7,000 from the cost, depending on the province you live in.

If you live in Quebec, a whopping $12,000 in rebates makes the total ask for a Bolt EUV like mine clock in from about $29,000.

Thanks to the folks at ChargeFWD.com for compiling the list of federal and provincial rebates for the 2023 Chevrolet Bolt EUV, below:

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What if I can’t charge at home?

Most Bolt drivers will recharge at home, most of the time.

Others without access to a plug where they live may choose to recharge a few times a week at a public Level 2 or Level 3 charging station, which can refill their battery to full while they shop, eat, hike, or dine.

Some drivers may plug into a Level 3 fast charger during their weekly trip to the mall and grocery store, allowing the battery to refill completely while they shop. Connect to a Level 3 charger while you go see a movie on Friday night, and you’ll return to a full battery. Note that many fast chargers bill by the minute, so you will be paying full-speed rates for that slow 55-kW charge. 

Consider the number of kilometres you drive every day, the Bolt EUV’s charging rates, and the availability of public charging stations in your area to arrive at the best decision for you.

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Charging at home is the most convenient, though it’s not the only way to do it.

Where is the Chevy Bolt EUV made?

The Chevrolet Bolt EUV is built in Lake Orion, Michigan.

Does the 2023 Chevrolet Bolt EUV have a good interior?

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On board, you’ll see some of the Bolt EUV’s best and worst attributes.

On the plus side, front-seat entry and exit are easy thanks to big door openings and a seating position that requires little more than a slight slide over and drop down into your perch. In back, the cargo hold is flat, wide, and easily accessible, with an impressively deep under-floor storage bin that’s useful for storing your stuff securely away from prying eyes. Note that since the Bolt EUV is slightly shorter than most crossovers, the cargo area isn’t particularly deep.

The heated rear seats provide generous legroom for adult passengers and two charge ports at the ready, though headroom will tighten very quickly for occupants taller than about 5’10. I blame the high seating position, not the roofline. Taller occupants will need to duck very slightly to prevent taking the rear roof to the cranium when getting in and out, but the kiddos will be just fine.

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The forward dash combines plenty of horizontal linework for an expanded sense of width and space, and metallic and gloss accents intersect with textured materials and trim for a rich and detailed look that provide some upscale flair. Displays left me with no complaints, and at-hand storage is decent, too.

Mostly, it’s a well-sorted, logically laid-out cabin that makes it easy to get organized, get comfortable, and relax at the wheel while keeping dozens of communication, entertainment and navigation functions right at your fingertips.

On the downside, some of the Bolt EUV’s switchgear, controls, and power-port placement could use some work. Specifically, the turn-signal and wiper stalks feel and sound flimsier than I expect for the money, the USB connectors and charging ports are buried deep behind the centre console storage bin where they’re nearly impossible to see, and the electronic drive selector uses two identical switches to engage drive and reverse, making for some second guessing unless you take your eyes away from the road to look down and make sure you’re using the right one.

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A few slight revisions to the drive selector and USB connector locations would make a big improvement.

What is One-Pedal Driving?

The Chevrolet Bolt EUV uses two systems to help drivers control how they’ll drive their vehicle, and gives them an added ability to generate surplus electricity to recharge the battery in the process, extending vehicle range.

Whenever an EV decelerates (by braking or coasting), it captures kinetic energy. That’s because the wheels of the vehicle are rotating, but power isn’t being applied to them. Here, the rotating action of the wheels is used to drive the electric motor as a generator, and captured energy flows into the battery. Put simply, every time you’re in motion but not pressing the accelerator, your Bolt EUV can generate electricity that gets stored in the battery to extend its range.

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This is called regenerative braking — and using One-Pedal mode, as well as Regen on Demand, allow drivers to control how this process works.

The One-Pedal mode button sits on the drive selector console. When turned off, releasing the accelerator sees the Bolt EUV coast and slowly decelerate like a regular vehicle. Turn it on, and releasing the throttle slows the vehicle much more quickly, generating electricity in the process. Here, there’s no need to press the brake pedal for most stops. Lift off the accelerator, and the vehicle slows down as if you’ve applied some braking.

Whether or not you’ve got One-Pedal mode engaged, a click of the Regen on Demand paddle (mounted behind the left of the steering wheel) calls up additional regenerative braking, further slowing the vehicle and generating even more electricity. In this way, drivers have two energy-saving alternatives to hitting the actual brake pedal.

Regular use of regenerative braking can extend the range of your charge, and reduce wear and tear on braking system parts.

Is the Chevy Bolt EUV AWD?

No. All Chevrolet Bolt models currently offered come with front-wheel drive.