Review: The Humble But Can-Do 2022 Chevy Bolt EUV Premier

The Bolt EUV Premier is one of the most unassuming, non-virtue-signaling, get-you-where-you’re-going electric vehicles in existence. Anyone looking to buy their first electric but doesn’t need flash, pomp or to do anything but get to point A to B quickly and effortlessly should have a look at the Bolt EUV, one of two trims offered, the other being the basic, slightly cheaper LT.

It’s a hatchback with a well-laid-out, comfortable interior. While it’s not as “now” as the latest from other, more expensive, chic electrics, there’s not a thing wrong with it and a lot right, especially now that GM has recalled and fixed that pesky little battery issue that caused some Bolts to go up in flames.

You’ll fit everywhere, parking-wise, a plus for those living in cities. You’ll also enjoy its jackrabbit acceleration despite its motor generating a mere 200 horsepower and 266 pound-feet of torque. You’ll use 29 kWh per 100 miles of driving, says the EPA.

Another plus is the one-pedal mode, which slows the engine when you take your foot off the accelerator. In other electrics, I have found this an intrusion, but here, it’s accomplished seamlessly. You can also shut the mechanism off if you hate it. For extra regenerative braking, there’s a steering wheel paddle, but I never needed it and never used it.

It’s loud AF in the cockpit at speed, but its 17-inch wheels reasonably handle potholes and road dings. Its steering is suitably sharp – no complaints either on straightaways or hilly, windy roads where people who love driving, like me, blast about.

There is, too, a mechanism called a Super Cruise, allowing you to take your hands off the wheel for long periods of time, but until they get all the bugs out of autonomous driving, I’ll keep “my eyes on the road/my hands upon the wheel.”

Regarding the displays for the instrument panel and touchscreen, you can program those systems to show you your anticipated range, how you’re doing mileage-wise and other information people who drive electrics like to know and should know. The touchscreen is nice and generous at 10.2 inches, is easy to understand, and the sound from the audio system is nice and rich. Android Auto and (wireless) Apple Car Play come standard.

The climate system blows hot air immediately, a plus for these crisp autumn mornings. You’ll find a reasonable amount of room in the backseats and the storage area measures 13.3 cubic feet which is right in there with other vehicles in this class.

The charging experience, happily, was largely unremarkable except for once, away from home, where I had Chargepoint lead me to two charging machines, both of which were out of order. See my article from August about a daylong experience with trying to charge a Polestar away from home. “One must be patient.”

The vehicle comes with basic DC fast-charging, and a cord that plug into a 240-volt outlet. If you’d like Level 2 charging, Chevy will provide up to $1,000 toward both the outlet and circuit installation and up to $250 in permit fees.

Until the outside world gets its act together and ensures all charging stations are maintained – that’s a bit away, I’d reckon – I’d get the level 2 charger.

My test trim, the Premier, starts at $37,900 and, with options, tops out at $43,190. On paper, that is. What you’ll pay in today’s booming dealer’s market will most likely be more, but one can hope. It’s also selling really, really well at the moment, so best of luck.

The Bolt provided one of the best electric tests of the year. It’s got a humble flavor, it’s fun to drive and the price is right for what’s delivered.