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Chevy’s 2022 Bolt EUV is a slightly larger version of the Bolt EV, starting at $33,995 with a range of 250 miles, compared to the 2022 Bolt hatchback’s $31,995 and 259-mile range.
The Bolt EUV will be the first Chevrolet to offer GM’s Super Cruise hands-free technology as an option.
The 2022 Bolt EUV will go on sale this summer.
A new companion to the Chevrolet Bolt EV, the 2022 Bolt EUV puts a slightly larger body on the same platform without sacrificing too much range. This latest EV from GM isn’t built on the company’s new Ultium platform, but it will be the first Chevy product to get the hands-free Super Cruise driver-assistance package, as well as the first EV with Super Cruise to go on sale, ahead of the upcoming Cadillac Lyriq EV and GMC Hummer EV.
The Bolt EUV hits the market looking nearly identical to the smaller Bolt EV hatchback. The two vehicles borrow some of the design cues from the previous generation. But overall the EUV’s more aggressive angles borrow heavily from the 2021 Blazer.

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With a length of 169.5 inches, the 2022 Bolt EUV crossover is six inches longer than the 2022 Bolt EV. Chevy says that translates into an additional three inches of rear legroom. At 63.6 inches tall and 69.7 inches wide, the electric crossover is only 0.2 inch both wider and taller than the Bolt hatchback. Even that amount of extra legroom does cut into cargo space. Despite its larger size, the EUV has slightly less storage space than the Bolt EV at 16.3 cubic feet with seats up, versus the hatchback’s 16.6. Overall cargo space with the seats down in the Bolt EUV is 56.9 cubic feet compared with the Bolt hatchback’s 57.0 cubic feet. Both vehicles beat the 2021 Kona Electric’s 45.8 cubic feet of cargo space and the 2020 Kia Niro EV’s 53.0, but both lose to the Ford Mustang Mach-E’s 59.7 cubic feet of space behind the front seats.
Inside, Chevy has ditched the slightly futuristic interior found in the current Bolt EV for something more contemporary and comfortable-looking. The automaker made the change after receiving feedback from current Bolt owners. Instead, other than the digital layout in the dash cluster that is EV focused, the interior resembles the rest of the GM lineup with a few triangle flourishes in the dash and seats. A standard 10.2-inch display houses the infotainment system. Support for wireless connections to Apple CarPlay and Android Auto is standard, as is wireless smartphone charging (which is optional on the Bolt EV hatchback).
Both the Bolt EUV and Bolt EV sit on the same BEV2 platform used in the outgoing Bolt and even have the same motor and battery. The result is 250 miles of range for the Bolt EUV from the same 65.0-kWh battery pack found in the electric hatchback. The smaller Bolt EV beats it by nine miles. The front-wheel-drive Bolt EUV is powered by a single 200-hp motor that puts out 266 pound-feet of torque. The vehicle comes standard with DC fast-charging support up to 55 kW. The pricier Kona Electric (starting at $38,575) and Niro EV (starting at $40,265) both support DC fast-charging up to 100.0 kW, which could put the Bolts at a disadvantage when it comes to waiting for a charge on long journeys.

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Chevrolet

What those competitor vehicles don’t have, though, is access to GM’s Super Cruise hands-free driver-assistance package. The Bolt EUV will be the first Chevrolet to get the system and will go on sale ahead of other GM EVs that will offer it. Super Cruise will only be available on the Premier trim level of the EUV and will add an additional $2200 to the price. Those who splurge on Super Cruise will get three years of the OnStar subscription, needed for the feature, for free. It’s the same deal Cadillac owners got in their vehicles with Super Cruise, but Cadillacs get automatic lane changing on their Super Cruise packages, and the Bolt EUV won’t have that.
On the Super Cruise EV horizon, both the 2022 Hummer EV and 2023 Cadillac Lyriq will also have Super Cruise. They will also both be based on the new Ultium platform. The Hummer EV will go on sale in the fall of this year while the Cadillac Lyriq is expected in showrooms in late 2022.
For those not interested in driving hands-free, the Chevy Safety Assist package is standard on the Bolt EUV. It includes driver-assistance features including lane-keeping assist, automated emergency braking, and forward-collision alert. Adaptive cruise control and rear cross-traffic alert are available options.
With the Bolt EUV, Chevy is entering the crowded electric-crossover market by modifying an offering that has sold well for the company in the past. The EUV doesn’t use GM’s new Ultium platform and is essentially just a slightly larger Bolt EV, but at a starting price of $33,995, it might keep those waiting for Ultium-powered vehicles happy for the next few years. The Bolt EUV will go on sale this summer.

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In addition to a price drop, the 2022 Chevy Bolt EV also gets a new exterior design and a more comfortable and contemporary interior according to the automaker.
Underneath the new design, some updated tech features, and the now-standard 55-kW DC fast charging support, the battery range and powertrain are the same as the 2021 Bolt.
The 2022 Chevy Bolt goes on sale this summer.
Chevy has a bit of a problem. General Motors, along with Tesla, has already sold enough EVs that its products no longer qualify for the federal tax credit that still lowers the purchase price of an EV from Hyundai, Volkswagen, Ford, and other brands. So what do you do when the government won’t help you bring down the price? You do it yourself. The 2022 Chevy Bolt starts at $31,995, a price drop of $5500 compared with the 2021 Bolt that’s currently on sale. It’s also $2000 cheaper than the brand-new, just introduced 2022 Bolt EUV crossover.

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It’s not just less expensive, though. The 2022 Bolt has been improved based on customer feedback, GM says, claiming the seats are more comfortable and the interior is more contemporary. And, in fact, rather than the 8.0-inch digital layout of the dash cluster that carries over from the current Bolt, the dash and interior look more like a regular Chevy and less like a futuristic electric car. A 10.2-inch display houses GM’s latest infotainment system and supports wireless Apple CarPlay and Android Auto connections. A wireless charger is optional, and the company has updated the shifter to a push-button system that sits in the center console.
The 2022 Bolt also now has a button on the center console that lets the driver enable one-pedal driving, which uses regenerative braking to bring the vehicle to a stop without using the brake pedal in certain driving situations. When drivers lift their right foot off the accelerator, the EV begins to slow down, instead of coasting like a traditional gasoline vehicle. It’s as if the person behind the wheel had placed their foot gently on the brake. As the vehicle slows down, it recharges the battery. With a little practice, EV drivers can drive around town using only the accelerator pedal.
While the look got an upgrade, the size of the Bolt is nearly unchanged. It’s the same 69.5-inch width, but a half-inch taller at 63.4 inches and about 0.8 inch shorter, lengthwise, at 163.2 inches. This makes the Bolt EV roughly the same size as the now more expensive 2021 Kona Electric. Trunk space is 16.6 cubic feet, 0.3 cubic foot less than the 2021 model. With the 60/40 split seats down, that goes up to 57.0 cubic feet. The Bolt bests the Kona with the seats down by 11.2 cubic feet but loses to the Hyundai in trunk space by 2.6 cubic feet.

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Chevrolet

While the interior and exterior look different, the vehicle specs themselves are nearly the same as the 2021 Bolt. The 2022 Bolt still has a targeted 259 miles of range from a 65.0-kWh capacity battery. That’s down 1.0 kWh from the 2021 numbers. AC Level 2 charging has gotten a bit of a boost and supports up to 11 kW, but DC fast charging, which is now standard on all models, sits steady to support up to 55 kW, just like the previous generation. Chevy says that via DC fast charging, drivers would be able to add 100 miles of range in about 30 minutes.
The 2022 Bolt EV is still powered by a single motor delivering 200 horsepower and 266 pound-feet of torque to the front wheels. The underlying tech beneath the vehicle remains the same because the Bolt is still based on the BEV2 electric-vehicle platform, not GM’s new Ultium platform. In fact, GM’s executive chief engineer of the Bolt and Bolt EUV Jesse Ortega said during a call, “There are no plans to incorporate the Ultium system into the Bolt EV or Bolt EUV.”

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While the 2022 Bolt EV doesn’t get access to GM’s Super Cruise technology like its new sibling, the Bolt EUV, the 2022 Bolt comes standard with the Chevy Safety Assist package that includes lane-keeping assist and safety features including automated emergency braking and forward-collision alert. Adaptive cruise control and rear cross-traffic alert are optional.
Overall, the 2022 Bolt is more of the same, with a design refresh that takes into account customer feedback but at a much lower price. It’s looking a bit like a placeholder in the Chevy lineup while GM as a whole transitions to electric vehicles built on the Ultium platform. Its lower price for basically the same product with the same amount of range shows that EV prices will continue to drop as the market matures. The 2022 Chevy Bolt EV will be in showrooms this summer.
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Without access to everyone’s odometer, researchers working for the National Bureau of Economic Research have used a limited set of utility and electric-vehicle registration data to see how much extra electricity EV owners use each day.
The number, 2.9 kWh, was then run through a formula with a number of other factors to come to an estimate that EV drivers go around 5300 miles a year. That’s about half of what gas-powered cars do each year.
This is all from a non-peer-reviewed study, so there may be adjustments down the road, but a separate survey conducted by Plug In America found that EV drivers are more than happy with their cars, and 96 percent plan to buy an EV when the time comes for new wheels.
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Electric-vehicle drivers put about half as many miles on their cars as the average driver. At least, that’s what a new study, conducted by researchers working for the National Bureau of Economic Research (NBER), is estimating. Those results are based on calculations that look at the increase in home energy usage for homes with EVs in California.

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The study authors did not ask the EV drivers themselves. Nor did they check odometer readings through service records or using other methods. They do admit that getting that kind of information would be best but that these numbers are “within the vehicles themselves” and that automakers keep charging information private “due to strategic business interests and privacy concerns.”
So, as a workaround, researchers from the University of Chicago, University of California Davis, and UC Berkeley instead drew their estimates from a sample of roughly 10 percent of the residential electricity meters from Pacific Gas & Electric (a total of 362,945 households). These meter readings were then compared with EV registration records from 2014 through 2017 and the addresses where an EV was registered—a total of 57,290 electric vehicles—were then checked to see how much extra energy was used there to arrive at an estimate about how much extra household electricity was required once an EV was purchased. The result was 0.12 kilowatt-hours (kWh) per hour, or 2.9 kilowatt-hours each day. Another factor taken into consideration came from the California Air Resources Board, which has estimated that “upward of 85 percent of EV charging occurs at home.”
The official miles-per-kWh energy use of the vehicles in the survey was also included, and all of these numbers were then used to estimate that “EVs travel 5300 miles per year, under half of the U.S. fleet average,” the study said.
As for what this all might mean for electric utilities and regulators, the paper doesn’t get into, other than to say that the 5300-mile annual estimate is “roughly half” the amount assumed by regulators in California. The reason for this could be smaller sample sizes used by those regulators and “selection bias in the official estimates.”
For the auto industry as a whole, it’s interesting to contemplate the study’s conclusion that EVs just don’t travel as many miles as gas-powered cars. The authors say this “raises important questions about the potential for the technology to replace a vast majority of trips currently using gasoline.” The authors say their results suggest that “EVs may not be as easily substituted for gasoline vehicles as previously thought.”

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However many zero-emission miles EV drivers are actually putting on their vehicles, it appears they’re pleased with the results. A new survey put out by Plug In America (PIA) found that 96 percent of EV owners are likely to purchase an EV as their next vehicle and that the ability to charge their car cheaply at home was the second-highest consideration for EV buyers (the federal tax credit was number one, but only just). PIA’s study of EV owners also found that, while over 90 percent of them charge at home every day or at least every week, “the majority also charge in public.”

It should be noted that the NBER study has not been peer reviewed and is being circulated “for discussion and comment purposes” at this point.
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A new report from the Insurance Institute for Highway Safety finds that women are at a higher risk of being injured or killed in crashes than men are when involved in crashes of a similar severity.
Though more men than women are injured and killed in car crashes, women are more likely to be injured in any given crash than men in a crash of similar severity would be, the study found.
IIHS explained that the discrepancies are due to differences in the cars many women drive and the circumstances of the crashes they are involved in—not physiological differences between men and women.
The not insignificant risk of being involved in a serious car crash is one of the hard truths of life for those who rely on cars for fun and transportation. New cars are safer than they have been at any point in the past, but people are still hurt and killed in car crashes every day. What’s disturbing is that, although men get in more car crashes, women are more likely to be injured. A new study from the Insurance Institute for Highway Safety (IIHS) explains the discrepancy, and it’s not physiological: it’s down to vehicle size and type as well as what kind of crashes are involved.

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The insurance group found that about 70 percent of women in crashes were in cars rather than larger vehicles, compared with about 60 percent of men, while 20 percent of men were in pickups, compared with less than 5 percent of women. So, even though more men are injured in car crashes overall, and even though men tend to engage in riskier behavior and drive more miles on average than women do, women are still at higher risk of being hurt in crashes that, statistically, men are likely to escape from unscathed.
When researchers compared police-reported front and side crashes that occurred between 1998 and 2015, they found that women were three times as likely to suffer a moderate injury and twice as likely to suffer a severe injury as men. But by narrowing the evaluation to what researchers called “compatible” crashes—front crashes involving either a single car or two cars of similar size and weight—they found that the discrepancy in injuries between women and men shrank significantly. The sample size was too small to run a study on side crashes between compatible vehicles.
Even in the sample group that showed a similar risk of injury between men and women overall, women were more likely to suffer a moderate lower body injury. IIHS said women were 2.5 times as likely to have moderate leg injuries and 70 percent more likely to have serious leg injuries compared with men. That’s a gap that IIHS says could be closed with targeted safety improvements by manufacturers.
Researchers say that overall, the variance in risk is related not to physical differences between men and women but to differences in behaviors and vehicle choice. In two-car crashes, men are more likely to be driving large, heavy vehicles (especially pickup trucks), which offer more protection for occupants. And men are more likely to be in the striking vehicle than in the vehicle being struck, which also corresponds to a lower risk of injury.

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The good news is that careful vehicle selection can mitigate your risk of being hurt in an accident, no matter who you are. IIHS found that occupants of vehicles that had earned IIHS’s top Good rating in its moderate front overlap crash test corresponded to a lower risk of head and lower body injuries for all drivers.
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Nearly 1.3 million Mercedes-Benz vehicles in the U.S. are under recall for a problem that could send emergency services to incorrect locations in case of an accident.
The National Highway Traffic Safety Administration (NHTSA) defect report says the problem is in the emergency communication module software. It can be fixed in many cases with an over-the-air update, and in others through a visit to the dealership.
The problem affects various Mercedes vehicles from the 2016 through 2021 model years.
Mercedes-Benz is recalling almost 1.3 million vehicles from the 2016 through 2021 model years to fix a problem with the communication module for the eCall emergency call system. Affected vehicles could indicate the wrong location to emergency services when used in case of an incident on the road. One such incident was reported in Europe and none to date in the U.S., according to a chronology of the investigation.
The National Highway Traffic Safety Administration (NHTSA), in its recall notice, says the problem is expected to affect 100 percent of the 1,292,258 Mercedes-Benz and Mercedes-AMG vehicles subject to the recall by Mercedes-Benz USA. Among them are the A-, B-, C-, E-, GT-, S-, SL-, and SLC-class; CLA- and CLS-class; and G-, GLA-, GLB-, GLC-, GLE-, and GLS-class. All were made between 2016 and 2021, but specific model years for various products differ, so owners should check the NHTSA recalls site to see if their vehicle is included.
A change will be made to the vehicles’ communication module software. It can be done at the dealership or, in cases of vehicles with the Mercedes Me subscription, through an over-the-air update. The recall is set to begin on April 6.
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Land Rover’s Classic Division has released a limited run of 25 of the retro Defender Works V8 Trophy shown here, based on the now defunct old-school Defender.
Among those produced will be both two-door (90) and four-door (110) models, all in the Eastnor Yellow color reminiscent of Camel Trophy entries of the 1980s and 1990s.
Not surprisingly, this old-school SUV won’t be sold in the U.S.; Defender fans here will have to shop the 2021 Land Rover Defender instead.
Breaking up can be hard to do. Land Rover seems to be finding it particularly tough to split up with its most iconic model, launching another new edition of the Defender that officially retired five years ago. This is the limited-run Defender Works V8 Trophy.

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Don’t think that this is an alternative to the new and much more advanced Defender that went on sale last year. The Works V8 Trophy is a product of Land Rover’s Classic Division, and the limited run of 25 will all be based on existing chassis. In other words, they’re aftermarket conversions. Both short-wheelbase two-door 90 and long-wheelbase four-door 110 station wagons will be produced, with power coming from a naturally aspirated version of JLR’s 5.0-liter V-8 making 399 horsepower and 379 pound-feet of torque. An eight-speed automatic gearbox will also be standard, something no original Defender left the factory with.

Land Rover

The new power output is similarly non-prototypical. Most of the original Defenders were sold in Europe with a variety of four- and five- cylinder turbo-diesel engines, but the U.S. did get a version fitted with the long-lived 3.5-liter pushrod V-8 that Rover acquired from Buick in the Sixties. So equipped, the 1997 U.S. spec Defender had 182 horsepower and drove through a four-speed automatic gearbox. Land Rover has previously offered this 5.0-liter conversion with the Defender Works V8, which we drove in the U.K. back in 2018, and which the company claims is capable of dispatching the zero-to-60-mph benchmark in just 5.6 seconds in short-wheelbase form.

From 2018: We Drive Land Rover Defender Works V8

The obvious difference between the earlier Works V8 and the Works V8 Trophy is the custard yellow paint scheme of the new car referencing the Camel Trophy that ran between 1980 and 2000, and which Land Rover supplied vehicles for. The cigarette sponsorship has obviously gone—and the color is now referred to as Eastnor Yellow, after Land Rover’s English test center—but the connection to the adventurous event is further emphasized by a substantial external roll cage and additional underbody protection, a raised air intake, and an electric winch. Other mechanical changes from the base Defender include bigger brakes and new telescopic dampers.

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Land Rover

Sadly for U.S. buyers, the Works V8 Trophy won’t be sold here, due to the base Defender’s lack of federal approval. For U.S. buyers looking for a reworked classic Defender, there are several options using cars old enough to be legally brought into the country. British tuner Twisted produces both a version powered by a 6.2-liter GM V-8 and a fully electrified version.

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But, in those parts of the world that will be able to buy it—Europe, Africa, parts of the Middle East, and Africa—it will cost a substantial $270,000 at current exchange rates. That is a significant increase over the approximate price of $210,000 that Land Rover Classic charged for the last Works V8, although buyers will have the chance to drive the vehicles at a three-day event at Eastnor, which the company says will help them to “create their own stories, battle scars, and patina.” That’s some expensive patina.

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After senior editor Joey Capparella took last week off, the Window Shop regulars reassemble to take up a challenge from a viewer: Find the best badge-engineered car for under $15,000. The objective turns out to be more difficult than expected, and we spend a fair amount of time arguing over the definition of “badge engineered.”
Contributing editor Jonathon Ramsey ventures to the Land Down Under and returns with a Pontiac G8 GT. In a textbook case of bringing a modified gun to a knife fight, he touts the aftermarket bits added to Pontiac’s performance sports-sedan swan song—like six-piston calipers and a Corvette badge—and then tries to sell the idea of an email tune for the automatic transmission. If you have never heard of an e-mail tune, consider yourself lucky.
Fresh from his week off, Capparella attempts to convince us that choosing a Mercury Mystique is a great idea because it’s actually a badge-engineered car twice over, being a Europe-market Ford that became a U.S.-market Ford that became a Mercury. If that’s confusing, watching the video isn’t any better.
Deputy testing director K.C. Colwell finds a Lincoln Blackwood, which leads us to ask several questions: When is a Lincoln not a Ford? When is a Suzuki a Nissan? Is that wood? And is it Mr. Vader or Lord Vader?
Contributor John Pearley Huffman puts forth a legitimate example of badge engineering, but his internet skills yield two near-death project cars. Huffman continues his fruitless search during the show until we finally force him to stop. Finally, deputy editor and ringleader Tony Quiroga surprises the Zoom room with yet another Oldsmobile. His pick features deafening power locks, deer whistles that appear to have worked, and power locks that sound like a bolt-action rifle. In the end, we have some laughs, a winner is crowned, and we advance the culture.
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Jeep has released pricing for the new three-row version of the Grand Cherokee, the 2021 Grand Cherokee L.
It starts between $2775–$8080 higher than the equivalent two-row Grand Cherokee models.
The Grand Cherokee L will go on sale this spring.
If you want more Grand Cherokee, you’re going to have to pay more. The new, larger 2021 Grand Cherokee L with three rows of seats is predictably more expensive than the existing two-row version, with prices starting at $38,490 and rising to over $60,000 for the top trim levels. Depending on model, the L costs between $2775–$8080 more than the equivalent two-row; but remember, the L is also the first representative of the Grand Cherokee’s new generation, while the two-row version of the new design won’t arrive until the 2022 model year.

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The L starts off with the Laredo trim, which comes standard with rear-wheel drive and a 3.6-liter V-6. Jeep has yet to release option pricing for the available all-wheel-drive system or any available packages. The next model is the Limited, which starts at $45,490 and adds features such as a power liftgate, leather seats, and heated second-row seats.

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Grand Cherokee L Summit
Jeep

The Overland starts at $56,490 and offers a 5.7-liter V-8 as an optional upgrade (pricing for the engine isn’t available yet). It also comes with features such as a power-folding third row of seats, a cooling function for the second-row seats, and an upgraded audio system. The $60,490 Summit, appropriately enough, sits at the top of the lineup and has extras such as 20-inch wheels, four-zone climate control, nappa leather seats, and massaging front seats.
Jeep says the 2021 Grand Cherokee L start arriving at U.S. dealerships in the spring, and we’ll update this post as more detailed pricing information becomes available.
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