The 8-inch digital instrument cluster has a tighter design and organizes its displayed information more cohesively. The cabin sees the biggest improvements, with the previous model's glossy plastic dashboard and weird capacitive non-buttons being replaced with a more conventional setup and switchgear. The first-generation Volt's design DNA can still be seen in bits like the black trim where the A-pillar meets the front fender, the short rear deck with a very vertical tail, in the general silhouette of the sedan and elsewhere. The new exterior design could be described both as more bland and more modern, and either term would be accurate, in my opinion. Inside and out, the angular Volt moves to a more conventional design that Chevy says is 'less geeky and more cool.'

I expected the efficiency boost, but the improvement to the Volt's performance took me by surprise. The sedan's steering feel and responsiveness have been greatly improved over the the old, numb rack.

The center of mass is nice and low, which makes the car at least feel like it's staying flat when cornering. The Volt also benefits from improved handling. Zero to 30 mph happens in just 2.6 seconds and a sprint to 60 mph takes a respectable 8.4 seconds. Off the line acceleration and passing power are more than adequate for an eco-car of this size. On the road, Volt feels lighter, because it is, but the flexible electric torque makes the whole car feel more lively than before. Total system horsepower is stated at 149 ponies, but the number that you should be most impressed by is the peak 294 pound-feet of torque. The motors are smaller than before, saving another 100 pounds of weight, and use fewer rare-earth metals in their construction than before. The two motors aren't symmetrical in operation and serve slightly different functions - sometimes only one is active and at other times they work in concert. The Volt uses a pair of electric motors to put power to its front wheels. By tucking the dam deep beneath the front bumper, Chevy was also able to retain the Volt's approach angle, so you won't scrape the chin when entering a steep driveway.

Chevrolet has also fitted the 2016 Volt with a new lower air dam that reduces under-car turbulence and resistance at speed. The Volt also features an active shutter feature that closes the lower grille opening at highway speeds to cut through the air more smoothly and reopens at lower speeds where more airflow is needed to keep the radiators cool. It's a bit of a gimmick and doesn't really accomplish anything that I couldn't already do with a deft application of the brake pedal, but for some the Regen paddle could be a way to slightly boost their regenerative braking efficiency. With this paddle and a bit of foresight, I could slow the car when approaching a traffic light or prepare for a curve without touching the brake pedal. That's not a paddle shifter, it's a 'Regen On Demand' paddle that temporarily increases the regenerative braking effort to its maximum capacity when held, slowing the car and recapturing as much energy as possible. One of the oddest is located behind the left spoke of the Volt's steering wheel. To help it achieve these gains, the 2016 Volt has a few new tricks.

Chevy volt range efficiency