Chevrolet Bolt EUV
Charging curve · consumption · motorway range
The Chevrolet Bolt EUV has 65 kWh of usable battery and peaks at 55 kW on a DC charger. In this app's model it uses about 184 Wh/km at a steady 100 km/h and 267 Wh/km at 130, so 45% more energy per kilometre buys you 30 km/h more speed. Weigh that against a 59-minute 10-80% charging stop and you have the whole question of how fast to drive.
- Usable battery
- 65 kWh
- Peak DC power
- 55 kW
- 10-80% charge
- 59 min
- Average kW 10-80%
- 46 kW
- Mass, loaded
- 1680 kg
- Top speed
- 145 km/h
DC charging curve
Charging power against state of charge, on a charger fast enough not to be the limit. Peak power is 55 kW, but it has halved by about 80% state of charge. That is why a short stop low down the curve usually beats a long one near the top.
How long a stop takes
| Charge from | Time | Energy added | Average power |
|---|---|---|---|
| 10% to 80% | 59 min | 45.5 kWh | 46 kW |
| 20% to 80% | 52 min | 39.0 kWh | 45 kW |
| 10% to 60% | 37 min | 32.5 kWh | 53 kW |
| 20% to 70% | 40 min | 32.5 kWh | 49 kW |
| 80% to 100% | 54 min | 13.0 kWh | 14 kW |
The curve, point by point
| State of charge | Power |
|---|---|
| 0% | 40 kW |
| 5% | 54 kW |
| 10% | 55 kW |
| 20% | 55 kW |
| 30% | 55 kW |
| 40% | 55 kW |
| 50% | 50 kW |
| 60% | 44 kW |
| 70% | 36 kW |
| 80% | 27 kW |
| 90% | 16 kW |
| 100% | 7 kW |
Consumption and range by cruise speed
Steady motorway cruising on flat road in mild weather, from the fitted model Wh/km = 63 + 0.0121 · v². The “usable range” column is the honest one for trip planning: it is 100% down to 10%, because nobody arrives on empty.
| Cruise speed | Consumption | Range (full pack) | Usable range (100 to 10%) |
|---|---|---|---|
| 90 km/h | 161 Wh/km | 404 km | 363 km |
| 100 km/h | 184 Wh/km | 353 km | 318 km |
| 110 km/h | 209 Wh/km | 310 km | 279 km |
| 120 km/h | 237 Wh/km | 274 km | 247 km |
| 130 km/h | 267 Wh/km | 243 km | 219 km |
| 140 km/h | 300 Wh/km | 217 km | 195 km |
What the model does not include
- Elevation. The trip planner does account for climbs and descents; the range figures on this page are flat-road, so an alpine route will come out worse than the table.
- Temperature. These are mild-weather numbers. Cold raises consumption and cuts the charging curve. The planner models both. The numbers on this page do not.
- Wind, rain, roof boxes, payload and tyre choice, all of which move real consumption more than most people expect.
- Charger-side limits. The charging times above assume the site can deliver whatever the car asks for. A 150 kW cabinet shared with the car next to you will not.
Where these numbers come from
Approximated from published EPA figures and fast-charge tests. American cars are rated on the EPA cycle rather than WLTP, and the consumption fit here is a motorway fit, so it will not reproduce an EPA range figure — that is the point, since EPA combined understates a 120 km/h cruise badly. The slowest DC charging in this catalog by a wide margin — 55 kW flat. On a long route it is the extreme case of the whole thesis: driving faster buys stops it can never win back.
What speed should you actually drive?
It depends on your route, on where the fast chargers happen to be and how the legal limits fall. Plan the real trip and the simulator will sweep every cruise speed against this car's curves and tell you which one arrives first.
Plan a trip in the Bolt EUV