The 2027 Chevy Bolt is the McRib of the automotive world

Few products attract a cult-like obsession like this one. Even after being off the charts for years, true fans yearn for its return, their devotion verging on an almost cult-like obsession. Well, they’re lucky. It’s back for a limited time only.

It’s not a McRib, it’s a 2027 Chevrolet Bolt.

Like McDonald’s McRib, there are some theories that might explain Bolt’s resurgence.

GM’s EV parts fund has grown since the previous Bolt’s introduction in 2016, which helped shape the new model’s finances, just as the McRib’s intermittent availability can be explained by falling pork prices. It also doesn’t hurt that many Bolt owners, like McRib enthusiasts, are rabid fans, including some within GM. Perhaps the truth can be found somewhere in between.

When the company realized it had an 18-month production gap at its plant in Fairfax, Kansas, executives agreed to revive the small electric vehicles.

Unlike the McRib, the new Bolt doesn’t stick strictly to the original recipe. But there are enough familiar things in the new model to satisfy its die-hard fans. TechCrunch got a closer look and test drive of the upcoming Chevy Bolt during a recent press trip, for which GM provided travel and lodging costs.

Something old, something new

GM started with the chassis and body panels from the Bolt EUV—a subtly bulbous version of the old Bolt—and redesigned the front and rear. It’s modified the suspension and some of the front bodywork, but overall it’s the same basic metal.

Some of the plastics inside have been improved, though there’s still enough hard surfaces to remind you that this is the cheapest electric car on sale in the US today. Prices start at $28,995, including destination charge, which is a good deal considering the state of the car market. Don’t get too excited, though, because a loaded Bolt can cost upwards of $40,000, at which point the warm fuzzy colors start to fade.

What’s missing? Most drivers will notice the absence of CarPlay and Android Auto, which is now missing from all new GM vehicles. The previous Bolt was one of the only GM electric cars to have a screen recording feature, and its omission will likely cause more than a few complaints among current owners. To ease the pain, they added Spotify and Apple Music. It helps, but only a little — native apps were less responsive to my inputs than their CarPlay cousins.

There were also modifications to the headlights and taillights. But the stars of the show are the battery, motor and Super Cruise.

The new 65-kilowatt-hour battery is GM’s first battery to use lithium iron phosphate (LFP). Power from it flows through a new battery management system to an electric motor taken from a front-wheel-drive Chevy Equinox.

Battery replacement is important. For many years, American automakers have had their sights set on LFP. The chemistry eliminates important metals such as cobalt and nickel, lowering the cost. LFP batteries also do not suffer from degradation when repeatedly charged to 100%. Previous Bolt owners were encouraged to limit their daily charging to 80%, with the latter portion reserved for road trips. (And this is even before battery fires led to a vehicle recall forcing owners to do so for an extended period of time.)

LFP cells also discharge their power more consistently, keeping full power closer to the 0% state of charge than before.

In the new Bolt, the engine makes 200 hp and 169 lb-ft of torque. The latter is a bit lower than the previous model, but feels lively enough around town.

Chris Curry, chief engineer for electric vehicle propulsion systems, told me that’s because the new motor can spin faster and more efficiently, allowing the team to select shorter gears. At the wheels, torque is actually slightly higher, meaning Chevy expects the new Bolt to go from zero to 60 mph faster than before.

Longer range

Between the new engine and more efficient power electronics, Chevy was able to find an additional 15 miles of range, Kerry said. Even with the smaller battery, it can travel farther, with a total of 262 miles for the lower-spec LT model. (Top-spec RS models must travel 255 miles.)

The power electronics also alleviate a problem that previous owners had with the car: charging speed. Although the previous Bolt produced road trip-worthy range, its charging speed was far from inspiring at 50 kilowatts. Adding 200 miles of range took about an hour or so.

Now, charging from 10% to 90% should take 24 minutes, according to GM. A 400-volt pack can receive up to 150 kilowatts, although someone at the press conference I attended briefly saw 157 kilowatts in a Tesla Supercharger. (Yes, the Bolt is now equipped with the North American Charging Standard (NACS), though plugging and charging on Tesla’s network is coming later this year.) I wasn’t so lucky, seeing only 115 kilowatts in ideal 70-degree F weather. Total charging time was 24 minutes from 24% to 80%. It wasn’t quite what Chevy was hoping for, but it wasn’t bad either.

Faster charging combined with Super Cruise means this little guy has the potential to be a good road tripper or commuter car. The front and rear seats are roomy and comfortable enough, although there’s no toe space under the front seats. The trunk is a decent size for a compact car, but it won’t fit more than a few carry-on bags.

Super cruiser

As Chevy reps constantly remind us, the Bolt is the cheapest hands-free car on the market today, though you’ll need to double-check the list because it requires a very specific order — “LT + Comfort + Evotex + Tech + Super Cruise.” Cheap is a relative term these days, of course. It will still cost you $35,655.

To test the Super Cruise, I ran a short 14-mile loop up and down Route 101 northwest of Los Angeles. The Level 2 ADAS system handled afternoon traffic well, automatically changing lanes when it approached a slow-moving vehicle. I didn’t even have to look in the mirror to check what BMW was asking for, for example. But Super Cruise will twitch your left or right glute to give you a nudge. Oh, hey now! What is this! Oh, a lane change is incoming.

As before, Super Cruise will only operate on GM-designated roads, which include interstates and some two-lane highways. If your route requires an exit or intersection, he will do his best to get you to the necessary route before asking you to take over. As I was driving, I became disoriented several times by cars speeding into the lane to the right of the car, which resulted in me canceling the move. I found it to be more aggressive when it wanted to find the traffic path. (You can always prompt it to change lanes by pressing the turn signal.)

This is the point at which Chevy defends its decision to remove screen recording tools like CarPlay and Android Auto from its cars. The Bolt’s Android Automotive-based infotainment system is shared with other GM EVs. This means its navigation system can talk to the battery management system, warming up the battery before fast charging, and Super Cruise, allowing the Bolt to perform its lane-changing magic as it approaches your exit.

Super Cruise will still cost you. Since Chevy requires so many options before it can drive hands-free, the feature adds more than 20% to the base price, requiring owners to shell out $35,655. Is it worth another $6,600, plus the cost of OnStar after the three-year trial period ends? Depends on how often you think you’ll use it. For long-distance travelers, the addition can be a stress reliever that adds a few years to their life expectancy. everyone? Maybe not.

I bet most new Bolt buyers already know they’re buying a Bolt. They either have one parked in their garage or have a convenient spot for small electric vehicles.

Chevy is betting that there are enough of them that they will be sold in about two years. After that, the automaker will not commit to another round. But who knows? Absence makes the heart grow fonder. Just ask any McRib fan.