2014 Chevrolet Spark EV 2LT First Test

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At some point while whipping silently around a corner -- with the exception of two screeching front tires fighting 400 lb-ft of torque -- I came to a startling conclusion: Chevy's SS brand is alive and well. The 2014 Chevrolet Spark EV 2LT is not just one of the best electric vehicles not named Tesla, but one of the best hatchbacks Chevrolet has built in years. I suspect drivers with a daily commute that takes them through congested Californian and Oregonian cities will start thinking of the Chevy Spark EV as the Chevy Spark SS.

I guess I shouldn't be all that surprised at how fun the 2014 Spark EV is. The manual-equipped gas-swilling Spark is one of the most fun vehicles in its class, driving like a motorized barstool, with a peppy 84-hp, 1.2-liter I-4, a willing chassis with a ridiculously small wheelbase. The Spark EV takes the base Spark, dumps the little four-banger, and replaces it with a permanent-magnet AC motor making 140 hp and a simply astonishing 400 lb-ft of torque. That's more torque than a Ford Mustang GT, Porsche 911 Carrera S, and even a Ferrari 458 Italia! Chevy rounds out the Spark EV's package with some 21 kW-hr lithium ion batteries in the trunk, staggered wheels, and an instrument panel from the Volt.

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The Spark EV will, not surprisingly, destroy a gas-powered Spark in a straight line. That's where it seems like an SS. The Spark EV will accelerate from 0-60 mph in just 7.5 seconds, leaving the gas-powered Spark, with its five-speed manual and its 11.3 second 0-60 mph time, in the dust. Were the Spark and Spark EV to line up at the drag strip, the Spark EV would triumph yet again, thanks to its 16.0-second quarter mile time and 87.6 mph trap speed. The Spark's massive amounts of torque also help it outperform many in its segment, including the Nissan Leaf and the best-not-mentioned Mitsubishi i-MiEV. Our 2014 Spark EV 2LT tester's 124-foot 60-0 mph braking performance is par for the class. The Spark EV is easily one of the most engaging electric cars in its class, with members of staff preferring it to newcomers like the BMW i3 and comparing it favorably with the 2014 Honda Fit EV.

If you're anything like me, you've got one question left after having read about the Spark EV's 400 lb-ft of torque, and impressive performance numbers: Will it do burnouts? The short answer: No. The long answer: Maybe. The Spark EV's traction and electronic stability control can be defeated, allowing you to smoke your inside front tire while turning. But mash the accelerator from a standstill and you'll get nothing from the front tires, leading me to suspect that the Spark EV's 400 lb-ft of torque is reined in down low. Whether the car was in Drive, Low, or in Sport mode (which really only quickens throttle response), it wouldn't do a burnout. For shame. What good is a Mustang-beating 400 lb-ft of torque if you can't even do burnouts? The best the Spark EV could muster is a single small black strip on the pavement with the wheel fully cranked.

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But that lack of burnout ability doesn't stop the Chevy Spark EV from being a blast around town. The Spark EV is quick out of the hole, and it's the easiest thing this side of a motorcycle to place in tight gaps in traffic. Parking usually isn't an issue either, given its diminutive size.

The Spark's one-speed automatic offers two forward drive modes, giving the car two distinct personalities: Drive and Low. Drive turns the Spark into a normal car. There was next to no regenerative effect from its brakes, and the car sailed along without significantly slowing with your foot off the accelerator. It's the perfect mode for highways. Low, on the other hand, will be much more familiar to Spark EV drivers who've owned or driven other electric cars. In Low, the car behaves more like a slot car, with heavy regeneration from the brakes the moment you take your foot off the accelerator. The Spark EV is happiest when driven around town in Low, and on the highway in Drive, and it becomes a fun little game switching the modes back and forth.

Other driving impressions: The Spark handles surprisingly well, with good steering feel, and a well-dampened ride that doesn't get upset over violent bumps. The Spark EV (not surprisingly) prefers lower speeds to higher ones, and feels skittish while driving with California's 80-plus mph traffic flow. The brakes took some getting used to, with a sloppy transition from regenerative brakes to the Spark's mechanical discs. Aside from the brakes, my only other real complaint centers on the standard MyLink infotainment system's touch buttons. I'll spare you the details, but believe me when I say they don't work well. At all.

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The only kicker with EVs such as the Chevy Spark is range. The Spark's EPA-estimated 82 mile range is perfect for someone like me who's got a 13-mile commute and access to a fast charger, but for others it could be an obstacle that can't be overcome. According to Chevy, the Spark EV can go from no charge to 80 percent in about 20 minutes while using the new SAE Combo DC Fast Charger. Using a 240-volt outlet like the one required by the Chevy Volt results in a 7-hour charge time, while charging the battery from empty using a 120-volt socket will take around 17 hours. Given access to the new SAE charger, I suspect many commuters could make the Spark EV work, but for others the range just isn't there.

Speaking of range, the Spark's range meter has been mostly spot-on during our testing cycle. I have the option of getting to work by driving around 13 miles on the freeway, or about 9 miles on surface streets. Driving the Spark on the freeway from my home to work consistently resulted in just 13 miles being subtracted from the range meter. But when I found that when I drove surface streets in Low, I was generally seeing only 3-4 miles of range being used. Impressive for sure.

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Even more impressive is the Spark EV's price. Our 2014 Chevrolet Spark EV 2LT tester costs only $27,820. If you can live without leatherette and heated seats, the Spark EV 1LT is only $27,495. Standard features include Chevrolet MyLink with smartphone integration, OnStar, Sirius XM, and Bluetooth. That may sound like a lot for what amounts to a Korean-made go-kart, but consider this: Spark EV buyers in Oregon are eligible to receive a $7500 rebate from the federal government for purchasing an electric car, meaning you could walk out the door with an electric Spark for just over $20,000. Californians have it even better. In addition to the $7500 federal rebate, Californians are eligible for an additional $2500 rebate. That means a Spark EV buyer in the Golden State will essentially get their vehicle's electricity paid for its useful lifetime, given the EPA's estimated $500 annual "fuel" cost. That also means a Spark EV Buyer in California is only really spending between $17,495 and $17,820 for their car, or just a couple hundred dollars more than a fully loaded 2014 Spark 2LT.

Ultimately it's a shame the 2014 Spark EV is only available on the Left Coast. With a punchy motor, decent range, and are-you-serious pricing, the Chevy Spark EV would be a compelling car for city-dwellers across the country. Ultimately, the Spark "SS" EV will likely remain a West Coast Special, but the innovations it brings to the table - as well as its gobs of torque -- will likely find their way into a mainstream Chevy vehicle sooner rather than later.

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