hybrids—these cars are driven by batteries, and instead of going to the pump you plug them into the wall (preferably a 220-volt line like your dryer uses). The good news about these vehicles: They have almost no emissions, and their CO₂ footprints are drastically reduced compared with their internal-combustion brethren. And they’re real cars you can live with—all the usual features (plus some unusual ones), roomy, highway capable. In fact, electric motors produce lots of torque, so even those with feeble horsepower can be quick off the line. The bad news: All batteries eventually go dead, and most of these cars peter out after 100 miles or so, making them better commuters than road trippers. And EVs are expensive. Even after the $7,500 federal tax credit, cars with cords are far pricier than equivalent gasoline burners. Here’s a rundown of our behind-the-wheel testing. <![CDATA[ .ev_specs { float:left; width:200px; margin:0px 16px 16px 0px; border-right-width:6px; border-right-style:solid; border-right-color:#000; padding:9px; background-color:#fff; } .electriccar_h2 {font-size:1.7em;} #content .ev_specs p {margin:0px;} ]]>

Being able to drive only 100 miles seems just plain un-American—at least to GM. The auto giant’s solution: Wedge in a gas engine as well.

That’s not to say the Volt isn’t an EV. All 150 horses are produced by electricity. The twist is that when the battery runs out of juice after 40 miles or so, the onboard 1.4-liter gas engine—GM calls it a “range extender”—kicks in. But it doesn’t drive the wheels; it drives a generator that sends electricity directly to the motor. The system means you can, say, drive the Volt cross-country. GM won’t comment on miles per gallon, but it’s safe to say you’ll best your neighbor’s Prius (and if you drive 40 miles or less on a single charge—which will easily cover many commutes—you won’t use any gas at all).

Like all the cars here, acceleration is snappy. The Volt offers the torque of a V6 when you first hit the accelerator, then performs like a typical compact once you’re up to cruising speed. The handling is nimble, thanks to the 400-pound liquid-cooled battery running down the middle of the car—all that mass down low boosts stability.

The interior is shockingly nice, especially if you’re used to often-lackluster Chevys. There’s a wealth of standard features like navigation, along with two color LCDs that provide oodles of info, from speed and charge level to real-time data on driving efficiency.

The biggest downside: price. At $41,000, the Volt is one of the priciest cars in Chevrolet’s fleet. Luckily, GM understands this and will lease the car starting at $350 a month. More than, say, a Honda Accord, but not by a ton.

Wired: As much range as any car. Good torque. Terrific interior. Three words: crystal red metallic. Tired $41,000 for a Chevy? Still uses gas (sigh), which may disqualify it from EV tax credits in some states (like California).

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Authors: Chuck Squatriglia

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