The good news to report here is that while the Chevrolet is no lightweight for its size, it doesn't drive like a heavy car. In fact, it feels light on its feet, helped somewhat by the mildly overboosted power steering. Around corners and in transitions, handling is helped by the mass of the battery pack being located centrally and low in the car.
The 273 lb-ft of torque from the electric motor makes Volt's acceleration a match to that of your average midsized, four-cylinder sedan. At highway speeds, the Volt is less responsive, but it had no trouble exceeding posted limits nor accelerating up to those speeds.
If there's an usual aspect to the Volt's dynamics, it's the regenerative braking. In emergency braking situations, I found the brakes a touch slow to respond to my initial pedal inputs. ABS, traction and stability systems were quick to engage when I pushed the limits of the tires. Over certain road imperfections, the Volt can feel under-sprung and under-damped - this is where I'd prefer a slightly stiffer spring paired with a better shock. Most drivers will enjoy the soft ride.
During my cold days testing the Volt, I had three days of pure electric operation. With low overnight temperatures at or below freezing, the Volt calculated a maximum of 38 to 40 kilometres of electric range. In city driving, I would see a real-world maximum of 28 kilometres before the onboard, gasoline-powered generator had to run. With an empty battery, charge time was a reasonable seven hours on my household 120V outlet.