2022 Chevrolet Bolt EV Problems: 13 Known Issues

On the 2017-2023 Chevrolet Bolt EV, the Bolt EV's electric cabin heater (PTC heater) can fail, leaving occupants without heat in cold weather. The heater draws significant battery power and its control module can malfunction, resulting in either no heat output or the "Service High Voltage Charging System" warning. Range is also severely impacted in cold weather due to heater power draw.

On the 2017-2023 Chevrolet Bolt EV, one of the defining Bolt EV faults: the dash throws "Propulsion Power Is Reduced", the turtle icon lights, and the car derates to a crawl - sometimes at freeway speed with no warning. GM issued a customer satisfaction bulletin in April 2018 for what it calls a battery low voltage cell condition on early Bolt EVs, where one or more cells sags below threshold and the BECM cuts power. GM stated the condition also gives the driver inaccurate state-of-charge information, so the car reports more usable energy than it actually has before it derates. GM used OnStar telematics to monitor affected cars for low cell voltage and reduced-propulsion events. There are two distinct populations: a genuine weak-cell or weak-module condition (the 2017-2019 LG-cell cars, most likely to end in module replacement), and an over-sensitive BMS calibration that throws a false alert, for which GM released updated software. The battery-cell fault sets DTC P0BBD (GM bulletin 22-NA-151); the same message with P0AEE, P0BD2 or P0BDC on 2017 cars is a separate drive motor inverter temperature-sensor software anomaly fixed by reprogramming (GM bulletin 18-NA-064). On 2020-2023 cars the same message more often traces to the advanced diagnostic software flagging a specific module by design.

On the 2017-2022 Chevrolet Bolt EV, all 2017-2022 Bolt EV and 2022 Bolt EUV vehicles were subject to a massive recall for battery fire risk. LG Energy Solution manufactured battery cells with two simultaneous defects — a torn anode tab and a folded separator — that could cause an internal short circuit and thermal runaway (fire) during charging, particularly when the battery was charged to 100%. Multiple Bolt EVs caught fire while parked and charging, leading GM to halt sales and production temporarily. 2017-2019 cars (recall 21V-560) received replacement batteries at no cost; for most 2020-2022 Bolt EV and 2022 Bolt EUV cars (recall 21V-650), GM changed the remedy in 2023 to advanced diagnostic software, replacing modules only where a defect is found.

On the 2020-2022 Chevrolet Bolt EV, for the 2020-2022 Bolt EV, GM abandoned wholesale module replacement in mid-2023 and substituted an advanced diagnostic software package (recall 21V650) that continuously monitors the pack and flags a defective module before it can go thermal. That remedy is only as good as its installation, and GM's own service records showed the reflash had not been performed correctly on a number of cars. GM therefore issued two follow-up recalls: 24V481 (66 Bolt EV) and 24V812 (88 Bolt EV). On these vehicles the car cannot identify a defective battery module needing replacement, so the owner believes they are protected and charges to 100% while the fire-risk detection is effectively dead. This is a software-remedy installation failure, distinct from the original cell defect - the pack may be perfectly sound, but the monitor that was supposed to watch it is not running.

On the 2017-2023 Chevrolet Bolt EV, the Bolt EV infotainment system frequently freezes, goes to a black screen, or reboots while driving. The touchscreen becomes unresponsive, losing access to climate controls, navigation, and the rearview camera. The issue affects all model years but is most common on 2017-2020 models.

On the 2017-2023 Chevrolet Bolt EV, the Bolt EV is never fully powered down; modules continue to wake for telematics, charge scheduling and pack maintenance, and the DC-DC converter is supposed to top the 12V accessory battery from the traction pack on a periodic wake cycle. Owners across chevybolt.org and mychevybolt.com report that cycle failing or being outrun by parasitic draw, leaving a flat 12V after as little as three days parked. Reports cluster on cars that sat on dealer lots for months (which permanently degrades the 12V), on cars whose top-up algorithm becomes less aggressive when traction pack state of charge is low, and on cars with a genuine parasitic draw where the drain happens overnight but never during the day. The consequence is worse than on a gas car: with a dead 12V the Bolt will not power up, will not accept a charge, and the charge port latch stays locked with the cable trapped in the port. Owners report repeat failures - one 2021 car died five times, another killed a brand new battery within a month.

On the 2017-2023 Chevrolet Bolt EV, the Bolt EV 60/66 kWh battery pack experiences capacity degradation over time, reducing the vehicle range from the original EPA rating. Owner measurements on early 2017-2018 original LG packs vary, from under 2% at about 20,000 miles to about 8% at 70,000 miles. Vehicles that received the recall battery replacement generally show slower degradation rates. Factors that accelerate degradation include frequent DC fast charging, regularly charging to 100%, leaving the battery at full charge for extended periods, and exposure to extreme heat. The battery management system (BMS) also recalibrates periodically, which can cause sudden apparent range drops.

On the 2017-2023 Chevrolet Bolt EV, the Bolt EV charge port uses a motorised locking pawl that holds the J1772 connector in place while charging. Owners report the latch sticking in two opposite failure modes. Stuck extended, the metal latch physically blocks the top prong of the charge connector so the cable will not enter the port at all. Stuck locked, the connector cannot be withdrawn and the car holds the owner's cable - or a public station's cable - hostage. Contributing causes reported by owners include a weak or dead 12V battery (the latch actuator loses the power to retract), water ingress into the connector handle that freezes the mechanism in cold weather, and physical breakage of the fragile plastic latch tab after the connector is dropped. The 12V link makes this compound with the parasitic-drain issue: a car dead on 12V is also a car with a cable locked into it.

On the 2017-2023 Chevrolet Bolt EV, the 10.2-inch infotainment touchscreen in the Bolt EV develops ghost touch inputs, screen flickering, unresponsive areas, and random screen blackouts. The screen registers phantom touches that change radio stations, adjust climate controls, or activate features without driver input. GM bulletin 20-NA-235 traces a common form to liquid or a touch on the screen while the radio is booting (typically right after cleaning the display), which causes false or no touch input until the radio goes through a sleep cycle; ghosting that persists can point to a failing touchscreen or display connection. Hot weather and direct sunlight on the screen exacerbate the ghosting behavior. The issue affects both the original infotainment system and the updated system in 2020+ models.

On the 2017-2022 Chevrolet Bolt EV, after the battery recall replacement, many Bolt EV owners report reduced DC fast charging (DCFC) speeds. The Bolt's maximum DC fast charge rate is about 55 kW; an InsideEVs test of a Bolt with a replacement pack found charging slower than in earlier tests, and the testers suspect Chevrolet lowered the DC rate on replacement packs, though GM has not confirmed this. The reduced charging speed adds 15-30 minutes to fast charging sessions on road trips. Cold weather further reduces charging speeds.

On the 2022-2023 Chevrolet Bolt EV, a batch of 2022-2023 Bolt EV instrument panels, built between 16 April 2021 and 3 June 2023, left the supplier without the perforated tear seam moulded into the underside of the panel cover above the passenger airbag. The perforation is what allows the panel to split open when the airbag fires. Without it, the passenger frontal airbag cannot deploy properly through the dash, so an occupant in the right front seat is unprotected in a frontal crash. GM issued recall 23V567 (GM number N232414710) covering 317 Bolt EV units. This is a small-population but very high-consequence defect, and GM explicitly told owners not to carry a front-seat passenger until the panel was replaced.

On the 2017-2023 Chevrolet Bolt EV, on 2017-2023 Bolt EV, the front seat belt pretensioners vent hot exhaust gas into the lower B-pillar area when they deploy in a crash. GM found the exhaust can ignite the carpet fibers next to the pretensioner, starting a post-crash fire. The defect was identified after a 2018 Bolt EV in Korea burned with the fire appearing to originate in the right-side lower B-pillar. GM issued recall 22V930 (GM numbers N222383790 / N222383791) covering the full 2017-2023 Bolt EV run. A follow-up recall, 23V845 (GM N232421970 / N232421971), was issued in December 2023 for roughly 6,771 vehicles because one dealership, Simpson Chevrolet of Irvine, may not have performed the 22V930 remedy procedure on 2017-2023 cars it had marked as repaired. This is the largest non-battery safety campaign on the nameplate, and cars whose 22V930 repair was closed by that dealer can still show 23V845 open.

On the 2017-2023 Chevrolet Bolt EV, the front electric drive motor in the Bolt EV develops a whining, humming, or grinding noise from the motor bearings as mileage increases. The single-speed reduction gear unit contains bearings that wear over time, particularly in vehicles driven frequently at highway speeds where the motor spins at high RPM. The noise is speed-dependent (gets louder with speed) and is most noticeable with the radio off and windows up. The Bolt is otherwise a quiet vehicle, making the bearing noise particularly noticeable. Some owners describe it as a "gear whine" that develops after 50,000-80,000 miles.