2011-2019 Chevrolet Volt Problems: 10 Known Issues

NHTSA received 61 complaints about second-generation Volts losing motive power due to Battery Energy Control Module (BECM) failure. The BECM manages the high-voltage battery system, and when it fails, the vehicle can stall, enter a reduced power state, or refuse to start. Loss of power can occur at any speed, creating a serious safety hazard. The vehicle may be unable to restart after a BECM-related shutdown.

Early Gen 1 Volts shipped with a 120V portable charge cord (EVSE) that could overheat at the wall plug, becoming too hot to touch, melting the connector, and in at least one case causing a burn. GM initially blamed household outlet wiring but ultimately replaced the units. The original cord used thinner 16-gauge wire (orange short lead); replacements used heavier 14-gauge wire (black lead and improved NEMA plug).

Second-generation Chevrolet Volts (2016-2019) have a widespread manufacturing defect that prevents the vehicle from recognizing that it is in Park, displaying a persistent "Shift to Park" error message. The vehicle cannot be powered off normally, draining the battery. GM's bulletin attributes it to the park switch in the shifter assembly not pulling the BCM signal low to show the vehicle is in Park (DTC B000A may set). GM released Service Bulletin 19-NA-206 but offered limited repair coverage. DIY fix parts cost under $30 but dealer quotes range from $450-$1,400.

First-generation Volts (2011-2015) can experience battery coolant heater failure. The heating coil is located inside the battery pack and can develop isolation faults, causing the vehicle to run on gasoline only when the battery is below 50 degrees F. The poor design placement requires opening the battery pack to test and replace the heater coil. A failing heater can cause a loss of high-voltage isolation (DTC P0AA6); GM's bulletin PIC5920 expects the HPCM2 isolation test resistance to read 275 kOhms or greater. This significantly reduces EV range in cold weather and can trigger fault codes.

A widely documented Volt fault where the 12V auxiliary battery drains while the car sits, leaving an otherwise fully-charged EV completely dead and unable to power up. Root causes include parasitic draw from modules that fail to sleep (OnStar/telematics hang-ups, software bugs) and, in worse cases, a failing Accessory Power Module (APM/DC-DC converter) that no longer keeps the 12V battery charged. Owners frequently need a jump-start after the car sits a few days. Note: Gen 1 used three non-interchangeable APM variants under one GM part number, which matters when sourcing a replacement.

The 2012-2013 Chevrolet Volt has a known issue with the Passenger Sensing System (PSS) malfunction. The PSS sensor mat in the passenger seat cushion can bunch and repeatedly fold, raising its resistance; the fault illuminates the airbag malfunction indicator light and suppresses the passenger frontal and knee airbags in a crash. NHTSA investigated (PE19-013) and closed the probe in 2021 after GM instituted a cost-reduction program for PSS repair; there was no recall.

During a May 2011 NHTSA NCAP side-pole crash test, a lateral member intruded the HV battery enclosure, damaging cells and causing a battery-coolant leak; 21 days later the coolant (conductive when the pack is charged) created an electrical short that sparked a fire consuming the test Volt. NHTSA opened investigation PE11-037. No defect trend was established and the probe was closed January 20, 2012, but GM issued a proactive January 2012 customer-satisfaction campaign to reinforce the structure.

On certain 2018-2019 Volts, supplier ZF failed to properly apply the surface coating to the rear brake caliper pistons, allowing gas to form in the rear brake hydraulic circuit. This produces a soft/spongy pedal and reduced rear-brake performance. Recalled under NHTSA campaign 18V576 (GM recall 18279), part of a broader GM brake recall of roughly 210K-240K vehicles; the same ZF defect affected other automakers.

A small number of Volts built April 11, 2014 (GM's recall bulletin and 573 report call them 2014 models; NHTSA's recall listing codes them as 2015) left the factory with an inner tie rod not tightened to specification due to a supplier assembly-machine error, allowing the tie rod to separate from the steering gear and cause loss of steering control. Recalled under NHTSA campaign 15V442 (GM recall 15386) alongside 2014-2015 Cruze models. Note: the Volt portion of this recall was very small in scope (roughly 10 units total across Cruze and Volt), so real-world prevalence is low.

Gen 1 Volts (2011-2015) commonly display a 'Propulsion Power is Reduced' message with reduced acceleration and electric range, often with DTC P0A7F. On 2013 Volts, GM traced one cause to an HPCM2 (Hybrid Powertrain Control Module 2) service software update that could disable the cell-balancing function, causing a low-voltage condition and potential loss of propulsion; this was recalled under NHTSA recall 18V397 (GM 18215, about 4,600 2013 Volts). GM also ran Customer Satisfaction Program N172130462 'Loss of Propulsion Due to Low Cell Voltage' (HPCM2 reprogram) and issued bulletins 19-NA-049 (2011-2012) and 19-NA-079 (2013) for the message on higher-mileage vehicles. Note: the frequently-cited Customer Satisfaction Program 17228 is the analogous program for the 2017 Gen 2 Volt, not Gen 1; badly degraded packs out of the 8yr/100k HV warranty can still require costly module/pack replacement.