2018 Chevrolet Volt

On November 29, 2023, the Office of Defects Investigations (ODI) opened PE23022 to investigate allegations of a loss of motive power, including a stall, reduced power state, and/or a no start condition due to the Battery Energy Control Module (BECM) in model year (MY) 2016-2019 Chevrolet Volt passenger car vehicles manufactured by General Motors (GM). The BECM is located within the high voltage electric vehicle (EV) battery pack and monitors the temperature, current, and voltage of the high voltage battery cell groups. GM stated that the root cause was identified as an internal failure leading to a loss of communication within the BECM and does not pose a risk to motor vehicle safety. GM further stated that the failure cannot result in a complete stall, only a reduced power mode, no start condition, or a no charge condition. GM additionally stated that if these conditions occur, the driver will be warned via a Malfunction Indicator Lamp (MIL) and/or a reduced-propulsion message in the Driver Information Center (DIC). Data received and analyzed by ODI from all sources indicates that nearly all related BECM failures caused conditions aligning with GM’s predicted outcomes. Despite the large number of warranty claims, nearly all failures were not safety-related, i.e., not a stall or reduced power mode. ODI isaware of a single minor crash and no injuries or deaths. In March 2024, GM issued Special Coverage N232432680, which was mailed to consumers, addressing BECM failures in certain MY 2016-2018 Chevrolet Volt vehicles. This special coverage provides an extension of the warranty coverage for the BECM from 8 years / 100,000 miles to 15 years / 150,000 miles for all 2016-2018 Chevrolet Volts. Additionally, GM stated that replacement components are sourced from a different supplier and not susceptible to the failure. In view of the Special Coverage issued by GM, the existing warranty coverage already in place, and the low number of safety-related occurrences, ODI is closing this Preliminary Evaluation (PE). The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist. The Agency reserves the right to take additional action if warranted by future circumstances. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

NHTSA received a petition on or about July 18, 2022, requesting that Federal Motor Vehicle Safety Standard (FMVSS) 141 be applied to all electric and hybrid vehicles operating in the United States. The petition can be reviewed at NHTSA.gov under ODI Number 11486072. FMVSS 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 KG or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after March 1, 2021.On January 27, 2023, NHTSA opened Defect Petition (DP) 22-005 to evaluate the subject matter described in the petition. On June 24, 2023 and as supplemented on June 25, 2023, the petitioner notified NHTSA he was withdrawing his petition. The petitioner indicated that, based on his review of data, there is no justification for asserting potential benefits that could be derived from actions sought by my petition. Based on the petitioner's withdrawal, DP22-005 is closed. Closure of this DP does not represent a determination by NHTSA regarding the subject matter of the petition.

My 2018 Chevy Volt is experiencing the EXACT same symptoms as GM's Battery Energy Control Module (BECM) Warranty Extension Program N232432680 AND Program N202307990 AND TSB 19-NA-206. My vehicle falls within the guidlines of affected vehicles, yet GM will not honor their program specifications. My vehicle has stalled while driving on the highway, not started, reduced power, and will not charge or depletes a full charge within 30 minutes. I stalled while driving 75 mph on a freeway. My car also would not allow me to shift into park while returning home, then tells me to shift into park when I am trying to tleave for work. GM tells me that "Your VIN does not fall within the repair requirements, even though your vehicle exeriences everything taking place and meets the standard requirements." The dealership tells me that I have to take it up with GM. I have children I drive to school, I drive to work, and I do not think that something of this nature, with the EXACT SAME symptoms that GM claims is happening, with the EXACT SAME codes related to the issue, with very possible safety issues being experienced should be overlooked. This has been happening for months, and I have been trying to explain to GM and the service department at the dealership what is going on, they have proof of what is going on, but I do not qualify because of my VIN even though, as stated by GM, "This specific program extends coverage to 15 years or 150,000 miles regardless of whether your specific VIN shows an active safety recall."

NHTSA ID

11775218

Incident

Nov 2, 2026

My 2018 Chevrolet Volt LT (VIN [XXX]) suffered a Battery Energy Control Module (BECM) failure at 142,185 miles. Gandrud Chevrolet in [XXX], diagnosed the failure, citing GM Technical Service Bulletin 18-NA-261 and diagnostic codes U2619, U2620, U2621, U2622, U2623 and U2624. The dealer replaced the BECM (part 24296900), programmed it, and performed associated work. The repair was completed XXX. The invoice was $3,160.70; I am seeking $3,066.25 in reimbursement for the qualifying repair expenses. GM denied coverage because my VIN is excluded from Special Coverage XXX, despite the dealership-confirmed BECM failure. I pursued the matter through GM Customer Assistance (case 106790207), mediation (case XXX), and Wisconsin DATCP (case XXX). GM maintained that the special coverage does not apply to my VIN. NHTSA previously investigated BECM failures under PE23022. However, owners continue to report similar problems in 2026, including reduced propulsion, inability to drive or restart, charging failures, and reported BECM failures. I ask NHTSA to review these 2026 complaint records alongside mine: XXX A sudden loss of propulsion can leave a vehicle unable to maintain speed or move safely with traffic, creating a potential crash risk. I am concerned that VIN-based coverage exclusions may leave vehicles susceptible to the same failure without an effective remedy. Please review these reports collectively, reassess whether the current coverage captures the affected vehicles, and determine whether further investigation, expanded coverage, or a safety recall is warranted. I can provide my repair invoice, diagnostic documentation, and GM’s written denial. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11773897

Incident

Sep 3, 2026

While driving through a canyon to get home, my check engine light came on and I saw the message "Propulsion Power Reduced" on my dash. The speed limit on that road is 65 mph, and I lost power going up a hill and went from 65 mph on cruise control to 48 mph. There are a lot of cars on that road, and it could've caused a serious accident. My vehicle does exactly what the GM extended coverage describes and is within the parameters, but somehow my vehicle does not qualify. This could've been bad on that road is it was raining or snowing.

NHTSA ID

11773423

Incident

Oct 24, 2026

The vehicle operates normally in all-electric mode for its full range of approximately 48 miles. The failure occurs consistently at the exact moment the high-voltage battery depletes and the vehicle attempts its automatic transition from electric propulsion to the internal combustion engine. At the point of transition, an unexpected surging or sudden acceleration occurred, followed immediately by a propulsion power reduced warning and an engine not available message on the instrument panel. The gas engine completely failed to engage or deliver power. Because the battery was depleted, the vehicle suffered an immediate, severe loss of motive power and rapidly decelerated in active traffic despite full depression of the accelerator pedal. This sudden inability to maintain road speed during the powertrain handover left the vehicle stalled in traffic, creating an acute risk of a rear-end collision. The vehicle has not yet undergone formal inspection or scanning by a dealership or repair facility due to diagnostic fee barriers that should be covered by manufacturer safety protocols. The vehicle and its components remain in their failed, unmodified state and are available for inspection upon request. The failure condition involves a breakdown in hybrid powertrain handoff systems, consistent with documented defects in the battery energy control module (BECM) under GM Special Coverage Program N232432680, or critical failures in the engine management and exhaust gas recirculation circuits that prevent transition to gasoline power. General Motors must investigate and address the safety implications of plug-in hybrid vehicles abruptly losing all motive power when electric charge is exhausted.

NHTSA ID

11767729

Incident

Aug 31, 2026

2018 Chevy Volt LT. Diagnosed with a bad battery section on September 9, 2026. Warranty part number # 24060120 ordered by dealer. Status September 28, 2026 - Part back-ordered / No ETA. Dealer refuses to provide a loaner car while waiting for the part.

NHTSA ID

11767495

Incident

Sep 8, 2026

FAILURE SUMMARY & SAFETY RISK: While operating in live traffic, the vehicle experienced a sudden loss of motive power and entered a "Propulsion Power Reduced" failsafe mode, creating a severe rear-end collision hazard. The vehicle is currently grounded and remains available for inspection upon request. WARNING SYMPTOMS & DIAGNOSTIC CODES: The instrument cluster illuminated the Malfunction Indicator Lamp (Check Engine), the ABS warning indicator, and displayed a persistent "Propulsion Power Is Reduced" message. A diagnostic trouble scan confirmed active high-voltage communication failures and powertrain faults: U2603 (Lost Communication with Hybrid/EV Battery Interface Control Module), P25A2 (Brake System Control Module Requested MIL), and ABS code C0500-00. PRIOR HISTORY & FAILURE TO CURE: This identical high-voltage Battery Energy Control Module (BECM) failure previously occurred in December 2025 at 97,808 miles and was presented to an authorized Chevrolet dealership for repair. The facility claimed the vehicle was repaired, but the exact same catastrophic high-voltage failure recurred in under 4,000 miles (at 101,635 miles). MANUFACTURER POLICY & OBSTRUCTION OF REPAIR: General Motors recognized this hazardous defect under Special Coverage N232432680 (covering BECM replacement for 15 years/150,000 miles at $0.00 cost). This policy links to GM Master Bulletin 07-00-89-037S mandating direct-bill Courtesy Transportation for grounded safety defects. Despite this, when presented for warranty repair, the authorized Chevrolet dealership explicitly refused intake and refused to honor the transportation mandate, stating on the record: "Yes, I do decline". GM Corporate (Case 98734634) admitted coverage applied but failed to compel franchise compliance, leaving a dangerous, immobilized high-voltage hybrid vehicle stranded without access to safety-mandated repair bays.

NHTSA ID

11766936

Incident

Dec 26, 2025

The vehicle frequently fails to register that the transmission has been shifted into Park. When this happens the instrument cluster displays "Action Required / Shift to Park" and the power (STOP/START) button will not shut the vehicle off. The condition is intermittent. I can usually clear it only by shifting through the gear positions and back into Park repeatedly, sometimes many times, before the vehicle will power down. SAFETY RISK: Because the transmission control module does not confirm Park, I have no assurance the parking pawl is engaged when I leave the vehicle, creating a rollaway hazard. The vehicle also cannot be shut down, which leaves its systems energized and drains the 12-volt battery, risking being stranded. I now apply the parking brake at every stop as a precaution. WARNING MESSAGE: The "Action Required / Shift to Park" message first appeared within days of purchase. I bought the vehicle used on 07/29/2026 at 69,471 miles and reported the fault to the selling dealer on 08/10/2026, twelve days later. CONFIRMED BY DEALER: Yes. On 08/19/2026 the selling dealer's service center diagnosed the cause as "internal shifter microswitch failure" and recorded the correction as "Replaced Transmission shifter controller assembly and cleared codes" (repair order 1133072). The fault returned within approximately half a day. On 08/26/2026 the dealer opened a second order for the same concern, recording the same cause and the same correction and listing the same part, shifter assembly part number 13540961 (invoice 1133224). The vehicle is currently at that service center and the defect is not corrected. The condition is worsening — it occurs more often and takes more attempts to clear than when first reported. The vehicle is available for inspection. It has not been inspected by the manufacturer, by police, or by an insurance representative.

NHTSA ID

11760020

Incident

Aug 10, 2026

I was driving back from [XXX] on XXX, when I received a "propulsion power limited" message on my dash with a check engine light. I pulled off to a nearby gas station and tried to scan the code to figure out what was going on when I then received the message "Engine unavailable" and the car shut off. I checked the fuse box and found that the F03 Fuse had blown. I replaced the fuse and attempted to start the car again. It began normally, but then after driving 10 feet, I received the "engine unavailable" message again with a check engine light and the car no longer had power and I had to coast into a parking spot. I checked the fuse again and found it was blown. If I had not stopped in the gas station, I would have been stranded on the side of the highway, or worse yet, I would have stalled out on the highway and potentially got hit. I had my car towed to a dealership who eventually completed their inspection of the car on XXX and determined that the EGR Valve had failed (the servo motor burned out and blew the F03 Fuse). This is a well known issue on the 2nd Generation of Volts and it is likely faulty servo motors in the EGR valves. The Dealership even included in its financial assistance request to Chevy on my behalf that the EGR valve failure is a known issue. When asked if there was any preventative maintenance suggested to prevent the EGR valve from failing, the service technician indicated that there wasn't anything that I did as the end user to cause the problem. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11759887

Incident

Jul 27, 2026

This Preliminary Information communication provides information to the technician about vehicles that have an intermittent no crank, no start, or start stall concern with the security light coming on. Technician may find Diagnostic Trouble Codes B3055, B3

This PI provides Diagnostics tips on how the LIN bus works and how to diagnosis it.

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This Preliminary information communicates the steps on how to save a GDS2 Session Log and upload to a Technical Assistance Case in CX Connect.