Used Chevy Volt 2nd Gen (2016-2019): Buyer's Guide

The 2017 Chevrolet Volt logged far more NHTSA complaints than the 2019 in the snapshot used for this guide. Both use the same Voltec drive unit, 1.5L engine, and 18.4 kWh nominal battery pack with 53 miles of EPA-rated electric range. Their equipment and complaint histories still differ enough to make model year important.

The 2017 sits at the peak of Battery Energy Control Module complaints that GM addressed through extended coverage. The 2019 offered faster onboard charging on Premier and as an LT option, revised controls, and a much lower complaint count. Knowing where each year stands is the difference between a $10,000-$18,000 PHEV that fits a commute and one that spends weeks waiting for a covered battery control module.

There is no more misunderstood used car in the $10,000-$18,000 range. Buyers looking at MPG numbers and sticker prices miss the year-to-year variation entirely. Buyers who understand the BECM issue often overcorrect and avoid a perfectly solid 2019 out of guilt by association. This guide covers the 2016-2019 Volt: how the drivetrain works, what fails and why, which years to target, and the specific pre-purchase checks that separate a great buy from an expensive lesson.

The Second-Generation Volt Platform

GM launched the second-generation Volt for 2016 on an E2XX-based architecture. The Chevrolet Bolt EV uses a separate BEV2 platform despite the similar name and overlapping sales years. The Volt redesign added a small fifth seating position, a wider cabin, and 53 miles of EPA-rated electric range, up from 38. Total rated range with gasoline is 420 miles.

The range-extending engine is a 1.5L Atkinson-cycle four-cylinder, GM's L3A engine code. Atkinson-cycle engines trade peak power for efficiency through valve timing that reduces effective compression work. The Voltec transaxle is not a simple series-hybrid generator setup: its planetary gearsets and clutches can blend motor torque and mechanically couple engine power into the drive path under some conditions. When operating on gasoline, the Volt is rated at 42 MPG combined.

There was no mid-cycle refresh. Every second-gen Volt is front-wheel drive. There is no AWD option.

The available 7.2 kW charger in 2019 matters more than it sounds. Level 2 charge time drops from roughly 4.5 hours to about 2.3 hours on suitable equipment. It is standard on Premier but optional on LT, so verify the original window sticker or observe the actual charging rate rather than assuming every 2019 has it.

See pricing and inventory by year: 2016, 2017, 2018, 2019.

Engines and Known Problems

Every second-gen Volt uses the same drivetrain. There are no engine options, no AWD variants, and no performance packages. But the drivetrain has three distinct components that each carry different risks, and understanding all three is required before buying.

Before the failures: the Volt's ownership economics are exceptional when the car works. Forum members on gm-volt.com consistently report total maintenance costs of $1,000-$2,000 over the first 100,000 miles, brake pads that last 80,000-100,000 miles because regenerative braking handles most deceleration, and effective fuel costs that drop below $0.05 per mile for daily commuters who charge at home. Some owners with 200,000+ mile examples describe it as the most reliable car they have owned. The failures documented below are real, but they do not define every used Volt. They define the ones you need to identify and either price accordingly or walk away from.

The 1.5L L3A Range Extender Engine

Most Volt owners in warm climates barely think about this engine. That is the first potential problem.

The L3A often runs at efficient, steady operating points, but the Voltec transaxle can mechanically blend engine power into propulsion. In warm climates with short commutes, the engine can still sit idle for weeks at a time. That creates maintenance patterns that differ from conventional cars.

Oil service follows engine use and time. The L3A may run infrequently and fail to reach full temperature during short engine cycles. GM's oil-life monitor accounts for operating conditions, while the owner's manual also imposes a maximum time interval. Follow the display and manual, not a generic odometer rule, and confirm the seller did not reset the monitor without changing the oil.

Gasoline going stale. Gasoline degrades after roughly 12 months in the tank. The Volt addresses this with a Fuel Maintenance Mode: the car periodically runs the engine to burn old fuel, even when the high-voltage battery has charge available. Owners who commute entirely on electricity and live in warm climates can go months without the engine running. If the Fuel Maintenance Mode has not triggered because the car was parked for an extended period, old fuel in the EVAP system can cause check engine lights and fuel vapor odors.

On 2016-2017 models, GM issued EVAP recall N192273600 for a pipe near the purge valve that can chafe and leak vapors. Confirm this recall is completed via VIN check before buying any 2016 or 2017.

EGR valve and cooler issues. EGR (exhaust gas recirculation) faults appear on both first- and second-gen Volts, most commonly at higher mileage when engine hours accumulate. Symptoms: rough idle and check engine lights when the engine runs in range-extender mode on the highway. P0401 or P0400 codes confirm EGR involvement. Replacement runs $400-$800 for parts and labor. Not a dealbreaker on a well-priced car with otherwise clean records, but a bargaining point.

Cold weather engine operation. Below certain temperature thresholds, the Volt runs the engine to provide cabin heat even with a full battery. The 2019 extended the all-electric heating threshold to -13 degrees Fahrenheit. Earlier models have a higher cutoff, meaning the engine runs more frequently in cold climates. This is expected behavior, not a defect. In northern states, electric-only miles drop significantly in winter, oil change intervals tighten, and the stale-fuel scenario is less likely to develop.

When the engine runs, it should be smooth and quiet. Rough operation or audible vibration in range-extender mode on the highway, where the L3A runs at a consistent load, warrants investigation before purchase.

The High Voltage Battery and BECM

The 18.4 kWh battery is the primary reason to buy a Volt. It is also the source of the generation's most serious and well-documented failure.

The BECM defect. The Battery Energy Control Module monitors the high-voltage pack and communicates cell-group voltage and temperature data. Internal failures on 2016-2018 cars can cause no-start, no-charge, or reduced-propulsion behavior. Codes U2619 through U2624 are associated with lost cell-group communication. NHTSA investigated allegations that included stalls, but its closing resume says nearly all verified events matched GM's reduced-power, no-start, or no-charge description rather than a complete stall.

GM issued no safety recall. In March 2024 it issued Special Coverage N232432680, extending BECM coverage to 15 years/150,000 miles for 2016-2018 model years. NHTSA closed investigation PE23022 after reviewing the coverage action, while reserving the right to act if new evidence warranted it. Replacement waits reported by owners have varied widely, so confirm current part availability with the servicing dealer instead of assuming an old backorder estimate still applies.

The 2019 is not covered under N232432680. Its lower complaint count suggests a different field history, but complaint totals are not failure rates because fleet size, age, duplicate reports, and reporting behavior differ. NHTSA opened PE23022 in November 2023 and closed it in March 2025 without a recall after GM's extended-coverage action.

Battery capacity degradation. Separate from the BECM, usable energy changes with age, temperature, driving, and the car's protective buffer. The pack is 18.4 kWh nominal, but the car exposes roughly 14 kWh in normal operation, so subtracting dashboard energy from 18.4 kWh produces a false degradation percentage. GM's warranty booklet says capacity may decline and directs a dealer technician to determine whether storage is within the proper limit for age and mileage. It does not promise a simple consumer-facing 30-percent replacement threshold.

You can estimate usable energy by fully charging, driving through the electric range under controlled conditions, and recording energy used, or by using a Volt-aware diagnostic tool. Temperature and recent driving affect the result. Treat a low reading as a reason for a dealer battery-capacity test, not as automatic proof of warranty eligibility.

Cold weather cuts electric range by 20-35% regardless of battery health, because the pack's thermal management relies on engine coolant for warming. Below the temperature threshold for engine-assisted heating, this is unavoidable. In warm climates, battery degradation is the only meaningful range reduction.

The Electric Drive Unit and 12V Auxiliary System

The traction motor and inverter are the Volt's most reliable components. Inverter failures appear in some examples above 130,000 miles, with replacement costs typically $1,500-$3,000. No early-onset pattern has emerged from the gm-volt.com community at typical used-market mileages, and the population of very-high-mileage second-gen Volts is still relatively small.

The 12V auxiliary battery deserves specific attention because it powers control modules, locks, contactors, and other low-voltage systems. The Volt has no conventional alternator. A DC-DC converter draws from the high-voltage system to maintain the 12V battery when the vehicle is in the appropriate operating state. A weak 12V can still prevent the car from booting even with a charged traction pack. Request a load test and budget $150-$250 if reserve capacity is weak.

Regenerative braking handles most deceleration below 30 MPH. Brake pad wear on high-mileage Volts is minimal. Forum members consistently report 80,000-100,000+ miles without replacing brake pads on cars used primarily in electric mode. The flip side: rear brake calipers can seize on cars that rarely use friction braking. GM issued a recall in 2018 (NHTSA campaign 18V576, GM number 18279) for rear caliper pistons with an insufficient coating that can cause gas pockets and reduced rear brake performance. This applies to 2018 and 2019 models. Confirm it is completed via VIN check before purchase.

Trim Levels

The second-gen Volt offered two trims: LT and Premier.

LT covers the essentials with cloth upholstery and fewer convenience features. Screen size and driver-assistance equipment vary by year and option package, so verify the window sticker rather than assuming every LT has automatic emergency braking or the same display.

Heated seats matter on a PHEV because they can reduce the need for cabin heat. They were not standard on LT, but certain years offered them through a Comfort Package with a heated steering wheel. Confirm equipment from the build sheet because used listings often omit packages.

Premier adds leather-appointed seating, heated front and rear seats, Bose audio, wireless charging, and additional available driver-assistance equipment. It does not have factory ventilated front seats. On 2019 models, Premier also includes the 7.2 kW onboard charger, while LT requires the fast-charging option.

The used-market price gap between LT and Premier typically runs $2,000-$4,000. In any state with real winters, the Premier's heated seats return their cost in electric range savings over a few winters. In warm climates, the LT is a better value.

All trims share the same battery and Voltec drive unit. The 2019 onboard charger is the important exception: 7.2 kW is standard on Premier and optional on LT. There is no AWD or performance variant.

Which Year Should You Buy?

The 2019 is the clear answer.

The 2019 has the fewest NHTSA complaints of any second-gen year in the snapshot used here. Its available 7.2 kW charger cuts Level 2 time roughly in half, and revised regenerative-braking controls improve one-pedal usability. Verify the charger on an LT because the faster unit is not standard there.

The 2017 requires explanation. Its 690 complaints are not a data artifact. They represent a genuine surge in BECM failures as early production examples aged. The BECM extended warranty (N232432680) covers 2016-2018 but not 2019: the year with the most failures got extended coverage, while the final year with the fewest failures did not. This is worth understanding before assuming any year is automatically safe or risky.

If a 2019 is outside budget, the 2018 is acceptable. Verify BECM status, confirm the brake caliper recall (18V576) is completed, and pull the battery capacity with an OBD-II scan before buying. The 2016 carries two recalls on important systems (airbag, EVAP pipe): confirm both are documented as completed via VIN check.

The 2017 is the year to avoid unless you can document a recent BECM replacement under special coverage and have the battery capacity measured. The BECM extended warranty does not mean a 2017 with a BECM failure history is a good buy: it means the repair was covered. Get confirmation of what was replaced, when, and how many miles have accumulated on the replacement module.

Pre-Purchase Inspection Checklist

These checks are specific to the Volt's PHEV architecture. Run them before any standard used-car inspection items.

BECM status. Check the VIN at recall lookup to confirm all open recalls and special coverage items are completed. Ask directly if the BECM has ever been replaced and request documentation. If the seller cannot produce service records for a BECM replacement on a 2016-2018 model with over 80,000 miles, treat it as an open question. Have a shop pull stored and pending codes before any offer. Codes U2619-U2624 indicate active BECM involvement and should not be present on a car offered for sale.

Battery capacity measurement. An OBD-II Bluetooth adapter paired with a Volt-compatible diagnostic app can provide battery data, but do not compare one app reading directly with the pack's 18.4 kWh nominal capacity. The car normally exposes only part of that total capacity, and reported usable energy changes with temperature, state of charge, driving conditions, and the measurement method. Ask a Chevrolet dealer or qualified EV shop for a documented battery evaluation, compare the displayed electric range over several full charges with the car's recent efficiency, and investigate module imbalance or propulsion codes. GM does not publish a simple percentage-loss threshold that automatically guarantees a Volt battery replacement.

Also ask the seller how electric miles and total miles break down. An example with 90,000 total miles and 70,000 electric miles has very few engine hours. Its battery and engine wear profiles can actually be more favorable than a higher-gas-use example at the same odometer reading.

12V auxiliary battery. Ask when it was last replaced. If the car is more than four years old and the 12V has never been replaced, budget $150 for immediate replacement after purchase. A dead 12V strands the car regardless of high-voltage pack state.

Range extender engine check. Start the car cold. Deliberately trigger range-extender operation by using Hold mode (forces the engine to run to maintain battery level) or by letting the battery deplete to the point where the engine starts. In Hold mode on the highway, the L3A should run smoothly and quietly. Rough running, vibration, or hesitation in range-extender mode suggests EGR or fuel system problems.

Check the oil on the dipstick. Smell it. Fuel contamination in the oil produces a distinctive gasoline odor. Also note if the oil level reads high: an oil level above the full mark combined with a fuel smell indicates fuel dilution, where incomplete combustion allows unburned gasoline to wash into the crankcase. Less common on the L3A than some other PHEV engines, but worth checking.

Shift to Park warning. This issue affects all four model years. After parking during the test drive, watch the display. If "Shift to Park" appears when the car is already in park, the gear selector microswitch is failing. This is a $3 Omron microswitch available online for DIY repair, or a $200-$500 dealer job using GM's updated In-Line Harness. It is not a safety issue, but confirm it and negotiate accordingly. A seller who is unaware of this issue may not have addressed it.

EVAP recall confirmation. On 2016 and 2017 models, confirm recall N192273600 (EVAP pipe) is completed. If it is not, add it to your post-purchase list before the car's next emissions test cycle, as a leaking EVAP system will fail inspection in most states.

Running Costs

The Volt's operating costs are low for owners who use the electric range daily. Regenerative braking handles most deceleration, and the gm-volt.com owner community routinely reports 80,000-100,000 miles without replacing brake pads on cars operated primarily in electric mode. Oil changes happen once a year or at the oil life monitor alert, whichever comes first: not by mileage.

Fuel costs vary dramatically by how you use the car. A commuter covering 40 miles per day on electricity and rarely triggering the gas engine might spend under $500 per year on energy. The same car used for frequent highway trips where the gas engine runs continuously returns 42 MPG: competitive but not exceptional by modern hybrid standards.

The cost that can spike is BECM failure outside the extended coverage window. For 2016-2018 models, Special Coverage N232432680 covers BECM replacement to 15 years/150,000 miles. Verify this applies to your specific VIN before finalizing any purchase of a 2016, 2017, or 2018 model.

FAQ

Is the 2nd gen Chevy Volt reliable? The 2019 avoids the 2016-2018 population covered by GM's 15-year/150,000-mile BECM special coverage, making it the lower-risk target. Earlier cars can still be sound purchases when service records, diagnostic scans, and battery operation check out. The year you buy matters as much as the platform.

What year 2nd gen Chevy Volt should I avoid? The 2017 deserves the most caution because it has the heaviest complaint record in this generation and falls within the BECM special-coverage population. Do not rely on model year alone: verify BECM history, scan for relevant codes, and confirm every recall by VIN. If buying a 2016, confirm the applicable airbag and emissions campaigns are complete as well.

How do I check battery health on a used Volt? Use a Volt-compatible scan tool as one input, then have a Chevrolet dealer or qualified EV shop evaluate battery condition and module balance. The pack is rated at 18.4 kWh nominal, but the car exposes a smaller usable window and app readings vary with conditions. There is no published automatic warranty threshold based on one owner-app kWh reading.

Does the Chevy Volt require special maintenance? Yes. Follow the oil-life monitor and the time-based maintenance requirements in the owner's manual because electric-heavy use can leave the engine with few running miles between calendar-based services. Test the 12V auxiliary battery regularly and replace it when condition warrants. A weak 12V can prevent the car from starting even when the high-voltage pack is charged.

How many miles will a 2nd gen Volt last? Examples with over 200,000 miles exist in the gm-volt.com owner community. The electric drivetrain is inherently lower-maintenance than a conventional engine. The main documented failure point before 150,000 miles is the BECM, now covered by extended warranty for 2016-2018 models. Past 150,000 miles, the traction motor inverter becomes the component to watch.

The Bottom Line

The 2019 is the target, especially a Premier or an LT documented with the 7.2 kW option. It has the lowest complaint count in the comparison, revised regenerative controls, and the generation's fastest available Level 2 charging. Run every VIN through a recall lookup, confirm BECM coverage where applicable, load-test the 12V battery, and measure usable traction-battery energy under controlled conditions. CarScout members can monitor specific Volt years and trims, with plans starting at $5 per week.

Sources: Chevrolet 2016-2019 Volt brochures, owner's manuals, and warranty booklets; NHTSA PE23022 closing resume and recall database; GM Special Coverage N232432680; EPA fuel economy data; GM-Volt.com and Grassroots Motorsports owner discussions.