Holden Volt

Chevrolet Volt

Company type	Product
Industry	Automotive
Founded	2010 (2010)
Defunct	2015 (2015)
Headquarters	Detroit , United States
Area served	Global (including Australasian and European markets)
Products	Compact plug-in hybrid electric car
Parent	General Motors

The Chevrolet Volt is a compact car manufactured by General Motors between 2010 and 2015, with assembly taking place at the Detroit/Hamtramck Assembly plant. This model is a five-door liftback that incorporates a range-extending generator system.

Initiated in 2006 under the guidance of GM Vice President Robert Lutz, the development aimed to rejuvenate GM’s reputation for producing "environmentally-friendly, technologically advanced" vehicles following the EV1 program. This initiative led to the creation of the "E-Flex Systems" or "Voltec" powertrain, engineered to operate on various electricity sources such as gasoline, diesel, ethanol, or fuel cells. The Volt’s propulsion system integrates an electric motor, a lithium-ion battery pack (originally rated at 16 kWh), and a compact internal combustion engine serving as a range extender. The design goal was to achieve an all-electric driving distance of approximately .

Mass production commenced on November 30, 2010. In the Australasian region, the vehicle was marketed as the Holden Volt from 2012 through 2015, while in Europe it was sold under the name Opel/Vauxhall Ampera with unique exterior styling. The Chevrolet Volt was also available in European markets, albeit in smaller quantities.

The Volt functions primarily as a battery electric vehicle, running solely on battery power until its charge drops to a predetermined level. At that point, the internal combustion engine activates to drive an electric generator that extends the vehicle’s range. During high-speed travel, this engine can mechanically assist the generator through a clutch mechanism, enhancing efficiency by approximately 10–15%. Furthermore, regenerative braking contributes to recharging the battery while driving.

Terminology

The Society of Automotive Engineers (SAE) defines a hybrid vehicle as one possessing "two or more energy storage systems, both providing propulsion power, either together or independently". Despite this classification, General Motors refrains from labeling its Voltec technology as "hybrid," since the combustion engine only supports propulsion at elevated speeds. Under typical driving conditions, the car operates exclusively on electric power. Instead, GM characterizes the Volt as an electric vehicle equipped with a gasoline-powered internal combustion engine functioning as a "range extender" or generator set, coining it an "extended range electric vehicle".

According to SAE standards, the Volt qualifies as a plug-in hybrid due to its combination of an internal combustion engine and two electric motors along with a battery capable of being charged from external sources.<ref> The vehicle operates in charge-depleting mode as a pure electric vehicle for approximately , switching to charge-sustaining mode once battery charge falls below a set limit. In this latter mode, its control system optimizes efficiency by selecting between two electric motors—one powered by remaining battery energy and the other driven by the combustion generator—to improve performance during high-speed operation.<ref>

Concept vehicle

The Chevrolet Volt concept car was unveiled at the North American International Auto Show in January 2007. Unlike the two-seat EV1, which prioritized weight reduction, the Volt concept featured a four-door configuration with a rear liftgate and accommodated four passengers. Its top speed improved from to , while the battery capacity was reduced from approximately to .

Under the leadership of Robert Lutz, then vice-chairman of global product development, the Volt sought to replicate the Toyota Prius's market success and become a breakthrough innovation akin to Apple's iPod. Drawing inspiration from the Tesla Roadster and advancements in lithium-ion battery technology, Lutz advocated for a new electric vehicle despite internal resistance stemming from earlier setbacks with the EV1 program. Initially, GM pursued a fully electric design; however, Vice President Jon Lauckner proposed integrating a smaller battery with an internal combustion engine serving as a range extender. This approach was intended to mitigate concerns about battery expense, limited driving range, and inadequate charging infrastructure—challenges that had hindered previous electric vehicles.

Originally named "iCar" in reference to the iPod, the Volt concept maintained consistent design goals throughout its development. It targeted an all-electric driving range of , balancing battery size and cost based on data indicating that 78% of U.S. commuters travel less than 40 miles per day. A 16 kWh lithium-ion battery pack was chosen for its durability and performance, designed to last at least ten years by limiting how deeply it could be discharged. The gasoline engine and generator extended the driving range between 250 and 300 miles. Seating arrangements accommodated four or five passengers, aligning with family vehicle expectations.

A crucial strategic choice involved basing the concept on a new modular electric propulsion system initially named E-Flex Systems, later rebranded as Voltec. This flexible powertrain architecture could support multiple electricity sources—including battery electric power, fuel cells, or onboard generators fueled by gasoline, diesel, biodiesel, ethanol (E100), or flex-fuel (E85)—providing adaptability for future electric models. Additionally, regenerative braking technology was incorporated to improve overall efficiency.

By October 2006, GM had finalized E-Flex as its propulsion platform and assigned the name Volt to the concept. The system integrated an electric motor similar to that used in the Chevrolet Equinox Fuel Cell vehicle, paired with a 16 kWh lithium-ion battery capable of delivering 136 kW peak power. A compact 1.0-liter turbocharged flex-fuel engine was connected to a 53 kW generator functioning as an electric vehicle range extender. The electric motor produced a peak output of 120 kW along with 236 lb-ft of torque. Use of advanced materials from GE Automotive Plastics contributed to reducing vehicle weight by up to 50%.

Equipped with a fuel tank enabling an overall range of about , the Volt combined approximately gasoline efficiency with an all-electric driving distance of . GM projected that typical daily commutes under , recharged overnight for the initial 40 miles, could achieve an effective fuel economy of . The company also emphasized potential reductions in reliance on imported oil by utilizing E85 ethanol in the generator engine. Nevertheless, commercial production depended on lithium-ion battery technologies that were not yet widely available.

Lutz initially estimated that the Volt would be priced around US$30,000—similar to traditional compact cars—plus roughly US$8,000 for its lithium-ion battery pack. However, costs increased because essential components such as power steering and air conditioning compressors could not be shared with GM’s compact car platforms due to their engine-driven designs. Coupled with specialized electric motors and control systems, these factors raised the base price closer to US$40,000.

Production Model

On December 7, 2009, General Motors declared a $700 million investment to upgrade eight facilities in Michigan in preparation for Chevrolet Volt production. This included a $336 million enhancement of the Detroit-Hamtramck assembly plant, $202 million allocated to the Flint facility producing engine generators, $43 million invested in the battery pack plant located in Brownstown Township, $37 million dedicated to the Bay City powertrain plant, and $27 million for improvements at the GM Tech Center’s battery laboratory.

GM assessed approximately 25 lithium-ion battery chemistries from 24 manufacturers worldwide before choosing Compact Power (CPI) and Continental Automotive Systems in June 2007. CPI’s lithium manganese oxide cells, manufactured by LG Chemical, and Continental’s lithium iron phosphate cylindrical cells from A123Systems underwent extensive testing. Prototype battery packs from CPI were delivered by October 2007, while A123’s arrived by January 2008. Evaluations took place at GM’s EV1 laboratory, emphasizing thermal regulation and durability. To achieve a warranty covering 10 years or 150,000 miles, only half of the total 16 kWh capacity was utilized to minimize degradation by maintaining the state of charge between 30% and 80%. The battery was designed to withstand 5,000 full charge-discharge cycles with less than a 10% reduction in capacity.

Starting in April 2008, GM initiated comprehensive battery testing at its Warren, Michigan facility to simulate a decade of use and 150,000 miles of driving. The testing center contained 160 channels for simultaneous tests, thermal chambers replicating temperatures from -40°F to 116°F, and mechanical tests mimicking real-world stresses such as potholes and collisions. Battery packs were also installed in Chevrolet Malibu test vehicles for on-road performance assessments.

In October 2008, GM selected CPI (LG Chemical) as the official battery supplier for production Volt models. The range extender was confirmed as a 1.4-liter four-cylinder engine manufactured in Flint, Michigan. By April 2009, automotive journalists had tested the Volt’s powertrain without the range extender using Chevrolet Cruze sedans at GM’s Technical Center. Pre-production vehicles were assembled in Warren by June 2009; by October that year, eighty pre-production units had completed rigorous testing.

The first Volt produced on the assembly line emerged from the Detroit Hamtramck plant on March 31, 2010, serving as a trial run for production processes and quality assurance ahead of mass manufacturing.

The production version of the Volt was unveiled on September 16, 2008, coinciding with GM’s centennial celebration at Detroit’s Renaissance Center. Built upon GM’s global Delta II platform shared with the Chevrolet Cruze to manage costs, it incorporated design modifications from the concept car including seating for four passengers instead of five due to a raised central tunnel accommodating the T-shaped battery pack.

On November 30, 2010, GM revealed the first assembly-line Volt at Detroit Hamtramck. The initial retail model was exhibited at GM’s Heritage Center museum; the second unit was auctioned for $225,000 to Rick Hendrick with proceeds benefiting STEM initiatives through the Detroit Public Schools Foundation. U.S. deliveries commenced on December 15, 2010; Canadian deliveries began in September 2011; European deliveries followed in November 2011 with the Opel Ampera variant launching in February 2012; sales of the Vauxhall Ampera started in the UK in May 2012; and the Holden Volt was introduced in Australia in December 2012.

Design

General Motors aimed for the Volt to have a traditional appearance, steering clear of the distinctive hybrid styling seen in the second-generation Toyota Prius. The Volt and Opel Ampera share their wheelbase and structural framework with the Opel Astra J and Chevrolet Cruze J300, enabling interchangeable components such as doors, fenders, hood panels, and interior elements. Nonetheless, each vehicle features distinct front and rear bumpers; notably, Opel chose to exclude signature design traits like the "side blade," opting instead for a more mainstream aesthetic. Bob Boniface was responsible for directing the design of both the concept and production models.

In April 2007, Ed Welburn, GM’s global design vice president, established the E-Flex studio in Detroit under Boniface’s leadership to concentrate on developing the Volt’s body and future electrified vehicle designs. This group of 50 designers and engineers devoted over a year to optimizing aerodynamic performance.

Through aerodynamic enhancements, the concept car’s drag coefficient was lowered from 0.43 to 0.28 C_d, although this remained above the Toyota Prius's 0.25. Boniface’s team invested roughly 500 hours in wind tunnel testing, transitioning from a Camaro-inspired roofline on the concept to a taller greenhouse that presented a more conventional silhouette. Notable aerodynamic refinements included smoothing the front fender edges to promote laminar airflow, integrating a flush front fascia with an air intake positioned beneath the grille, and fine-tuning the rear spoiler, rocker panels, as well as A- and C-pillars to reduce drag and turbulence.

Drivetrain

The 2011 Chevrolet Volt was equipped with a 16 kWh / 45 A·h (10.4 kWh usable) lithium-ion battery pack, which could be recharged using a residential 120–240 VAC outlet via an SAE J1772-compliant charging cable. Its electric motor produced peak power output of and torque of . By 2013, battery capacity had increased to 16.5 kWh (10.9 kWh usable), extending the all-electric driving range; this was further improved to 17.1 kWh in 2015 models.

Once battery charge drops below a predetermined level, a compact naturally aspirated 1.4-liter four-cylinder gasoline engine (Opel’s GM Family 0) generating approximately powers a 55 kW generator that extends driving range. The system incorporates regenerative braking that primarily channels energy back to the electric motor, with surplus power directed to recharge the battery depending on its state of charge (SOC) and current power requirements.

This drivetrain supports full battery-electric mode until depletion occurs; afterward, it switches to series hybrid operation where the gasoline engine drives the generator to maintain minimum battery charge while supplying power to the electric motors. At speeds exceeding , mechanical assistance from the engine supplements the motors in a series-parallel hybrid configuration that enhances efficiency at higher speeds by 10–15%. The Volt automatically selects between drive modes within this speed range for optimal performance.

Drivers have three selectable modes: normal, sport, and mountain. Mountain mode increases minimum SOC to roughly 45% to ensure sustained power on steep inclines but results in higher engine noise levels. Sport mode elevates engine RPMs for sharper throttle response. The Ampera model also offers "City Mode" or "battery hold" (introduced as "Hold" in the 2013 Volt), enabling drivers to reserve battery energy for urban driving or restricted emission zones.

Battery

The 2011 Volt is equipped with a lithium-ion battery pack weighing and comprising 288 cells organized into nine modules. Each pair of cells is housed within plastic frames and separated by an aluminum cooling fin, which plays a vital role in maintaining consistent temperatures and avoiding localized overheating. This battery incorporates a dedicated cooling system, functioning similarly to an engine’s thermal regulation setup.

For the 2011 and 2012 editions, the 16kWh battery was operated within a limited usable capacity of 10.3kWh to prolong its lifespan by maintaining the State of Charge (SoC) within a 65% range. When this limit is approached, the gasoline engine intervenes to keep the charge near the lower threshold, which fluctuates depending on driving conditions—rising up to 45% during high-demand scenarios like mountainous terrain. In 2013, the battery capacity was increased to 16.5kWh with an expanded SoC window utilizing 10.8kWh, resulting in a modest extension of electric driving range but a longer charging duration. General Motors enhanced the battery’s durability and performance through adjustments in the cell chemistry materials.

Although the energy capacity remains similar, the Volt’s lithium-ion pack weighs over 70% less than the original lead-acid battery used in the EV1, thanks to lithium-ion cells’ higher specific energy. Cost reductions for li-ion batteries are anticipated as production scales up. GM backs its battery with an eight-year or warranty covering all 161 components. The battery management system executes more than 500 diagnostic checks ten times every second, ensuring operational safety and monitoring performance continuously.

In North America, the Volt employs the SAE J1772 charging connector standard. Charging durations differ based on power source and settings: roughly 10 hours at 12A or up to 14 hours at 8A from a typical 120-volt outlet; approximately four hours when connected to a 240-volt supply.

North America

Following the conclusion of the 2007 UAW–GM contract negotiations, production of the Volt was assigned to the Detroit/Hamtramck Assembly plant. Initially, its gasoline engine originated from Opel’s Aspern facility in Austria. In November 2010, GM invested US$138.3 million into its Flint, Michigan engine plant to scale up manufacturing of the Ecotec 1.4-liter engine utilized by the Chevrolet Cruze, Sonic, and Volt. Engine output at Flint was expected to increase from 400 units per day in early 2011 to 1,200 by late 2012. An additional US$84 million was allocated in May 2011 to further expand this capacity.

GM’s initial production plan in 2010 projected manufacturing of 10,000 Volts during 2011 and raising that figure to 45,000 for 2012—surpassing previous estimates. By May 2011, these targets were revised upward to 16,000 units for that year, including export and demonstration vehicles. However, by late 2011 GM acknowledged it would fall short of selling 10,000 units within that year. For Europe in 2012, GM anticipated producing approximately 10,000 Amperas (6,000 for Opel and 4,000 for Vauxhall) alongside around 2,000 Volts for that market. Early in 2012, GM abandoned its U.S. goal of producing 45,000 Volts and adjusted output according to demand fluctuations. By March of that year, global production capacity for the Volt reached an annualized rate of 60,000 vehicles.

Volt battery cells are sourced from LG Chem in South Korea and assembled at GM’s Brownstown Charter Township facility in Michigan.

In mid-June 2011, GM temporarily halted production at Detroit/Hamtramck for about one month to upgrade tooling and equipment—tripling production capacity for both the Volt and Ampera models in preparation for the 2012 model year. By August of that year, daily output had climbed to approximately 150 vehicles produced four days per week. The plant experienced brief shutdowns in January 2012 to ready a California-specific low-emission version and again between March and April due to slow sales and inventory adjustments. From September through October of that year, GM closed the facility for retooling work enabling assembly of both the tenth-generation Chevrolet Impala alongside Volt production.

Production of the updated 2013 Volt commenced in July 2012 with deliveries beginning that same month. Later in October, GM announced plans for Detroit-Hamtramck to also manufacture the Cadillac ELR—a luxury range-extended coupe—in addition to continuing Volt and Ampera assembly operations. This expansion required an investment of US$35 million as part of a broader US$561 million spent since December 2009 on these models combined. Pre-production ELR units were completed starting May 2013 ahead of their retail market launch later that year. Production of first-generation Volts concluded in May 2015; pre-production activities for second-generation models began in March.

In February 2012, GM introduced a low-emission variant of the Volt specifically designed for California’s market featuring an enhanced technology partial zero-emissions vehicle (enhAT-PZEV) certification—allowing access to high-occupancy vehicle (HOV) lanes. This version included engine and exhaust system modifications such as an additional secondary air-injection pump aimed at reducing emissions output.

Europe

The European counterpart to the Volt, known as the Opel Ampera (branded as the Vauxhall Ampera in the United Kingdom), made its first appearance at the Geneva Motor Show in March 2009 and was also presented at the 2009 Frankfurt Motor Show. Opel was responsible for developing the battery management systems for the Ampera at its Alternative Propulsion Center Europe located in Mainz-Kastel, Germany. The finalized production version was revealed at the 2011 Geneva Motor Show.

Although the Ampera shares its powertrain and battery pack with the Volt, it features distinct design elements: boomerang-shaped headlights combined with fog lamps, a slimmer rear light bar accompanied by a prominent bumper cut-out, uniquely styled alloy wheels, and body-colored side skirts instead of the Volt’s black ones. The Ampera provides four driving modes—one more than the 2011/12 Volt—including a "City Mode" that immediately activates the range extender to conserve battery power for purely electric driving in urban or low-emission zones, facilitating adherence to regulations such as London's congestion charge.

Opel focused on marketing the Ampera mainly to business fleets and local government bodies, capitalizing on its well-established clientele in these sectors, while the Volt targeted private consumers. The first Volt units delivered in Europe went to the U.S. Embassy in France in November 2011. Opel began shipping Amperas to dealerships by December 2011 but postponed customer deliveries until February 2012 due to an ongoing NHTSA investigation into Volt battery safety. Starting in May 2012, Vauxhall Amperas were offered through Zipcar’s car-sharing service in cities including London, Bristol, Cambridge, and Oxford.

In July 2014, Opel announced it would cease production of the Ampera because of declining sales and planned to introduce an electric replacement for the European market between 2014 and 2018.

Despite sharing the 2012 European Car of the Year award with the Volt, the Ampera faced commercial difficulties. Sales fell by 40% in 2013 to 3,184 units and further plummeted by 67% in early 2014 to only 332 vehicles sold. General Motors hinted at discontinuation as early as 2013; then-vice chairman Steve Girsky voiced disappointment over Europe's tepid response despite government interest in electric vehicles: "We show up with one, and where is everybody?"

Australasia

Holden began delivering the Volt in Australia in December 2012, with the first vehicle handed over to the U.S. Ambassador in Canberra. The initial Volt arrived for evaluation testing in November 2011 and underwent adaptations for Australian road conditions, although test models retained left-hand drive configurations.

The Volt was offered through a network of 49 selected Holden dealerships across urban and regional Australia: 18 locations in Victoria, 11 in New South Wales, 9 in Queensland, 7 in Western Australia, and 4 in South Australia. By mid-April 2015, a total of 246 units had been sold, depleting available first-generation inventory. After General Motors decided against producing a right-hand-drive second-generation model, Holden discontinued the Volt once existing stock was exhausted.

In New Zealand, sales commenced late 2012 via three dealerships located in Auckland, Christchurch, and Wellington. Despite a price cut exceeding NZ$10,000, only sixteen units were registered by mid-2015. Due to weak sales performance of the initial generation, the second-generation Volt was not introduced to the New Zealand market.

EPA fuel economy testing

In 2008, General Motors expressed objections regarding the United States Environmental Protection Agency (EPA) testing methods used to determine the Volt's official fuel economy rating. GM contended that because the Volt includes a gasoline engine, it ought to be classified as a hybrid electric vehicle rather than a pure electric car, which would result in a lower EPA fuel economy rating—approximately under the current hybrid test protocols that exclude battery power contributions. GM argued that the Volt introduced a novel vehicle category that existing EPA assessments failed to adequately capture, advocating for a customized testing procedure tailored to plug-in hybrid functionalities. Additionally, they recommended a simplified miles-per-gallon calculation accounting for the Volt’s full all-electric driving range, emphasizing that many users with shorter daily trips would predominantly operate in electric mode when regularly recharged.

By November 2010, the EPA released official fuel economy ratings distinguishing between the Volt’s all-electric and gasoline-powered modes. The combined city/highway rating was expressed in MPG-e. To reflect how fuel efficiency varies with distance traveled between charges, the EPA incorporated a table on the Volt's fuel economy label presenting performance across five scenarios ranging from fully charged to no charging intervals. This demonstrated potential fuel economy reaching up to when driven between charges. Acknowledging the multiple operational modes inherent in plug-in hybrids, the EPA and NHTSA introduced two distinct labels starting with model year 2013: one designated for extended-range electric vehicles like the Volt (separately showing all-electric and gasoline-only figures), and another for blended-mode vehicles that combine electric and gasoline propulsion similarly to conventional hybrids.

EPA fuel economy rating

In August 2009, General Motors publicized an estimated city fuel economy figure for the Volt of miles per gallon gasoline plus miles per gallon equivalent electricity, based on an EPA-proposed evaluation method for plug-in hybrids. The EPA clarified that it had not independently tested the Volt and could not verify GM’s projected numbers. Subsequently, GM acknowledged that their estimate relied on a non-approved formula and awaited official EPA testing procedures.

The EPA unveiled its first official fuel economy label tailored for a plug-in hybrid in November 2010. The 2011 Volt was assigned a combined rating of miles per gallon equivalent in all-electric mode and miles per gallon when running solely on gasoline, resulting in an overall combined equivalent of . The label also indicated electric mode energy consumption at .

Battery pack fire risk

In June 2011, following a 20 mph side pole impact test and rollover conducted by the National Highway Traffic Safety Administration (NHTSA), a Chevrolet Volt caught fire three weeks later while parked at the test facility, igniting adjacent vehicles. The fire originated from damage sustained by the Volt’s lithium-ion battery pack. Initial attempts by GM and NHTSA to replicate this fire were unsuccessful; however, subsequent tests performed in November 2011 revealed thermal events in two out of three battery packs after impact.

On November 25, 2011, NHTSA initiated an official safety defect inquiry focusing on possible battery intrusion risks despite no reported real-world incidents. The agency confirmed that other plug-in models, such as the Nissan Leaf, did not demonstrate comparable safety issues.

In response to concerns during the investigation, GM provided loaner vehicles to affected Volt owners and expressed readiness to recall and repair impacted units or repurchase vehicles if owners remained apprehensive. By December 2011, several dozen customers had requested either buybacks or loaners; GM prioritized offering loaner cars but agreed to repurchase vehicles if necessary. The buyback price included purchase cost plus applicable taxes and fees minus mileage-based usage fees.

By January 2012, approximately 250 Volt owners had sought loaner vehicles or buybacks. NHTSA collaborated with automakers to establish post-crash safety procedures specific to electric vehicles and cautioned that fires might occur weeks after collisions. GM stated that adherence to its battery deactivation protocols could have prevented the initial fire and committed to industry-wide cooperation with first responders, towing services, and salvage firms to enhance safety measures.

Battery improvements

On January 5, 2012, General Motors revealed a customer-focused program for the Chevrolet Volt, introducing voluntary upgrades designed to address concerns regarding the battery pack potentially igniting days or weeks following a severe collision. GM emphasized that this initiative did not constitute a recall of the vehicle or its battery. The fire incident in June was attributed to minor penetration into a lateral section of the battery pack, resulting in a small coolant leak estimated at approximately 50 mL. Further testing involving a slow roll caused an additional one-liter coolant leak, and when the vehicle was inverted, the coolant came into contact with the battery pack’s printed circuit board, which subsequently crystallized. This combination of factors along with a charged battery led to a short circuit and post-accident fire.

GM’s enhancements focus on reinforcing the structural integrity around the battery and upgrading the coolant system to improve protection following serious crashes. The safety improvements include fortifying a targeted area of the Volt’s safety framework to shield the battery pack during side-impact collisions, incorporating a sensor to monitor coolant levels within the reservoir, and fitting a tamper-proof bracket designed to prevent overfilling of coolant. These structural additions add between two and three pounds to the vehicle and help redirect impact forces away from the battery pack, thereby minimizing intrusion risk.

In December 2011, GM performed four crash tests on Volts equipped with reinforced steel and enhanced cooling systems; none showed battery intrusion or coolant leakage. On December 22, 2011, NHTSA conducted tests on a modified Volt under conditions that had previously triggered fires and found no damage indicative of risk. The agency noted that preliminary findings suggested GM’s corrective measures should mitigate battery intrusion; however, investigations were still ongoing. GM did not publicly disclose the expenses associated with these modifications.

The safety upgrades were planned for all 12,400 Chevrolet Volts manufactured through December 2011—including Amperas sold at European dealerships. Production paused briefly during the holiday season and resumed in early 2012 with these improvements integrated. Sales continued uninterrupted as dealers applied necessary updates to existing inventory. GM informed Volt owners that service appointments for installing these safety enhancements would be available starting in late March 2012.

NHTSA conclusions

On January 20, 2012, the National Highway Traffic Safety Administration (NHTSA) finalized its inquiry into the Volt’s risk of post-crash fires, concluding there was "no identifiable defect pattern." The agency verified that General Motors’ recent upgrades effectively reduced battery intrusion during side-impact collisions. Furthermore, NHTSA affirmed that Chevrolet Volts and other electric vehicles do not present a higher fire hazard compared to traditional gasoline-powered automobiles. The agency also issued provisional guidance aimed at enhancing safety awareness among emergency responders, law enforcement personnel, towing operators, storage facilities, and consumers.

Congressional hearing

On January 25, 2012, the Subcommittee on Regulatory Affairs, Stimulus Oversight, and Government Spending—led by U.S. Representative Jim Jordan—conducted hearings to investigate why NHTSA initiated a formal probe only five months after the initial post-crash Volt battery fire in June. The subcommittee examined whether government officials intentionally withheld information about the incident for political motives. Both General Motors CEO Daniel Akerson and NHTSA Administrator David L. Strickland denied any allegations of misconduct.

Awards and recognition

Year	Award	Presented by / Event
United States organizations
2009	Green Car Vision Award	Green Car Journal
2011	Motor Trend Car of the Year	Motor Trend
2011	Car and Driver Ten Best Cars	Car and Driver
2011	Green Car of the Year	Green Car Journal
2011	Automobile of the Year	Automobile Magazine
2011	North American Car of the Year	North American International Auto Show
2011	Greenest Vehicles of the Year	American Council for an Energy-Efficient Economy
2011	Best Green Cars	Mother Earth News
2011	Edison Award	Edison Awards
2011	Best Resale Value Award (plug-in electric vehicle category)	Kelley Blue Book
European organizations
2011	What Car? Green Awards Winner (Vauxhall Ampera)	What Car?
2011	European Car of the Year (Chevrolet Volt and Opel Ampera)	Geneva Motor Show
2013	Green Mobility Trophy	Auto Zeitung
International organizations
2011	World Green Car	World Car of the Year
2012	International Engine of the Year Award (Green Engine category)	UKi Media & Events
Australian organizations
2012	Green Innovation Award (Holden Volt)	Drive

External links

• Official website (archived)