2016–2019 Chevrolet Volt Plug‑In Hybrid (2nd Gen) Deep Dive

2016–2019 Chevrolet Volt (2nd Gen) — The Refined Voltec

Historical Context and Development Background

Chevrolet’s second-generation Volt arrived for 2016 as the most fully resolved interpretation of GM’s Voltec philosophy: drive primarily on electricity, then lean on a compact gasoline engine as a range extender when needed. Lessons learned from the first-generation (2011–2015) car are everywhere—lighter, quicker, quieter, and with a meaningful jump in electric-only capability. Unveiled at the North American International Auto Show, it migrated to GM’s D2 architecture family and benefited from an all-new lithium-ion pack and a thoroughly reworked two-motor electric drive unit.

The corporate mission was clear: retain the Volt’s day-to-day EV purity while lowering cost and complexity. The new battery pack used fewer cells with higher energy density, the drive unit shed mass and friction, and the gasoline engine moved to a larger, more efficient 1.5-liter four that runs on regular gas. Design-wise, the car traded the concept-y crispness of the original for cleaner surfacing and better aero, while the interior grew more conventional—and more usable—with a fifth seatbelt (a narrow middle perch, but useful in a pinch).

There’s no formal motorsport pedigree for the Volt, but the program exerted influence across GM’s electrification roadmap—Cadillac’s ELR shared elements with the first-generation system, and later GM EVs/PHEVs took cues from the Volt’s blended braking and energy management. On the road and in the showroom, the Volt’s competitor set included the Toyota Prius Plug-in/Prime, Ford C-Max Energi and Fusion Energi, later joined by the Hyundai Ioniq Plug-in and Honda Clarity Plug-in Hybrid. Within that field, the Volt remained unique in prioritizing strong EV performance and a driver-forward chassis feel rather than chasing maximum MPG at all costs.

Engine and Technical Specifications

The second-gen Volt’s propulsion stack is a masterclass in optimization. A naturally aspirated 1.5-liter inline-four (GM L3A) serves as a generator and, via a clutch and planetary gearset, can contribute mechanical torque to the front wheels under certain high-load or speed conditions. The electric side features two AC permanent-magnet motors integrated into a compact eCVT. The lithium-ion battery uses a liquid thermal management system for longevity and consistent performance in varied climates.

Driving Experience and Handling Dynamics

On the road, the second-gen Volt feels sorted in a way few plug-in hybrids of its era managed. The steering is light but precise, with a genuine sense of on-center stability that encourages highway miles. The battery’s mass sits low and centralized, helping the chassis resist roll and keeping the front end keyed into turn-in. The front MacPherson strut and rear compound crank setup favor ride compliance over ultimate grip, but composure is strong and the damping feels more European than economy-car.

Throttle response in EV mode is immediate and linear; the Volt steps off the line with enough urgency to surprise uninitiated passengers, and passing power from 30–70 mph remains stout courtesy of the motors’ torque plateau. Brake blending—the art of swapping regenerative and friction braking—was notably improved versus the first-gen car, and the left-hand “Regen on Demand” paddle gives the driver momentary strong regen without touching the pedal. The eCVT’s orchestration of the two motors and the planetary gearset is nearly seamless; when the 1.5-liter engine fires, noise and vibration are subdued, and at steady highway speeds it often whispers in the background at low load. The gearbox itself never hunts in the conventional sense; instead it apportions torque for efficiency, refinement, and traction.

Full Performance Specifications

Published instrumented tests consistently show the second-gen Volt performing like a competent compact hatch rather than a science experiment. Numbers vary slightly with trim, equipment, and conditions, but the pattern is clear: quick enough and impressively consistent whether the battery is full or in charge-sustaining mode.

Variants, Trims, and Market Context

The second-gen Volt lineup was intentionally simple. Chevrolet offered two main trims—LT and Premier—and a small number of option packages. Appearance tweaks (including the Redline Edition on select years/markets) added visual variety without changing the core powertrain.

For context, U.S. deliveries by model year illustrate the car’s market footprint. GM did not publish global trim-level splits, but U.S. sales provide a sense of scale.

Outside North America, the Volt’s second-gen architecture also underpinned the Buick Velite 5 in China, sharing the core powertrain with market-specific styling and branding. Europe did not receive a second-gen Opel/Vauxhall Ampera equivalent.

Charging, Range, and 2019 Updates

Chevrolet quoted ~53 miles of electric range on the EPA cycle, a figure many owners matched in mixed conditions. Level 1 (120V) charging is a slow-and-steady overnight affair, while Level 2 (240V) replenishes the pack far more quickly. Early cars used a 3.6 kW onboard charger; later examples offered a higher-power onboard charger that notably trimmed charge time on 240V equipment.

• Level 1 (120V): roughly overnight for a full charge
• Level 2 (240V), 3.6 kW onboard: roughly 4.5 hours
• Level 2 (240V), higher-power onboard (available for 2019): closer to the low-3 to ~2.5-hour window

Updates over the run focused on usability—regenerative braking tuning, infotainment refinements, and availability of a higher-power onboard charger on upper trims, among others.

Ownership Notes: Maintenance, Parts, Restoration

One of the Volt’s quiet strengths is how normal it is to own. Routine items are familiar GM fare, and the hybrid hardware has proven robust when maintained.

• Service intervals: follow the Oil Life Monitor for engine oil (many owners see long intervals due to limited engine use). Cabin filter typically every ~2 years, brake fluid on a periodic basis, and coolant for engine/battery/electronics at manufacturer-specified intervals (commonly long-life service). Spark plugs generally at extended intervals typical of modern GM naturally aspirated fours.
• Battery thermal management: the liquid-cooled pack is a longevity asset; the system’s coolant service interval is long, but it should be respected.
• Brakes: pads last a long time thanks to aggressive regen; nevertheless, inspect annually as with any car.
• Parts availability: many wear items cross with high-volume GM compacts; body panels, drive-unit components, and battery items are Volt-specific but supported through GM channels.
• DIY friendliness: high-voltage service requires proper training and PPE; routine maintenance is conventional.

Known owner-reported trouble spots include occasional “Shift to Park” warnings linked to the shifter assembly’s switchgear, sporadic charge-port door/actuator issues in harsh climates, and rare onboard charger/EVSE concerns. Software updates addressing infotainment and drivability nuances appeared during the run; it’s worth ensuring a car is current on campaign and calibration updates.

Cultural Relevance and Market Standing

The second-gen Volt represents a key chapter in GM’s electrification strategy. It blends daily EV usability with long-distance flexibility without the behavioral compromises that punished some early plug-in hybrids. While it never chased racing laurels, the Volt earned credibility among enthusiasts for authentic EV performance wrapped in a well-sorted chassis. It also drew a bright line from range-extended hybrids to the dedicated BEVs that followed.

In the enthusiast and collector realm, the car’s appeal rests on use-case excellence rather than scarcity. Clean, low-mile examples—especially with desirable option packages—tend to command stronger money than high-mile commuters, but the pattern is rational and tied to condition, mileage, and documentation. Occasional appearances at enthusiast-oriented auctions tend to reflect this dynamic, with values shaped by specification and maintenance history more than color-and-trim rarity.

FAQs

What is the EPA electric range and fuel economy for the 2nd-gen Volt?

Approximately 53 miles of electric range. In charge-sustaining operation after the battery is depleted, the combined fuel economy is around 42 mpg. Total range is roughly in the low-400-mile band with a full charge and full tank.

How quick is it?

Most instrumented tests place 0–60 mph around 7.5 seconds, with the quarter-mile near 16.0 seconds. Top speed is about 98 mph.

Does the gasoline engine ever directly drive the wheels?

Yes. While the 1.5-liter functions primarily as a generator, the Voltec planetary gearset can mechanically couple engine torque to the front axle under certain conditions to improve efficiency.

What are the main differences versus the first-gen Volt?

More electric range, lighter and more efficient drive unit, a 1.5-liter engine running on regular gas, improved brake regen blending, a more conventional and roomier interior with a fifth seatbelt, and enhanced refinement.

How long does charging take?

On 120V household power, plan on an overnight session. On 240V Level 2, cars with the 3.6 kW onboard charger take roughly 4.5 hours from empty to full; cars fitted with the higher-power onboard charger (available later in the run) cut that substantially.

Are there common issues to watch for when buying used?

Check for “Shift to Park” warnings (shifter assembly), verify proper operation of the charge-port door and charge scheduling, and ensure all software updates and any applicable service campaigns were performed. As with any PHEV, verify that the cooling systems (engine and battery) are clean and leak-free and that the 12V battery is healthy.

What is the system horsepower and torque?

System output is 149 hp (111 kW). Electric-motor torque is robust—commonly cited around 294 lb-ft—delivering the Volt’s strong initial response.

Can the Volt run on regular gasoline?

Yes. The 1.5-liter L3A is tuned for regular unleaded fuel.

Is the battery pack serviceable?

GM supports service at the module and pack level through dealer channels. The pack is liquid-cooled and designed for longevity; ensuring proper coolant service and software updates helps maintain performance.