In 2006, under the direction of GM Vice President Robert Lutz, General Motors began development of a car to rebuild their "environmentally-friendly, technologically advanced" image following the setback of the unsuccessful EV1 program.

According to the Society of Automotive Engineers' (SAE) definition of a hybrid vehicle, they are characterized by the presence of "two or more energy storage systems, both of which must provide propulsion power, either together or independently".

[3][4] General Motors has refrained from using the term "hybrid" in reference to its Voltec designs, even following the disclosure that, in certain instances, the combustion engine offers assistance at very high speeds.

This stunning vehicle was designed to showcase a technology that General Motors promised would be a significant step in weaning America and its motorists from their dependence on imported oil."

Still, when Jon Lauckner, General Motors vice president for global program management, briefly sketched out the powertrain layout, estimated the vehicle weight and battery requirements, he decided a range extender design was more appropriate.

[16][19] The majority of the Volt's initial design parameters defined for the development of the concept car then referred to as the "iCar" in homage to the iPod, were kept throughout the process up to the final production version.

This powertrain was designed to establish a standardized framework for various components within potential future electrically driven vehicles, facilitating the integration of multiple interchangeable electricity-generating systems.

GM officials provided a comprehensive overview of their investment strategy for the Chevrolet Volt during a presentation at the assembly plant situated on the border between Detroit and Hamtramck.

[33] In April 2008, the lithium-ion battery pack was integrated into Chevrolet Malibus equipped with the Volt powertrain, serving as test mules for further real-world assessments.

The use of General Motors' new global compact vehicle platform, Delta II, shared with the 2010 model year Chevrolet Cruze, was to keep costs reasonable, for "both the company and customers", as described by design director Bob Boniface.

This adjustment was necessitated by the heightened central tunnel, extending from the front console to the rear seat, which houses the vehicle's T-shaped battery pack.

[60] Engineers were dedicated to minimizing aerodynamic drag,[61] but they intentionally avoided incorporating the distinctive roofline and silhouette of the second-generation Prius, considering it synonymous with the 'hybrid' aesthetic.

At this time, it functions as a series hybrid, where the gasoline engine propels the generator, maintaining the battery at a minimum charge level and supplying power to the electric motors.

[83] The mountain mode, which is expected to be required only under unusual power demand conditions, increases minimum battery state of charge (SOC) to around 45%, thus maintaining performance on steep and long grades.

The design and construction of this aluminum plate were crucial to maintaining a consistent temperature distribution, preventing the occurrence of hot or cool spots across the flat, rectangular cells.

[121] In October 2012, GM announced that the Detroit-Hamtramck Assembly plant would serve as the manufacturing site for the Cadillac ELR luxury range-extender coupe, alongside the Volt and the Ampera.

GM hinted at Ampera's forthcoming discontinuation in early 2013, as then-vice chairman Steve Girsky expressed frustration regarding the car's unenthusiastic reception in Europe.

[146] In 2008, General Motors expressed concerns regarding the United States Environmental Protection Agency (EPA) testing procedures for the Volt's official fuel economy rating.

[147] General Motors also advocated for a more simplified mpg calculation method to take into account the range of a plug-in hybrid while running solely on electricity.

Given the Volt's ability to travel 40 miles (64 km) on batteries alone, GM contended that most drivers with a daily commute of less than that distance would exclusively use electric mode provided they recharged their vehicle at work or home overnight.

[152][153] In August 2009, General Motors released an estimated city fuel economy rating for the Volt, stating it as 230 mpg‑US (1.0 L/100 km; 280 mpg‑imp) of gasoline plus 25 kWh/100 mi (160 Wh/km) of electricity, using the EPA's proposed method for evaluating plug-in hybrids.

[154][155] The U.S. Environmental Protection Agency (EPA) issued a statement clarifying that they had not tested a Chevy Volt and, therefore, could not confirm the fuel economy values claimed by GM.

The NHTSA concluded that the crash test had damaged the Volt's lithium-ion battery, ultimately causing a vehicle fire that took several weeks to manifest.

[168] The NHTSA also mentioned its collaboration with all automakers to establish post-crash procedures ensuring the safety of occupants in electric vehicles and emergency responders at crash scenes.

[169] In another statement, the carmaker expressed its ongoing efforts, stating "We are working with other vehicle manufacturers, first responders, tow truck operators, and salvage associations to implement industrywide protocols".

The program was designed to introduce voluntary enhancements, addressing concerns about the potential for the battery pack to catch fire days or weeks after a severe accident.

The NHTSA stated that "the preliminary results of the crash test indicate the remedy proposed by General Motors today should address the issue of battery intrusion", although their investigation remained ongoing.

The agency determined that there was "no discernible defect trend" and acknowledged that the modifications recently implemented by General Motors were effective in reducing the potential for battery intrusion resulting from side impacts.

The agency also announced the development of interim guidance aimed at increasing awareness and identifying appropriate safety measures regarding electric vehicles for the emergency response community, law enforcement officers, tow truck operators, storage facilities and consumers.

[173][174] The chairman of the Subcommittee on Regulatory Affairs, Stimulus Oversight, and Government Spending, U.S. Representative Jim Jordan, held hearings on January 25, 2012, to probe into why the NHTSA initiated a formal investigation only five months after the first post-crash battery fire occurred in June.