NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
169 reports40,000 miles · Jan 28, 2020
Electrical SystemPower Train
THIS IS AN UPDATE TO MY ORIGINAL COMPLAINT #:11299056 FOR UN-COMMANDED ACCELERATION ON 1/13/2020. THE CHEVY DEALERSHIP WORKED WITH GM CORPORATE ENGINEERS AND WERE UNABLE TO DUPLICATE THE PROBLEM AFTER SEVERAL DAYS. THE RETURNED THE CAR AND BLAMED IT ON THE FLOOR MAT. THIS IS NOT LIKELY SINCE THE MAT IS A OEM HEAVY RUBBER MAT AND…
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THIS IS AN UPDATE TO MY ORIGINAL COMPLAINT #:11299056 FOR UN-COMMANDED ACCELERATION ON 1/13/2020. THE CHEVY DEALERSHIP WORKED WITH GM CORPORATE ENGINEERS AND WERE UNABLE TO DUPLICATE THE PROBLEM AFTER SEVERAL DAYS. THE RETURNED THE CAR AND BLAMED IT ON THE FLOOR MAT. THIS IS NOT LIKELY SINCE THE MAT IS A OEM HEAVY RUBBER MAT AND THE ACCELERATOR PEDAL DOES NOT REST ON THE FLOOR BOARD. SINCE THE CAR WAS RETURNED AND DRIVING FOR WEEKS, I NOTICED THE BATTERY RANGE WILL NOT CHARGE MORE THAN 49 MILES OF ELECTRICAL CHARGE WHEN IT OFTEN CHARGED UP INTO THE 50-60 MILE RANGE PRIOR TO THE INCIDENT. I'VE BEEN DRIVING THE CAR IN SLOWER HEAVY TRAFFIC LATELY AND THIS DRIVING STYLE OFTEN INCREASES ELECTRIC MILEAGE RANGE AFTER A FULL NIGHTS CHARGE. IT WILL NOT DO SO ANYMORE EVEN THOUGH THE ECONOMY MANAGEMENT SCREEN INDICATE MAXIMUM RANGE ECONOMY OF OVER 250 MPG. I'M A RETIRED GAS TURBINE MECHANIC AND I KNOW A PROBLEM WHEN I EXPERIENCE ONE. I SUSPECT THAT A BATTERY CELL MAY HAVE HAD AN UNCONTROLLED DISCHARGE AND IS NO LONGER ABLE TO ACCEPT A RECHARGE. I HAVE RELAYED THIS INFORMATION TO THE DEALER. NO RESPONSE YET.
NHTSA ODI #11302596
29,716 miles · Jan 26, 2020
Unknown Or Other
FOR THE LAST TWO WEEKS, A "SHIFT TO PARK" MESSAGE HAS BEEN OCCURRING INCREASINGLY UPON VEHICLE POWER OFF. VEHICLE HAS 29716 MILES. TYPICALLY OCCURS UPON PARKING THE VEHICLE AND SHIFTING INTO PARK WHEN THE VEHICLE IS AT A FULL STOP. UPON DEPRESSING THE POWER BUTTON TO POWER OFF THE VEHICLE, A SHIFT TO PARK" MESSAGE APPEARS ON …
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FOR THE LAST TWO WEEKS, A "SHIFT TO PARK" MESSAGE HAS BEEN OCCURRING INCREASINGLY UPON VEHICLE POWER OFF. VEHICLE HAS 29716 MILES. TYPICALLY OCCURS UPON PARKING THE VEHICLE AND SHIFTING INTO PARK WHEN THE VEHICLE IS AT A FULL STOP. UPON DEPRESSING THE POWER BUTTON TO POWER OFF THE VEHICLE, A SHIFT TO PARK" MESSAGE APPEARS ON THE INSTRUMENT CLUSTER. (WHICH IS ODD SINCE THE VEHICLE SHIFT IS ALREADY IN PARK.) THE VEHICLE WILL NOT POWER DOWN AS LONG AS THE "SHIFT TO PARK" MESSAGE REMAINS ON THE INSTRUMENT CLUSTER. ATTEMPTS TO CLEAR THE MESSAGE FROM THE INSTRUMENT CLUSTER DO NOT SEEM TO BE DETECTED. (TRIED WIGGLING SHIFT; DEPRESSING THE SHIFT TRIGGER; SHIFTING TO DRIVE AND BACK INTO PARK SEVERAL TIMES; OPEN AND CLOSED DOOR SEVERAL TIMES; DEPRESSED POWER BUTTON ON AND OFF SEVERAL TIMES WITH NO APPARENT EFFECT. VEHICLE EVENTUALLY CLEARS THE SHIFT TO PARK MESSAGE AND ALLOWS THE DRIVER TO POWER OFF WITH NO APPARENT CONNECTION TO A CLEAR CUT METHOD TO MANUALLY CLEAR THE MESSAGE. (THERE IS NO TYPICAL TIME THAT CAN BE RELIED UPON FOR THE EVENTUAL CLEARING OF THE MESSAGE FROM THE INSTRUMENT CLUSTER TO RETURN TO NORMAL POWER OFF FUNCTIONALITY.) VEHICLE WAS TAKEN TO DEALERSHIP. DEALERSHIP REPORTED THAT THE PROBLEM WAS IN THE SHIFT MECHANISM. DEALERSHIP REPLACED THE ENTIRE SHIFTER ASSEMBLY AND JUMPER HARNESS, N-HARNESS AND N-CONTROL. BILL FOR REPAIR WAS $572.26 . DEALERSHIP DID NOT COVER THE REPAIR UNDER WARRANTEE. DEALERSHIP ALSO COMMUNICATED THAT REPAIR HAD NO EXISTING RECALL NOTIFICATION AND COULD NOT BE COMPENSATED BY MANUFACTURER RECALL.
NHTSA ODI #11302079
52,000 miles · Jan 24, 2020
Unknown Or Other
WHEN TRYING TO TURN THE CAR OFF A "SHIFT TO PARK" LIGHT COMES ON AND THE CAR WILL NOT TURN OFF. WHEN LOOKING FOR AN EXPLANATION I FOUND THAT THIS A COMMON PROBLEM WITH THE 2ND GEN VOLT. WHEN I TOOK THIS CAR TO THE DEALER THEY WERE WELL AWARE OF THIS PROBLEM. THIS IS A COMMON PROBLEM THAT IS A DESIGN FLAW AND THE SECOND GEN VOLT …
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WHEN TRYING TO TURN THE CAR OFF A "SHIFT TO PARK" LIGHT COMES ON AND THE CAR WILL NOT TURN OFF. WHEN LOOKING FOR AN EXPLANATION I FOUND THAT THIS A COMMON PROBLEM WITH THE 2ND GEN VOLT. WHEN I TOOK THIS CAR TO THE DEALER THEY WERE WELL AWARE OF THIS PROBLEM. THIS IS A COMMON PROBLEM THAT IS A DESIGN FLAW AND THE SECOND GEN VOLT SHOULD BE RECALLED BY THE MANUFACTURER.
NHTSA ODI #11301668
25,300 miles · Jan 16, 2020
Power Train
CAR WON'T SHUT DOWN AND STATES SHIFT TO PARK ON SCREEN WHILE CAR IS IN PARK. SHIFT ASSEMBLY IS BAD.
NHTSA ODI #11299938
177,000 miles · Jan 15, 2020
Electronic Stability Control (esc)Service BrakesSteeringCrashInjury
TL* THE CONTACT OWNED A 2016 CHEVROLET VOLT. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 35 MPH, THE MESSAGE SERVICE STABILITRAK SUDDENLY DISPLAYED. THE BRAKE PEDAL WAS STILL AND THE STEERING WHEEL FAILED TO RESPOND WHEN TURNED AS A RESULT CONTROL OF THE VEHICLE WAS LOST AND THE CONTACT CRASHED INTO A BLUFF. THE VEHICLE …
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TL* THE CONTACT OWNED A 2016 CHEVROLET VOLT. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 35 MPH, THE MESSAGE SERVICE STABILITRAK SUDDENLY DISPLAYED. THE BRAKE PEDAL WAS STILL AND THE STEERING WHEEL FAILED TO RESPOND WHEN TURNED AS A RESULT CONTROL OF THE VEHICLE WAS LOST AND THE CONTACT CRASHED INTO A BLUFF. THE VEHICLE WAS DESTROYED. THE DRIVER SUSTAINED A SORE BODY DUE TO THE IMPACT AND MEDICAL ATTENTION WAS NOT SOUGHT. NO POLICE REPORT WAS FILED. THE VEHICLE WAS TOWED AWAY. THE LOCAL DEALER (UNKNOWN) WAS CALLED AND INFORMED THAT THE VEHICLE WAS DESTROYED BUT THE FAILURE EXPERIENCED WAS NOT DISCUSSED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 177,000.
NHTSA ODI #11299570
40,000 miles · Jan 13, 2020
Power TrainVehicle Speed Control
UN-COMMANDED VEHICLE ACCELERATION UNDER FULL ELECTRIC DRIVE MODE (TWICE). WHILE DRIVING STEADY AROUND 65 MPH ON THE FREEWAY (NO CRUISE CONTROL USED), A SLIGHT STEP ON THE ACCELERATOR, CAUSED THE CAR IMMEDIATELY ACCELERATED UP TO 88 MPH (DASH SHOW LARGE ELECTRICAL DRAW OF BATTERY POWER). STEPPING ON THE BRAKE, USING THE REGEN PAD…
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UN-COMMANDED VEHICLE ACCELERATION UNDER FULL ELECTRIC DRIVE MODE (TWICE). WHILE DRIVING STEADY AROUND 65 MPH ON THE FREEWAY (NO CRUISE CONTROL USED), A SLIGHT STEP ON THE ACCELERATOR, CAUSED THE CAR IMMEDIATELY ACCELERATED UP TO 88 MPH (DASH SHOW LARGE ELECTRICAL DRAW OF BATTERY POWER). STEPPING ON THE BRAKE, USING THE REGEN PADDLE ON THE STEERING WHEEL AND REPEATED PRESSING THE CRUISE CONTROL POWER DIDN'T DISENGAGE THE POWER SURGE. CAR WOULD ACCELERATE WHEN BRAKE PRESSURE WAS LIFTED. AFTER REPEATED HARD PRESSING OF THE BRAKE PEDAL, THERE WAS A "CLACK" SOUND FROM BELOW THE DRIVER CONSOLE AND THE CAR RETURNED TO NORMAL. BEING ON THE FREEWAY, I WAS NOT ABLE TO PULL OVER AND RESTART/REBOOT THE CAR. I CONTINUED TO DRIVE CAUTIOUSLY, MONITORING THE CAR AND LEFT THE FREEWAY FOR SURFACE STREETS. EVERYTHING SEEMED TO BE OKAY UNTIL I CAME TO A COMPLETE STOP BEHIND TRAFFIC. WHEN TRAFFIC STARTED MOVING AGAIN, I LIGHTLY DEPRESSED THE ACCELERATOR PEDAL AND THE CAR BEGAN ACCELERATING QUICKLY ON IT'S OWN. SEVERAL HARD PRESSES OF THE BRAKE PEDAL AND THE CAR RETURNED TO NORMAL. THIS SECOND INCIDENT WAS NOT AS VIOLENT AND THE FIRST AND THERE WAS NO "CLACK" SOUND FROM BELOW THE DRIVER DASH AS WITH THE FIRST. THIS IS WORRISOME AND CANNOT BE RELATED TO THE CRUISE CONTROL SINCE IS WAS AT A STOP AND CC ISN'T SUPPOSED TO ENGAGE UNDER 25 MPH. THE REST OF THE SEVERAL MILES TO MY WORK WAS UNEVENTFUL. I'VE CONTACTED THE DEALER ABOUT THE SAFETY OF DRIVING IT OR HAVING IT TOWED. WAITING FOR THEIR RESPONSE. I IMAGINE THE ON-BOARD COMPUTER WOULD'VE STORED TODAY'S DRIVING DATA.
NHTSA ODI #11299056
27,000 miles · Jan 4, 2020
Electrical System
THE CAR SHOWS A MESSAGE ON THE INSTRUMENT CLUSTER THAT SAYS SHIFT TO PARK EVEN THOUGH THE GEAR SHIFT LEVER IS ALREADY IN PARK. THIS FAILURE TO DETECT WHEN THE GEAR SHIFT LEVER IS MOVED TO PARK PREVENTS THE CAR FROM SHUTTING OFF AND LOCKING. SOMETIMES CONTINUOUSLY WIGGLING THE GEAR SHIFT AND REPEATEDLY SHIFTING TO OTHER GEAR PO…
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THE CAR SHOWS A MESSAGE ON THE INSTRUMENT CLUSTER THAT SAYS SHIFT TO PARK EVEN THOUGH THE GEAR SHIFT LEVER IS ALREADY IN PARK. THIS FAILURE TO DETECT WHEN THE GEAR SHIFT LEVER IS MOVED TO PARK PREVENTS THE CAR FROM SHUTTING OFF AND LOCKING. SOMETIMES CONTINUOUSLY WIGGLING THE GEAR SHIFT AND REPEATEDLY SHIFTING TO OTHER GEAR POSITIONS AND BACK TO PARK CAN SOMETIMES GET THE VEHICLE TO RECOGNIZE IT IS IN PARK. THIS SITUATION OCCURS INTERMITTENTLY WITHOUT A PATTERN. VERY FRUSTRATING. AND DANGEROUS.
NHTSA ODI #11297134
55,000 miles · Dec 20, 2019
Fuel/propulsion SystemVisibility/wiper
THE VOLT CENTER DISPLAY HAS GONE BLANK, PROBABLY A BAD SCREEN. THE DISPLAY SERVES MULTIPLE PURPOSE: INFOTAINMENT, NAVIGATION, CHARGING CONTROL (BEING AN ELECTRIC VEHICLE), AND MOST IMPORTANTLY THE BACK UP CAMERA DISPLAY. THE REAR HATCHBACK VISIBILITY IS VERY POORLY DESIGNED, WITH GREAT DEPENDENT & RELIANCE ON DRIVER TO USE THE…
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THE VOLT CENTER DISPLAY HAS GONE BLANK, PROBABLY A BAD SCREEN. THE DISPLAY SERVES MULTIPLE PURPOSE: INFOTAINMENT, NAVIGATION, CHARGING CONTROL (BEING AN ELECTRIC VEHICLE), AND MOST IMPORTANTLY THE BACK UP CAMERA DISPLAY. THE REAR HATCHBACK VISIBILITY IS VERY POORLY DESIGNED, WITH GREAT DEPENDENT & RELIANCE ON DRIVER TO USE THE BACK CAMERA. WITHOUT THE DISPLAY, BACKING DRIVER CAN NOT SEE A SMALL CHILD NOR ANY OBJECT.
NHTSA ODI #11290287
38,532 miles · Dec 19, 2019
Power Train
WHEN PARKING THE CAR AFTER HAVING STOPPED, ANT ERROR MESSAGE 'SHIFT TO PARK' APPEARS ON THE DISPLAY EVEN THOUGH THE SHIFTER WAS IN PARK. THIS PROBLEM PREVENTS CAR FROM BEING TURNED OFF.
NHTSA ODI #11290093
29,368 miles · Dec 16, 2019
EnginePower Train
UNABLE TO TURN OFF POWER TO CAR WITH ERROR ON DASHBOARD SAYING SHIFT TO PARK. HAVE TO POWER ON AND OFF SEVERAL TIMES WHILE MOVING THE SHIFTER IN AND OUT OF PARK TO GET THE CAR TO TURN OFF.
NHTSA ODI #11289511
NHTSA investigations
2PE23022 · Loss Of Motive Power Due To The Battery Energy Control Module
Opened Nov 29, 2023 · Closed Mar 3, 2025
Status: closed (inferred from source dates) · Electrical System; Electrical System:propulsion System; Electrical System:propulsion System:traction Battery:management System/energy Control Module (bms/becm)
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.
Additional source detail variants (3)
Electrical System
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.
Electrical System:propulsion System
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.
Electrical System:propulsion System:traction Battery:management System/energy Control Module (bms/becm)
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.
DP22005 · Pedestrian Alert Sounds
Opened Jan 27, 2023 · Closed Aug 7, 2023
Status: closed (inferred from source dates) · Electrical System:propulsion System
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.
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