Seems crazy that they can't diagnose this any better than guessing. If they're gonna guess, can they offer any other guesses that are maybe cheaper or covered under the battery warranty which is still in effect? ...
Just to recap:
Both times car is dead after a very brief DCFC. Tap the CP card to start and stop the charge session. Indication shows it added ~20 miles of range.
Both times car boots up fine but there is no Go Pedal response
and there is now a check engine light.
: dealer installs a new HPCM2 [hybrid power control module 2]. Covered by warranty. I was told it is a common part used on the Volt and the Bolt and they had it in stock. Has a fault code that can't be reset.
Car is fine for a month. I did not do a DCFC until I made another Airport Run, Friday morning, O-dark:thiry...
: dealer service manager says they want to "TRY" an $800 Airbag module and it's not covered by the Power Train Warranty even though it takes out the Power Train.
He says "It's the next item in the 'Trouble Tree' we use to trouble shoot".
No mention if it needs another HPCM2 this time, but he blathers on about 'Hard Codes' that can't be reset in these modules and they are then 'Bricked'.
And if this does not fix the problem I am still out $800? I ask, 'Then what?' and he doesn't know.
"That's the top of the tree."
In his defense,
this is all the info he has to go on. Is it pride that keeps these guys from calling GM EV Tech Support?
Couldn't GM provide some sort of 'Test Only' modules that can have the 'hard codes' reset? Trouble Shooting tools! For modern EV's!
I kind of doubt this is the kind of trouble shooting Nissan and Tesla does. I know this wouldn't fly in Aviation.
Does anyone have a contact at GM's EV Engineering? GM needs to up their trouble shooting game.
This is not how I want my future Bolt to be worked on.
I would pay for this $800 Airbag module if the service manager was not being cagey about what happens when I pick up my car and drive immediately to the same DCFC station and I'm stranded again.
This is not a case of getting bad fuel at a certain gas station. I got the electrons just fine.
So let's say this DCFC station is putting out an 800 VDC spike when I stop the charge.
All of the 12 VDC systems are getting power provided by the APM when powered up and the 12 V battery when not.
If I worked in GM EV Engineering I'd be all over this situation. These things can be tested scientifically.
Hard fixes and answers are what's needed. Not "Let's try this next", at the owner's expense, with no guarantees.