2014 Chevrolet Spark: what breaks, and at what mileage

What owners report breaking

Owners have reported 39 named failure modes on the 2014 Chevrolet Spark, and the three most-reported carry 30% of everything filed, which is an unusually even spread for one model year.

Other engine problem leads with 38 reports, about 2.6 per 1,000 vehicles and with the middle half of reports between 2k to 60,000 miles.

Other powertrain problem follows with 27 reports, usually reported between 6k to 80,000 miles.

Seat belt or retractor failure follows with 16 reports, usually reported between 48k to 130,000 miles.

By system, the reports fall mostly into engine (56), transmission (51) and electrical (30).

How bad it is when it goes

Across the named modes, 13 mention a crash and 6 an injury. Those are the words owners used in their own complaints, and NHTSA does not verify them, but they are the closest thing in this data to a measure of what a failure actually did.

The average severity weight across every report on this year is 4.42, where a stalled engine or a failed airbag weighs many times more than a rattling trim panel, and a figure this high means the reports are dominated by failures with safety consequences rather than annoyances. The weighting is set out in full on the methodology page.

What the top failures cost to put right, as editorial estimates for an independent US shop rather than figures from NHTSA: other engine problem at $300–$4,000, other powertrain problem at $400–$4,500, seat belt or retractor failure at $200–$900 and other electrical problem at $250–$2,000. Dealer labour, a seized bolt or a part that is no longer made can push any of these past the top of its range.

40% of the reports on this year sit in the engine, transmission, drivetrain or cooling systems — the four where a repair bill is usually four figures.

How often, against how many were built

Scaled by an estimate of how many of these cars exist, the 2014 Chevrolet Spark draws about 18 per 1,000 vehicles, which puts it in the 92nd percentile of complaint rates among 2014 vehicles we can rate.

That denominator is the weakest number on the page and it is fair to say so plainly. Rate per 1,000 uses a fleet-size estimate derived from recall paperwork for this exact model year. It is a lower bound.

The working figure is 14,882 vehicles. If the true number is twice that, every rate on this page is half what it says; the ranking against other 2014 vehicles, which is what the risk score uses, is far more robust than the rate itself.

Recalls on the 2014 model year

NHTSA has issued 6 recall campaigns covering the 2014 Chevrolet Spark, affecting an estimated 51,315 vehicles. A recall is a different kind of evidence from a complaint: it is the regulator and the manufacturer agreeing that something has to be fixed, and the fix is free for as long as the car exists.

The campaigns cover latches/locks/linkages:hood:latch and equipment:electrical:radio/tape deck/cd etc.. Whether the work was actually done on the car in front of you is a question only the VIN can answer, and the manufacturer or NHTSA will answer it free.

Recalls also distort complaint counts. Publicity about a campaign reminds owners that complaining is possible, so reports for a recalled component often spike after the recall rather than before it.

How 2014 compares with the other years

Severe risk for a 2014 — 34th riskiest of the 270 2014 vehicles we can rate. Every score on this site is a rank inside its own model year, which is what makes a 2004 and a 2019 comparable at all.

Across the 8 model years of this car that carry enough reports to score, 2016 comes out best at 63 and 2019 worst at 82, with 2014 itself at 78.

If the model year is negotiable, 2016, 2020, 2018 and 2017 score lower than 2014 by a margin worth acting on. Same body, same engines, different luck — usually a supplier change or a mid-cycle fix, which the complaint data can show but never explain.

Within the 2013–2018 generation specifically, 2016 is the strongest year at 63 and 2013 the weakest at 78.

Where to spend the inspection money

The mileages below are where the first quarter of reports for each mode had already been filed, which makes them the point at which a fault is worth looking for rather than the point at which it happens: other fuel system problem from about 500, other engine problem from about 2k, complete transmission failure from about 3k and other electrical problem from about 4k.

On a 2014 Chevrolet Spark with more miles than that on it, the useful question to put to a seller or a mechanic is whether other fuel system problem has been dealt with, and if so with what parts and at whose expense. A car that has already had the repair is in a different position from one that has not.

None of this is a diagnosis. It is a list of what other owners of the same model year reported, ordered by when they reported it, which is a good place to point an inspection and a poor place to stop.

Where these figures stop being useful

274 owner reports; fleet size estimated from this year's own recall paperwork. Every count on this page is therefore a floor: it is the number of owners who went to the trouble of filing with a federal agency, which is a small and self-selected fraction of the owners who had the fault.

Of those 274 reports, 192 carried an odometer reading, so the mileages here describe 70% of the sample rather than all of it. Owners also round: readings pile up on multiples of ten thousand, which is why this site publishes "about 90,000 miles" and not "91,438".

Named failure modes come from matching phrases in the complaint text, so a badly worded complaint can land in the wrong bucket. The effect washes out across hundreds of reports and does not wash out across five.

And nothing here predicts what one car will do. These are other people's complaints, filed years apart, on cars maintained by strangers. Read the page as a map of where this model year has previously gone wrong, then have the specific car in front of you inspected.