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    William Maley

    Rumorpile: More Details on The Cadillac ELR

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    William Maley

    Staff Writer - CheersandGears.com

    July 2, 2012

    General Motors has been quiet on the new Cadillac ELR since announcing it would go into production for the 2014 model year. However, Car & Driver has uncovered some information that shines some light of what we could expect of Cadillac’s new extended-range EV.

    It’s been bandied about that ELR would share the same Voltec powertrain used in the Chevrolet Volt, but rumor has it that the ELR will swap the current 1.4L engine and use a naturally aspirated variant of Opel’s newly-developed Ecotec MGE engine. The Ecotec MGE engine is the base for a future family of low-emissions, direct-injection four-cylinder engines that will eventually replace most of GM’s Family 1 engines. For those wondering what a GM Family 1 engine is, the 1.8L four used in the Sonic and Cruze is one of them.

    The Ecotec MGE engine block has been engineered to have a max displacement of 2.0L, though Car & Driver says expect the engine in the ELR to a 1.8L or less.

    Another problem facing the ELR is weight. Compared to the Volt, the ELR is expected come with a wealth of luxury appointments and refinement, which means added weight and less range on electric power.

    For 2013, the Volt gets a larger 16.5 kWh battery pack, which increased its electric range to 38 Miles. That gives us a hint the ELR might be getting a larger battery pack to overcome the added weight.

    Source: Car & Driver

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

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    WOW, Talk about Bloat!

    I thought the Volt did better than 38 miles on pure electric. Was it not rated at 80?

    I would have expected the ELR to drop to about 60 due to weight and the traditional luxury bloat, but this is crazy. 38 miles only?????

    So in rereading the C&D story, I can understand the limitations, but I still have to wonder about the battery pack challenges when you have other companies stating 200+ miles on electric. Why can GM only get so little out of the battery pack?

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    The Volt was only 40.

    Wouldn't losing 2 doors cut weight?

    I think the bigger news here is the engines. Those engines will eventually find their way into the Sonic and Cruze, neither of which are currently direct injected. Fuel economy and/or power on both of those models should improve nicely.

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    The Volt was only 40.

    Wouldn't losing 2 doors cut weight?

    I think the bigger news here is the engines. Those engines will eventually find their way into the Sonic and Cruze, neither of which are currently direct injected. Fuel economy and/or power on both of those models should improve nicely.

    Minimal weight loss if any. Because the structural components, body panels are still there.

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    Unless they build this car out of carbon fiber it is going to be obese, and no one wants a 4,200 lb Delta platform car for $60,000. That makes a Cimarron look good. I think GM is making an error here, unless they can find away to deliver electric drive at ATS level performance. If they can make a performance electric car I am all for it, if this is a Cadillac that drags to 60 in 10 seconds and drains the battery in 30 miles, then no thank you.

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    WOW, Talk about Bloat!

    I thought the Volt did better than 38 miles on pure electric. Was it not rated at 80?

    I would have expected the ELR to drop to about 60 due to weight and the traditional luxury bloat, but this is crazy. 38 miles only?????

    So in rereading the C&D story, I can understand the limitations, but I still have to wonder about the battery pack challenges when you have other companies stating 200+ miles on electric. Why can GM only get so little out of the battery pack?

    Volt was 35, goes up to 38 for 2013

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    I hope the styling helps sell this car as I think it may be a challange. I hope I am wrong but I worry this one may not be a big sales hit.

    I think GM should have done a small Minivan like the Chevy they showed in China. THat would have appealed to the eviro people much more.

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    This topic affects my keyboard. It makes one of the keys stick for some reason.

    zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz... see wut I mean? :smilewide:

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    the next step for the volt to evolve is weight loss and high tech materials.

    maybe the volt just continues as the first production applications of newest technologies....

    volt should shed 500 pounds......

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    At what point does the Volt and ELR become pointless? With mild hybrid vehicles getting the same or better mileage for less money, who is really going to buy these cars? Am I missing something?

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    I think the key is they plan to keep investing into these kinds of cars till batteries improve. The power cells are key and at some point with enough time and money being invested someone will solve the issue.

    Even back in the day they knew how to make a light bulb but few could make one that did not burn out in a short period of time. Edison and others worked on it for a good while till better materials were found to solve the issue. Save idea applies here.

    The key to keeping this market going is if they can even sell limited numbers of these cars it will give more companies reason to invest money into development into new materials for these cars. No market no investment it is that simple.

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    At what point does the Volt and ELR become pointless? With mild hybrid vehicles getting the same or better mileage for less money, who is really going to buy these card? Am I missing something?

    The point is that the source of the rotational power is now moot. The engine in the volt is about as basic as you can get in a car today. it has not yet benefited from the technology gains other cars have. No direct injection no turbos

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    At what point does the Volt and ELR become pointless? With mild hybrid vehicles getting the same or better mileage for less money, who is really going to buy these cars? Am I missing something?

    The point of the car is not Fuel Economy, but alternatives to petroleum. You can put an ICE, steam power, or nuclear fusion reactor to run the batteries and it will run just fine. None of the hybrids can make such claim despite boasting bigger fuel economy numbers. So the vehicles are not pointless but of importance from this point on.

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    Want a solar powered, steam wankel with a sterling engine waste heat collector? The Volt could, theoretically, use such a contraption and still operate as an every day car.

    My wish for the Volt's next step is this: A very small displacement, turbo charged HCCI gas generator. HCCI can get 15% better fuel economy than a direct injected gas engine of the same displacement, but they don't like to rev. 3,000 RPM is about the limit for HCCI operation and then they have to switch over to spark ignition. This setup could potentially put the Volt into the 70mpg - 80mpg range

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    dfelt

    Posted (edited)

    Could the VOLT and ELR benefit from a Aluminum/balsa wood tub or better yet Carbon Fiber tub like what BMW is doing for the next M3? This would totally rock as the amount of weight loss would truly help push up the pure electric numbers.

    I would think some of the corvette weight saving mechanical ideas would be used in the volt to reduce and increase the electric range.

    Before anyone says anything, NO I do not see this taking anything away from the Corvette by using parts from the light car.

    Edited by dfelt

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      Let's get into the technical chops of the Hunstable Electric Turbine (HET) motor.
      Permanent magnet circumferential flux 4 rotor motor 3D magnetic structure produces four active torque producing areas all with the same polarity 30% reduced use of copper in the coil Maximum torque production from all magnetic field interactions Reduced motor size due to patented unique design requires no unproductive open spaces Large Lorentz Force that peaks with a large reluctance force. Best way to explain this is to quote their website: " by extending the length of the magnetic tunnel region, the torque that is present throughout the coils travels without regard to the coils at pole face length. Unlike existing conventional machines where torque is only present at an optimum point as it approaches a magnetic pole, the HET has no single optimum point but rather all positions exhibit maximum torque. The torque and force will exist while the coil in in the tunnel, regardless of tunnel length.
      Traditional electric motors have always had a current pulse from the three phase supply requiring a timed rotation that allows for optimum torque production at a single instant in time where only a single phase is active. Electronics have been used to manipulate and soften the pulsations to some degree to gain performance as seen by the current leading EV manufacturers.
      The HET motor is able to use a different approach due to the large force presented. One could talk about coils, poles and phases but the end result is that the the technology used by the HET Motor allows for all phases produced to create a continuous pulse of power. These power pulses overlap rather than being sequential thus eliminating torque pulsations ending with maximum torque production.
      The HET Motor has an advantage that no other electric motor can equal and that is that via software control, the phases can be controlled into particular patterns allowing for true variable pole count ending in adjustable speed / torque development. To quote Linear Labs: "This allows a speed change increase with no changes in frequency, current or voltage level, which makes an electronic transmission possible."

      Current electric motors use what is called Field Weakening. This is where one has peak torque at 0 RPM but trades torque for speed as it goes faster. Excitation speed increases as torque drops by weakening the magnetic fields.
      Induction motors increase speed by reducing this excitation current, permanent magnet motors inject an opposing current to control this which is known as a D axis current injection. The constant horsepower region is what this area of speed increase is called. Torque being traded for speed, but total horsepower does not change.
      Efficiency drops off in the uses as stated above and this is what the HET motor addresses with its revolutionary design. To quote Linear Labs: " By slightly rotating a single side rotor, an axial magnetic component is introduced. This weakens , as far as the coils are concerned, the total magnetic field experienced by the coils. The degree of field weakening controls the trade-off between torque and speed.
      For the first time in electric machine history, as the HET Motor enters the Constant Horsepower Region, core losses drop and overall efficiencies actually climb."
      At this time you would not be blamed for saying "SO WHAT" what does this get me?
      The benefits of this revolutionary new motor or as Linear Labs likes to call it their electric turbine is the following list:
      Magnetic Configuration producing 100% more torque than any other design. Efficiency, reduced copper losses resulting in reduced on-board energy storage. Power, testing has shown that the HET motor with standard cooling produces continuous and peak power at 1.9 kW and  2.7 kW at a base speed of 3000 RPM superseding any other commercially available electric propulsion unit. Cost and Compactness, resulting in less cost of on-board electronics, converters, controllers, etc. Thermal Management, superior design due to less copper and what is known as end windings that contribute nothing to torque or output giving you superior efficiency. Variable speed applications, perfect for low speed constant use but also for high speed applications. Acoustic Noise, HET motors being smaller than current commercial counterparts along with limited torque pulsation provides a quiet drive system removing most noise heard by the human ear. Some of the markets that are ripe for Linear Labs motors are of course the auto industry, HVAC industry, industry manufacturing, pretty much any market where constant and variable electric motors are being used. This results in potential energy conservation on a large scale.
      Linear Labs see's the potential benefits from scooters, to drones, motorcycles, cars and trucks. The uses of their HET Motor will revolutionize the world while contributing to energy conservation.
       

      View full article
    • By dfelt
      Revolution most commonly starts in the heart of what is to be disrupted. In this case, oil country is where one of the most revolutionary new motor designs is coming from. The minds at the University of Texas in Dallas, Dr. Babak Fahimi and the Renewable Enery and Vehicular Technology Laboratory brings us this new startup "Linear Labs Inc. A Smart Electric Motor Company" who just completed their funding round to allow them to market and produce their flagship motor, the Hunstable Electric Turbine motor.
      Currently today's electric vehicle has a high revving horsepower motor with low torque, as an example you can find many electric motors that produce 50 horsepower at 10,000 rpm with 26 lb-ft of torque. The Hunstable Electric Turbine motor produces that same 50 horsepower at 1,300 rpm with 200 lb-ft of torque thus eliminating the need for a gear box as well as other components which in turn reduces cost and complexity.
       

      The Hunstable motor while eliminating geared reduction thus being useful for direct drive applications retains the capability to perform at extremely high speeds and maintains maximum efficiency throughout the loading curve.
      Let's get into the technical chops of the Hunstable Electric Turbine (HET) motor.
      Permanent magnet circumferential flux 4 rotor motor 3D magnetic structure produces four active torque producing areas all with the same polarity 30% reduced use of copper in the coil Maximum torque production from all magnetic field interactions Reduced motor size due to patented unique design requires no unproductive open spaces Large Lorentz Force that peaks with a large reluctance force. Best way to explain this is to quote their website: " by extending the length of the magnetic tunnel region, the torque that is present throughout the coils travels without regard to the coils at pole face length. Unlike existing conventional machines where torque is only present at an optimum point as it approaches a magnetic pole, the HET has no single optimum point but rather all positions exhibit maximum torque. The torque and force will exist while the coil in in the tunnel, regardless of tunnel length.
      Traditional electric motors have always had a current pulse from the three phase supply requiring a timed rotation that allows for optimum torque production at a single instant in time where only a single phase is active. Electronics have been used to manipulate and soften the pulsations to some degree to gain performance as seen by the current leading EV manufacturers.
      The HET motor is able to use a different approach due to the large force presented. One could talk about coils, poles and phases but the end result is that the the technology used by the HET Motor allows for all phases produced to create a continuous pulse of power. These power pulses overlap rather than being sequential thus eliminating torque pulsations ending with maximum torque production.
      The HET Motor has an advantage that no other electric motor can equal and that is that via software control, the phases can be controlled into particular patterns allowing for true variable pole count ending in adjustable speed / torque development. To quote Linear Labs: "This allows a speed change increase with no changes in frequency, current or voltage level, which makes an electronic transmission possible."

      Current electric motors use what is called Field Weakening. This is where one has peak torque at 0 RPM but trades torque for speed as it goes faster. Excitation speed increases as torque drops by weakening the magnetic fields.
      Induction motors increase speed by reducing this excitation current, permanent magnet motors inject an opposing current to control this which is known as a D axis current injection. The constant horsepower region is what this area of speed increase is called. Torque being traded for speed, but total horsepower does not change.
      Efficiency drops off in the uses as stated above and this is what the HET motor addresses with its revolutionary design. To quote Linear Labs: " By slightly rotating a single side rotor, an axial magnetic component is introduced. This weakens , as far as the coils are concerned, the total magnetic field experienced by the coils. The degree of field weakening controls the trade-off between torque and speed.
      For the first time in electric machine history, as the HET Motor enters the Constant Horsepower Region, core losses drop and overall efficiencies actually climb."
      At this time you would not be blamed for saying "SO WHAT" what does this get me?
      The benefits of this revolutionary new motor or as Linear Labs likes to call it their electric turbine is the following list:
      Magnetic Configuration producing 100% more torque than any other design. Efficiency, reduced copper losses resulting in reduced on-board energy storage. Power, testing has shown that the HET motor with standard cooling produces continuous and peak power at 1.9 kW and  2.7 kW at a base speed of 3000 RPM superseding any other commercially available electric propulsion unit. Cost and Compactness, resulting in less cost of on-board electronics, converters, controllers, etc. Thermal Management, superior design due to less copper and what is known as end windings that contribute nothing to torque or output giving you superior efficiency. Variable speed applications, perfect for low speed constant use but also for high speed applications. Acoustic Noise, HET motors being smaller than current commercial counterparts along with limited torque pulsation provides a quiet drive system removing most noise heard by the human ear. Some of the markets that are ripe for Linear Labs motors are of course the auto industry, HVAC industry, industry manufacturing, pretty much any market where constant and variable electric motors are being used. This results in potential energy conservation on a large scale.
      Linear Labs see's the potential benefits from scooters, to drones, motorcycles, cars and trucks. The uses of their HET Motor will revolutionize the world while contributing to energy conservation.
       
    • By Drew Dowdell
      The First of GM’s All-New Pickups Posts a 20 Percent Q1 Gain
      Industry retail sales, consumer sentiment rebounding GM average transaction prices set new first-quarter company record Chevrolet Trax, Equinox and Colorado set first-quarter company sales records DETROIT — General Motors (NYSE: GM) announced today that it delivered 665,840 vehicles in the first quarter of 2019, with a selling mix of trucks, SUVs and crossovers above 80 percent. GM’s focus on these vibrant segments helped it earn the highest average transaction prices for any first quarter in the company’s history.
      The Chevrolet Trax, Equinox and Colorado all set GM first-quarter sales records and the GMC Acadia posted its best quarter ever. The all-new Cadillac XT4 was the best-selling vehicle in its segment and the Buick Enclave was up 28 percent versus a year ago.
      The all-new full-size pickups from Chevrolet and GMC are also off to a very strong start.
      “Our production launch was very smooth and crew cab sales are brisk, especially those with premium trims,” said Kurt McNeil, U.S. vice president, Sales Operations. “We look forward to improving availability of our wide-range of cabs, trim series and powertrains.”
      First-quarter 2019 average transaction prices for GM's all-new, light-duty pickups were $8,040 higher compared to their outgoing models in the first quarter of 2018, with the GMC Sierra leading the segment, according to J.D. Power PIN estimates. Combined sales of the 2019 Chevrolet Silverado 1500 and GMC Sierra 1500 crew cabs — the first of the company’s all-new full-size pickups to launch — were up 20 percent year over year. Crew-cab production mix is currently running above 70 percent to meet strong customer demand, up 10 percentage points on average from the previous-generation trucks. More than 95 percent of the all-new GMC Sierra 1500 crew cab sales are high-end trims including SLT, AT4 and Denali. Availability of all-new regular-cab and double-cab pickups was very limited during the quarter due to launch timing, but full production of all cab styles started in March and they currently are arriving in dealer showrooms.
      GM will begin the next phase of its full-size pickup truck launch in the second half of the year with the all-new 2020 Chevrolet Silverado HD and GMC Sierra HD.
      “We are bullish on pickups and expect to gain sales momentum throughout the year,” said McNeil. “We are installing capacity in Flint to build more HD pickups in total, more crew cab models, more dualies and diesel models, too, all in response to dealer and customer demand.”
      Other new models launching this year include the XT6, Cadillac’s first three-row crossover, and the CT5, Cadillac’s new luxury-sport sedan. The all-new Chevrolet Blazer is also gaining momentum, and the brand will begin national advertising for the vehicle during the second quarter as production ramps up.
      Solid U.S. Economy, Strong GM Operating Discipline
      GM sales in the first quarter of 2019 were down 7 percent year over year compared to a very strong first quarter of 2018.
      “After a slow start to the year, the retail SAAR has risen each month since January,” said Elaine Buckberg, GM chief economist. “Consumer sentiment continued to recover in March and the other key drivers of auto sales like employment, wage growth and household balance sheets are healthy. The Fed paused in raising interest rates, which eases a headwind facing auto sales. Overall, the U.S. economy is in solid shape, which bodes well for the industry outlook.”
      GM’s Commercial deliveries, which are another barometer of economic strength, grew at an average annual rate of more than 7 percent from 2012 to 2017 and were up 11 percent year over year in 2018. Commercial deliveries were close to flat to a very strong first quarter a year ago, even with limited availability of regular light- and heavy-duty pickups, and heavy-duty crew-cab pickups.
      GM has demonstrated continued strong operating discipline and is very well positioned heading into the second quarter:
      The company’s incentive spending as a percentage of average transaction price was 13 percent, down close to a full percentage point year over year, according to J.D Power PIN. GM’s per-unit incentive spending was down $175 year over year, as domestic competitors increased their spending in the quarter, according to J.D. Power PIN. Average transaction prices rose $938 to a first-quarter record of $35,881, according to J.D. Power PIN. Inventory is a healthy 818,967 units heading into the second quarter, which tends to be a strong quarter for industry sales.   QUARTER 1 (CALENDAR YEAR-TO-DATE) JANUARY - MARCH   2019 2018 %Change Volume   2019 2018 %Change Volume   Cascada 746 918 -18.7   746 918 -18.7   Enclave 12,580 9,869 27.5   12,580 9,869 27.5   Encore 24,606 25,468 -3.4   24,606 25,468 -3.4   Envision 7,623 9,696 -21.4   7,623 9,696 -21.4   LaCrosse 2,902 7,066 -58.9   2,902 7,066 -58.9   Regal 3,408 3,708 -8.1   3,408 3,708 -8.1   Buick Total 51,867 56,804 -8.7   51,867 56,804 -8.7   ATS 522 3,962 -86.8   522 3,962 -86.8   CT6 2,188 2,467 -11.3   2,188 2,467 -11.3   CTS 2,428 2,442 -0.6   2,428 2,442 -0.6   Escalade 6,819 8,111 -15.9   6,819 8,111 -15.9   XT4 7,026 0 ***.*   7,026 0 ***.*   XT5 13,278 14,845 -10.6   13,278 14,845 -10.6   XTS 3,734 4,898 -23.8   3,734 4,898 -23.8   Cadillac Total 35,995 36,727 -2.0   35,995 36,727 -2.0   Blazer 3,023 0 ***.*   3,023 0 ***.*   Bolt EV 4,316 4,375 -1.3   4,316 4,375 -1.3   Camaro 12,083 11,792 2.5   12,083 11,792 2.5   Colorado 33,494 28,859 16.1   33,494 28,859 16.1   Corvette 3,943 4,457 -11.5   3,943 4,457 -11.5   Cruze 23,311 39,855 -41.5   23,311 39,855 -41.5   Equinox 88,500 82,398 7.4   88,500 82,398 7.4   Express 17,215 19,774 -12.9   17,215 19,774 -12.9   Impala 13,259 14,067 -5.7   13,259 14,067 -5.7   LCF 559 530 5.5   559 530 5.5   Malibu 34,197 34,150 0.1   34,197 34,150 0.1   Silverado 114,313 135,545 -15.7   114,313 135,545 -15.7   Sonic 4,460 5,983 -25.5   4,460 5,983 -25.5   Spark 6,423 6,945 -7.5   6,423 6,945 -7.5   Suburban 11,029 14,725 -25.1   11,029 14,725 -25.1   Tahoe 20,853 23,643 -11.8   20,853 23,643 -11.8   Traverse 34,223 38,198 -10.4   34,223 38,198 -10.4   Trax 24,580 20,482 20.0   24,580 20,482 20.0   Volt 2,520 3,478 -27.5   2,520 3,478 -27.5   Chevrolet Total 452,401 490,919 -7.8   452,401 490,919 -7.8   Acadia 31,200 29,900 4.3   31,200 29,900 4.3   Canyon 6,954 7,213 -3.6   6,954 7,213 -3.6   Savana 6,566 4,797 36.9   6,566 4,797 36.9   Sierra 40,546 41,468 -2.2   40,546 41,468 -2.2   Terrain 25,364 32,964 -23.1   25,364 32,964 -23.1   Yukon 14,947 15,002 -0.4   14,947 15,002 -0.4   GMC Total 125,577 131,344 -4.4   125,577 131,344 -4.4   GM Vehicle Total* 665,840 715,794 -7.0   665,840 715,794 -7.0                     76 selling days for the QUARTER 1 this year and 77 for same QUARTER last year.  
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