We’ve been teased, seen spy shots, and even seen leaks ahead of today’s official announcement. But the 2014 Cadillac ELR is finally here. The new luxury coupe is first in that it’s the first application of an extended range drivetrain by a full-line luxury brand. Other than that, it’s pretty much the Converj concept — with usable side mirrors and a realistic interior.
The ELR is powered by an EREV propulsion system with a range-extending 1.4L gasoline-powered electric generator. If that sounds familiar, that’s because the same powertrain can be found in the Chevrolet Volt.
The ELR, however, has been tuned for “uncompromising performance”, according to Cadillac, featuring 207 hp (154 kW) and 295 lb.-ft. of torque (400 Nm). That’s 12 percent more torque than what’s found in the 3.6 liter V6 LFX found in Cadillac’s SRX midsize crossover. For those keeping score, the ELR makes 58 hp (43 kW) and 22 lb.-ft. of torque (32 Nm) more than the Chevy Volt.
Total range in the ELR is expected to exceed 300 miles (480 km), with roughly 35 miles (56 km) of pure electric driving — depending on terrain, driving techniques and temperature — estimated by GM.
Highlights Include
- Enhanced AT-PZEV emissions meet California’s criteria for single-occupancy access to high occupancy vehicle lanes
- Light-emitting diode (LED) headlamps, daytime running lamps and taillamps, as well as signature front and rear lighting elements
- Twenty-inch wheels paired with tires designed to balance responsive handling and a comfortable ride with efficiency
- Interior design featuring cut-and-sew accented leather incorporating sueded microfiber, chrome, wood and available carbon fiber finishes throughout
- Cadillac CUE with Navigation is standard. CUE is Cadillac’s breakthrough system for connectivity and control, using Natural Voice Recognition, capacitive touch and hand gestures used on smart phones and tablets
- Programmable charging schedules and downloadable energy efficiency reports available online and through smartphone notification charging alerts
- Cadillac’s advanced active safety features, including Safety Alert Seat, Forward Collision Alert and Lane Departure Warning, along with available Side Blind Zone Alert with Rear Cross-Traffic Alert and full-speed-range adaptive cruise control
- Advanced chassis and suspension systems, including HiPer Strut front suspension, compound-crank with Watts link rear suspension and Continuous Damping Control, which adjusts damping every two milliseconds for optimal ride and handling in all conditions
- Standard premium Bose 10-channel audio system with active noise cancellation.
We will see the ELR in person tomorrow at the Detroit North American International Auto Show, and will have a few videos to show you after that, as well.
Limited Production
The Cadillac ELR will be a specialized vehicle that is produced in limited quantities.
“ELR marks a fresh, even surprising new dimension of Cadillac,” said Cadillac global vice president Bob Ferguson. “An additional aspect of ELR’s appeal to will be exclusivity. It will be a specialized offering produced in limited numbers.”
On Sale Q3 2013, Built At Detroit-Hamtramck, MI
The Cadillac ELR will commence production at GM’s U.S. Detroit-Hamtramck plant (shared with the Chevy Volt and Impala) in late 2013, with sales starting in early 2014 in North America. Sales will then expand to global markets, including China and Europe.
2014 Cadillac ELR Specifications
Overview Model: | 2014 Cadillac ELR |
Body style / driveline: | front-wheel-drive, two-door coupe extended-range electric vehicle |
Construction: | single body-frame-integral (unibody) with front and rear crumple zones; galvanized steel front fenders; roof, door panels; aluminum hood; one-piece bodyside outer panel; thermal plastic olefin (TPO) bumper fascias |
EPA vehicle class: | compact car |
Manufacturing location: | Detroit-Hamtramck Assembly, Hamtramck, Mich. |
Battery manufacturing location: | Brownstown Township , Michigan |
Battery System Type: | rechargeable energy storage system comprising multiple linked modules |
Size/case: | 5.5-foot-long T-shaped; glass-filled polyester structural composite with aluminum thermal radiation shield and steel tray |
Mass (lb / kg): | 435 / 198 |
Battery chemistry: | lithium-ion |
Thermal system: | liquid active thermal control |
Cells: | 288 prismatic |
Combined electric/extended driving range (miles / km): | More than300 / 480 |
Warranty: | eight years / 100,000 miles |
Energy: | 16.5-kWh |
Engine Type: | 1.4L DOHC I-4 |
Displacement (cu in / cc): | 85.3 / 1398 |
Bore & stroke (in / mm): | 2.89 x 3.25 / 73.4 x 82.6 |
Block material: | cast iron |
Cylinder head material: | cast aluminum |
Valvetrain: | overhead camshafts; four valves per cylinder, continuously variable intake and exhaust cam phaser |
Ignition system: | Individual coil-on-plug – cassette type |
Fuel delivery: | sequential multi-port fuel injectors with electronic throttle control |
Compression ratio: | 10.5:1 |
Output (kW / hp @ rpm): | 63 / 84 @ 4800 |
Max engine speed (rpm): | 4800 |
Emissions controls: | close-coupled catalytic converters; 58x ignition system; returnless fuel rail; fast light-off O2 sensor |
Fuel type: | premium required |
EPA-estimated fuel economy: | TBD |
Electric Drive Type: | electric, two-wheel, front-drive |
Motors (two); | drive motor, 117-135 kW; generator motor, 55 kW |
Transaxle: | Voltec electric drive system |
Power (kW / hp): | 154 / 207 (total system power) |
Torque: (lb-ft / Nm): | 295 / 400 |
Charging Times 120 V (travel charger): | about 12hours (actual charge times may vary) |
240 V (charging station): | about 4.5 hours (actual charge times may vary) |
Performance 0-60 mph: | TBA |
Top speed (mph): | 100 |
EV range (combined city/hwy): | about 35 miles (56 km) |
EV / Extended range: | More than 300 miles / 480 km, including EV on fully charged battery and full tank of fuel (est.) |
Chassis & Suspension Front: | HiPer Strut with continuously variable real-time damping and driver-selectable modes, specially tuned coil springs with side load compensation, direct-acting hollow stabilizer bar, hydraulic ride bushings |
Rear: | specially adapted compound crank (torsion beam) with Watts link; double-walled, U-shaped profile at the rear; specifically tuned coil springs, hydraulic bushings; shocks with continuously variable real-time damping and driver-selectable modes |
Chassis control: | four-channel ABS; all-speed traction control; StabiliTrak; drag control |
Steering type: | rack-mounted electric power steering with ZF steering gear |
Steering wheel turns, lock-to-lock: | 2.5 |
Turning circle, curb-to-curb (ft / m): | 38.4 / 11.7 |
Steering ratio: | 15.36 |
Brakes Type: | power four-wheel vented disc with ABS; electro-hydraulic; fully regenerative to maximize energy capture; dynamic rear brake proportioning |
Brake rotor diameter front (in / mm): | 12.6 / 321; vented, single 60mm front / rear piston w/ steel body caliper |
Brake rotor diameter rear (in / mm): | 12 / 292; solid; steel body caliper with single 38mm piston |
Total swept area (cu cm): | front: 523,rear: 325 |
Wheels & Tires Wheel size and type: | 20 x 8.5-inch cast aluminum |
Tires: | 245/40R20 all-season |
Exterior Dimensions Wheelbase (in / mm): | 106.1 / 2695 |
Overall length (in / mm): | 186 / 4724 |
Overall width (in / mm): | 72.7 / 1847 |
Track width front (in / mm): | 62.1 / 1578 |
Track width rear (in / mm): | 62.4 / 1585 |
Height (in / mm): | 55.9 / 1420 |
Interior Dimensions Seating capacity (front / rear): | 2 + 2 |
Headroom (in / mm): | front: 36.9 / 938,rear: 34.7 / 882 |
Shoulder room (in / mm): | front: 55.2 / 1403,rear: 49.9 / 1268 |
Hip room (in / mm): | front: 52.9 / 1344, ,rear: 48.6 / 1234 |
Legroom (in / mm): | front: 42.2 / 1071,rear: 33.6 / 853 |
Cargo volume (cu ft / L): | 9 / 255 (est.) |
Capacities Curb weight (lb / kg); | 4070 / 1846 |
Generator cooling (qt / L): | 7.7 / 7.3 |
Battery pack cooling (qt / L): | 6.2 / 5.8 |
Power electronics cooling (qt / L): | 3 / 2.8 |
Fuel tank (gal / L): | 9.3 / 35.2 |
Engine oil w/ filter (qt / L): | 3.7 / 3.5 |
Drive unit fluid (qt / L): | 8.93 / 8.45 |
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Comments
We all knew it was going to look great.. But any word on what the final MSRP is?
No pricing yet, andrew. I’m guessing we’ll wait a few months to see that… but my personal guess is $55,000 base.
Ya that’s right where I was thinking.. before the $7500 rebate.
Also, am I correct in saying this has a ~55hp bump over the volt? In the case of the Volt and ELR the gas and electric motor HP figure aren’t combined like conventional hyrbids.. right? And over 20ft-lb more torque? I’m in no way surprised they made the ELR more powerful, that’s just a sizeable jump in power, is it running Voltec 2.0?
Yupp, the ELR is more powerful. I’ve updated the article to reflect the ELR’s power advantage over the Volt and we’ll be updating the post throughout the next few hours to include specifications and more details.
Greenhouse and rear quarter reminds me of the 2000 Celica. The overall shape makes me think of a big fat Hershey’s kiss.
i wonder why it doesn’t use the 2.0T or the 1.4T to differentiate from the volt’s powertrain??
I was wondering the same thing. Or at least use a more fuel efficient engine. That 1.4L isn’t the most frugal lump in GM’s parts bin.
I mean it is okay but it’s just that I was hoping Cadillac or the Voltec engineers would be wise enough to work on it that way by using either the 1.4T because it does have 138 hp adding to the electric motors or the 2.0T
I don’t think a larger our turbo motor would improve the performance of the ELR. The engine, when the car is in extended range mode powers a generator which inturn charges the battery, the battery then provides power to the motor that drives the wheels.
The engine doesn’t directly drive the wheels. So putting say, the LT1, in a Volt/ELR (if it could fit, this is hypothetical) wouldn’t give you a 0-60 time of 4 seconds.
This is also why the engine is limited to 4800rpm, it doesn’t need to be redlining to get the best performance, it needs to be optimized for running the generator so it can then more efficiently charge the batteries.
Originallu, pre-bankruptcy, there was talk of a 3-cylinder engine going in the Volt.
Well the press statement said priced at around $55,000.00 before tax credit .
0-60 in 8 rather than Volt’s 9 seconds by programming means – no difference in the
range-extender. Tell you the truth, I’m rather disappointed. For your $60,000 you
get a power cup holder and a luxo interior with 2 doors and poor rear headroom…
The ELR is truly a niche of a niche vehicle. Will they sell 8-10,000 units? I doubt it.
Are there enough eco-conscious retired golfers out there who will purchase this
over a much much more practical entry-level Model S? I think not. ELR has 80 miles
less total range than Volt. Volt sales will suffer this year at the hands of
Ford’s Energi PHEVs and I don’t see ELR taking up that production slack
at Hamtramck.
This year’s reveal of a $21,000 Nissan LEAF made in Smyrna Tennessee is
much more significant towards a broader exceptance of electric vehicles
in North America. Just think, if you add on your California $2,000 rebate, you
can drive a 70-100 mile base EV for your second or third car at around $18,800!
Many folks will tip in at that price.
Look for ELR to be a limited, limited run.
ELR, like the Volt, has unlimited range, whereas the Model S needs to be charged when it runs out of electricity – the ELR and Volt can simply be refilled. The only people that don’t realize that Voltec can be driven indefinitely using gasoline are the uninformed and those being intentionally misleading (you). I don’t see how that’s “more practical”.
The ELR has almost exactly the same performance and range specs as a Fisker Karma, and those are being bought by celebrities and rich, fashion-minded customers, not retired golfers. It has that status because of its styling – which the ELR matches.
The styling and luxurious aspects, combined with the next-gen powertrain make this an aspirational car, NOT an eco-minded car for octogenarians.
To add to what you said, the ELR has a much, very much, nicer looking interior than the Model S
http://www.unfinishedman.com/wp-content/uploads/2011/12/Tesla-Model-S-Interior.jpg
The Cadillac ELR is like eating a fine steak. A Nissan Leaf is like eating a fried fish. Both are electric but the Caddy will last longer. The Leaf could be the first “disposable” EV. When it goes bad, thow it away, like all Japanese imports. Look at the junkers! There are more junked imports than even, since they are so cheap! American cars cost more, but last longer. Do you want cheap transportation, or want one that will last?
Absolute biggest problem with the Leaf isn’t it’s limited range, it is it’s non-environmentally controlled battery. It has no battery cooler like the Volt and ELR have, and now they are actually facing lawsuits in warm weather climates. And the same effect can happen in cold weather with batteries not lasting as long from a charge, and the Volt has a battery warmer as well.
At nine inches longer and two-and-a-half inches wider than Volt,
I think GM engineers did their best to fit ELR onto the Cruze-
Volt platform. The results look very good, but it does lose a bit
of it’s “edge” ( swoopiness, 20″ wheels and longer steeper decklid )
to it’s showcar cousin Converj.
Why would anyone want one of these vs. a Volt? Will
we see nostalgic Ricardo Montalban ( jr?) ads touting ELR’s
“rich Corinthian leather”?
My issues so far:
The relatively low electric range.
The Volt/Malibu/Equinox/ATS/XTS/Cruze/etc steering wheel.
Inefficient gasoline engine.
Otherwise it’s a gorgeous car, no doubt about it. But the price is kinda close to the Tesla Model S (40kW)…and that car has 5 seats, longer electric range, and is sexy beyond words…
It looks so… “Cadillacish”. Its getting so that I can’t distinguish one Cadillac from another
it is a very attractive looking car indeed 🙂
Alex, again I think its time to re educate people visiting the site on how Voltec system works, I am seeing allot of confused posts… My point being why in the world would the ELR need a 2.0L Engine when the 1.4 is used specifically to charge the battery pack to extend the range of the electric drive system… There is no need for a larger heavier gas engine… How are people still confused by this…
The ELR looks great, I retract all my comments about it looking like a Cruze Coupe/2000 Celica… Love the look, good job GM…
I was just thinking is the ELR about the size of a BMW 1 series? humm
Beautiful car, beautiful interior but I’d be worried about it’s sales if I was a stake holder.
@Yabadabadoo –
There is no confusion – Here are the facts:
Lead engineers of the Volt project admitted in professional
engineering journals that the choice of the caste-iron block
1.4 EcoTec range extender was purely a financial one, as
it was in stock, readily available and easy to spec. Much
was said that an aluminum block range extender would
be the preferred choice, using an Atkinson combustion
cycle like Prius – cost allowing. This said, Toyota
also improved the Prius HSD hybrid system from 42 mpg.
to 50 combined by INCREASING the horsepower of it’s
gas powerplant thus allowing the engine to run at
lower RPM at cruising loads. Other improvements Toyota
discovered were removing all belts and drives such
as water pumps or starters. This kind of improvement
would be workable on the 2.0 4 cyl. in GM’s arsenal.
More power from a lighter genset.
Rumors flew that ELR would have a “Volt 1.5”
power set – thus the 2.0 rumors. Turns out, they
went the cheap route, changed the software
programming to more “performance” achieving
a 1 second improvement 0-60 while decreasing
electric range from 40 to 30-35.
It all points to the fact GM is not intending Voltec
to beat current hybrids, but as a halo project
that it has been taking losses on for three years
of retail sales.
ELR is an attempt to up production at Hamtramck
and avoid more plant shutdowns ala 2012. it won’t
work, as ELR is slated as an extreme low volume
halo car as well. ( VERY HEAVY SIGH ).
@Andrew –
GM is no longer facing lawsuits from LEAF owners in Phoenix and Texas.
Nissan avoided the issue until it became news, then offered the digruntled
owners money back or different models.
LEAFs will now be built in Smyrna, Tennessee and offer a new, revised
battery chemistry which should improve temp. issues in nearly all
regions of the USA. Also, Nissan has tweaked their battery warranty
to further satisfy doubters.
That said, you’re right about Volt and ELR posessing thermally controlled
battery packs. This is much better, but also is more expensive. It’s the
same as buying a compact car vs. a larger, more capable one. Sure,
Voltec is superior, but you will pay for such. Many doubted Nissan’s
decision to not thermally control their batteries – and Nissan even admitted
LEAF v.2 will have heated and cooled packs.
All in, what America and the world need now is an AFFORDABLE EV.
Nissan made compromises that work for all but those who live in
extreme climates like Minnesota or Phoenix. LEAFs sell big in
moderate climes ( like mine in Seattle or West Coast ) and work
well there. We’ll see if Nissan quelled the temp. issues and if
LEAF sales take off with their new offer of U.S.-built $18-21,000
base versions ( after federal and some state tax and rebate offers ).
The way your comment is formatted (line spacing) made it extremely annoying to read. btw. Also, you can reply directly to another person’s comment by selecting the reply button under their name/beside the comment.
Why would GM be facing a lawsuit from Leaf owners? I assume that was a typo..
The fact is, there are still Leaf owners pissed about not getting the claimed 100 mile range: http://jalopnik.com/5974593/nissans-in-hot-water-with-leaf-owners-in-hot+ass-arizona
To say the Leaf sells “big” is subjective in a way, since their sales are bottom of the barrel. If the US wants a cheap EV why is the Volt outselling the Leaf month over month (triple the sales for some months)?
Obviously the Volt will cost more with a more advance and better battery pack, it doesn’t take an industry analyst to know this. So with that said, you would prefer to buy an inferior product you know will likely give you trouble and won’t hold up to manufacturer’s promises, or spend more and get a more reliable and usable product?
EV are still in their infancy, and aren’t really worth buying. The Volt on the other hand isn’t an EV. The Volt is the next step in the hybrid-EV-alternative fuel game. Sure GM has the Spark EV, but the Voltec really in the technology that makes the most sense right now.
I don’t see Leaf sales taking off with Ford and GM both bringing EVs to the price field.. and the Spark EV has 400lb-ft of torque! and is suppose to have best in class range.
@ Paul –
Paul, the Fisker Karma is DOA. They haven ‘t even produced one at
the Valmet factory in Finland since last July. Reasons behind this
can be found on YouTube, by Karma owners who point out the shoddy
workmanship for $100,000, the lackluster performance and might
we add the faulty engineering which led to several fires which destroyed
owner’s cars! Fisker’s battery supplier ( A123 ) went bankrupt and
it’s new Chinese owner is still in negotiations with Fisker to provide
packs so they can resume production. Fisker is destined to fail –
the performance quotient isn’t good – no matter how sexy the design.
As you know, several hundred Fiskers were destroyed by Sandy while
sitting onshore in NJ. Fisker is currently in court because their
insurance company is refusing to pay for the lost cars! Many of
the cars sat there for months waiting for a retrofit of the 12v battery
circuitry that caused the aforementioned customer car fire destruction.
EREVs do not have “unlimited range”. No car does – that would mean
perpetual motion! – LOL. What you mean is, after 300 miles you can
put gas in an ELR to continue on a long trip – 380 miles for Volt.
Model S makes much more sense for the $56-59,000. Four doors,
made in USA – and with range from 130-240 miles BEFORE RECHARGE,
this meets the needs of 85% of all buyers.
Remember GM used EPA research that the avg. American drives no
more than 30-40 miles per day to build Volt. Tesla’s at ELR’s pricepoint
go much further than that – plus have a “Supercharger” network
that enables a 30 minute charge to reach 80% capacity. That’s a latte
or lunch break to go another 120-240 miles. Add this info to
your assessment Tesla Model S vs. ELR and ELR makes zero sense.
ELR has a smaller back seat than Volt ( which already is cramped for 2 ).
ELR costs the same as the aforementioned Teslas. Tesla is
sexy, and sleek with a 17″ touchscreen console designed by Apple
engineers.
All this makes ELR a lame-duck and makes no sense in today’s
marketplace for aspiring wealthy EV buyers.
@ Paul –
To further inform re: Fisker’s woes – in a deal helped by our pal
Bob Lutz – sexy Fisker Karma bodies sitting around Finland
without a purpose ( read above ) have been sold to a small firm
in the U.S. called VL Automotive, owned by a Detroit industrialist.
The car will be a Karma body stuffed with a Corvette V-8.
http://gmauthority.com/blog/2013/01/new-destino-sedan-is-what-happens-when-a-fisker-karma-eats-a-corvette-zr1/
It appears Lutz helped out his pals from GM now working for
Fisker ( see Tony Posawatz, Volt team, now Fisker CEO ) by
investing in some Karma bodies to convert into ICE
supercars!
@Andrew
You are correct – I made a typo. Here is an article re: Nissan LEAF
owner’s class action lawsuit re: LEAF battery life –
http://www.topclassactions.com/lawsuit-settlements/lawsuit-news/2537-nissan-leaf-battery-life-class-action-lawsuit
I’m having issues with sentence length and this
blog post. I try small columns and they too look
“annoying” lol.
You’re making the mistake of comparing LEAF
to Volt. One is an EREV version of a PHEV
( Volt, ELR , VIATRUX, Karma ) – the other is
a BEV or Battery Electric Vehicle. It’s a common
error as many publications and websites do the
same to this day. Someday people will figure
out that the two vehicles appeal to two different
buyers and markets.
You cannot call Volt and ELR an “EV” – they are not.
LEAF is the largest selling EV ever – anywhere.
To date, the Volt is the biggest selling PHEV.
In my area of Seattle exists the top-selling LEAF
dealer in the USA. I see several LEAF ( Leaves? LOL)
per day in my area. The car is a “big seller” in many
areas of the United States by region – namely
West Coast and Colorado which tend to lead the
eco or “green” trend nationwide.
LEAFs have sold better internationally than domestically,
largely due to the tariffs and shipping costs inherent
in cars sent from Japan. Smyrna-based LEAFs will
be in dealers shortly and we’ll see the impact of the
S model LEAF ( budget model ) in total sales.
2013 will see Volt sales dive. This is due to Ford’s
Energi model C-Max and Fusion, as well as the
Fusion and C-Max hybrids which reach the larger
hybrid segment ( e-assist with no plug ).
The big deal here is cost. Folks have a pricepoint
they’re comfortable with, and a 4 seater at
$45,000 before tax credit will not be a big seller.
This is why Prii sell in the millions while Volts sell
in the 20,000s.
If you are not familiar with me, I am one of the
nation’s top Volt proponents. You don’t have to
argue with me over Voltecs attributes. Perception
is 90% of reality these days and Ford, Toyota and
Nissan are winning the marketing game. GM is
not producing Volts at a price that will give it a
chance to rival Prius, Energi or even it’s own
lackluster 2-Mode hybrid “Eco” versions.
Give GMAuthority an edit feature and my posts
will be less “annoying” LOL…. It’s not my format
but my factual information you should be concentrating
on IMO.
@ Andrew –
One cannot compare SparkEV, FocusEV or FitEV with
the Nissan LEAF. Spark is a city car, or a microcar, if
you wish. LEAF is a compact class, 5 passenger car.
Prius and Volt are sometimes compared as subcompacts,
yet they are nearly indentical in size.
Chevrolet has denied SparkEV’s purpose as a compliance
car – made to satisfy government mandates in certain
states. This said, Chevy is only selling the car in those
states, and only promises wider distribution in the future.
Ford is also holding FocusEV close to the vest. While it too
brags about it’s EV, it only makes a tiny amount to sell
to the general public. Honda with FitEV and Fiat with the
500EV just come out and tell it like it is – admitting they take
large losses per unit and only sell them for compliance.
Lithium is the culprit here. Manufacturers have assessed
the playing field, and for now, believe the best bet is
to market hybrids without plugs which allow tiny lithium
packs and a much more reasonable MSRP.
In the PHEV/EREV world, this means plug-ins with
prices that may entice current Prius owners to trade up
to a plug – and get a measley 11-20 miles electric range
( level ground, moderate temperatures, easy acceleration ).
No argument Voltec is far superior in the PHEV/EREV
world. VIA Motors has shown where this tech has the
most promise to take off – LARGE TRUCKS, VANS and SUVs.
Google Bob Lutz’s comments TODAY to Autocar about
how hindsight shows us Volt was not best use
for Voltec. Rembmer Bob was “co-father” of Volt in the
first place.
Hope for point-of-purchase rebates instead of hokey tax
credits to get EREVs/PHEVs off the ground. We’ll have
to suffer through these years of high cost lithium before
any hope for economies of scale in production can mean
you or I ( average American ) can afford to pop for a
plug-in that’ll get us off the dino juice.
Earth to James come in James… The gas engine does not provide direct power to the wheels, it provides extended range to the batteries, thus why would GM change the gas engine… The electric engine can be modified to drive the wheels…
by modified I mean produce more power…