GM is still aiming to transition its entire light-duty vehicle portfolio to zero emissions by the 2035 timeframe, but while the automaker previously planned to move directly from ICE (internal combustion engine) platforms to BEV (battery electric vehicle) platforms, The General recently announced it would also reintroduce plug-in hybrid electric vehicles (PHEVs) to the North American market. Framed as a sort of intermediary powertrain technology to bridge the gap between ICE-based vehicles and BEVs, PHEVs provide considerable benefits in fuel economy and lowered emissions. The question, then, becomes this – where will the new General Motors PHEV tech come from? The answer is simple – it already exists.
Chevy Equinox PHEV
GM CEO Mary Barra announced the automaker’s new PHEV strategy in January on the heels of cooling consumer demand for BEVs, and although she did not set a specific timeline for when General Motors PHEVs would return to the North American market, or what the specific products would be, Barra did state that the technology would be delivered “in a capital and cost-efficient way because the technology is already in production in other markets.”
For those listening closely, that statement likely alludes to one market in particular – China.
Chevy Equinox PHEV
As GM Authority covered previously, GM China will soon introduce a new PHEV model, specifically the next-generation 2025 Chevy Equinox, images of which were leaked late last year. Although details on the 2025 Chevy Equinox’s new PHEV powertrain are scarce, we do know it’ll include a turbocharged 1.5L I4 gasoline engine producing around 170 horsepower. Combined with the electric hybrid components, output is expected to be over 200 horsepower. While likely adequate, a figure like that would position The Equinox PHEV on the lower end of the power spectrum when compared to rival PHEV products:
| Chevy Equinox PHEV (China) | Ford Escape PHEV | Hyundai Tucson PHEV | Kia Sportage PHEV | Toyota RAV4 Prime | Mitsubishi Outlander PHEV | |
|---|---|---|---|---|---|---|
| Engine | Turbo 1.5L I4 | 2.5L I4 | Turbo 1.6L I4 | Turbo 1.6L I4 | 2.5L I4 | 2.4L I4 |
| Engine Output, HP | 170 | 163 | 180 | 180 | 177 | 134 |
| Engine Torque, LB-FT | TBD | 155 | 195 | 195 | 165 | 144 |
| Electric Motor Output, HP | 188 | 129 | 90 | 90 | 179/53 | 114 |
| Electric Motor Torque, LB-FT | TBD | 173 | 224 | 224 | 199/89 | 188 |
| Combined Output, HP | TBD | 210 | 261 | 261 | 302 | 248 |
While official details of General Motors’ new North American PHEV strategy remain under wraps, it seems obvious at this point that the automaker will source the tech from China through a licensing agreement with SAIC-GM, an option we explored previously. However, as stated in that opinion piece, this option will likely cut into vehicle profits.
Nevertheless, new General Motors PHEVs are indeed on the way for North America, with rumors that The General is working on new PHEV pickups as well. As always, we’ll be there to bring you all the latest and greatest on General Motors’ business strategy and products, so make sure to subscribe to GM Authority for more General Motors technology news, General Motors electric vehicle news, GM business news, and around-the-clock General Motors news coverage.
Comments
Why does a 188 HP motor add only 30 HP for a total of 200 HP? In the Prime, a 179 HP motor adds 125 HP for a total of 302.
Its all about how the power comes on or drops off for the gas engine and electric motor. The electric motor makes more power at slower speeds and rpm usually, and the gas engine makes its power up high. The best combined power is usually somewhere in the middle where they overlap the best.
It’s less that and more power delivery stretsgy and driveline durability. To save weight and maximize efficiency, they don’t run both at the same time
FYI, electric motors don’t deliver more power down low. They are a function of current vs resistance vs losses. They therefore have a rather linear power output, which as power is TQxRPM, that means lots of torque down low, almost none at high rpm, thus rather constant power. Normally power is actually higher mid range, as at really low speeds, the current is just running through the coils making a lot of heat, and at really high speeds, the brushes or drive eat up a lot of power.
To further explain things yes, I was just giving a simple explanation. And they absolutely can run at the same time. Some vehicles more or less. Just depends how they are programmed. Another thing that can change where the power is made on the ICE side of things is if its running Atkinson or not. Most hybrids do.
No thanks. Two systems to maintain (IVE and battery)? What could go wrong? I will stay with ICE as long as possible.
These systems were in the 2008-9 vintage Malibus and the ones I was around did not work well. They spent a lot time in the shop.
The world is ready for Voltec based PHEVs. It was too advanced for its time in 2011, people just didn’t understand how good it was. In addition, Ultium technology is well suited to bring down the cost of Voltec PHEVs which require larger batteries than typical PHEVs by providing much cheaper battery technology.
The Volt seems like the best choice. Bring it back and expand into various models on the same platform.
We bought a new 2016 Cadillac ELR love it. Bring back the cool Cadillac ELR two door coupe and we will buy another one! We also know many people who have a Chevrolet Volt and love them!
Toyota has no problem doing it for decades extremely reliably.
@Carl. At least for the last 6 months after every article about EV’s your reply is essentially the same “Not good enough for me, I will stick to my ICE”. We already know that. Nothing wrong with your opinion, you can stick to ICE for the rest of your life. I would probably do the same, but I might want to try something different later on.
My Volt was just fine. You don’t do any maintenance on the EV parts, so you’re only maintaining the ICE….and not nearly as often thanks to the EV part.
GM already did this plug-in EV once before: Chevy Volt. Which they unfortunately killed to force people in to buying their all electric Bolt. Was the Volt a China-based technology?
Hard to believe that in all of Silicon Valley, no one can create the “technology” for a US made PHEV for GM.
It’s GM designed in USA.
As many of you know, the Chevy Volt was unique, in that the gasoline engine was there to recharge the battery. The battery is what directly powered the wheels. It would run on the battery for roughly 30 miles before the gas engine would kick on to keep the battery charged. My friend has one and loves it. I’m not sure if the future GM PHEV’s will use this technology, or use the common one of the gasoline engine directly powering the wheels once the battery runs low?
2016-2019 Volts had front wheels directly geared to the engine 100% of the time. Differential gears allowed the engine to shut off during electric mode.
But several modes used power from the engine directly to the wheels. Even showed that on the dashboard display.
2011-2015 volts and 2014 and 2016 caddy ELR didn’t have quite as sophisticated a setup, but they too would lockup engine to wheels if in steady state above 40 mph.
I think hybrids are a smart intermediate step. Although I recently test drove a Cadillac Lyriq and was very impressed, I’m not ready for a fully electric car…I don’t think the range is adequate, most take too long to charge, and I don’t believe the charging infrastructure is ready for prime time. I chose the Cadillac XT6 with a gasoline V6, but if an XT6 hybrid were available, I would have seriously considered it.
I had both a Volt and an ELR. They were both trouble free and fantastic performers. For me they were the best solutions.
A perfect example when a company dumps billions of dollars into a single product believing this what the world wants, EV’s? Markets change everyday and it’s difficult to turn an elephant around in a bathtub.
Hey, leave my ex-wife out of this!
The Volt is what they need to bring back and expand models with. This should be easy.
2016-2019 Volts had front wheels directly geared to the engine 100% of the time. Differential gears allowed the engine to shut off during electric mode.
But several modes used power from the engine directly to the wheels. Even showed that on the dashboard display.
Ford has better hybrids than Toyota, since the 2005 Escape, and now offer both the F-150 and Maverick trucks as hybrids. The F-150 hybrid can even power a full home as an emergency generator. GM should had this decades ago.
They did. You didn’t buy one. They stopped.
I absolutely love my Volts! I initially had a 2013 and loved it so much that when someone hit me in 2020 and totaled it, I searched for a used one since they were no longer in production. I found a 2017 and have been so happy with it. I went over 5,000 miles on 7 gallons of gas on mostly local trips, but loved that when we drove to Hilton Head from MA I could use gas and not have to wait for it to charge. I just wish it had more cargo space. So now I’m considering the Rav4 Prime. I really wish GM had the PHEV as I would rather stay with GM.
GM already had a fantastic PHEV in Chevy Volt which had a 53 mile / 85 km electric range, but they discontinued it without ramping up the production and reducing price.
Now Chinese automakers are launching so many PHEVs + BEVs at a lower cost and gaining market share from every other automaker and GM learns its lesson.
Still they can relaunch Volt with 2 different battery ranges. I hope they reconsider.