It's not a full electric since it has an engine. I'm almost certain the motor and battery can't provide full performance, which would rule out it being an EREV. That would make it hybrid, albeit a strong hybrid.

For CAFE and ZEV purposes the labeling doesn't matter.

 

"E-REV" is a term created specifically for the Volt, AFAIK, to try to differentiate the Volt from other plug in hybrid configurations/specifications. Doesn't seem to have worked out, isn't a term that has gained any traction in the industry. Reality is, it's a plug in hybrid (PHEV). The differences are largely ones of definition, not of any sort of real differentiation.

 

The CT6 hybrid will likely weigh around 4100lbs. The 18.4KWh battery will likely be limited to 120KW discharge like the second generation Volt. This puts the max EV power at around 150hp and likely in the ballpark of 300lbft of torque. This will move the car fine in city driving all EV but for merging onto a highway will be slow. So I expect that the CT6 will operate somewhere between Volt like and Fusion energi like.



The Volt is not the only EREV on the market. The Fisker Karma and the VIA motors truck and van are also considered EREV's.

 

The BMW i3 with the range extender option also fits GM's EREV definition. Also, my understanding is that the Ford Energi vehicles (Fusion, CMAX) will persistently stay in EVNow mode across shutdown and restarts and while it is in EVNow it's behavior and performance would qualify it as an EREV although not a particularly sporty one.

 

GM has not revealed much detail about the CT6 hybrid transmission. It is believed to be RWD like the other CT6 powertrains so it isn't literally the same as the Volt/Malibu design. It seems likely to be derived from or closely related to the Volt/Malibu design. GM has made it reasonably clear that the CT6, unlike the ELR, is not an EREV. The CT6 plugin hybrid's default behavior allows the gas engine to be blended in during hard acceleration because it's peak power output is around 335 HP which is far higher than the battery pack and electric motors can provide on their own.

 

I think the CT6 is a hybrid because it uses more than one form of propulsion. According to early reports, it can operate on electric alone, but only up to 80 MPH, then it uses both. I suspect this is necessary to maintain a level of performance that is higher than the Volt.

The question is will the CT6 Plugin be based on the Volt. The Volt and Malibu are FWD. I would be surprised if it is not RWD same as the ICE versions. Although I think there will be an AWD option for the ICE versions. I see no reason why the general Voltec architecture can't be used in a RWD or even AWD via a traditional mechanical transfer case. Perhaps the bigger question is how the new Voltec transmission can be set up to handle a much more powerful ICE, I believe the 2 liter turbo will put out about 260 hp. Specifically, can the electric motors provide enough reactive torque in the two eCVT modes to handle the much higher torque.

In any case, no matter how the hybrid drive train works, I believe we will see variations of it in everything Cadillac makes. This is the direction BMW, Mercedes and other competing manufactures have said they will be doing. This will provide better economy, better performance, and more importantly, a more refined and quiet power delivery.

 

What I want to know are two numbers, the real world MPG and the price. If it can match my Volt's 94 MPG lifetime number at $50K I'm in. Alas, the ELR was a big disappointment, both with their initial MSRP, and my personal disappointment for not holding out until now as I'm somewhat stuck with my volt, purely on principle that I won't throw away (take it on the chin with a trade-in) a perfectly good car.

 

One of the things that may be different on this car is the regenerative braking. My last car was a Lexus hybrid that was rearwheel drive as well. it's more difficult to get a lot of regenerative braking out of rear drive wheels then it is out of the front ones because traction goes down as braking force increases in the rear.