Or, in the case of the automotive industry, what if you don’t have the end-all, be-all powertrain technology yielding superlative fuel economy, but with sufficient performance, and at a price everyone will clamor for?

With an eye toward ultimately weaning away from petroleum altogether, the common theme at this week’s Detroit Auto Show is all manufacturers are making some kind of nod to fuel economy in every product featured. Also in plain view is it’s a time of mixed messages, unclear direction, competing views and more.

At this stage, automakers’ products in essence represent hedged bets and run the gamut.

You have all-electric, plug-in hybrid, full hybrid, mild hybrid, micro hybrid; technologies like stop/start, direct injection, cylinder deactivation, CVT transmissions, dual-clutch transmissions, “regular” automatics with eight- and nine-speeds and so on. You have “clean diesels” either present or said to be on their way like the pending Chevy Cruze diesel, and even natural gas vehicles are present or pending as well. Also, highlighted are plenty of advanced materials that lighten the car including more use of aluminum alloys, magnesium, high-strength steel, and carbon fiber.

VW CrossBlue Concept.

But who has the “best” solution? Are EVs the future? Are hybrids? What about the controversial dark horse – fuel cell vehicles – mildly represented, but implicitly waiting in the wings? What technology makes the most sense toward weaning away from oil and moving us down the road to zero emissions?

Where are we going with all these “solutions?” That has yet to be proven over the coming years but you have a variety of philosophical perspectives leading to different marketing approaches.

Some makers – like Toyota continue to emphasize the value of its hybrid technology, whereas others like Volkswagen are sprinkling a little of everything into its pending and current product mix.

According to analyst Alan Baum, principal of Baum & Associates, VW is reminiscent of how Toyota was a few years ago as it had a technological head start with hybrids and opportunities to broaden its offerings.

“The success of VW and its cash hoard allows it to do what Toyota did earlier and broadly expand its fuel economy offerings and determine what best meets its goals,” Baum says.

Toyota has made great strides, but has actually backed away from full electrified offerings – for now – while VW has positioned itself to be ready with whatever technology pans out.

2014 Cadillac ELR.

Baum observes that VW has said it will be number one worldwide within half a decade or so. To help in this plan for global domination, it has such innovations as its broadly expansive MQB platform. This is an incredibly versatile platform that can accept front, rear- or all-wheel-drive, in car or crossover form, and with any powertrain it wishes to bolt up.

With it, and by committing to all technologies, the German automaker is showing it is ready for wherever the future winds may blow, not unlike the approach Ford is taking with respect to fuel economy.

Taking a more focused (and conservative) tack is General Motors – the latter of which on the same week unveiled its new racetrack-ready, carbon-fiber laden C7 Corvette to the applause of enthusiasts everywhere, and its Volt-based plug-in Cadillac ELR. Even the Chevy Silverado is being lauded for better fuel economy, although its approach is more measured than that taken with the current Ford F150 and the Atlas concept, which will debut in production form late next year.

Tesla Model X.

Tesla Motors, as most followers of these cars know, is all about the coming electric car revolution, and so it goes. For Tesla, it is sink or swim, and its boldness has won it many fans, but it is a brave gambit it is playing.

The Future

This state of affairs should be no surprise as the industry tries to position itself for predicted rising fuel prices plus federal and European efficiency mandates calling for lower emissions and higher mpg.

It is anything but a case of extreme austerity measures however.

Is what we have in American culture now like a case of dragging a kid kicking and screaming to a scrubbing? Maybe. But who’s the “kid?” Is it some of the automakers that fought or at least strenuously negotiated with CAFE regulators, environmentalists and advocates? Or is it a Western civilization that is “addicted to oil” and cannot give up pleasures it has become accustomed to, and implicitly expects to keep increasing?

In the face of these times of technological feasting are grim threats resulting from global warming, fuel scarcity, or at least uncertain fuel prices and fluctuations tempering the party.

VIA Xtruck Plug-in Series Hybrid.

Some wholeheartedly embrace the dire message like it’s the new religion, showing themselves ready to do their part, whatever that may be to them, while others give nodding assent or ignore or deny what many others say is an unsustainable state of affairs.

It’s been said Americans in particular are crisis managers but the need to scrub up is becoming more and more apparent, so we are seeing more and more clean cars and trucks.

Even the heaviest, largest, fastest vehicles – the ones that burn the most fuel and emit the most hydrocarbons – are making an attempt to look clean and tidy in a relative sense. And even modest increases in mpg in these vehicles add up to big percentage gains.

Economics

We’ve had recessions to contend with adding economic fears to the warnings on the environmental front, but actually the U.S. car market has seen 10-percent annual growth for the last four years.

We’ve long loved our cars in these here United States, old habits die hard, but according to Baum, the growth rate in 2013 will not be quite as strong.

Last year the U.S. purchased about 14.4 million vehicles in all. This year, Baum says he could see 15.1 million being purchased.

As the fortunes of the general industry have increased, so have the proliferation and percentages enjoyed by the alternative segment, which as of yet still represents a relatively small sliver. But they are increasing, and the alternative segments are increasing faster than the general market.

Toyota FCV-R Hydrogen Fuel Cell Vehicle Concept.

This is easily explained in that it’s easier to have a larger percentage uptick over a smaller number than a larger one. Hybrids represent just three percent of the market so they are growing at a faster clip than the general market. Even more true is this characteristic for EVs, which started from nothing just a few years ago, and now are somewhere around 0.6 percent of the general auto market.

While some wonder if they’ll flop, it could just as well be a case of they have nowhere to go but up and we see no reason why they won’t at this point either.

For that matter, neither does GM President Mark Reuss, who this week at the Automotive News World Congress gave a rousing support message that EVs will have their day, and the tide is turning, if not also against resistance and slower than advocates hoped for.

We’ve posted briefs on several of the alternative tech models and concepts on display this week, and shown here are photos of green models highlighted at this week’s show.

BMW i8 Plug-in Hybrid Sports Car.

A number of the gee-whiz vehicles, by the way, happen to be catering to upper middle class buyers. Many car buyers of the middle and lower socioeconomic levels have held onto their cars or are buying clean used cars.

Many of the models on display are there for the new car buyer with enough income and who is informed enough to discern what he or she is willing to pay up for.

Within the mix of what the savvy new car buyer is gravitating to will be some measure of fuel economy because that is the New Priority in today’s automotive landscape. But people still want to feel good in what they have. So, plenty of infotainment, creature comforts, performance and style are also there to pick from.

Summary

In short, no one knows the ideal road to take – not consumers, not automakers, but we’re feeling our way along and making progress, or so it would seem.

If it is fast enough, or not, is anyone’s guess. What technology will prevail is also unclear.

A move away from petroleum consumption is happening. It may be too slow in the view of some, but it is happening.

The post Detroit Show Overview: We’re On The Road to Somewhere, But Not There Yet appeared first on HybridCars.com.

With styling and interior appointments befitting the new sportier image of the brand, the ELR is very true to the 2009 Converj show car.

“ELR is an unprecedented combination of luxury, advanced engineering and progressive design in a coupe that is both sporty and environmentally friendly,” said Bob Ferguson, Cadillac global vice president. “This is a pivotal moment in Cadillac’s history, as we continue our product-driven expansion.”

The photos should speak volumes on that subject, but underneath the panache of what is expected to be a corporate tech halo, the vehicle’s spec sheet is close to the Volt’s.

All-electric range is estimated at 35 miles, and total range exceeds 300, says Cadillac.

Power comes via a traction motor backed up by a 1.4-liter generator and 16.5-kilowatt-hour T-shaped lithium-ion battery. GM has turned up system power over the Volt’s nominal outputs by a bit to yield 207-horsepower (154 kw) from the dual electric motor drive. Torque is rated at 295 pound-feet (400 Nm).

The ELR also weighs around 300 pounds more at 4070 pounds (1846 kg) so the extra power is there to compensate.

Recharge times are estimated at about 12 hours on house current (120 volts), and 4.5 hours using a level 2 charger (240 volts). Faster charging is not mentioned and is not being deemed necessary given anticipated usage patterns for a car like this. The purpose of the gas generator is to bypass the need to hurry up and charge.

Speaking of the gas generator, contrary to the rumor mill that had cooked up stories purportedly from those close to the ELR’s development that it would use a 2.0-liter generator, such is not the case.

The inline-4 DOHC is a carryover with cast iron block, aluminum heads, 10.5:1 compression ratio. It’s rated at 84 horsepower at a sedate 4,800 rpm. This is a low rpm comparatively speaking for a small four cylinder gas engine, but is all that’s needed as a genset. It should therefore see relatively easy duty and this should lend to a long life in theory. Like the Volt’s same unit, it requires premium gasoline.

That said, Tesla Model S and Fisker Karma owners will have no need to worry about losing a stoplight drag race to the Cadillac ELR unless they are caught slow off the line. Cadillac says the performance is to be announced, but – unless GM has a trick up its sleeve – the numbers do not add up to much better than possibly 0-60 times in the neighborhood of 8 seconds or so. We shall see on this question.

In all, the ELR is a stylized compact class car meant to showcase Voltec technology in a premium package. Among high-line features are light-emitting diode (LED) headlamps to go with the styling. Inside is Cadillac’s CUE infotainment system and plenty of cut-and-sew accented leather with sueded microfiber, chrome, wood and available carbon fiber finishes throughout.

Stylized alloy wheel sizes are a sporty 20 inch and all-season tires are low aspect ratio 40-series by 245 mm wide to complement the appearance of performance.

We’d expect also a smooth and controlled ride and handling with help from wide front and rear tracks – 62.1 inches (1,578 mm) in front and 62.4 inches (1,585 mm) in the rear – along with a long wheelbase (106.1 inches / 2,695 mm) and a low center of gravity

Up front, the suspension relies on GM’s HiPer Strut with continuously variable real-time damping and driver-selectable modes. Cadillac says it employs specially tuned coil springs with side load compensation, direct-acting hollow stabilizer bar, hydraulic ride bushings.

In the rear is a “specially adapted” torsion beam with Watts link. This, Cadillac says, has a 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.

Front brakes are 12.6 inches (321 mm) vented, and in back are 12-inch (292 mm) solid rotors.

The ELR will be built alongside the Volt at GM’s Detroit-Hamtramck Assembly Plant, and will have a high level of domestic content including its battery pack assembled in Brownstown, Mich. and comprised of 288 LG Chem prismatic cells.

The battery carries the same warranty as the Volt at eight years/100,000 miles.

The ELR is also certified with AT-PZEV emissions to meet requirements for California’s single-occupancy access to high occupancy vehicle lanes.

Pricing and when it will be launched has not been announced. To date, this and the Volt are GM’s only announced commitment to car models utilizing its advanced plug-in Voltec extended-range electric technology.

The post GM Unveils Volt-Based 2014 Cadillac ELR appeared first on HybridCars.com.

In a little less than a month the world will get to see the first production Cadillac with an extended-range electric powertrain. General Motors announced yesterday it would take the wraps off the Cadillac ELR at the Detroit Auto Show on Jan. 15, 2013.

In October of this year the company confirmed that production for the ELR would start in late 2013 at the automaker’s Detroit-Hamtramck plant.

GM reiterated in a statement Tuesday that the ELR is the production version of the Cadillac Converj, a concept car first unveiled in 2009 at North American International Auto Show. The company said the ELR will build on Converj design themes, which likely means the new Cadillac’s appearance won’t stray far from the concept car’s sweeping lines.

The company hasn’t announced pricing for the ELR.

According to GM, the forthcoming ELR will advance design themes from the Converj concept car seen here.

For more than a year speculation and rumors about the ELR’s powertrain have been that the Cadillac will use an updated iteration of the Voltec extended-range electric powertrain used in the Chevy Volt – a sensible guess since the Volt is produced in the Detroit-Hamtramck facility.

Finer details about the ELR, like its all-electric range, and other performance parameters will probably remain unknown until next month – if not longer. GM did say yesterday the car’s electric propulsion system consists of a T-shaped lithium-ion battery, an electric drive unit, and a four-cylinder engine-generator, using electricity as the primary power source to drive the car without using gasoline.

And like the Volt, when the ELR’s battery has low power reserves, a gasoline-powered electric generator will switch on to allow additional miles. Chevy says the 2013 Volt is capable of 38 all-electric miles, a total range of 380 miles, and has a base price of $39,145.

If the new Cadillac’s powertrain has all-electric miles significantly increased from the Volt, it could, as the only large-scale production luxury car from a major U.S. automaker, turn heads of those mulling the notion of investing in a Tesla Model S or Fisker Karma.

Of the two cars, the extended-range electric Karma’s powertrain more closely resembles that of the GM product, and unless GM has a surprise up its sleeve, it may not outgun the Karma in acceleration, handling, braking – or even design detail – though of course this latter measure is entirely subjective, and beauty is in the eye of he beholder.

GM has said the Cadillac will share drivetrains with the to-be-updated Volt. The Karma has 403 horsepower, 959 pound-feet of torque, and does 0-60 in 5.9 seconds in gas-assisted sport mode, and 7.9 seconds in all-electric mode. Its braking, for a 5,300 pound car is phenomenal thanks to sticky Goodyear sport tires and 6-pot Brembo monobloc calipers up front and 4-piston ones out back pinching over 14-inch rotors. Motor Trend saw 60-0 stopping in 110 feet. Lateral acceleration averages 0.92g.

But then, General Motors has the engineering and much deeper pockets, and Fisker – headed now by former Volt line director Tony Posawatz – is still finding its way through the A123 bankruptcy and working to outlive a list of prior issues not least of which is being under-capitalized.

So, GM may deliver a beautiful product, but will it really be all around superior? And then, you have the all-electric competition from that other California startup which has managed to keep its reputation far cleaner, and has avoided product quality questions thus far also.

Tesla’s 40-kilowatt-hour battery version of the Model S has a range of 160 miles, and base MSRP of $57,400 before a $7,500 federal tax credit. The 85-kwh battery powered Model S, which Tesla says has a range of 300 miles – and easily tops 220 under normal to mixed driving – has a starting price of $77,400 before the tax credit. When fully loaded, the big Teslas can tip the fiscal scales approaching $120,000 out the door.

With GM’s volume production power it could offer the ELR at a price competitive with one or all three versions of the Model S and the $103,000-$116,000 Karma.

The post Cadillac ELR To Be Unveiled At Detroit Auto Show appeared first on HybridCars.com.