Cadillac ELR an innovative looker
SMALL ELECTRIC COUPE proves it’s more than just a luxury Chevy Volt
Much has been written decrying Cadillac’s new ELR as nothing but a jumped-up Chevrolet Volt with a different face. And, indeed, with a similar powertrain and a common platform, the leap to the Caddy’s $78,250 MSRP is a bit of a slap in the face.
But from behind the wheel, the ELR is a (somewhat) different experience. For one thing, the ELR’s steering wheel contains an innovation that should be spread to other hybrids; it’s something that would have benefited even the high-priced, high-tech McLaren P1 hyper hybrid.
Some — usually those with an enthusiast bent — complain that the regenerative braking that increases a hybrid’s efficiency also reduces brake feel. In fact, McLaren made the decision not to include re-gen braking (it is the only hybrid not to recover braking energy) on the P1 because the British supercar maker felt it would lessen driver feedback. It’s probably also worth noting that brake “feel” was the biggest complaint attributed to Porsche’s hybrid 918, which does incorporate regenerative braking.
Cadillac’s innovation is to have two small paddles on the ELR’s steering wheel — where the automatic transmission paddles would usually reside — that operate the re-gen braking system independent of the brake pedal. In the ELR’s case, it’s not a performance addition — Cadillac intends owners to use the paddles in traffic jams to maximize the energy recovered while braking — but it would be a perfect addition to a supercar. Indeed, the Cadillac system’s only weakness is that the paddles are simply on/off switches making creeping along a little herkyjerky. Making them pressure sensitive, like a traditional brake pedal, would really cap a worthwhile innovation.
While you’re behind the wheel, you’ll also notice that the ELR’s driver interface is far more luxurious than the Volt’s; less gee whiz and more in keeping with the folks who buy luxury coupes. The infotainment system has been simplified as well, again something necessary for the older — and often less techsavvy — clientele normally attracted to high-end Caddys. There is still plenty of indication of how much battery power you’re using and how much range remains, but it’s easier to decipher and more easily accessed.
The rest of the interior further amps up the luxury, with emphasis on things such as the leather and the build quality. Our tester’s chocolate brown motif was as attractive as anything in the biz and the panel gaps/quality of material used (including some nice Alcantara leather on the dash) was almost the equal of Audi’s. There’s also a surprising amount of room in the rear seats (though no potential NBAers are going to fit back there). Getting to the rear seats, however, is best left to the young and limber.
Much of the ELR’s powertrain remains the same as the Volt’s; the battery is still a 16.5 kilowatt hour lithium-ion T-shaped affair that runs in the transmission tunnel and under the rear seat. The backup gas engine is still a 1.4-litre Ecotec four. However, the ELR’s electric motor has been upgraded to 135 kilowatts (all through software upgrades; the actual hardware remains the same). That’s 181 horsepower, not exactly Tesla territory, but combined with the 295 pound-feet of torque, the ELR never feels lethargic, despite gaining more than 100 kilograms. Under nine seconds using electric power alone is GM’s claim for zero to 100 kilometres an hour acceleration. Again, not Tesla territory but sporty enough.
One important — especially for this clientele — improvement is worth noting: some of the extra weight stems from increased use of sounddeadening materials and it is all but impossible to hear the gas engine when it kicks in. If you’re paying almost eighty large for a small electrically-powered coupe, the extra sophistication is to be expected.
It’s also worth noting that GM’s official electrical range claim for the ELR is 56 kilometres, down from the Volt’s 64 km, the difference due to the ELR’s greater power and weight while relying on the same total battery power.
Other performance attributes are also improved, with slightly better handling and more adjustability from GM’s active suspension (the continuously adjustable system that used to be called Magnaride). Thanks to the magic of that magnetorheological damping, the ELR’s ride suffers not a bit, despite the move to 20-inch wheels.
It’s also worth noting that the ELR is one of the prettiest small coupes in the luxury segment. I may be prejudiced (I also like Caddy’s new ATS coupe), but all those angles and the wing-shaped silhouette really do it for me. Complain all you like about the price tag compared with the Volt, but the ELR looks like big bucks.
In the end, the ELR’s major fault is one of timing. Had we not had the Volt to compare it with, I think we would all be lauding GM for its luxury/ environmentally conscious creation.