2025 Cadillac Escalade IQ Photo Gallery
If the Cadillac Escalade IQ isn't the biggest all-electric SUV the earth has ever seen, then what is? Maybe some mining machine. The EV SUV offers up to 460 miles of range (in extended IQL trim), 750 hp, 8,000 pounds towing, and 0-60 mph in 4.7 seconds. It's part of the anomaly of big, heavy, quick SUVs from General Motors like the GMC Hummer EV and Silverado EV that defy physics—and defy it well. Pricing will defy your budget: It ranges from around $130,000 to over $150,000. Ouch. On sale now and there's plenty of 'em on dealer lots.
Cadillac's all-electric Optiq (left) and Escalade iQ.
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Yahoo
an hour ago
- Yahoo
Actionable Insights into the North America Cylindrical Lithium Ion Battery Market: Opportunities and Future Trends
The North America cylindrical lithium-ion battery market is driven by rising electric vehicle adoption, supported by government incentives and demand for consumer electronics and renewable energy storage. Key opportunities lie in EV growth, driven by automakers' preference for cylindrical formats due to their energy density and compatibility. North American Cylindrical Lithium Ion Battery Market Dublin, June 05, 2025 (GLOBE NEWSWIRE) -- The "North America Cylindrical Lithium Ion Battery Market, By Country, Competition, Forecast & Opportunities, 2020-2030F" has been added to offering. The North America Cylindrical Lithium Ion Battery Market was valued at USD 3.72 Billion in 2024, and is expected to reach USD 9.86 Billion by 2030, rising at a CAGR of 17.64%. This market encompasses the development, distribution, and application of cylindrical lithium ion batteries, which are recognized for their compact cylindrical shape, high energy density, durability, and consistent performance. These batteries are extensively used in electric vehicles, consumer electronics, power tools, medical devices, and renewable energy storage applications. The market is expanding rapidly, fueled by increasing electric vehicle adoption across the United States and Canada, where cylindrical formats are preferred for their longevity and energy capacity. Supportive government incentives for clean energy and emission reduction are accelerating this trend. Simultaneously, the continued proliferation of laptops, smartphones, and wearable technology is sustaining battery demand. Additionally, growing solar and wind power installations require efficient energy storage, reinforcing the role of cylindrical lithium ion batteries. Advances in battery chemistry, safety, and manufacturing have improved performance and affordability. North America's strong R&D ecosystem and presence of leading players support ongoing innovation and investment, aligning with the region's push toward sustainable energy and transportation solutions. Key Market Drivers Rapid Growth in Electric Vehicle Adoption The swift rise in electric vehicle adoption across North America is a primary driver fueling demand for cylindrical lithium ion batteries. As environmental regulations intensify and consumers increasingly prefer sustainable mobility, the transition from internal combustion engines to electric vehicles accelerates. Cylindrical batteries are favored for EVs due to their high energy density, robust safety characteristics, and extended cycle life, all of which contribute to enhanced vehicle range and operational efficiency. Automakers are embracing this format to meet growing market demand, leveraging its compatibility with thermal management systems and scalable production. Incentive programs like tax credits and clean energy mandates in the U.S. and Canada further stimulate EV sales. Major automakers such as General Motors and Ford are scaling EV production, leading to a surge in battery demand. This growth is paralleled by the expansion of battery manufacturing facilities and technological upgrades. By 2025, EV sales in North America are projected to exceed 2 million units annually, correlating with a 35% increase in cylindrical lithium ion battery production, solidifying this segment as a key enabler of the region's energy transition. Key Market Challenges Raw Material Supply Constraints and Price Volatility The availability and cost of essential raw materials present a significant challenge to the North America cylindrical lithium ion battery market. Batteries rely on key materials such as lithium, cobalt, nickel, and graphite, many of which are mined in geopolitically sensitive or environmentally constrained regions. This global dependence exposes the supply chain to risks including trade restrictions, regulatory changes, and logistics disruptions. Price volatility in these materials can severely impact manufacturing margins and scalability. Moreover, the environmental and ethical concerns associated with mining activities have prompted tighter sustainability regulations and growing demand for transparent sourcing. As battery producers face increasing competition from other high-growth sectors like electric vehicles and consumer electronics, raw material procurement becomes even more complex. The need for sustainable practices and supply diversification adds to operational costs and could impede capacity expansion, posing a barrier to consistent growth in the cylindrical lithium ion battery segment. Key Market Trends Increasing Adoption of Electric Vehicles Driving Demand for Cylindrical Lithium Ion Batteries A major trend shaping the North America cylindrical lithium ion battery market is the growing preference for this battery type among electric vehicle manufacturers. Automakers are gravitating toward cylindrical cells due to their compact size, superior energy density, and easier thermal regulation, which allow for optimized vehicle design and performance. Regulatory mandates to reduce carbon emissions, coupled with consumer demand for clean energy vehicles, are prompting increased investment in EVs and supporting battery innovation. Government funding for EV adoption and charging infrastructure further enhances the viability of cylindrical lithium ion batteries. Their modularity and manufacturing efficiency make them ideal for mass production and integration into various EV models. As EV deployment accelerates, cylindrical batteries are expected to play a central role in ensuring energy efficiency, safety, and performance across the automotive sector. Key Market Players Panasonic Corporation Samsung SDI Co., Ltd. LG Energy Solution Ltd. Murata Manufacturing Co., Ltd. Hitachi, Ltd. Toshiba Corporation BYD Company Limited Sony Group Corporation Key Attributes: Report Attribute Details No. of Pages 120 Forecast Period 2024 - 2030 Estimated Market Value (USD) in 2024 $3.72 Billion Forecasted Market Value (USD) by 2030 $9.86 Billion Compound Annual Growth Rate 17.6% Regions Covered North America Report Scope: In this report, the North America Cylindrical Lithium Ion Battery Market has been segmented into the following categories, in addition to the industry trends which have also been detailed below: North America Cylindrical Lithium Ion Battery Market, By Type: Lithium Iron Phosphate Lithium Cobaltate Lithium Manganate Cobalt-Manganese Others North America Cylindrical Lithium Ion Battery Market, By Capacity: Up to 350 mAh 350-500 mAh 500-700 mAh 700-900 mAh 900-1,200 mAh 1,200-3,400 mAh More than 3,400 mAh North America Cylindrical Lithium Ion Battery Market, By End-Use: Consumer Electronics Automotive Telecommunication Aerospace Energy Systems Others North America Cylindrical Lithium Ion Battery Market, By Country: United States Canada Mexico For more information about this report visit About is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends. Attachment North American Cylindrical Lithium Ion Battery Market CONTACT: CONTACT: Laura Wood,Senior Press Manager press@ For E.S.T Office Hours Call 1-917-300-0470 For U.S./ CAN Toll Free Call 1-800-526-8630 For GMT Office Hours Call +353-1-416-8900Sign in to access your portfolio
Motor 1
2 hours ago
- Motor 1
Ram Just Proved America Can't Quit the V-8
Ram CEO Tim Kuniskis said the brand "screwed up" by dropping the Hemi V-8 for the 1500 pickup, so now it's making a much-heralded return . It turns out that even as we head towards an electric—or at least an electrified future—eight cylinders, grouped in fours, and spaced 90 degrees apart, aren't going anywhere. It's not just Ram. Last week, General Motors announced an $888 million investment in its Tonawanda, New York, plant to prep for an upcoming sixth-generation small-block V-8. Mercedes is developing a new V-8 , too, which it plans to offer across its entire lineup. BMW's R&D boss recently said it's keeping V-8s for the foreseeable future , specifically because of the American and Middle East markets. Porsche has also committed to building V-8s into the 2030s. Especially here in America, we can't quit the V-8. Photo by: Ram Kuniskis's statements are illuminating. "Ram will continue to offer the more powerful and more efficient Hurricane Straight-Six Turbo, but we heard loud and clear from consumers: there is no replacement for the iconic Hemi V-8. At the end of each month, we count sales to customers, not statisticians or ideologues. Data be damned—we raise our flag and let the Hemi ring free again." It tracks with the image that marketers inside Ram and its cousin Dodge have meticulously crafted over the past few years: draped in the flag, and representing everything that is good and right about America, from apple pie to burnouts. In reality, this decision was made for the most American of reasons, the bottom line, at a time when Ram's sales have been tanking for a while now. 'We heard loud and clear from consumers: there is no replacement for the iconic Hemi V-8.' That, however, may have had less to do with the demise of the 5.7-liter Hemi for one model year and more to do with Ram prices skyrocketing for years . It is highly unclear whether the revival of the Hemi will drive prices down or boost sales even if prices stay high, but at least the narrative has shifted: the V-8 is back, as is America. The V-8 is not an exclusively American invention, but there is no engine configuration more closely linked to our car industry. Ford's flathead V-8 arrived in 1932, and after getting through some early teething troubles, it started the eight-cylinder revolution here in America . Eight-cylinder engines were once the exclusive domain of luxury and performance cars; the flathead made the V-8 almost a default engine layout here. A Ford flathead V-8 Photo by: Wikimedia Commons / Michael Barera There's a fundamental rightness that applies to the flathead, and all V-8s that followed to this day. A V-8 is no bigger in length than an inline-four, and shorter than an inline-six. With a 90-degree bank angle, a V-8 is not too much wider than most inline engines, either. But despite its compact dimensions, the V-8 is powerful, owing to its large cylinder count. And thanks to Cadillac's invention of the 180-degree, "cross-plane" crankshaft in the 1920s, the V-8 has perfectly balanced primary and secondary forces. So, compact, power dense, smooth running, and thanks to Ford's manufacturing dominance, cheap and plentiful. In America, where fuel economy and emissions only became heavily regulated and of bigger importance to consumers in the 1970s, it's no wonder that the V-8 was popular. Especially earlier, in the post-war boom time, when people had money, gas was cheap, and that brown haze hanging low over LA? Don't worry about it. The Clean Air Act and the 1973 fuel crisis definitely diminished the V-8's popularity, but it still had its place in large cars and trucks. Europe jumped on the bandwagon, too, with notable V-8s from Rover, Mercedes-Benz, and others for luxury cars, especially since the US was typically the largest export market for these cars. Japan only started making V-8s in big numbers in the 1980s and 1990s for luxury cars and trucks, though it is now retreating from this engine type; meanwhile, Korea has never been a big V-8 producer. (China skipped over this entirely to focus on groundbreaking electric power and fast-charging performance, but presumably, the minds at Stellantis have a plan to deal with this as well—we just have not seen it yet.) In the era of downsizing and electrification, a lot of automakers have tried to move away from V-8s to varying degrees, and to varying degrees of success. Ford was the first to make a big push with its EcoBoost twin-turbo V-6s, and while they've proven popular in the F-150, Ford has continued to offer a V-8 in the truck. GM brought out a 2.7-liter turbo-four as a base engine in the Silverado 1500, though its model mix leans heavily on V-8s and a diesel straight-six. Ram probably took the biggest step of all. For the 2025 1500 , it dropped the V-8 entirely in favor of a newly developed 3.0-liter twin-turbo straight-six. The "Hurricane" was (and is) offered in two power outputs as an upgrade to the base Pentastar V-6. If Kuniskis' statements are anything to go by, the I-6 didn't get the reception Ram was hoping for. Otherwise, it wouldn't have gone through the trouble of upping 5.7 V-8 production and adapting this old engine to work with the truck's new electronic architecture, which wasn't exactly the work of a moment. While the turbo inline-six is, as Ram points out, more powerful and more efficient, it's not necessarily the better truck engine. We haven't heard any horror stories about the Hurricane, but in a truck, where customers often put strain on the engine with towing and payload, they don't with regular cars, simplicity is a virtue. A turbo 'six might hit the numbers—and inherently, a turbo straight-six is a great thing, as BMW proves—but here with two turbochargers, the associated plumbing, and intercoolers, it is a more complex thing. Hell, compared to the Hemi V-8, the Hurricane I-6 has space-age complexities as multiple overhead camshafts. And while the standard-output Hurricane inline-six offers a 15-horsepower and 49-pound-feet bump over the Hemi V-8, the customer gets no great benefit in fuel economy for having two fewer cylinders. You get 21 MPG combined in the I-6 vs 20 MPG for the V-8. And somehow, their tailpipe emissions are almost identical, with 433 vs 443 grams of CO2 per mile, respectively. Photo by: Ram However, there is something very culture-war about all this. The 1500 Hemi gets a new badge with a Ram's head on the front of a V-8, which Ram calls the "Symbol of Protest Badge." A protest against… what exactly? Ram's press release leaves this to your imagination. But it's not like the current presidential administration is pushing for more fuel-efficient, lower-emission vehicles right now. In fact, it's doing very much the opposite. The Hemi may have its virtues, but its return is colored with corporate pandering to the aggrieved, which is as savvy as it is cringeworthy. Stellantis is hurting big time, and this is a very easy win for them, and a good hedge against electric pickups—which even ardent EV defenders will admit aren't fully up to the task yet . Ram has an electric pickup in the pipeline, but EV trucks from Ford and GM haven't exactly caught on. Maybe Ram's upcoming range-extender EV pickup, the Ramcharger, will do well; it seems like it could be a good mix of electrification and capability, but it's early, and the company keeps delaying the truck anyhow. Still, it's embarrassing to see a large, multinational corporation make it seem like buying an expensive V-8 pickup is an act of rebellion, of sticking it to the man. But who's the man right now? Near-powerless Democrats? California? EVs, like the ones Stellantis also makes? Joe Biden? It's a strange message from the company that also makes America's best-selling plug-in hybrid . Photo by: Ram Ram is more explicit in how it's targeting customers who respond to that message. But everyone else refocusing on V-8s knows they're appealing to those who resist change, or at least aren't so open to it. And hell, those people aren't wrong to love the V-8. It is a fundamentally excellent thing. Perhaps Ram's biggest issue is that the V-8 being revived dates back to 2003 and is not something new or innovative or groundbreaking in some way, as we'll see from those other companies. Stellantis can only fall back on its old standbys for so long. The company seems to understand this—it's why it developed the new inline-six, why it's developing electrified Ram 1500s, and why the Dodge Charger went electric. But it missed the mark. So far, these haven't been game-changing, do-everything vehicles, especially not at the high prices Stellantis charges. There's a happy middle ground. Other automakers continuing V-8 development are also heavily pushing hybrids and EVs, and BMW and GM especially are seeing big success as a result. Automakers need to walk and chew gum at the same time. If the last few years have proven anything, it's that emissions and fuel economy rules won't stay lenient forever. When that changes again, and it will, Stellantis had better get ready for what's next. More on the Hemi's Comeback The Hemi V-8 Is Back: 'We Screwed Up,' Says Ram CEO Ram's 'Symbol of Protest' Badge for Hemi V-8s Is Ridiculous and Genius Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Miami Herald
3 hours ago
- Miami Herald
One-Off $270K Cadillac EldoRODo Lowrider Resurfaces in $55K Auction Sale
The 1999 Cadillac EldoRODo show car is unlike anything the American carmaker has ever made. The car was never designed as a concept, or a precursor of a future model, but a highly customized one-off show car commissioned by General Motors. The unique and special Caddy is a wonderful blend of luxury and street culture, and there's only one in the world. After General Motors auctioned off the car for $60,000 during GM's bankruptcy proceedings following the 2008 financial crisis, it spent years in storage, and changed hands several times including a brief stint with Tyler Hoover, host of Hoovie's Garage YouTube channel, who bought it for just $12,000 in November 2023. The market is finally realizing what a unicorn the car really is, as it recently sold at auction via Bring a Trailer for $55,000 back in April. So what makes the car so special? At a time when Cadillac was known for large luxury sedans, coupes, and SUVs, the EldoRODo was commissioned at a rumored $270,000 to show a different side of Cadillac - a tip of the hat to, and a celebration of, unique Californian car culture, specifically Southern California's custom low-rider scene. So it was fitting that all the work was done by Chuck Lombardo of the world-famous California Street Rods in Huntington Beach. Chuck sadly passed away in 2023. It was a statement, not a production car, and Cadillac said at the time that it effectively captures the spirit of the classic hot rod, while blending it with contemporary luxury and performance. From there the "ROD" in "EldoRODo", while retaining the traditional Eldorado values. Upon its completion, the car frequented the show circuit and was on display at the Los Angeles and Detroit auto shows and on many a magazine cover. The custom low-rider esthetic comes from the chopped roof line, the more steeply raked front and rear screens, and the very low ride height achieved by dropping the front suspension and fitting adjustable rear air suspension. It is further reinforced by extended rear wheel skirts and design cues that emphasize the slammed look, including slim, slit-like headlights and a narrow grille. In fact, the car sits a full four inches lower to the ground than its Eldorado Touring Coupe donor car. The striking Ignite Orange paintwork is offset by mirror-finished chrome wheels in a flat platter style with hidden, internal valves. They measure 18 inches - much larger than anything you'd find on a stock Eldorado at the time - and are wrapped in tires with such a low profile, they almost seem painted on the rims. Finishing off the esthetic is the shaved look, with all exterior trim pieces removed, rendering a pebble-smooth outer surface devoid of clutter, and even without any side mirrors. Those were replaced with discreet little side cameras. The handle-less doors are opened by remote poppers. Because this is not a concept or mockup, the EldoRODo is a fully functional and driving car, sitting on the bones of an existing mass-production model - the 12th-generation (1992-2002) Eldorado, specifically the Eldorado Touring Coupe. The Neutral Shale (beige to you and me) interior is nearly completely stock, save for carbon-fiber trim in place of the regular ETC's wood. While the air suspension is totally reworked, the platform and powertrain are the same as the production car, which is to say it shares its naturally aspirated 4.6-liter Northstar V8 engine with 300 hp and 295 lb-ft of torque. As was the custom with the Seville and Eldorado models at the time, the powerplant is installed transversely under the hood and drives the front wheels via a four-speed automatic transmission. Performance figures would have closely approximated those of the production ETC as well, which is to say a 0-60 sprint in just over seven seconds. Not that any owner will subject this one-off beauty to such harsh treatment, though, and this is borne out by the fact that the car had only 8,500 miles on the clock at the time it was sold in April. If you think $55k sounds like a bit of a bargain for a one-off unicorn like this, we remind you that you won't be able to do much with your EldoRODo, were you to own it. As part of its bankruptcy proceedings, GM sold the car off with a junk title in a legal maneuver to avoid any future liability. It will, therefore, be difficult, if not impossible, to get it road-registered, depending on where in the US you live. And those side mirror cameras will probably not be road legal either, anyway. It's unlikely that we'll see anything quite like the EldoRODo again. It was an extravagant, cost-no-object custom modification to make a statement, without previewing any new technology or upcoming Cadillac models. It was meant to show that Cadillac still had a connection with the expressive spirit of Southern Californian custom car culture. With the local automotive industry now under pressure from tariffs and the big EV push, such a pet project would be too extravagant to get past committee. It likely means there will never be anything like this chopped, slammed, and shaven Caddy again. We're just happy the nearly pristine car still exists, even if only as a reminder that Cadillac can also let its hair down once in a while. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
