Abstract The Cadillac CT6 plug-in hybrid electric vehicle (PHEV) power-split transmission architecture utilizes two motors. One is an induction motor type while the other is a permanent magnet AC (PMAC) motor type referred to as motor A and motor B respectively. Bar-wound stator construction is utilized for both motors. Induction motor-A winding is connected in delta and PMAC motor-B winding is connected in wye. Overall, the choice of induction for motor A and permanent magnet for motor B is well supported by the choice of hybrid system architecture and the relative usage profiles of the machines. This selection criteria along with the design optimization of electric motors, their electrical and thermal performances, as well as the noise, vibration, and harshness (NVH) performance are discussed in detail. It is absolutely crucial that high performance electric machines are coupled with high performance control algorithms to enable maximum system efficiency and performance. Specifically, key challenges toward that goal are inverter voltage utilization, for maximum power capability and accurate current control for torque production. We focus of on the specific challenges in controlling induction machines where the leading requirement form the machine design side to lower leakage inductance has negative ramification on the controllability of the machine. Introduction While it is safe to say that the certainty of vehicle electrification has never been so apparent, the debate on the appropriate level of electrification and appropriate system to get there is still ongoing and it’s likely to stay that way for the conceivable future. The customers are becoming more familiar and captivated with HEVs while their needs and desires in this space are evolving, hence driving the demand for a wider range of electrified vehicles outside of the BEVs (Chevy Spark) and EREV (Chevy V olt 2) in sub-compact and compact segments. To address this evolving need GM is introducing its all new Cadillac CT6 PHEV luxury Sedan. The plug-in hybrid vehicle version of Cadillac CT6 is expected to more than double the fuel economy performance of the conventional powertrain offerings. The CT6 Plug-In Hybrid system is designed to provide all-electric driving for most daily commutes, while maximizing fuel efficiency by providing blended power from the engine and battery at higher speeds and higher loads, even when there is energy stored in the battery. The higher fuel economy and good range of the all-electric operation are possible due to a revolutionary design of an efficient power-split electrically variable transmission (EVT) which includes three planetary gear sets and two electric motors. The power-split EVT transmission with 2 electric motors provides continuous power with smooth, efficient performance. We can draw a system level parallel to Gen 2 Chevy V olt (EREV architecture), by examining the similarities of the two propulsion systems. The new drive unit power flow builds on the EREV architecture to efficiently and smoothly deliver the higher performance demand of the rear-wheel drive luxury segment. Likewise, torque and power performance requirement of electric motors is substantially higher, driving the selection and design of the electric motors in a different direction relative to Gen 2 V olt. The design and selection of the electric motors are made by optimizing the motors in conjunction with the power-split transmission architecture to deliver the best possible performance, efficiency and cost. Much like in Gen 2 V olt application [ 1], significant effort went into rare-earth displacement, driving in part, the selection of completely rare-earth free, induction motor type . The remainder of this paper will focus on discussing the details of two electric machines, their design optimization, performance, and controls. Specifically, we will examine the advantages of induction machines in automotive industry, in the