In a rare moment of candor, General Motors President Mark Reuss has admitted that the automaker may have pulled the plug too early on some of its most promising models. Speaking to InsideEVs, Reuss reflected on a few key decisions that, in hindsight, might have been premature most notably, the discontinuation of the Cadillac CT6 and Chevrolet Bolt, and even the long-gone EV1.
The Cadillac CT6: A Flagship That Deserved More Time
Among the regrets, the Cadillac CT6 stands out. Once the brand’s premier luxury sedan, the CT6 was discontinued in North America in 2020, a casualty of GM’s larger shift toward electric vehicles. The Detroit/Hamtramck Assembly Plant, which produced the CT6, was repurposed into Factory Zero, GM’s dedicated EV production facility for models like the GMC Hummer EV and Cadillac Escalade IQ.
That gamble hasn’t fully paid off. Production slowdowns and weaker-than-expected demand have left hundreds of Factory Zero employees temporarily laid off. Meanwhile, the CT6 continues to thrive in China, where Cadillac launched a second-generation model in 2023.
Reuss now says the CT6 should never have been discontinued, calling it a “tough decision” made at a time when GM was fully committed to electrification. With the electric Celestiq filling Cadillac’s flagship slot but priced north of $300,000, the brand is left without a premium yet accessible sedan in the U.S. market.
Bolt’s Early Exit and Imminent Comeback
Reuss also acknowledged regret over ending production of the original Chevrolet Bolt. Once hailed as a breakthrough in affordable electric mobility, the Bolt EV was discontinued in 2023, leaving a noticeable gap in GM’s electric lineup.
However, the nameplate isn’t dead. The Bolt will return in 2027, this time replacing the Bolt EUV with a more advanced and efficient model. GM says the next-gen Bolt will feature faster charging, improved range, and a $29,990 starting price positioning it once again as the most affordable EV in the U.S. market.
Reuss admitted that discontinuing the original Bolt was a miscalculation, as demand for small, affordable EVs remains strong despite broader challenges in the EV segment.
Remembering the EV1: A Missed Opportunity Ahead of Its Time
Looking further back, Reuss even pointed to the EV1 GM’s pioneering electric car from the 1990s as a symbol of what could have been. “I wasn’t around for EV1. I wasn’t in the company,” Reuss said, “but that was one example of something the company should not have done, which was canceling that. That was really quite a car.”
The EV1, famously leased and later recalled and crushed, has long been viewed as a cautionary tale about corporate hesitation in embracing electric technology early on.
A Realignment in Strategy
Reuss’s comments also hint at a subtle recalibration inside GM. While the company remains publicly committed to an all-electric future, its timeline appears to be stretching. Cadillac’s decision to continue developing a next-generation, combustion-powered CT5 underscores a growing realism about the pace of EV adoption.
“EV adoption hasn’t progressed as quickly as we thought,” Reuss said, adding, “but it’s still happening.”
For an industry that often avoids public self-critique, GM’s willingness to acknowledge its missteps is notable. The message is clear: the road to electrification is neither straight nor smooth—and even the biggest names in Detroit are learning that some detours are worth taking twice.
