What type of motor do cars use?

Most gasoline and diesel cars use internal combustion engines, while electric vehicles use electric traction motors; hybrids combine both. In today’s market, the dominant EV motor is the AC permanent‑magnet synchronous motor, alongside AC induction and, increasingly, magnet‑free electrically excited synchronous and switched‑reluctance designs. Below, we explain how “motors” differ by powertrain, which types are common, and why automakers choose one over another.

Engines vs. motors: the terminology

In everyday speech, many people call any car powerplant a “motor,” but technically a gasoline or diesel car uses an internal combustion engine (ICE), not an electric motor. Electric vehicles (EVs) and hybrid vehicles use electric motors for propulsion; hybrids also retain an engine. The type of “motor” therefore depends on the vehicle’s propulsion system.

If it’s an internal-combustion car

Conventional cars are propelled by internal combustion engines that convert chemical energy in fuel into mechanical work via controlled combustion. These are not electric motors, though they are sometimes called “motors” in informal usage.

Common ICE types

Gasoline engines typically use spark ignition, while diesels use compression ignition. Layouts include inline-3/4/6, V6, V8, flat/boxer engines, turbocharged and naturally aspirated variants. Modern ICE vehicles also carry multiple auxiliary electric motors (for windows, pumps, fans) powered by 12‑volt or 48‑volt systems, but these do not propel the car.

If it’s an electric car

Battery-electric vehicles use one or more traction motors. The battery stores DC, and an inverter converts it to three‑phase AC to drive the motor(s). Choice of motor affects efficiency, cost, performance, and reliance on rare-earth materials.

Main electric motor types you’ll find in cars

The following list outlines the principal traction motor technologies used in modern EVs and how they differ in operation, efficiency, materials, and use cases.

• Permanent‑magnet synchronous motor (PMSM), often interior PMSM (IPMSM): The most common EV motor today. High efficiency and torque density, excellent at typical driving loads. Uses rare‑earth magnets (e.g., neodymium), though many makers are reducing heavy rare‑earth content.
• AC induction motor (asynchronous): Rugged and magnet‑free. Slightly less efficient at light loads but good for high power and can freewheel with very low drag when unpowered—popular as a secondary axle motor in some AWD EVs.
• Electrically excited synchronous motor (EESM): Magnet‑free rotor energized by slip rings or similar. Avoids rare earths while offering high efficiency; now used by multiple European brands.
• Switched‑reluctance motor (SRM) and PMSRM variants: Simple rotors and strong efficiency potential; can exhibit torque ripple and acoustic challenges. Some newer designs blend PM assistance to smooth operation.
• Axial‑flux motors (a form factor rather than a new class): Short, “pancake” geometry with very high torque density; emerging in performance and space‑constrained applications, increasingly moving into premium and specialty models.

Together, these architectures cover most EVs on the road. PMSMs dominate for efficiency, induction remains useful where magnet‑free operation or low drag is prized, and EESMs are gaining ground to reduce dependency on rare‑earth magnets.

How automakers choose a motor

Manufacturers balance efficiency, cost, materials, driving feel, and packaging constraints. The factors below typically guide the decision for a given model or axle.

• Efficiency at real‑world loads: PMSMs/EESMs excel in the mid‑load regions where commuters spend most time, boosting range.
• Materials strategy: EESM and induction avoid rare‑earth magnets; PMSMs may reduce or eliminate heavy rare earths while keeping performance.
• Performance and feel: PMSMs offer strong low‑speed torque; induction can handle sustained high power well; SRM variants trade simplicity for refinement engineering.
• Drag when unpowered: Induction motors can coast with minimal magnetic drag—useful for on‑demand AWD systems that disengage a front motor.
• Packaging: Axial‑flux units can shrink length and increase torque per kilogram for performance or tight spaces.
• Cost and supply chain: Inverter technology, copper content, magnet sourcing, and manufacturing footprint all affect the bill of materials.

The result is that many EVs mix motor types across axles or trims to hit efficiency targets while maintaining desired performance and cost.

Typical layouts by vehicle type

Depending on whether a car is ICE‑only, hybrid, or fully electric, the propulsion layout—and thus the “motor” in question—varies as follows.

• ICE‑only: Propelled solely by an internal combustion engine; auxiliary 12V/48V motors run accessories. No traction motor.
• Mild hybrid (48V): Adds a belt‑integrated starter‑generator or crank‑integrated motor for smoother start/stop and light torque assist; propulsion still primarily from the engine.
• Full hybrid (HEV): One or two AC traction motors plus an engine; can drive electrically at low speeds and blend power via an e‑CVT or multi‑mode gearbox.
• Plug‑in hybrid (PHEV): Larger battery and stronger traction motor(s) enable longer electric‑only driving; engine engages for longer trips or high loads.
• Battery‑electric (BEV) single motor: FWD or RWD with one traction motor (commonly PMSM); simplest, most efficient layout.
• Battery‑electric (BEV) dual motor AWD: One motor per axle, often mixing PMSM (primary) with induction (secondary) or two PMSMs for balanced performance.
• Tri‑/quad‑motor performance EVs: Independent motors per axle or wheel for high power and advanced torque vectoring.

These patterns reflect trade‑offs among efficiency, traction, performance, and cost, and explain why “the motor a car uses” depends on the broader powertrain architecture.

Examples from current models (2024–2025)

Several mainstream models illustrate today’s motor choices across brands and segments.

• Nissan Leaf: Interior permanent‑magnet synchronous motor (IPMSM) for efficiency in daily driving.
• BMW i4/iX: Electrically excited synchronous motors (no permanent magnets) to reduce rare‑earth dependency while maintaining high efficiency.
• Renault Mégane E‑Tech: Externally excited synchronous motor, part of a broader move in Europe toward magnet‑free designs.
• Tesla lineup: A mix depending on model/trim and axle—permanent‑magnet synchronous on primary drive with induction used strategically in some AWD configurations.
• Lucid Air: High‑efficiency IPMSM drive units noted for compact packaging and strong power density.
• Chevrolet Bolt EV: Permanent‑magnet synchronous motor; GM’s newer Ultium vehicles employ PM or mixed strategies with reduced heavy rare‑earth content.
• Toyota Prius (HEV): Dual AC traction motors integrated with an engine in an e‑CVT hybrid system.
• Ford F‑150 Lightning: Dual permanent‑magnet traction motors for AWD capability and towing performance.

Taken together, current models show PMSM dominance, growing adoption of magnet‑free EESM, and selective use of induction motors to optimize AWD behavior and materials strategy.

The 12‑volt and 48‑volt electric motors in every car

Regardless of propulsion, modern cars contain many small electric motors and actuators—power windows, seat adjusters, cooling fans, pump drives, and active aero. Mild‑hybrid systems add 48‑volt belt or crankshaft starter‑generators that smooth restarts and provide brief torque assist, improving fuel economy without full hybrid complexity.

Future trends

Automakers are reducing rare‑earth use, improving inverter silicon carbide electronics for better efficiency, and adopting magnet‑free EESM or refined SRM designs. Axial‑flux motors are poised to appear in more premium/performance applications. Software‑defined drive units and modular e‑axles will keep expanding, enabling flexible motor choices across trims and markets.

Summary

Cars use engines or motors depending on propulsion: ICE vehicles use internal combustion engines; hybrids use both engines and electric traction motors; and EVs rely entirely on electric motors. Among EVs, permanent‑magnet synchronous motors are most common, with AC induction and magnet‑free electrically excited synchronous (and some switched‑reluctance) motors also in use. The “right” motor reflects efficiency targets, cost, materials strategy, and desired driving characteristics.