What if one of the biggest breakthroughs in electric vehicles wasn’t a new battery, a charging system, or an exotic material, but a fundamentally different way of building the electric motor itself? A Canadian company in Hamilton, Ontario, is working to make that possibility a reality.
Editorial clarification: Enedym’s switched reluctance motor (SRM) drive technology, including its Actium and Ventium product families, can be documented.
A Canadian company challenging the future of electric motors
When people discuss electric vehicles, most conversations revolve around batteries, charging infrastructure, driving range and the cost of ownership. Yet one of the most important components receives comparatively little attention: the electric motor.
Electric motors are used everywhere, from passenger vehicles and heavy trucks to farm equipment, industrial machinery, wind turbines and manufacturing plants.
Many high-performance electric vehicle motors depend on powerful permanent magnets manufactured using rare-earth elements. These magnets help produce compact, efficient motors, but they also introduce manufacturing costs and dependence on specialized global supply chains.
Hamilton-based Enedym Inc. believes there is another way.
The company develops switched reluctance motors, often abbreviated as SRMs, that generate rotational force without permanent magnets.
Rather than relying on magnets attached to or embedded within a rotating assembly, Enedym’s technology uses carefully controlled magnetic fields to pull a specially designed steel rotor into rotation.
The principle has existed for decades. What makes Enedym noteworthy is its attempt to overcome the problems that historically prevented these motors from competing effectively with the best conventional electric vehicle motors.
Its approach combines improved motor construction, advanced electronic controls, sophisticated software and rapid digital design techniques.
Enedym traces its origins to research at McMaster University, led by electrical engineering researcher Dr. Ali Emadi and colleagues at the McMaster Automotive Resource Centre.
The company has attracted the attention of major international automotive interests. On October 21, 2025, Honda announced an investment in Enedym through its Honda Xcelerator Ventures programme to support further motor development and expanding operations.
That matters because it represents a serious automotive manufacturer investing in an alternative to the conventional permanent-magnet propulsion motor. It does not, however, establish that Honda has committed to using Enedym motors in production vehicles.
Sources: Enedym’s official technology overview and Enedym’s Honda investment announcement.
Why the traditional electric motor presents challenges
Electric vehicles do not all use the same motor technology. Several different designs are already in commercial use, each with advantages and limitations.
Permanent-magnet synchronous motors are widely used in electric propulsion because they can deliver high efficiency, strong torque density and compact construction.
Their rotors incorporate permanent magnets that establish a magnetic field without requiring a separate electrical supply to the rotor.
However, high-performance versions frequently use rare-earth magnetic materials, particularly neodymium-based magnets, sometimes incorporating dysprosium or terbium to improve resistance to demagnetization at elevated temperatures.
These materials are not necessarily rare in the geological sense. The challenge lies in economically extracting, separating, refining and manufacturing them into high-performance magnets.
China occupies a dominant position in several stages of those supply chains. For manufacturers outside China, this can introduce geopolitical and commercial vulnerabilities involving export restrictions, pricing, processing capacity and access to finished magnets.
It is important to recognize that not every EV motor requires rare-earth magnets. Induction motors and some other electric motor designs already operate without them.
Therefore, Enedym did not invent the magnet-free electric motor. Its potential breakthrough is making a particularly simple magnet-free motor architecture sufficiently efficient, quiet, compact and controllable for demanding modern applications.
This is where switched reluctance technology becomes interesting.
How Enedym’s switched reluctance motor actually works
The easiest way to understand Enedym’s technology is to imagine a series of powerful electromagnets arranged around a rotating steel shaft.
Instead of permanent magnets pushing or pulling against one another, the motor uses electricity to temporarily create magnetic attraction exactly where it is needed.
Suggested original illustration: A clearly labelled cutaway showing the laminated-steel rotor, stator poles, copper phase windings, and sequentially energized magnetic poles. Do not use unlicensed third-party imagery.
1. The stator creates the magnetic field
The stator is the stationary outer portion of the motor.
It consists of a laminated electrical-steel core with projecting poles, or teeth. Copper windings are wrapped around selected stator poles.
When the electronic controller delivers electrical current to a phase winding, those poles become electromagnets. Their magnetic fields attract nearby sections of the rotor.
The windings are switched on and off in a carefully controlled sequence to maintain rotation.
Unlike a conventional permanent-magnet motor, the magnetic attraction driving the rotor does not depend on magnets permanently installed in the rotating assembly.
2. The rotor is remarkably simple
The rotor is the rotating portion connected to the output shaft.
In a typical switched reluctance motor, it is manufactured from shaped, stacked laminations of electrical steel.
It does not require:
- Permanent magnets.
- Electrical windings on the rotor.
- Brushes or a commutator to deliver rotor current.
- Rotor conductors such as the bars used in a squirrel-cage induction motor.
Its shape is carefully engineered so that the protruding steel poles can move into alignment with the energized stator poles.
This simplicity is among the technology’s largest potential manufacturing advantages.
There is no requirement to install, bond, retain or precisely position expensive permanent magnets within the rotor. Nor does the rotor need an electrical circuit to generate its own magnetic field.
However, the motor still requires bearings, a shaft, appropriate insulation, cooling arrangements and precise manufacturing tolerances.
3. Magnetic reluctance produces the turning force
The word reluctance describes opposition to magnetic flux within a magnetic circuit.
Magnetic flux generally favours a path offering lower magnetic reluctance.
When a stator phase is energized, the nearest rotor pole experiences a force pulling it toward an aligned position that provides a more favourable magnetic path. That attraction creates torque.
A simplified operating sequence looks like this:
- Energize: The controller applies current to a stator winding.
- Attract: The magnetic field pulls a steel rotor pole toward alignment.
- Switch: Current transfers to another phase at the correct rotor angle.
- Rotate: Repeated magnetic attraction maintains shaft rotation.
Imagine pulling a steel gear around a circle using electromagnets. As it approaches one energized magnet, that magnet is switched off and the next appropriate magnetic pole is energized.
This occurs continuously, at precisely controlled rotor positions.
The actual electromagnetic interaction is more complex than that illustration, but the underlying principle is straightforward.
4. The inverter and controller make the motor practical
Here is where Enedym’s most significant innovation may lie.
A conventional electric motor can have an elegant mechanical design while still requiring complex electronic controls.
A switched reluctance motor takes that concept further: it deliberately keeps the electromechanical hardware simple while transferring much of the complexity to the electronic control system.
The drive system typically contains a high-voltage DC power source, a power-electronic converter, control software, rotor-position information and thermal monitoring.
For a traction vehicle, the basic sequence is:
High-voltage battery → Motor inverter and controller → Switched reluctance motor → Reduction gearing and driven equipment
- High-voltage battery: Supplies DC electrical energy.
- Motor inverter and controller: Controls the timing and magnitude of phase current.
- Switched reluctance motor: Produces torque through controlled magnetic attraction.
- Reduction gearing and driven equipment: Delivers usable torque at the wheels or load.
During regenerative braking, power can flow in the opposite direction where the drive and vehicle are configured to support it.
The controller must calculate when each phase should become active, how much current it should receive and when that current should be reduced or interrupted.
The calculations change according to operating conditions, including rotor speed, requested torque, battery voltage and component temperatures.
It is not enough simply to switch the magnetic poles on one after another. Poorly chosen switching angles produce vibration, inefficient operation, excessive heating or torque pulsations.
The controller can adjust phase excitation, current profiles and the overlap between phases to achieve a better balance of torque, efficiency and smoothness.
The result is a machine whose mechanical simplicity depends on extremely capable electrical engineering.
The U.S. Department of Energy describes the same basic motor principle in its industrial motor guidance. Its research also identifies electronic control as essential for avoiding unwanted low-speed jerking and managing torque.
Sources: U.S. Department of Energy — Improving Motor and Drive System Performance and Premium Efficiency Motor Selection and Application Guide.
Why switched reluctance motors have historically struggled
If this design is so mechanically simple, why haven’t switched reluctance motors already replaced conventional electric vehicle motors?
There are several reasons.
Torque ripple
An SRM produces torque through a sequence of magnetic attraction events. Unless carefully controlled, those events create fluctuations in output torque, known as torque ripple.
In a passenger vehicle, torque ripple can cause unpleasant vibration or roughness, particularly at certain motor speeds and loads.
For a heavy truck, tractor or industrial drive, excessive torque pulsation can also create undesirable oscillations through the driveline.
The solution is not simply adding more magnetic force. It requires optimized geometry, carefully coordinated phase currents and sophisticated control strategies.
Enedym says its motor designs and control methods address these historical limitations, although application-specific measured comparisons remain important.
Acoustic noise and vibration
When rapidly changing magnetic forces act on a motor’s internal structure, components can vibrate. Those vibrations may produce an audible hum, whine or other distinctive motor noise.
This is particularly noticeable in electric vehicles because there is no internal combustion engine masking the sound.
Enedym and McMaster researchers have worked on motor acoustic performance and electronic current-control techniques. Research associated with Berker Bilgin has included experimental motor-noise characterization, reflecting the importance of this problem.
A September 2025 study investigated acoustic behaviour under different operating speeds and loads using pulse-width-modulated current control.
The fact that Enedym continues researching acoustic performance should not be interpreted as evidence that every noise problem is solved in every application. It demonstrates how central the issue remains to motor development.
Source: McMaster University — Acoustic Noise Characterization of a Switched Reluctance Motor.
Power density
Power density concerns how much output power can be produced for a given motor mass or volume.
A motor that produces the required power but is considerably larger or heavier than its competition may be unsuitable for an electric passenger car.
Reducing magnet costs provides little benefit if additional motor mass increases vehicle weight, reduces available space or requires substantially larger cooling equipment.
Enedym’s engineering challenge is to deliver competitive motor size and performance while maintaining the advantages of magnet-free construction.
Control complexity
SRMs are nonlinear electromagnetic machines. Torque output changes with rotor position and current, and magnetic saturation complicates the relationship.
As a result, efficient motor control requires more than a simple fixed sequence.
The design of the converter itself is also important. An SRM generally needs a converter suited to its phase-current requirements rather than an ordinary replacement three-phase motor inverter.
Its electrical hardware, semiconductor losses, wiring, sensors, protection functions and control software must all be considered when calculating the true cost and reliability of the completed drive system.
What makes Enedym’s design different?
Enedym is not relying on one isolated discovery.
It has developed a combination of motor configurations, drive electronics, controller strategies and computerized engineering tools.
The company’s engineering strategy has four main elements:
- Motor geometry: Shape the rotor and stator to optimize magnetic performance, torque production, efficiency and manufacturability.
- Electronic control: Coordinate phase-current switching to improve smoothness, control noise and deliver performance across changing operating conditions.
- System integration: Engineer the motor, inverter, cooling and driven load as one coordinated system rather than treating each as a separate component.
- Digital engineering: Use modelling, simulation and optimization to evaluate numerous design possibilities before committing to physical prototypes.
Enedym says its digital engineering platform uses advanced simulation and AI-assisted techniques to accelerate motor development.
This matters because seemingly minor design changes can influence several competing characteristics at once.
Changing a rotor tooth shape, for instance, can affect torque production, magnetic saturation, mechanical stresses, losses, acoustic noise and production complexity.
A designer must examine these interactions rather than optimizing just one performance measure.
Enedym’s computerized approach is intended to reduce the amount of expensive trial-and-error prototyping required to arrive at a suitable motor.
It is an innovation in engineering process as much as in the physical motor.
Source: Enedym — Design Digitization.
What does its performance look like in actual testing?
One of the strongest examples comes from McMaster University’s engineering research and its work on the Cadillac LYRIQ.
| Published engineering test (June 2026) | Reported figure |
|---|---|
| Nominal design class in the paper’s title | 150 kW |
| Peak power achieved in the reported dynamometer test | 109.4 kW |
| Rotor speed at the reported peak power | 9,000 rpm |
A peer-reviewed paper published in IEEE Transactions on Transportation Electrification documents the design and integration of a traction inverter for a 150-kW-class switched reluctance motor drive in a 2023 Cadillac LYRIQ.
Researchers developed the inverter using simulations and performance modelling, then tested a prototype on a dynamometer.
The published abstract reports a demonstrated peak power of 109.4 kW at 9,000 rpm, followed by successful integration and a prototype vehicle demonstration.
That distinction is important: a drive described as 150-kW-class should not be reported as independently achieving 150 kW when the specific test result in the paper is 109.4 kW.
The results nevertheless provide meaningful evidence that this is more than a laboratory concept. The design has been developed into hardware, exercised on a dynamometer and installed in a real vehicle.
In May 2026, Enedym founder Ali Emadi also reported that McMaster’s EcoCAR Cadillac LYRIQ, incorporating the Enedym motor, was driven between testing and automotive-industry locations in Michigan.
Such demonstrations help establish practical feasibility, although long-term durability, manufacturing quality and commercial fleet results still require evaluation.
Source: McMaster University — Design and Integration of a Traction Inverter for a 150-kW Switched Reluctance Motor Drive Unit in a Cadillac LYRIQ, DOI: 10.1109/TTE.2026.3666429.
Real-world applications: This technology is already being tested
While the Cadillac LYRIQ provides an important demonstration of automotive performance, Enedym’s work with commercial vehicles may prove equally significant.
Airport tow tractors: An ideal proving ground
Airport ground support vehicles perform demanding work.
They operate in tight spaces, repeatedly accelerate and stop, move heavy loads and may run for extended periods.
Traditionally, many have used diesel engines, despite spending much of their operating lives travelling relatively short distances.
In January 2026, Enedym and Toyota Tsusho Canada announced the completion of a $2.4-million project to develop and demonstrate rare-earth-free electric propulsion systems for airport ground support equipment.
The project received $800,000 through Ontario’s Vehicle Innovation Network, with $1.6 million coming from industry.
Two electric tow tractors incorporating Enedym technology had collectively accumulated more than 550 hours of successful operation across multiple locations by the time of the January announcement.
Enedym led the design and integration of the powertrain, including the motor, drive electronics, battery pack and charging system.
This is a meaningful achievement because the motor must work as part of a complete vehicle, not merely perform well on a laboratory test bench.
However, 550 hours across two pilot vehicles is not equivalent to a multi-year fleet reliability record. Further operating data will be needed to establish durability and lifecycle cost at commercial scale.
Source: Enedym and Toyota Tsusho Canada — January 29, 2026 project announcement.
The Actium motor family
Enedym has also described an electric propulsion product family called Actium.
In company-published information associated with the airport equipment programme, Enedym identified 80-volt, 400-volt and 800-volt offerings, covering power ratings from approximately 30 kW to more than 220 kW, with torque ratings reaching 400 Nm.
These are product-family figures, not a single motor’s full set of specifications.
| Company-reported Actium product-family characteristic | Specification |
|---|---|
| Voltage offerings | 80 V / 400 V / 800 V |
| Reported power range | Approximately 30 kW to over 220 kW |
| Reported torque ceiling | Up to 400 Nm |
The figures are company reported. Peak versus continuous ratings and complete torque-speed curves must be checked for each individual motor.
Source: Enedym’s Actium product-family figures and related project information.
Wind turbines: Where reliability can matter more than acceleration
One of Enedym’s other innovations is its Ventium wind pitch drive system.
An important distinction: Ventium controls the pitch of wind turbine blades. It is not intended to replace the main electrical generator in a wind turbine.
Modern turbines adjust the angle of their blades to manage aerodynamic loading, capture energy efficiently and protect themselves under difficult wind conditions.
A pitch-drive failure can affect energy production or turbine availability.
Enedym’s Ventium system uses an SRM and associated inverter to control blade positioning.
The company identifies several intended benefits, including brushless motor construction, reduced maintenance requirements, improved ruggedness and an ability to operate in harsh environments.
Those advantages could be particularly valuable for turbines located in remote parts of Canada, where sending technicians and specialized equipment to repair a turbine can be expensive.
Source: Enedym Ventium Wind Pitch System.
Why this could be a game changer for Canada’s economy
The potential significance extends beyond the electric motor itself.
1. Reduced dependence on concentrated rare-earth supply chains
The International Energy Agency identifies rare-earth supply concentration as a major concern for industries that manufacture high-performance permanent magnets.
Its published figures for 2024 show the extent of that dependence:
| Stage of the global magnet rare-earth supply chain | China’s share (2024) |
|---|---|
| Mining | 60% |
| Refining | 91% |
| Sintered magnet production | 94% |
These figures concern magnet rare-earth materials and sintered permanent magnets, not all minerals or all electric motors.
Eliminating the requirement for permanent magnets can reduce a motor manufacturer’s exposure to these particular supply-chain risks.
It does not eliminate every international dependency. Electrical steel, copper, semiconductors, manufacturing equipment and other components still require reliable suppliers.
Nevertheless, removing a major bottleneck could allow Canadian manufacturers more options when planning domestic production.
Source: International Energy Agency — Rare Earth Elements.
2. The possibility of significantly lower manufacturing costs
Enedym states that permanent magnets can account for 40% or more of the cost of certain propulsion motors and that its technological approach has the potential to reduce motor costs by approximately 40%.
This is one of the most compelling claims associated with the company.
But there is an important distinction between the cost of a motor and the cost of an entire electric vehicle.
Even if a motor were 40% less expensive to manufacture, that would not mean a 40% reduction in the purchase price of the completed vehicle.
Batteries, chassis, electronics, labour, engineering, warranty provisions and manufacturing overhead remain major costs.
The actual benefit would depend on the relative price of the entire motor-drive unit, the required inverter, thermal management and the production volume.
Enedym’s cost figures should therefore be treated as a promising manufacturer-reported potential, not as a universal, independently verified saving.
3. Better opportunities for Canadian manufacturing
Ontario already has extensive experience in automotive manufacturing, precision machining, metallurgy, electronics and vehicle engineering.
A magnet-free motor could support a supply chain built around electrical steel laminations, copper winding operations, automated assembly, power electronics and testing equipment.
These are areas where Canadian industry already possesses relevant technical capabilities.
Instead of depending entirely on imported finished electric propulsion assemblies, Canadian companies could participate in more of the manufacturing and engineering process.
However, domestic motor development does not automatically guarantee Canadian mass production.
Whether that economic opportunity materializes depends on competitive costs, customer orders, investment, automation, manufacturing quality and access to international markets.
4. Potential benefits for trucks and heavy equipment
For the heavy-duty equipment industry, the potential is particularly interesting.
A commercial vehicle operates under very different requirements from a passenger car.
Repeated stop-start operation, sustained high loads, harsh weather, dirty environments and demanding duty cycles place considerable stress on propulsion components.
A well-designed SRM may offer advantages in some of these circumstances through mechanically robust construction, the absence of rotor windings and magnets, and the ability to tolerate elevated temperatures without permanent-magnet demagnetization.
Possible applications include electric delivery trucks, yard tractors, municipal vehicles, loaders, mining equipment and specialized industrial machinery.
For a technician, the important distinction is that simpler rotor construction does not eliminate the need for sophisticated diagnostics.
The power inverter, current sensors, thermal monitoring, rotor-position information, high-voltage insulation and software must all work correctly.
A failure may appear as a torque limitation, inverter fault, sensor error, overtemperature event or insulation problem rather than a traditional mechanical breakdown.
The technology could change which components need the most attention during diagnosis and repair.
5. New possibilities for agriculture and rural industries
Agriculture depends heavily on electric motors for grain handling, ventilation, water pumping, refrigeration, conveyors and processing equipment.
Equipment reliability matters because many farm operations cannot afford unexpected downtime during critical periods.
In principle, robust switched reluctance drives could be useful in applications requiring variable speed, wide operating ranges and demanding environmental performance.
However, Enedym has not demonstrated that its current products are a proven or economical replacement for every agricultural motor.
In particular, conventional induction motors are already inexpensive, durable and well established in farm and industrial applications.
An SRM would need to deliver a measurable lifetime advantage in energy consumption, control, reliability or maintenance to justify replacement.
How does Enedym compare with existing motor technology?
| Feature | Permanent-magnet motor | Induction motor | Switched reluctance motor |
|---|---|---|---|
| Permanent magnets | Generally yes | No | No |
| Rare-earth magnets required | Often, but not always | No | No |
| Rotor construction | Magnet-equipped rotor | Conductive rotor structure | Shaped laminated steel |
| Rotor electrical losses | Generally low | Present | No rotor conductor losses |
| Control requirements | Advanced inverter control | Advanced inverter control | Specialized phase-current control |
| Acoustic/torque challenges | Usually manageable | Usually manageable | Historically more pronounced |
| EV propulsion suitability | Widely established | Widely established | Promising; still developing |
| Main advantage | High efficiency and power density | Proven, magnet-free operation | Potentially simple, low-cost rotor construction |
The important comparison is not which motor looks simplest on paper.
It is which complete drive system provides the best balance of manufacturing cost, output torque, efficiency, durability, noise, mass and lifetime performance for a particular application.
No electric motor architecture is automatically superior for every job.
What are the remaining challenges?
Enedym has made progress, but several important questions must be answered before its motor technology can be considered a large-scale commercial breakthrough.
Independent efficiency comparisons: How does an Enedym drive perform against a comparable production permanent-magnet or induction motor across a complete efficiency map? Peak efficiency alone does not tell the whole story. Low-speed efficiency, sustained loading, inverter losses and real driving conditions matter.
Long-term reliability: Can the system operate for thousands of hours under temperature extremes, vibration, repeated acceleration and demanding commercial duty cycles without unacceptable failures?
Mass production: Can motors be manufactured consistently in large quantities while maintaining competitive quality and pricing? A successful prototype is only the beginning of the industrialization process.
Repairability and service support: Will manufacturers provide technical information, replacement components, diagnostic software and service procedures that allow technicians to maintain the systems economically?
Complete drivetrain cost: Does the lower-cost rotor still provide a meaningful saving after accounting for the inverter, controllers, cooling and other equipment?
Enedym’s founders have expressed confidence in addressing the traditional limitations of switched reluctance motors. But those claims will ultimately need to be supported by repeatable production testing and commercial operating data.
Does eliminating rare-earth magnets make the motor environmentally friendly?
Removing rare-earth magnets can reduce certain material dependencies and environmental impacts associated with magnet manufacturing.
However, it is not accurate to describe any motor as having no environmental footprint.
Producing electrical steel, copper, semiconductor devices and motor housings still requires mining, refining, energy and industrial manufacturing.
A complete environmental assessment must also consider service life, efficiency during actual operation, recycling, transportation and end-of-life recovery.
It is also important not to confuse rare-earth metals with lithium, nickel or cobalt used in some battery chemistries. Removing rare-earth magnets from the electric motor does not eliminate the material requirements of a vehicle’s battery.
The environmental advantage should be evaluated over the motor’s complete life cycle, not simply by counting the materials removed from its construction.
Could Enedym change the electric vehicle industry?
The strongest case for Enedym is not that every electric vehicle will eventually use its motors.
Instead, it is that manufacturers could gain another competitive option.
A magnet-free motor with strong torque, acceptable noise levels, good efficiency and lower production costs could make electrification more accessible in certain vehicle categories.
For instance, a commercial equipment manufacturer may value ruggedness and straightforward construction more heavily than extremely compact dimensions.
An automotive manufacturer may place a higher priority on high-speed efficiency, acoustic performance and weight.
An industrial manufacturer may want long service life, predictable maintenance costs and excellent speed control.
The ability to tailor motor designs to those different requirements could prove extremely valuable.
What would confirm that Enedym is truly a game changer?
There are five developments worth watching:
- Independent, like-for-like performance testing against leading production EV motors.
- Verified manufacturing-cost reductions at commercial production volumes.
- Multi-year durability results from commercial vehicle fleets.
- Production contracts with major vehicle or equipment manufacturers.
- Successful high-volume manufacturing and an established service network.
The company has already demonstrated important technical progress, attracted strategic investment and put its technology into working vehicles.
Whether it becomes a major automotive supplier will depend on its ability to translate those achievements into reliable, affordable products produced at scale.
Final thoughts: A Canadian innovation worth watching
Canada has a long history of engineering and manufacturing innovation. Enedym’s development of modern switched reluctance motor technology offers another example of that capability.
Rather than relying entirely on developing new mines or manufacturing increasingly sophisticated magnets, Enedym is questioning whether those magnets are necessary in the first place.
Its central idea is appealing: simplify the mechanical hardware and use advanced electronics, engineering and software to deliver the performance modern applications require.
That approach may reduce costs, diversify supply chains and make electric propulsion more practical for certain vehicles and equipment.
There are still challenges to overcome, and the technology should not be promoted as a guaranteed replacement for every existing motor design.
But its progress from university research to working electric vehicles, commercial equipment demonstrations and international automotive investment is significant.
The real breakthrough may not be that Enedym has developed another electric motor. It may be that a Canadian company is demonstrating how electric propulsion can become less dependent on scarce manufacturing capacity, expensive permanent magnets and vulnerable international supply chains.
And if the technology proves itself in commercial production, the benefits could extend well beyond electric cars — reaching Canadian manufacturing plants, farms, heavy equipment, transport fleets and renewable energy infrastructure.
Verified sources and further reading
- Enedym — Official Motor Technology Overview — Explains its magnet-free SRM strategy and cost-reduction claims.
- Enedym — Honda Investment Announcement, October 21, 2025 — Confirms Honda’s investment and Enedym’s technology objectives.
- Enedym — Toyota Tsusho Airport Equipment Project, January 29, 2026 — Documents pilot operating hours, investment and integration.
- McMaster University — 2026 Cadillac LYRIQ SRM Inverter Engineering Study — Provides the reported 109.4-kW dynamometer test result and prototype integration.
- Enedym — Ventium Wind Pitch System — Explains its wind turbine blade-pitch application.
- McMaster University — SRM Acoustic Noise Research — Documents acoustic performance measurements and ongoing technical research.
- International Energy Agency — Rare Earth Elements — Provides global rare-earth mining, processing and magnet-production figures.
- Honda Xcelerator Ventures — Enedym — Confirmation from the investing organization.
- Enedym — Design Digitization — Describes its motor simulation and engineering optimization platform.
- U.S. Department of Energy — Improving Motor and Drive System Performance — General electric motor and drive system fundamentals.
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