We're technically embargoed from telling you anything about the new 2010 SRX, but that hasn't stopped Cadillac from releasing a teaser video on YouTube of the new wreath and crest CUV sliding around in the snow. Set to replace the current SRX that didn't sell well despite being a perfectly competent machine, the new SRX will debut next month at the Detroit Auto Show as the latest model to continue Cadillac's resurgence as a brand that actually matters in the marketplace. The new SRX promises to be much more appealing to the mainstream, especially if you like drifting on frozen lakes, and really, who doesn't?
Showing posts with label Cadillac. Show all posts
Showing posts with label Cadillac. Show all posts
Through some circumstantial evidence, "rumblings" and tea leave-reading, Autoweek has come to the conclusion that General Motors may unveil a new Cadillac model at the Detroit Auto Show powered by the Chevrolet Volt's range-extending hybrid powertrain.
Rumors of a Caddy-badged Volt have been circulated since earlier this year, with Bob Lutz and other GM execs hinting at the possibility of new hybrid model joining the Cadillac line-up. Lutz told reports back in September that "there's definitely room" for an eco-conscious Caddy and that "there's going to have to be some kind of dramatic environmental statement" from GM's luxury brand. So what form could it take?
Opel and Vauxhall versions of the Volt are already planned, but a Cadillac variant would likely be a small- to mid-size crossover. Just such a vehicle is slated to arrive in the second quarter of 2009 – the next generation SRX -- inspired by the Provoq concept unveiled earlier this year. While the Volt is supposed to carry a price tag of around $40,000, the range-extended, plug-in hybrid CUV from Cadillac would be priced significantly higher, and that could help GM recoup some of the costs associated with the Volt's advanced drivetrain development. We'll know for sure in a few weeks time.
[Source: Autoweek]
The Internet Car and Truck of the Year voting jury has just announced its pair of winners for 2011, and top honors go to both the Cadillac CTS-V and Jeep Grand Cherokee. For 2011, the CTS-V is offered in a trio of body styles, all of which boast a 556-horsepower supercharged V8 and seriously good driving dynamics. Likewise, the 2011 Grand Cherokee remains one of the best off-road vehicles in its class, and points the way forward for the "new Chrysler."
In addition to the vehicles picked by the Internet Car and Truck of the Year jurors, the motoring public was able to cast its vote for the "Average Joe" awards. Unlike the professional jury, the public voters named the 2011 Ford Mustang GT as Car of the Year, its new 5.0-liter V8 and reworked suspension geometry making it more of a true sports car than a stereotypical muscle car. However, both the "Internet Pros" and "Average Joes" saw eye to eye on the Truck of the Year award, with the Grand Cherokee taking the cake from both segments of voters.
Vehicles aside, the ICTOY jury also honored recently deceased and legendary automotive journalist Jerry Flint with the 2010 Journalist of the Year award. Flint, who died on August 7th of this year, covered the automotive beat for over 50 years, and was once named one of the 100 most prominent business reporters of the 20th century.
[Source: Internet Car and Truck of the Year]
INTERNET PROS AND AVERAGE JOES PICK THEIR FAVORITE NEW CARS AND TRUCKS
Jerry Flint Posthumously Honored as Internet Automotive Journalist of the Year
Boston (Dec. 1, 2010) - The Internet Car and Truck of the Year website has announced the winners from the Internet Pros and Average Joes votes for their favorite new cars and trucks. Domestic brands swept all four categories.
The winners, announced from the New England International Auto Show today, are:
Internet Pros:
Car of the Year: 2011 Cadillac CTS-V
Truck of the Year: 2011 Jeep Grand Cherokee
Average Joes:
Car of the Year: 2011 Ford Mustang GT
Truck of the Year: 2011 Jeep Grand Cherokee
The Internet Pros are comprised of a select team of 15 online writers from some of the leading automotive Internet sites, while the Average Joes consisted of thousands of votes from the motoring public. Complete biographies of the jury members are available at www.internetcarandtruckoftheyear.com.
So while the Internet Pros and Average Joes agree on the Truck of the Year (for the second year in a row) they have slightly differing opinions when it comes to their favorite car. The Pros like their speed in the form of a luxury sports car with the Cadillac CTS-V while the Average Joes voted for classic American muscle with the Ford Mustang GT (with only a 1 percent margin of victory over the Cadillac CTS-V). However, both groups demonstrated their respect for the vastly improved Jeep Grand Cherokee by wide margins.
Internet Automotive Journalist of the Year
The Internet Automotive Journalist of the Year award was given to Jerry Flint for his long body of work in automotive journalism, most recently as a columnist for Forbes – both in print and online. It will be presented to his widow, automotive journalist Kate McLeod, at the Dec. 9 International Motor Press Association meeting in New York City.
A prolific award winner, including the Gerald Loeb Award for Distinguished Business and Financial Journalism in 2003, for his Forbes "Backseat Driver column," Flint was not afraid to point out when the Emperor was wearing no clothing. That insight, and his grasp of the automotive industry, earned accolades that included his naming by Business News Reporter as one of the 100 most prominent business reporters of the 20th Century.
The 2010 Automotive Journalist of the Year was John Neff, editor of Autoblog.
The Internet Car and Truck of the Year awards were created by Keith Griffin, the Guide to Used Cars for About.com, a writer for TorqueNews.com, and the National Hyundai Examiner for Examiner.com, as well as a print automotive journalist and vice president of the New England Motor Press Association.
Last month, we sampled the 2010 Cadillac SRX in naturally aspirated, 265-horsepower guise, and after a week behind the wheel we are convinced General Motors' luxury brand finally has a competitive crossover to take on the segment-defining Lexus RX. Along with Cadillac's unique angular styling and a full complement of amenities, the SRX surprised us with an edgy chassis that wasn't afraid to cut the rug when pulled onto the dance floor.
But while the SRX has some moves, the direct injected 3.0-liter V6 isn't exactly Fred Astaire. It provides just enough motivation for daily driving, but for customers that need more – particularly for those who want to fully enjoy the SRX's underpinnings – Cadillac has decided to offer a second, more aggressive engine to the mix. But with 300 horsepower, the 2010 SRX 2.8T – the first production Cadillac in the US fitted with a turbocharger – aims to please buyers looking for more pop in the pedal... a bit more skip in their step. Does the boosted Caddy deliver?
While Cadillac has high expectations for the sporting performance of the SRX 2.8T, its sales goals are far more modest. Cadillac expects only 10% to 15% of SRX buyers to opt for the turbocharged version, and those that do will pay a premium for its increased capabilities. The 2.8T option will only be available in Performance and Premium trim, and all-wheel drive, moonroof and navigation are all standard.
The turbo'd SRX utilizes the same FE3 suspension found in uplevel 3.0-liter models, though it has its own Aisin-Warner six-speed automatic transmission. We'd estimate the 2.8T's extra power will yield a 0-60 time of 7.5 seconds; about a second faster than the 3.0-liter model. Even with the 2.8T's improved performance, Cadillac still expects similar fuel economy to the 17/23 numbers of the non-turbo 3.0-liter mill, with city/highway numbers of 16/23. Although final pricing hasn't been announced, Cadillac tells us the 2.8T will carry a $3,000 premium versus a similarly equipped 3.0-liter model, so the MSRP is likely to max-out around $53,000 if all the boxes are checked.
Normally, when we get an invite from The General to test one of its more subdued offerings, we're relegated to a test track normally used to evaluate suspension setup, NVH (noise, vibration and harshness) and general driveability. With the SRX 2.8T, we received a bit of a surprise. Instead, we were escorted to the Chevrolet Corvette ZR1's stomping grounds, affectionately referred to as the "Lutz 'Ring."
Bob Lutz' signature track takes cues from some of the world's most impressive circuits, combining hairpin turns, significant elevation changes, blind crests and aggressive straightaways into a course designed to test the mettle of GM's high performance offerings. A select group of test drivers are qualified to attack the track at full throttle, and the training regimen requires pilots to cut their teeth with a Pontiac Solstice before graduation to bigger game. If they come within a few tenths of John Heinricy's times, they get certified. Needless to say, not an easy task.
Evidence of the track's victims are peppered throughout the course, with long, thick skid marks exiting the cement surface and disappearing into the grass. Our track guide (and certified badass) Matt Satchell told us some of the markings were the result of ABS failures on test mules and other pre-preproduction issues, although we're sure that's only part of the story. Regardless, those black stripes gave us pause. We've tackled the Lutz 'Ring in Chevy's world-beating, 638-hp ZR1, but a luxury crossover? This was going to be interesting.
After Matt gave us a quick tour of the grounds, we settled in behind the wheel and headed out on the track with the gearbox set to automatic. No surprise, the extra 74 lb-ft of twist provided by the turbocharged 2.8-liter V6 was a revelation over the torque-challenged 3.0-liter mill. Turbo lag is minimal, and with 295 lb-ft available from 2,000 RPM, any mid-corner temerity (or stupidity) can be wallpapered over upon exit thanks to the SRX's newfound thrust.
And when the time came to attack those bends, we were greeted by the same dynamic chassis we enjoyed in the standard SRX. Although the crossover's relatively high center of gravity dolls out minimal body roll in both the tighter turns and high-speed sweepers, the suspension and chassis feel at home when driven aggressively. When we overstepped the boundaries of physics and the rear tires lost adhesion, the Haldex AWD system quickly regained traction before the stability control stepped in to govern our fun. Unfortunately, the SRX's thrones aren't bolstered enough for track duty, so staying firmly behind the wheel requires plenty of forearm exercise.
On our next go 'round, we slipped the SRX into Sport mode by bumping the shifter into its Manual setting, allowing us to pick our preferred ratio or let the transmission figure it out. In Sport, the SRX becomes slightly racier. Shifts are held longer, downshifts are more aggressive and the suspension reacts accordingly. We didn't notice any major differences with the steering or throttle, but the higher revs make the SRX easier to drive quickly.
After seven runs around the L-Ring, we left the Milford Proving Grounds to get a sense of how the SRX handles real-world conditions. On public roads, the SRX showed its civic side, staying comfortable and compliant across a myriad of surfaces in stereotypical Caddy fashion. Again, the extra oomph provided by the boosted six was more than welcome, and cracking the window let the 2.8's siren song into an otherwise quiet cabin. Although the force-fed V6's note is slightly more refined in the Cadillac than it is when installed in the (less-powerful) Saab 9-3 Turbo X, the added gruff of the exhaust urges you to push a little harder, something noticeably missing in the segment.
Even with its advanced capabilities, the SRX 2.8T has little business on a high performance test track, yet it never embarrassed itself (or us) around the circuit. When we reviewed the naturally aspirated SRX, we felt it was an aggressive powertrain away from being outstanding. With the addition of the 300 hp 2.8T to the SRX llneup, Cadillac's new crossover has taken its game to the next level. There are plenty of luxury crossovers with "me-too" styling and the driving feel of a Barcalounger, so it's refreshing to see Cadillac has taken the road less traveled with the SRX 2.8T.
[Source: Autoblog]
The first generation Cadillac SRX brought General Motors' premium brand into the crossover segment, providing better fuel economy compared to similarly sized SUVs while also delivering significantly improved driving dynamics. We bought into that first-generation, rear-wheel-drive SRX when we reviewed it way back in 2007, but the luxury car-buying public apparently wasn't all that interested. Sales of the sharp handling SRX never took off, largely keeping Cadillac off of the luxury crossover gravy train long dominated by the Lexus RX 350.
Cadillac hopes to change its crossover fortunes with the introduction of the all-new 2010 SRX. This time out, the SRX is very different from the one it replaces, with a fundamental shift from a rear-wheel drive platform (with available all-wheel drive) to a front-drive setup (also with available AWD). Along with that shift in powered wheels, the 2010 model goes with smaller, more efficient powertrains. Cadillac doesn't try to hide the fact that the new SRX is gunning for the RX, but GM's designers and engineers didn't want to simply copy the strong-selling Lexus. Cadillac wanted its crossover to be more expressive inside and out, with state-of-the-art tech and superior driving dynamics. Does the new SRX have what it takes?
Cadillac has already won a big battle with the Lexus in undercutting its entry price by some $3,500. The SRX starts at $34,115 while the base RX comes in at a more sobering $37,675 with delivery. Optioned out, though, the two vehicles come closer in price. Our Radiant Silver 2010 SRX tester came equipped with Cadillac's mid-level Performance Collection, which carries an MSRP of $45,820 including destination charges.
Among the option boxes ticked for our tester were all-wheel drive, 20-inch alloys, a navigation system and a moonroof. Our tester also came equipped with the standard 265 horsepower, direct-injected 3.0-liter V6 engine mated to a six speed automatic transmission. An uplevel, turbocharged 2.8-liter V6 capable of 300 hp and 295 lb-ft of torque will be available this Fall.
One common complaint about the outgoing SRX is that its styling was both startling and stale. The wreath-and-crest brand applied its "Art and Science" design aesthetic to the crossover body style, which resulted in acres of flat sheetmetal and creases sharp enough to cut cheese. While we didn't mind that car's styling, some accused it of looking more like a tall wagon than a conventional crossover, and prevailing thought has it that lower-to-the-ground aesthetic harmed sales. Thus, Cadillac designers have changed all that in a big way, giving the model more traditional upright proportions with dimensions very similar to that of the benchmark Lexus.
With less interior volume than its predecessor, the SRX has lost its third row of seats, but since those were only suitable for small children, we're guessing the empty nesters and young professionals that Cadillac is targeting won't miss them.
To bring the design of the SRX closer to the rest of the Cadillac family, designers have incorporated the next generation of the aformentioned Art & Science design cues. An in-your-face grille punctuated by a big badge resting between two huge, uniquely-shaped HID headlights give the front end a look that is unmistakably Cadillac. An elegant, sweeping roofline and a wide stance with a muscular looking beltline lend the SRX a suitably sporting appearance. Team Cadillac punctuated the SRX with long, vertical taillights that have long been a trademark design element for the brand.
Cadillac is hoping that luxury crossover buyers looking for brash, no-excuses exterior styling will find the SRX well suited to their wants, and it passes the Autoblog eye exam. But to seal the deal, the SRX needs to flat-out nail the interior test. Once inside the SRX, all eyes are drawn to the cabin's impressive center stack. With a jewel-like analog clock, high-end materials and the massive (and we mean truly huge) retractable nav screen in our tester, it's hard not to stare.
The seats are supportive and generous in size, the dual stitched dash is soft and pliable to the touch, and the thick, leather-stitched steering wheel is a joy to hold. We also found that the wheel's control buttons were easy to use, which is important considering all the tech and features at the driver's finger tips. Cadillac has also taken great pains to keep noise out of the cabin, and we were able to hold a conversation with passengers in the rear seats without raising our voices. And if you must have a moonroof, the SRX has got a good one. The large expanse of overhead glass was a topic of conversation for all who entered the SRX, as its absolutely huge dimensions gives occupants an unencumbered view of the world above them.
When we first began driving the new SRX, we weren't sure if we liked the fact that the navigation screen was of the pop-up variety (like that of the CTS), but after some time with the system, we were sold. When not in use, the nav screen stays tucked away, and when it was time to find something, the system came alive with the touch of a button. And using the system is a piece of cake, although some among us still prefer the ease of use of On-Star's turn-by-turn directions. Why punch in coordinates while the car is in Park when you can have someone else do it for you while you're already on the road? Luckily for Cadillac owners, with the SRX, you can do both. We also liked the fact that the stowed nav system would pop up whenever we shifted into Reverse so that we could make use of the backup camera, and when we put the shifter in Drive, it tucked itself back inside the dash.
Our favorite feature inside the new SRX was easily the customizable display built into the instrument panel. Not only does it look great as the centerpiece gauge, it's also packed with info. The nifty little readout shows everything from instant miles-per-gallon to trip mileage, just like most other systems on the market – but Cadillac's system can assist with turn-by-turn navigation directions and tell you how many of your kids in the back seat have their seatbelts on.
Our lone complaint about the SRX's interior is that we've sat in more comfortable seats with better bolstering in other vehicles that occupy the same price range, and this CUV's leather seating surfaces were merely adequate in quality. The competition from Audi, BMW and Lexus are a bit ahead of Cadillac in this regard. We would have also liked cooled seats, but that option is available for buyers willing to opt up for the Luxury package.
To give the new SRX improved fuel economy while also providing class competitive power, GM opted for a new direct-inject 3.0-liter V6 engine that produces 265 hp and 223 lb-ft of torque on regular fuel. Cadillac engineers tell us that direct injection has improved fuel economy by 3 percent while also boosting power by up to 8 percent. The front-wheel-drive SRX carries an EPA estimate of 18 mpg city and 25 mpg highway, while the all-wheel-drive model is rated at 17/23. We averaged 20.1 mpg in combined driving during our time with the all-wheel drive SRX.
Three liters is a smaller displacement than most engines in the same class as the SRX, yet the GM motor still looks good on paper. Our fully equipped AWD tester, however, weighs in around 4,400 lbs, which is an awful lot of mass to motivate. Delicate gearing finessed for the best possible fuel economy combined with a slow initial throttle response makes the SRX feel more sluggish off the line than its spec sheet would suggest, so buyers interested in higher performance may want to wait for the more powerful engine that will be available in the Fall. The six-speed automatic transmission is very smooth, and in manual mode, it will hold gears all the way to redline. This at least allows you to wring as much power out of the motor as your fingers please.
The SRX uses a unique platform that combines bits and pieces from the Theta platform that also underpins the Chevrolet Equinox and the Epsilon II platform that sits beneath the 2010 Buick LaCrosse. Company officials insists that it mainly uses components found on no other GM vehicle. The FE3 suspension package on our Performance Collection tester was more than willing to tussle with twists and turns, and when diving into a corner, the SRX exhibited very little body roll, even when pushed hard. To give drivers better communication with the road, Cadillac engineers have ditched the electronic steering and instead opted for a hydraulic unit that could be better tuned to suit the new crossover's needs. The result is steering that's nicely weighted and well balanced for both leisurely driving and the occasional switchback.
On dry pavement, the new torque-vectoring all-wheel-drive system will help hold the road under forces that would otherwise bring tire squeals and massive understeer to a FWD-only vehicle. When the weather takes a turn for the worse, the system provides drivers with a capable safety net. About three hours after we picked up the SRX for a long weekend, the skies opened up and it rained hard for several hours. The AWD system in the new SRX cut through the wet pavement without a hint of wheel slip, which is not surprising considering the system is capable of shifting 100 percent of available torque to the front or rear wheels at any time. That's pretty common with most AWD systems, but the SRX's Haldex-sourced unit can also shift up to 85 percent of its thrust from side to side. The fruit of the system's labor is peace of mind for the driver, even though it is so seamless that you'll likely never know when it's working.
Cadillac needed to make a real statement with the new SRX in order to steal attention from the perennial best-selling Lexus RX, and the division's designers and engineers have responded with a beautiful cabin and styling that commands attention. The SRX sold us with a driving experience that makes you forget you're behind the wheel of a crossover, and it also delivers excellent utility and top-notch creature comforts that customers in this segment demand. After a few days behind the wheel of the SRX, we're convinced that Cadillac may finally have the goods to go toe-to-toe against Lexus' all-powerful RX. While a more powerful engine and aggressive throttle tuning is required to reach the front of the pack, the 2010 Cadillac SRX still comes highly recommended.
[Source: Autoblog]
There was a time when General Motors was a design leader. Before the Aztek, before the Catera, before the Sunfire and before the Citation, GM was synonymous with bold, strong, emotional automotive design. The General was so good at it that in the 1950s it was able to flood dealerships and stress factories just by tweaking a given model's sheetmetal a few shades. Imagine anyone caring about a new rear end on a 2011 Chevy Malibu. Yet the revised bodywork of the 1956 Bel Air was a major cultural phenomenon.
The name Harley Earl – the legendary head of GM design from 1927 until 1958 – still strikes reverence into the hearts of many. One glance at his famed Buick Y-Job, a 1949 Cadillac or the original Corvette is enough to see why. Earl's parting shot was the 1959 Cadillac Eldorado – the one with the tail fins that could nearly touch the moon. Then you have Earl's successor, Bill Mitchell, the man responsible for the third generation Corvette, the 1966 Toronado and the magnificent boattail Buick Riviera.
For a variety of reasons, in the 1970s General Motors and striking design parted ways. GM's styling wandered through the desert, swapping glitz, purpose and chrome for tighter profit margins, increased badge engineering and a large patina of plain ol' dull. All you need to do is take a gander at the third-generation B-bodies to see how far GM went in the wrong direction. Let's not even mention cladding.
For the last decade or so there have been signs of hope. Vehicles like the Chevrolet SSR, Pontiac Solstice, C6 Corvette and the new Camaro were proof that GM and great design are on the road to reconciliation. As a division, Cadillac has made the biggest strides with their Art and Science design motif, showing great signs of life. The front end of the second generation CTS is fantastic. From a pure design point of view, and with the possible exception of the now dead Pontiac Solstice, no General Motors product has been world class since Mitchell retired in 1977.
It's difficult to describe just how striking the CTS Coupe is in the flesh. Fresh, crisp, bold, sexy, smart, savvy and even – to quote Cadillac – audacious. We hate to swallow marketing pabulum of any sort, but in this situation, with this car, the descriptor "audacious" rings absolutely true. What other word could we use to explain the dramatic, emotional and complex combination of lines, angles and curves that make up this new Cadillac? "Brave" perhaps, but regardless of the adjective, the CTS Coupe is a shot across the design world's bow.
The CTS Coupe is not simply a two-door version of the four-door CTS. Instead, Cadillac opted to shorten the car by two inches, widen the rear track by two inches and chop the roof by two inches. Naturally, if you take away two inches of height you have to give it back somewhere else, right? Cadillac says that's not really so, noting that it was able to simply lower the CTS Coupe's seats by nearly two inches making no one the wiser. Caddy also raked the Coupe's windshield back, producing a much racier profile than either the CTS sedan or Sport Wagon. They also yanked the door handles off, instead favoring two pushbutton Corvette-style openers hidden in the doors' metal. When the decision was made to, "Build the concept car," that entailed keeping the dual center-mounted tail pipes where they were. We freely admit that they look quite good, however be prepared to burn the front of your calves when getting groceries out of the trunk.
The most audacious (there's that word again) aspect of the Coupe's design is its rear end. It looks like nothing else on the road. At once muscular yet avant-garde, the straight-on and rear three-quarter view of the CTS Coupe's haunches is mesmerizing. We found ourselves muttering, "That's a good looking car," every time we stopped and looked. From its vertical, LED-filled taillights to the third brake light that's angled up enough to double as a downforce-generating spoiler to more points than a star fish, the CTS Coupe is Tertris meets tangrams meets sophisticated industrial design. It all works fabulously; the Coupe is an aspirational shape, one that simultaneously signifies a suddenly reborn brand. Once again and for the first time in a while, we're talking world-class.
The Coupe's interior is a different chapter from an older book. While there's no question that the second generation CTS' innards are a large step in the right direction, you won't find yourself thinking "The Standard of the World" while sitting in the captain's chair. The wood is nice, and there's leather trim here and there, but there is also a whole mess of fake leather and real plastic. Competitive with Lexus or the Hyundai Genesis, sure, but in no way does the Coupe's interior approach the luxury level of recent, resurgent Mercedes-Benz. And thirty-seconds spent in the new Porsche Panamera will leave you shaking your head in terms of Cadillac's take on luxury.
The wood-capped steering wheel is thick and fully adjustable, and is now heated, but for an exterior design of such sporting pretensions, it still errs on the side of your Uncle Al's Caddy. Cadillac has seen fit to include shift-buttons on the back of the helm (left for down, right for up), but serious drivers will prefer actual paddles. That said, it's a step in the right direction, especially as the CTS' gear-shift manual mode is activated by flopping the lever over to the right, into the passenger's knee space. Curiously, the new SRX's shifter flops to the left, towards the driver. As for the rear seats, they are on par with the space provided by Benz's E-Coupe or the Audi A5, though ingress and egress can be a bit of a squeeze. Really, no worse than the competition, though the front seats in the Mercedes do automatically slide when the seatback is flipped forward.
Then there's the matter of the slide up navigation screen. A nifty trick, but like similar moving parts in the new crop of Jaguars, we're left anxious in anticipation of the day when those little electric motors stop working. However, unlike the Jaguar's gearshift puck and air vents, the CTS Coupe will still be drivable when the nav-screen refuses to rise. When it's up, the display's quality is (again) not nearly up to snuff with what the competition is selling. Actually, forget other luxury cars, a Sync with Sirius Travel Link-equipped Ford Focus features a screen that's roughly five times better. To their credit, the Cadillac folks acknowledged that the interior isn't world class – yet. They suggested several times that we should wait 18 months before issuing final judgment, whatever that means.
On the road, everything that's good about the four-door CTS is amplified in the coupe. You're lower to the road, the wider rear-track and sticky 19-inch summer tires provide gooey gobs of grip and the view out over the hood is definitely sporting. The only available Coupe engine is the more potent 304 horsepower, 274 pound-feet of torque 3.6-liter V6, as opposed to the sedan which can also be had with a less powerful 3.0-liter V6. Well, we shouldn't say "only available" as the full-mental patient 556-hp supercharged LSA motor will be available in the CTS-V Coupe when both models go on sale later this summer. However, Cadillac chooses to view the V Coupe as a separate model, and for the purposes of this review, so shall we.
The direct-injection 3.6-liter V6 provides adequate if not good forward thrust, though introducing a new model into such a hyper-competitive segment and not being the most potent in class can be viewed as a bit of a head-scratcher. For instance, the Coupe is more powerful than the E350 Coupe and Audi A5, but is nearly thirty ponies down on the Infiniti G37 Coupe. Likewise, both the Merc and the Audi can be had with more powerful mills – the E550 Coupe and S5, respectively. We asked Cadillac if they planned to offer a CTS Coupe with the 6.2-liter LS3, with its 425 or so ponies and 420+ lb-ft of torque (depending on tune) or even the (slightly) less potent L99 6.2-liter V8. Our thinking being that a butt-kicking V8 would endow the CTS Coupe with performance worthy of its looks while smothering the competition without breaking the bank like the CTS-V is sure to do. For their part, Cadillac said "no," but we observed more than one suspicious smirk while they were answering. Either way, more power would do the Coupe wonders.
For the launch, Cadillac only had automatic-equipped Coupes on hand. A pity, sure, but we should point out that there's a less than thirty-pound weight penalty should you opt for the slushbox version (the manual Coupe weighs about 3,900 pounds, the automatic about 3,930, while the all-wheel drive Coupe, which is automatic-only, tips the scales at a hefty 4,100 pounds). The six-speed cogswapper performs quite well in both low-speed traffic situations and on back roads, where a heavy right-foot will convince the transmission to hold a gear until near redline. The wheel-mounted button-shifters work fine, and for the first time in a Cadillac, you don't need to move the gearshift into manual for the buttons to work. A very handy feature. If you do select a gear while in auto, the transmission moves in manual-mode for about ten seconds before reverting back to full-auto. The shifts, however, are on the slow side, and as far as we can ascertain, no dual-clutch transmission is in the immediate future.
As mentioned, the grip is copious if not prolific, in part due to the well sorted chassis and wider rear-track, though mostly, we suspect, because of the super-sticky Continental summer tires (245/19/40 front, 275/19/35 rear). For such a heavy two-door, the Cadillac is able to admirably change direction. At least as well as the G37, Audi A5 and E-Coupe, though its moves are not nearly as graceful and athletic as the thoroughbred BMW 3 Series. This is still good news, and a touch surprising when you compare the Coupe to the same-engined, similarly hefty Chevy Camaro. Again, this points to the inherent sportiness of the CTS' Nรผrburgring-tuned chassis. Remember, too, that come 2015, both the CTS and the Camaro is expected to ride on GM's new Alpha chassis, along with the upcoming Cadillac ATS, a dedicated 3 Series fighter.
The Coupe's ride isn't quite up to its handling. Cadillac has decided to go with floaty as opposed to tight and tied down. That makes the CTS Coupe something of a handful when the going gets really twisty. In fact, Cadillac made a point of offering us motion sickness hand wraps that they had procured after the previous day's drive. In fairness, we were turned loose on some rather excellent roads in California's Napa, Sonoma and Lake counties that would surely upset several stomachs no matter what car we were driving. We didn't get sick, nor did our passenger, but we found ourselves begging for firmer dampers and less bounce. Unlike the upcoming CTS-V Coupe, the regular flavor Coupe isn't available with GM's excellent MagneRide suspension, which is a shame.
At the end of the day, however, ride and handling, acceleration and even the interior aren't the point of the CTS Coupe. Style is, and in that regard Cadillac has grand-slammed it. Take a look at the competition. All of the previously mentioned Germans and Japanese two-doors simply can't hold a candle to the Coupe's glorious lines. The shape and the shape alone is what will attract buyers. And really, by taking the bold way out and "building the concept car," Cadillac has accomplished something we think is really, truly special. With the already gorgeous front end of the CTS coupled to the sculpted, athletic profile and sleek, groundbreaking rear, the Coupe is a powerful statement. Announcing that not only is GM on the road to recovery, but that Cadillac is once again ready to compete with the world's best.
Cadillac has decided to jump into the free scheduled maintenance game with a four-year/50,000-mile deal for all buyers of 2011 models. Cadillac's announcement comes just days after Lincoln decided to provide free service to anyone that buys or leases one of its vehicles between now and Labor Day.
The Premium Care Maintenance program is part of Cadillac's revamped customer service program that includes advanced dealer training in conjunction with the Ritz-Carlton hotel chain. Premium Care goes beyond Lincoln's offer with a longer term that will run for the full model year, but doesn't cover wear items like brake pads and wiper blades, as the Lincoln program does. Like similar programs from BMW, Volkswagen and Lincoln, Premium Care Maintenance covers oil changes, tire rotations, filters and inspections. Cadillac undoubtedly hopes to bolster sales of its previous volume leader, the CTS, with this new program. While sales of the SRX have been soaring recently, the CTS is down more than 14 percent so far this year.
[Source: General Motors]
Despite recent products to the contrary, when much of America thinks "Cadillac," a lot of people still recall the land yachts of the '70s and '80s. Hoods and decks marginally shorter than your average aircraft carrier, and Sedan de Villes and Fleetwoods serving as hearses or transportation for those awaiting a ride in one. But something happened to Cadillac a few years back. After several failed attempts to compete with the Germans (Seville STS, Allante and Catera), General Motors began crafting a strategy to take on the luxury marques abroad. At the forefront of that movement is the Cadillac CTS and the pinnacle of their efforts is this, the CTS-V. To paraphrase and co-opt the grizzled Oldsmobile tag-line: "The 2009 CTS-V is not your grandfather's Cadillac." Not by a long shot.
While the Cadillacs of yore were only marginally removed from their seagoing counterparts – both from a dynamic and steerage standpoint – the CTS-V stands in stark contrast. In standard guise, the CTS is bold and handsome, utterly modern and instantly recognizable. This is even more so in V trim.
To qualify as a V-Series model, the CTS had to have both the moves and the looks to accompany the badge. So Cadillac's Clay Dean-led design team incorporated the same mesh grille seen on earlier Vs, along with a deep front fascia that diverts air around the car rather than under it. This adds to the visual appeal as well as enhancing stability at elevated speeds.
Extensions along the flanks and rear bodywork visually lower the CTS-V and carry the bottom edge of the front air dam to the back. The only other exterior change is the hood bulge required to clear the marvelous LSA V8. Like the LS9 in the Corvette ZR1, the LSA is a supercharged 6.2-liter V8. And like its big brother, it proves that a simple, compact pushrod V8 can do amazing things in the 21st century.
This Caddy thunders down the road with 556 horsepower and 551 lb-ft of torque, with most of that twist available around 1,500 rpm. Compared to the CTS-V's most obvious competitors – the BMW M5 and Mercedes-Benz AMG E63 – that low-down grunt is a selling point. And while the Bimmer's rev-happy V10 is fun on the track, it loses its luster when commuting to the office. And though it's true that the E63 offers substantially more grunt than the M5 (465 lb-ft at 5,200 rpm versus 383 lb-ft at 6,100 rpm), it's still outmatched in both output and responsiveness by the CTS-V. The Cadillac, like its two-door Corvette sibling, can be driven around town in a thoroughly relaxed fashion. And with a choice of either a six-speed automatic with sport and manual shift modes or a row-your-own Tremec with the same number of cogs, the CTS-V pleases with what's under the hood and what's nestled in your palm.
But in order for a car to be competitive in this high-dollar, high-horsepower segment, the CTS-V needs more than great mechanicals. The office space needs to be up to snuff, with top-notch materials, peerless build quality and down-to-business functionality. Like its entry-level counterpart, the CTS-V scores well on all counts. The dashboard and doors are trimmed in the same cut-and-sew leather as the standard CTS, but the V benefits from carbon fiber trim across the dash and doors, along with a center stack and console finished in a high gloss piano black.
More important than interior trimmings are the front seats. Thankfully, Cadillac saw fit to offer the CTS-V with a proper pair of thrones. Optional 14-way adjustable Recaros are available at a price ($3,400), and they're worth every penny. The side bolsters can be adjusted to fit the driver's torso to a "T", allowing the person manning the helm to comfortably take advantage of the V's thoroughly revised suspension. And if that price still seems too steep, it's made slightly more bearable with the inclusion of Alcantara trim coating the center of the seats, shift knob and steering wheel.
Once your butt is situated in the grippy Recaro, it's time to fire up the engine and unleash the beast. Of course, this being a Cadillac and not a Corvette, it doesn't make as much noise as its Bowtie'd counterpart. In fact, the CTS-V sounds downright subdued – but there's no mistaking it for a Lexus. Like other great V8s, its slightly lumpy at idle, but given that the engine is the heart of the CTS-V, it's more like a pulse and less like a '60s muscle car on the verge of vapor lock.
With our tester's 6L90 automatic transmission in Drive, a gentle squeeze of the throttle sets the CTS-V smoothly into motion. Given the V's capabilities, you'd expect the sedan to feel high-strung and truculent at slow speeds. It's anything but. Measured application of the throttle results in perfectly linear acceleration – and when you finally hammer the go-pedal, all that twist plants your backside into the seat unlike any other sedan on the market. Push the LSA harder and the exhaust note becomes even more aggressive, although it never grates. It simply responds, "Sure, I'm more powerful than some supercars, but I'm also a grown up."
When the roads finally begin to bend, the CTS-V is more than ready to take up the task. The Delphi-sourced magnetic adaptive damping system allows for a wide range of suspension rates, eliciting fast responses by using shocks filled with magneto-rheological fluid (an oil impregnated with iron particles) that changes viscosity when an electric current is applied. The result is a fluid – not floaty – ride that handles the most pockmarked roads with aplomb. As speeds and lateral forces build, the dampers automatically tighten up and the MR button on the center stack firms things up even further.
Like the adaptive damping, the CTS-V shares the ZR1's Brembo calipers, with six-piston units up front and four-pots in the rear. Fortunately (for cost) or unfortunately (for performance), the V has to make do with vented iron rotors instead of the exotic carbon ceramic units on the 'Vette. But it doesn't matter. The brakes work beautifully, with a firm pedal feel, linear responses and fade-free performance. The stiff, one-piece calipers provide perfectly precise modulation, making deceleration as easy and impressive as acceleration.
The automatic transmission's shifting duties can be handled in one of two ways: either pushing the shift lever to the right and tapping fore and aft, or tickling the switches on the back of the steering wheel's spokes. Although the switches work as advertised, their placement leaves something to be desired, as your hands have to be perfectly placed at 9 and 3 o'clock to operate them, making gear selection in fast corners slightly difficult.
Shifting niggles aside, the CTS-V is – without a doubt – one of the finest cars on the road today and one of the best vehicles ever built by General Motors. It packs the performance to run with the fastest super sedans from Germany and looks that are both modern and uniquely Cadillac. For those who like the idea of ZR1 performance, but need something with room for four and a usable trunk, the CTS-V is the chariot you've been waiting for. And to make the deal even sweeter, you get all this for a price substantially lower than the competition.
The CTS-V's cost of entry is $58,575 and comes standard with the Brembo brakes and MR dampers. The Thunder Gray ChromaFlair paint, Recaros, and premium audio with navigation brought our tester to $68,540, including delivery, with the $900 Ultra-view sunroof being the only major option missing from the checklist. Even by ticking off every possible factory option, the maximum tab comes in just over $71,000 – nearly $14,000 less than the starting price of a BMW M5. If only GM could've launched the new CTS-V sooner, it would truly be a celebration of what the company is capable of.
[Source: Autoblog]
