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    Detroit Auto Show: 2016 Cadillac CTS-V 640HP, 200MPH


    • Cadillac releases pictures of the 640 horsepower 2016 Cadillac CTS-V ahead of the Detroit auto show.


    Cadillac released the details of the upcoming 2016 Cadillac CTS-V to be shown at the Detroit Auto Show on January 13th, 2015. Capable of 200 mph, the supercharged 6.2 liter V-8 produces 640 hp at 6400 rpm and 630 lb-ft of torque at 3600 rpm, an increase of 84 hp and 79 lb-ft over the current model. The 0-60 time drops by two-tenths of second to 3.7 seconds. The new 6.2 liter employs a 1.7 liter super charger and adds direct injection and cylinder deactivation, premium fuel is required. Cadillac brags that these power numbers are greater than both the Mercedes-Benz 5.5L bi-turbo V8 and the 4.4L twin-turbo V8 from BMW.

    Getting all of that power to the ground is an 8-speed automatic funneling power through the electronically controlled limited-slip rear differential. The suspension is a third generation magnetic ride control that has been upgraded to respond 40% faster to changing road surface conditions. At 60 mph, the suspension can react to every inch of road surface traveled. The half-shafts are of asymmetrical stiffness to help reduce wheel hop under hard acceleration.

    The new CTS-V's 19 inch wheels are 45 percent stiffer than the current model, yet lighter in weight to reduce unsprung mass. Curb weight clocks in at 4,145 lbs, a 74lb reduction in weight in spite of being just over 6 inches longer than the outgoing model. Brembo brakes pull the CTS-V down to a stop with 15.3 inch diameter rotors up front and 14.3 inch rotors in the rear

    The technology continues inside with an upgraded CUE system that includes natural voice recognition, Siri Eyes-Free and text-to-voice, wireless phone charging and a performance data recorder integrated into CUE's screen interface. Available will be a parking assist that will find and steer into parallel or perpendicular parking spots, but if the driver prefers to go it alone, a front camera will help the driver park without damaging the front air dam.

    Customers who wish to take the CTS-V to further performance heights can opt for a carbon fiber package. While even the standard CTS-V comes with a carbon-fiber hood, the carbon fiber package includes a more aggressive front spliter, hood vent, rear diffuser, and spoiler.

    The Cadillac CTS-V will be shown at the Detroit Auto Show on January 13th at 9:50am. We will be on hand to get you front row shots of this and all of the reveals. You can follow news from the 2015 North American International Auto Show at our Detroit Auto Show new feed.

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    Source: GM Media

    Press Release on page 2


    2016 Cadillac CTS-V Hits 200 mph with 640 hp

    Track-capable from the factory, with sophisticated road manners

    DETROIT – Cadillac today introduced the 2016 CTS-V, the most powerful product in the brand’s 112-year history and the newest entry in the elite class of the world’s highest-performing luxury cars.

    Launching in late summer with 640 horsepower (477 kW), 630 lb-ft of torque (855 Nm) and a top speed of 200 mph, the new CTS-V reaches higher than its predecessors, leading Cadillac’s product-driven expansion and elevation. It is the third generation of the acclaimed luxury sports sedan that launched the elite V-Series a decade ago – and redefined Cadillac for a new generation of enthusiasts.

    “V-Series represents the very best of the Cadillac brand – the pinnacle of our design and technical capabilities,” said Johan de Nysschen, Cadillac president. “The new CTS-V is the most compelling example of Cadillac’s product substance and brand trajectory. The new CTS-V soars into the stratosphere of the most exhilarating luxury cars.”

    Comprehensive updates make the new CTS-V essentially two cars in one: a luxury sedan with sophisticated road manners and a track-capable sports car straight from the factory. It also introduces a new supercharged 6.2L V-8 engine backed by Cadillac’s paddle-shift eight-speed automatic transmission, featuring launch control and Performance Algorithm Shifting.

    With more horsepower and torque than the Mercedes-Benz 5.5L biturbo V-8 and the BMW M-series 4.4L TwinPower (twin-turbo) V-8, the new CTS-V is capable of 0-60 performance in 3.7 seconds.

    Track-honed design, chassis and suspension elements complement the supercharged powertrain and elevate CTS-V’s capability, performance and driver control to new thresholds, while enabling track driving without modifications or special procedures. Key performance technologies include:

    • Standard carbon fiber hood and available carbon fiber vent, front splitter, rear spoiler and rear diffuser for greater aerodynamic performance
    • Brembo high-performance brake system developed to provide durability, consistency and the capability for track-day performance straight from the factory
    • Third-generation Magnetic Ride Control delivering 40-percent faster damping response
    • Integrated chassis controls that provide balanced performance for touring and the track, including competition-spec Performance Traction Management
    • Structural stiffness increased by 25 percent for improved ride and superior handling
    • Driver-selectable modes electronically calibrate performance variables for touring, sport and track driving conditions
    • Michelin Pilot Super Sport tires with tri-compound technology offering excellent grip with extended wear
    • An interior with performance-oriented, sueded microfiber accents and matte-finish carbon fiber trim and available RECARO high-performance seats for spirited driving
    • Advanced safety and parking technologies, including a front curb-view camera system that provides a visual cue of curbs to protect the front splitter; automatic parking assist to find and steer into parallel or perpendicular parking spots; side blind zone alert, forward collision alert, lane keep assist and rear cross traffic alert.

    Additionally, the Performance Data Recorder in the CTS-V allows drivers to record high-definition video, with data overlays, of their driving experiences on and off the track, enabling sharing on social media.

    More powerful supercharged V-8 engine

    The power behind the new CTS-V’s capability is an all-new, more powerful 6.2L supercharged V-8 engine that makes more power more efficiently than the previous Cadillac supercharged engine. It employs a more-efficient, more-compact 1.7L supercharger and matches it with direct injection and Active Fuel Management (cylinder deactivation).

    The supercharger’s rotors are smaller in diameter than the previous supercharged engine, allowing higher maximum rpm that enables power-enhancing boost to be generated earlier in the rpm band. That boost is achieved more efficiently via a more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

    The Cadillac supercharged engine also has several unique features designed to support its high output and the greater cylinder pressures created by forced induction, including Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads, and lightweight titanium intake valves.

    The CTS-V’s complementing eight-speed automatic is tuned for world-class shift-response times. Smaller steps between gears keep the engine within the sweet spot of the rpm band, making the most of the output of the supercharged engine for exhilarating performance and greater efficiency.

    The new 8L90 transmission offers full manual control via steering wheel paddles, and Performance Algorithm Shifting to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many luxury performance sedans – but with the smoothness and refinement that come with a conventional automatic fitted with a torque converter.

    Stronger structure enhances body motion control

    The CTS’s structure is highly mass optimized and designed to meet higher performance requirements, with enhancements to the V-Series developed to respond to cornering and torque loads that significantly exceed the levels experienced by the non-V models.

    Unique and revised elements include:

    • Strut tower-to-tower brace
    • Strut tower-to-plenum brace
    • V-braces for the engine compartment
    • Strengthened rocker bulkhead
    • Stronger rear cradle-to-rocker braces
    • A unique aluminum shear panel at the front of the chassis
    • Upper tie bar-to-bumper braces.

    The enhancements bolster structural stiffness by 25 percent over non-V models, for more precise handling and steering – and a more confident feel from a vehicle that conveys strength through exceptional solidity.

    “With the stronger body structure – and more than a decade of V-Series production models and the CTS-V racing program experience – engineers tuned the CTS-V to deliver greater body motion control for a more agile feel, while maintaining excellent ride quality,” said David Leone, Cadillac executive chief engineer. “The result is class-leading capability on the highway or track, balanced with luxury and refinement.”

    Track-honed chassis and suspension

    The CTS-V shares the same 114.6-inch (2,910 mm) wheelbase as the CTS non-V-Series models, but has wider front and rear footprints that enhance grip, reduce body motion and contribute to more direct-feeling steering.

    Nineteen-inch wheels wrapped with specially developed Michelin Pilot Super Sport tires give the CTS-V its footprint and enable nearly 1g in lateral acceleration. The lightweight, forged aluminum wheels – measuring 9.5 inches wide in the front and 10 inches wide in the rear – are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs.

    The wheels are 45-percent stiffer than previous CTS-V wheels, while the Michelin tires feature a tri-compound tread that delivers excellent grip in performance driving situations, while offering excellent ride quality characteristics and extended tread wear.

    Additional contributors to the CTS-V’s responsive, connected and track-capable driving experience include:

    • A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating “hydro” bushings, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar – for 20-percent greater roll stiffness
    • The ZF Steering Systems Servotronic II variable-ratio electric power steering gear, with 14-percent greater system stiffness for an improved feeling of precision and greater driver feedback
    • Cadillac’s five-link rear suspension features reduced roll center migration, stronger lateral control and effective anti-squat geometry, complementing the front suspension with greater body motion control. Contributing components include stiffer bushings, new cradle mounts, higher-rate springs and a stiffer stabilizer bar
    • A standard electronic limited-slip differential supports optimal traction and enables maximum corner exit acceleration
    • Larger prop shafts and greater half-shaft asymmetry (stiffer driver’s side shaft) mitigate power hop during acceleration
    • A Brembo brake system provides durability, consistency and the capability for track-day performance. The system includes two-piece 15.3-inch-diameter (390 mm) front rotors with staggered six-piston calipers and 14.3-inch-diamter (365 mm) rear rotors with four-piston calipers.

    Also, the CTS-V features third-generation Magnetic Ride Control and Performance Traction Management. Four driver-selectable settings – Tour, Sport, Track and Snow – electronically calibrate performance variables to optimize the car for driving conditions. Performance Traction Management is offered in Track mode and features five settings of torque reduction and brake intervention for track driving.

    Magnetic Ride Control “reads” the road a thousand times per second, sending data to magneto-rheological fluid-filled dampers that can independently control the damping characteristics of all four dampers. Third-generation improvements enable 40-percent faster damping response. At 60 mph, the third-generation magnetic ride control system calculates the optimal damping force for every inch of the road.

    Functional form

    Almost every exterior panel on the CTS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and each was designed to support the car’s capability, contributing to lift reduction, enhanced cooling or both.

    The unique elements include:

    • A lightweight carbon fiber hood featuring an air-extracting vent that pulls hot air out of the engine compartment and helps reduce lift at speed by channeling air pulled through the radiator out and over the top of car rather than allowing trapped air to exit under the car
    • Unique front and rear fascias provide optimal aero performance, with larger grille openings in the front fascia to feed more air to the supercharged engine. Even the mesh pattern of the signature grille openings is enlarged to allow more air into the radiator and multiple heat exchangers
    • A front splitter enhances handling by forcing air to push down on the front of the car rather than flow under it, where it can cause lift
    • Wider fenders to accommodate the wide, 19-inch wheels and Michelin Pilot Super Sport tires
    • The rocker moldings and rear spoiler are aero-optimized
    • The forged aluminum wheels and brake calipers are offered in three finishes, allowing owners to personalize the appearance of the CTS-V.

    An available Carbon Fiber package takes aero performance and mass optimization to higher levels. The Carbon Fiber package includes a more aggressive front splitter, hood vent, rear diffuser and spoiler.

    V-Series is the emotive core of Cadillac and the apex of the brand’s Art and Science design philosophy,” said Andrew Smith, executive director, Cadillac Global Design. “The CTS-V reflects that with a bold sense of arrival, serious performance, seamless integration of technology and precision in its craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance.”

    Performance-focused cabin

    The CTS-V’s dual-purpose capability carries over to the interior, where the design and relationship of key components are focused expressly on performance-driving ergonomics.

    “With the performance the new CTS-V is capable of delivering, the interior needs to be as functional as the other vehicle systems,” said Smith. “All of the contact points – the steering wheel, seats, shifter and pedals – are designed to make performance driving experiences direct and intuitive.”

    The CTS-V features standard 20-way performance-oriented heated and ventilated front seats trimmed in semi-aniline leather, with sueded microfiber inserts and seatbacks. Available RECARO performance front seats deliver aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They also have a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks.

    Additional features include Cadillac’s cut-and-sew elements, with decorative stitching and authentic materials such as available sueded steering wheel and shift knob. Three color combinations are offered: Jet Black, Jet Black with Light Platinum accents and Saffron with Jet Black accents.

    The CTS-V features a unique version of the 12.3-inch instrument panel cluster display, with V-Series graphics and distinctive gauge readouts and complementing full-color, reconfigurable head-up display. It is also equipped with the latest connectivity technologies from Cadillac:

    • CUE with Bluetooth connectivity with natural voice recognition
    • Navigation with Bose Surround Sound audio
    • Siri Eyes Free and text-to-voice that converts incoming text messages to speech and reads them over the audio system speakers
    • Wireless inductive phone charging
    • OnStar 4G LTE connectivity with built-in Wi-Fi hotspot.

    The Performance Data Recorder is controlled via CUE’s color touch screen, and recordings can be reviewed on the screen when the vehicle is parked.

    Cadillac has been a leading luxury auto brand since 1902. Today Cadillac is growing globally, driven by an expanding product portfolio featuring dramatic design and technology. More information on Cadillac appears at www.cadillac.com. Cadillac's media website with information, images and video can be found at media.cadillac.com

    # # #

    CONTACT:

    Brian Corbett

    Cadillac Communications

    586-612-6569

    brian.corbett@gm.com

    2016 CADILLAC CTS-VPRELIMINARY SPECIFICATIONSOverview

    Model:

    Cadillac CTS-V sedan

    Body style / driveline:

    4-door sport luxury sedan (RWD)

    Construction:

    unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension

    GM vehicle class:

    midsize luxury sedan

    Engine

    6.2L supercharged V-8

    Displacement (cu in / cc):

    376 / 6162

    Bore & stroke (in / mm):

    4.06 x 3.62 / 103.25 x 92

    Block material:

    cast aluminum

    Cylinder head material:

    cast aluminum

    Valvetrain:

    overhead valve, two valves per cylinder

    Fuel delivery:

    direct injection

    Lubrication system:

    wet sump

    Compression ratio:

    10:1

    Horsepower (hp / kW @ rpm):

    640 / 477 @ 6400 (SAE certified)

    Torque (lb-ft / Nm @ rpm):

    630 / 855 @ 3600 (SAE certified)

    Max. engine speed (rpm):

    6600

    Recommended fuel:

    premium required

    GM-estimated fuel economy

    TBD Transmission

    Hydra-Matic 8L90

    Type:

    paddle-shift eight-speed, electronically controlled, automatic overdrive with torque converter clutch

    Gear ratios (:1):

    First:

    4.56

    Second:

    2.97

    Third:

    2.08

    Fourth:

    1.69

    Fifth:

    1.27

    Sixth:

    1.00

    Seventh:

    0.85

    Eighth:

    0.65

    Reverse:

    3.82

    Final drive ratio:

    2.85

    Chassis / Suspension

    Configuration:

    rear-wheel drive

    Differential:

    electronic limited-slip

    Front suspension:

    MacPherson-type with dual lower ball joints and direct-acting stabilizer bar; Magnetic Ride Control with monotube inverted struts

    Rear suspension:

    independent five-link with Magnetic Ride Control

    Steering type:

    ZF rack-mounted electric, power-assisted and variable assist

    Steering ratio:

    15.5 (on center) to 11.2 (full lock)

    Steering turns, lock to lock:

    2.37

    Turn circle (ft / m):

    40.3 / 12.3

    Chassis control:

    four-channel StabiliTrak w/ brake assist and traction control; Performance Traction Management

    Wheels and Tires

    Wheel size and type:

    19 x 9.5-inch front / 19 x 10-inch rear aluminum

    Tire size:

    front: 265/35ZR19 Michelin Pilot Super Sport

    rear: 295/30ZR19 Michelin Pilot Super Sport

    Brakes

    Type:

    four-wheel disc; four-channel ABS/TCS w/ DRP; Brembo brakes with staggered six-piston calipers (front) and four-piston calipers (rear)

    Rotor type and thickness

    (in / mm):

    front: 15.35 x 1.41 (390 x 36) vented, with two-piece construction; Ferritic Nitro Carburized process for corrosion resistance

    rear: 14.37 x 1.10 (365 x 28) vented; Ferritic Nitro Carburized process for corrosion resistance

    Dimensions

    Exterior

    Wheelbase (in / mm):

    114.6 / 2910

    Length (in / mm):

    197.6 / 5021

    Height (in / mm):

    57.2 / 1454

    Width (in / mm):

    72.2 / 1833

    Track (in / mm):

    front: 62.1 / 1577

    rear: 61.2 / 1554

    Curb weight (lb / kg):

    4145 / 1880

    Weight distribution

    (% front / rear):

    52.7 / 47.3

    Interior

    Legroom (in / mm):

    front: 45.7 / 1160

    rear: 35.4 / 899

    Headroom (in / mm):

    front: 40.4 / 1026

    rear: 37.5 / 952

    Shoulder room (in / mm):

    front: 56.9 / 1446

    rear: 54.8 / 1392

    Hip room (in / mm):

    front: 53.8 / 1366

    rear: 53.3 / 1353

    Capacities

    Seating capacity

    (front / rear):

    2 / 3

    EPA passenger volume

    (cu ft / L):

    97 / 2746

    EPA trunk volume

    (cu ft / L):

    13.7 / 388

    Fuel tank (gal / L):

    19 / 72

    Engine oil (qt / L):

    10 / 9.5

    Cooling system (qt / L):

    11.9 / 11.3

    Note: Information shown is current at time of publication.Please visit http://media.gm.com for updates.

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    Awesome job Cadillac. I think the 0-60 is conservative tho. 3.7 secs is absolutely sweet, but considering GM has been being conservative on this metric lately I'm betting more in the area of 3.4-3.5 the majority of test will get

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    I'll add that I believe that due to lack of AWD if may be on par with the E63AMG to 60. The AWD is advantage in the Benz due to lack of spin on take off, but.. Cadillac may have quelled that issue with the new Performance Traction Management tho. I'm thinking Cadillac bench-marked and exceeded the 11.6 sec @ 121.8 mph of the Benz E63AG from MT especially considering it boasts 50lbs of torque.. 63 more HP, and weighs 400lbs less than it and 300lbs less than the M5. Handling wise the two GErmans match the VSport's .95g.. I'm thinking the VSeries will beat this as well.

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    You know, I thought I'd like this car more than the ATS-V, but I don't. The design is just a tad more tidy and restrained on the ATS. Entirely intentional, I'm sure, as the CTS is already the more expressive of the two. Yet, when it comes to non V models, I prefer the CTS over the ATS for the same reasons I prefer the latter with V models. I can't really put my finger on why...

     

    Anyways... With that said, excellent car overall. It's more of a logical, evolutionary move keeping many aspects of what made the last model such a highly-praised sports sedan (and wagon, and coupe; one the best cars I've ever driven). This will likely continue to rock the worlds of BMW, MB, and Audi as it has done so before. The only disappointing thing I see is the lack of manual transmission option. That's really only a minor issue, though it should be noted that BMW will surprisingly let you have an M5 with one. The RS6 (not sold here), E63, and XFR-S are all automatic only as well. 

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    This is a marvelous automobile. Cadillac has always been towards the top in luxury, but now adding power and sport to it makes it one of a kind. V8 and supercharged!!!! WOW!!!

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    Awesome auto, be interesting to hear how SMK picks it apart. Overall I think Cadillac outdid themselves on this auto. Be interesting to see what the German loving magazines have to say.

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    I like the styling more than the base CTS, the base car looks boring, the styling adjustments liven it up and make it more interesting. Not a fan of the carbon fiber package, I think the carbon fiber spoiler looks horrible (like those boy racer XKR-S Jaguars) it goes too far and looks tacky.  But that is optional, so no big deal.  I give them a well done on the styling, and the base CTS is a car I am not a big fan of styling wise.

     

    Huge power, from a marketing standpoint it will be easy to advertise the 640 hp and how it is most powerful car in the segment.  But you wonder if they should have invested in all wheel drive instead of just more power, because power is only good if you can put it on the ground.  An Audi A6 with only 420 hp does 0-60 in 3.7 seconds because of the gearing and awd.  Even if Cadillac's number is conservative, which I doubt because they claimed 3.9 on the last car and that is what it was, I don't see them beating 3.5 and the all wheel drive AMG's can do that now.    But they gave the car the power and top speed an acceleration it needs, the margins are all so slim between all these sub 4 second sedans that a normal driver on a normal road won't be able to get any where near the limit.

     

    I think on product execution, well done to Cadillac.  The problem is it is still a CTS, and if it is priced like an E63, it becomes a $100,000 CTS and is the market going to pay that?  The market didn't want a $77k STS or a $76k XLR, Cadillac cars struggle in that upper price range.

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    I just thought of something else.  This sets up a nice $100k American luxury sedan competition with the Tesla D-85.  The Tesla is faster than the CTS-V and no fuel costs.  Intriguing competition there with the gas vs electric.

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    The front split grille needs to be all CHROME to accentuate the new emblem.

    If they do one of these in black with chrome wheels, a CHROME grille (not a blacked-out grille), and a manual transmission, then this thing would be perfect.

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    A solid performer and a good design. I think it is more cohesive design compared to the CTS V-Sport. Given sedan body style is a compromise in itself, a very well executed executive sedan.

     

    Like BV said, it is disappointing to not to have manual transmission, considering 1 in 7 Gen 2 CTS-V sedans were manual transmissions. Again, GM ignores those small numbers. In this case, it is even more disappointing as the profit margin on the car is higher.

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    I just thought of something else.  This sets up a nice $100k American luxury sedan competition with the Tesla D-85.  The Tesla is faster than the CTS-V and no fuel costs.  Intriguing competition there with the gas vs electric.

     

     

    Its silly to even think of "an American luxury sedan" competition when the ones that they need to worry about are all foreign.

     

    Furthermore I wish people would be more ENTHUSIAST acting on these sites and understand that 0-60 is the dumbest thing in the world to judge a car carrying over 350HP, let alone over 600. 1/4 Mile is the measurement, and at a point we will have to veer off from even that as the more power these cars get the less likely they are gonna be able to depart from going further below the 3 sec runs. Other things, like chassis refinement, proper launching mechanisms, better tire technology etc are going to also be needed. Its one of the reasons why the 707HP Charger/Chall is probably gonna be slower to 60 when the comparisons are done to cars with only 650. Hell if U look at the numbers, even the 580 ZL1 isn't far off its 0-60 numbers. 

    Hence the reason why the Charger HC can pull 11.8 sec @ 124.3 mph, .5sec less, and 9mph more than the ZL1, but its insignificant 0-60 is 3.7 vs the 3.9 by the ZL1. That's with over 127 more hp. Hence me loving the engine.. but not even remotely impressed with the car

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    A solid performer and a good design. I think it is more cohesive design compared to the CTS V-Sport. Given sedan body style is a compromise in itself, a very well executed executive sedan.

     

    Like BV said, it is disappointing to not to have manual transmission, considering 1 in 7 Gen 2 CTS-V sedans were manual transmissions. Again, GM ignores those small numbers. In this case, it is even more disappointing as the profit margin on the car is higher.

    Never say never. I could see them using it as a rolling change in a future year or with the addition of the coupe

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    I just thought of something else.  This sets up a nice $100k American luxury sedan competition with the Tesla D-85.  The Tesla is faster than the CTS-V and no fuel costs.  Intriguing competition there with the gas vs electric.

     

     

    Its silly to even think of "an American luxury sedan" competition when the ones that they need to worry about are all foreign.

     

    Furthermore I wish people would be more ENTHUSIAST acting on these sites and understand that 0-60 is the dumbest thing in the world to judge a car carrying over 350HP, let alone over 600. 1/4 Mile is the measurement, and at a point we will have to veer off from even that as the more power these cars get the less likely they are gonna be able to depart from going further below the 3 sec runs. Other things, like chassis refinement, proper launching mechanisms, better tire technology etc are going to also be needed. Its one of the reasons why the 707HP Charger/Chall is probably gonna be slower to 60 when the comparisons are done to cars with only 650. Hell if U look at the numbers, even the 580 ZL1 isn't far off its 0-60 numbers. 

    Hence the reason why the Charger HC can pull 11.8 sec @ 124.3 mph, .5sec less, and 9mph more than the ZL1, but its insignificant 0-60 is 3.7 vs the 3.9 by the ZL1. That's with over 127 more hp. Hence me loving the engine.. but not even remotely impressed with the car

    It's actually pretty dumb to judge even everyday cars by. People like SMK wander around talking about how the lastest family sedan will never sell because it gets to 60 0.5 seconds slower than the Accord V6 manual... when the vast majority of buyers don't care. Or like when I get questioned on my purchase of an Encore because it is slow (it is, if I were racing it) but around town it is geared to feel zippy.

    Unless you are actively racing a car on a drag strip, none of these measurements matter, and the only time to bring it up is if a car is slow enough to be dangerous in traffic.

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    A solid performer and a good design. I think it is more cohesive design compared to the CTS V-Sport. Given sedan body style is a compromise in itself, a very well executed executive sedan.

     

    Like BV said, it is disappointing to not to have manual transmission, considering 1 in 7 Gen 2 CTS-V sedans were manual transmissions. Again, GM ignores those small numbers. In this case, it is even more disappointing as the profit margin on the car is higher.

    Never say never. I could see them using it as a rolling change in a future year or with the addition of the coupe

     

     

    It will be good news but I doubt it. I can see GM middle execs making business case of not having one. I wanted to see the 7-speed being used on more applications, given how marvelous it is.

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    The 0-60 time doesn't really matter that much, as I said earlier the margins between a CTS-V, M5, AMG, S6, Panamera, etc are so slim and most normal drivers couldn't tell the difference. Without a race car driver on a race track you couldn't really tell which car is fastest.

    I do think if the CTS-V interior was in the ATS 2.0t it would be a better match for the C-class.

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    A solid performer and a good design. I think it is more cohesive design compared to the CTS V-Sport. Given sedan body style is a compromise in itself, a very well executed executive sedan.

     

    Like BV said, it is disappointing to not to have manual transmission, considering 1 in 7 Gen 2 CTS-V sedans were manual transmissions. Again, GM ignores those small numbers. In this case, it is even more disappointing as the profit margin on the car is higher.

    Never say never. I could see them using it as a rolling change in a future year or with the addition of the coupe

     

     

    It will be good news but I doubt it. I can see GM middle execs making business case of not having one. I wanted to see the 7-speed being used on more applications, given how marvelous it is.

     

     

    We'll ask Donny when we see him. 

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    The 0-60 time doesn't really matter that much, as I said earlier the margins between a CTS-V, M5, AMG, S6, Panamera, etc are so slim and most normal drivers couldn't tell the difference. Without a race car driver on a race track you couldn't really tell which car is fastest.

    I do think if the CTS-V interior was in the ATS 2.0t it would be a better match for the C-class.

     

    I'd put it another way... the margins between those cars are so slim that it comes down to driver skill and how many miles are on the tires.  On an actual track, it would come down to driver skill.

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    I think this car will do for the CTSV what the new Z06 did for the Corvette. This will put the car on the map for consideration.

     

    Now with that said we have to also consider that this is not the destination Cadillac is even going to anymore. This was the original target but the new target has been advanced even more now. So in other words expect it to get better. This is where your AWD and other things will come in later. In the mean time do not underestimate the traction management program as GM has been know to have one of the best around. The AWD car will come out of a corner a little faster but odds are it will not be as fast winding out with more weight. Also it takes power to run the AWD so you have to account for that too.

     

    As for the manual. It is easy to just say put it in but there is so much more involved. The fact is how may are they going to sell total? How much is the extras emissions testing? Will it have to be crash tested again and how much there? How long is this version of the car going to be with us as it is?

    Consider this. If Cadillac is going big with their own engines in a couple years would it be worth the money for only a few years and only a few cars sold with it?

    I am sure those who built this car would want it too but the fact is it comes down to money and if there is little to be made after all they have to deal with or for as long as this combo is in play they will not do it.

     

    This car is only a stepping stone and we have better and badder yet to come. Trust me on that. In the mean time this car will help enhance Cadillac's image and they will continue to advance. As I have said the new image is built one new model at a time and this is just the next brick in the image wall.

     

    The refinement of handling of this car is where it will shine out more than anything. GM has finally grasped how to properly tune a car that will set fast track times but also ride great and still know how to handle great going down the ruff back roads of America. This one will take what was already good to the next level. They no longer just slap on stiffer springs and bigger tires and it really shows they know how to do it right.

     

    The Complains will be with the Cue and some interior trim issues but that will be about it other than some subjective things like the rear wing etc.

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    I just thought of something else.  This sets up a nice $100k American luxury sedan competition with the Tesla D-85.  The Tesla is faster than the CTS-V and no fuel costs.  Intriguing competition there with the gas vs electric.

    Overrated Tesla, you can only go cross country on select roads unless you want to waste hours charging at 110. This car can be driven anywhere just about. Take this any day over Tesla.

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