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    LA Auto Show: Cadillac ATS-V


    • Finally! The Cadillac ATS-V Sedan and Coupe are Here!


    Cadillac's V-Series was a three model affair at the start with the CTS-V, STS-V, and XLR-V. Then it became one model affair with the next-generation CTS-V. But the CTS-V was available in a sedan, coupe, and wagon. As the third chapter begins for the Cadillac V lineup, it kicks off with the smallest model in the lineup. Introducing the 2016 Cadillac ATS-V.

    Offered in either a sedan or coupe, the Cadillac ATS-V is a mean looker. The front end gets larger grille openings feed cool air to engine, a mesh grille insert, and a carbon fiber hood with a heat extractor to keep the engine cool. Wider fenders are needed for the 18-inch wheels that wrapped in Michelln Pilot Sport that measure out to 9 inches wide in front and 9.5 inches in back. The rear end features a lip spoiler and quad exhausts.

    Needing a bit more agression? Cadillac will offer a 'Carbon Fiber' and 'Track' packages. The Carbon Fiber package gets a more aggressive front splitter, hood vent trim, rear diffuser, composite rocker extensions, and a taller, body-color rear spoiler. The track package takes elements of carbon fiber package and adds the Performance Data Recorder and a low-mass battery.

    The ATS-V's interior comes with seats with suede inserts, a unique version of the instrument cluster for the V, and Cadillac CUE infotainment system. Optional will be sixteen-way Recaro bucket seats.

    As was leaked last week, power will come from the Twin-Turbo 3.6L producing 455 horsepower and 445 pound-feet of torque. Transmissions include a six-speed manual with rev matching or an eight-speed automatic. Both transmissions come with launch control. Cadillac says the ATS-V hits 60 MPH in 3.9 second and can hit a top speed of 185 MPH.

    Suspension-wise, the ATS-V uses the latest version of Magnetic Ride Control that are reportedly 40 percent faster than the last generation version. The chassis has been stiffen an additional 25 percent. Bringing it to a stop will be a set of Brembo brakes with six-pistons up front and four pistons in the rear. The Performance Traction Management system will keep everything in order with a choice of five different settings for a driver to choose from.

    No word on pricing, but the ATS-V sedan and coupe will be arriving at dealers next spring.

    Source: Cadillac

    Press Release is on Page 2


    Cadillac ATS-V Expands Lineup, Intensifies Passion

    • First Twin Turbo V-Series delivers track-capable driving experience

    LOS ANGELES – Cadillac today introduced the 2016 ATS-V, expanding the acclaimed ATS product range and elevating the brand’s elite high-performance V-Series to its next generation.

    Available in sedan and coupe forms, the first-ever ATS-V will introduce class-leading twin-turbocharged power and a comprehensive suite of design and performance systems when production begins in spring 2015.

    Since its inception in 2004, Cadillac’s V-Series has driven remarkable power and performance capability into the brand’s growing luxury car range. Building on the strengths of the award-winning ATS product line, the V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer – a car with true track capability right from the factory that is also a sophisticated luxury car on the road.

    “Cadillac’s V-Series is the best example of Cadillac’s emerging product substance – and the purest expression of the passion at the core of the brand,” said Johan de Nysschen, Cadillac President.

    The ATS-V arrives next spring, powered by the first-ever twin-turbocharged engine in a V-Series. Rated at an estimated 455 horsepower (339 kW) and 445 lb-ft of torque (603 Nm), the engine is the segment’s highest-output six-cylinder and enables 0-60 performance in 3.9 seconds and a top speed of more than 185 mph. It is backed by a six-speed manual – with Active Rev Match, no-lift shifting and launch control – or a paddle-shift eight-speed automatic transmission featuring launch control and Performance Algorithm Shift.

    The Cadillac Twin Turbo engine supports comprehensively redesigned chassis, suspension and drivetrain systems developed to make the ATS-V one of the most agile, responsive and confident luxury performance cars on the market. Key performance technologies include:

    • 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, which delivers 40 percent faster damping response
    • Integrated chassis controls that provide balanced performance for touring and the track, including class-exclusive Performance Traction Management
    • Structural stiffness increased by 25 percent for higher cornering loads
    • Driver-selectable driving modes for touring, sport and track
    • Tri-compound tires offering excellent grip with extended tire wear
    • Available downforce-generating track aerodynamics package
    • Functional exterior design for powertrain and drivetrain cooling, as well as aerodynamic performance
    • An interior with high-performance seats and ergonomics focused on the driver’s interfaces with key features for performance driving.

    “As the smallest and lightest V-Series ever, the ATS-V forges a great connection with the driver, with exceptional nimbleness and responsiveness,” said David Leone, Cadillac Executive Chief Engineer. “It’s adaptable to the driver’s preferences, with every selectable mode developed to deliver the best performance for all types of driving scenarios, including the track.”

    A Performance Data Recorder onboard the ATS-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.

    First twin-turbocharged V-Series

    With a more powerful iteration of Cadillac’s Twin Turbo 3.6L V-6, the ATS-V represents the first twin-turbo powertrain in the history of the V-Series lineup. Exclusive features for the ATS-V version of the Twin Turbo are designed to make power faster and sustain it longer. Highlights include:

    • Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production
    • Compressors matched for peak efficiency at peak power levels, for optimal track performance
    • Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure
    • Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers.

    The Cadillac Twin Turbo also features a high-performance lubrication system designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track.

    Stronger foundation and track-honed driving experience

    The underlying ATS 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 go significantly beyond the levels experienced by the non-V models.

    The new elements include:

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

    The result is 25-percent greater structural stiffness than non-V models, which contributes to more precise handling and more direct steering responsiveness.

    “The ATS-V feels like it was machined from billet steel,” said Tony Roma, chief engineer. “Along with supporting the higher performance capability of the car, the enhanced structure conveys confidence to the driver through a greater feeling of solidity and sharper, more precise responsiveness.”

    With the stronger body structure – and more than a decade of V-Series production models and the CTS-V racing program experience under their belts – engineers tuned the ATS-V to deliver greater body motion control for a more agile feel, while maintaining excellent ride quality.

    “The result is class-leading capability on the highway or track, balanced with luxury and refinement,” said Roma. “In fact, the car is ready for the track right off the showroom floor, with no special modifications required.”

    A key component of the car’s dual-purpose performance are Michelin Pilot Super Sport tires developed specifically for the ATS-V. They feature a tri-compound tread that delivers excellent grip in performance driving situations, but delivers excellent ride quality characteristics and extended tread wear.

    Also, the V-Series models share the same 109.3-inch (2,775 mm) wheelbase as other ATS coupe and sedan models, but feature wider front and rear footprints that enhance grip, reduce body motion in turns and contribute to more direct-feeling steering.

    Additional contributors to the ATS-V’s dual-mode driving experience include:

    • A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating new ride and handling links, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar – for 50 percent greater roll stiffness
    • The ZF Steering Systems Servotronic II variable-ratio electric power steering gear, with increased system stiffness offering 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 high-performance brake system provides durability, consistency and the capability for track-day performance. The system includes 14.5-inch-diameter (370 mm) front rotors with staggered six-piston calipers and 13.3-inch-diamter (339 mm) rear rotors with four-piston calipers.

    The ATS-V also features third-generation Magnetic Ride Control and Performance Traction Management. Five driver-selectable settings include the segment’s only competition-level settings for stability and traction control.

    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. In fact, at 60 mph, the third-generation magnetic ride control system calculates the optimal damping force for every inch of the road.

    Functional design

    Almost every exterior panel on the ATS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and every one was designed to support the car’s capability.

    “All of the design elements have a purpose,” said Andrew Smith, executive director, Cadillac Global Design. “They contribute to lift reduction, enhanced cooling, reduced mass or all of the above.”

    The unique elements include:

    • A lightweight carbon fiber hood features an air-extracting vent that not only pulls hot air out of the engine compartment, but 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 new twin-turbocharged 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 18 x 9-inch front wheels and 18 x 9.5-inch rear wheels that are wrapped with Michelin Pilot Super Sport tires
    • The aluminum wheels, unique to the V-Series, 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 rocker moldings and rear spoiler are aero-optimized.

    Available Carbon Fiber and Track packages take aero performance and mass optimization to higher levels. The Carbon Fiber package includes a more aggressive front splitter, hood vent trim and rear diffuser, along with composite rocker extensions and a taller, body-color rear spoiler. The Track package includes the components of the Carbon Fiber package, plus the Performance Data Recorder and a low-mass battery. It also deletes the standard floor mats and tire inflator kit to save weight.

    V-Series is the emotive core of the Cadillac brand and the apex of the Art and Science design philosophy,” said Smith. “A car offering a bold sense of arrival, serious performance, seamless integration of technology, and precision craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance.”

    Also, the lightweight forged aluminum wheels and brake calipers are offered in three finishes, allowing owners to personalize the presence of the ATS-V.

    Performance-focused cabin

    The aura of track-inspired precision carries over to the interior, where the design and relationship of key components are aimed squarely at performance-driving ergonomics.

    “With the performance the new ATS-V is capable of delivering, the interior needs to be as functional as the other vehicles 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.”

    New, available 16-way-adjustable RECARO performance front seats are the lynchpins for the driving experience, with aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They’ve also got a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks.

    The rest of the interior features Cadillac’s handcrafted cut-and-sew elements, with decorative stitching and authentic materials, including carbon fiber. Three interior color combinations are offered: Jet Black, Jet Black with Saffron accents and Light Platinum with Jet Black accents.

    The ATS-V also features a unique version of the 5.7-inch, three-window instrument panel cluster display, with V-Series graphics and distinctive gauge readouts. It is also equipped with the latest connectivity technologies from Cadillac, including:

    • CUE with Bluetooth connectivity with natural voice recognition
    • Text-to-voice that converts incoming text messages to speech and reads them over the audio system speakers
    • USB, auxiliary and SD memory card ports
    • 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.

    2016 CADILLAC ATS-VPRELIMINARY SPECIFICATIONSOverview

    Model:

    Cadillac ATS-V coupe and sedan

    Body style / driveline:

    2-door luxury sport luxury coupe (RWD) or 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:

    compact luxury car

    Engines

    3.6L V-6 Twin-Turbocharged DI VVT

    Displacement (cu in / cc):

    217 / 3564

    Bore & stroke (in / mm):

    3.7 x 3.37 / 94 x 85.6

    Block material:

    cast aluminum

    Cylinder head material:

    cast aluminum

    Valvetrain:

    DOHC, four valves per cylinder, continuously variable valve timing

    Fuel delivery:

    direct high-pressure fuel injection

    Compression ratio:

    10.2:1

    Horsepower

    (hp / kW @ rpm):

    455 / 339 @ 5750 (est.)

    Torque (lb-ft / Nm @ rpm):

    445 / 603 @ 3500 (est.)

    Recommended fuel:

    premium

    Max engine speed (rpm):

    6500

    Estimated fuel economy

    (city / hwy):

    TBD Transmissions

    TREMEC TR6060

    Hydra-Matic 8L90

    Type:

    fully synchronized six-speed manual with double overdrive; active rev matching and no-lift shifting features

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

    Gear ratios (:1):

    First:

    3.01

    4.56

    Second:

    2.07

    2.97

    Third:

    1.43

    2.08

    Fourth:

    1.00

    1.69

    Fifth:

    0.84

    1.27

    Sixth:

    0.57

    1.00

    Seventh:

    --

    0.85

    Eighth:

    --

    0.65

    Reverse:

    3.28

    3.82

    Final drive ratio:

    3.73

    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:

    15.54 (on center) to 11.1 (full lock)

    Steering turns, lock to lock:

    2.35

    Turn circle (ft / m):

    38.38 / 11.7

    Chassis control:

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

    Wheels and Tires

    Wheel size and type:

    18 x 9-inch front / 18 x 9.5-inch rear aluminum

    Tire size:

    front: 255/35ZR18 Michelin Pilot Super Sport

    rear: 275/35ZR18 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: 14.5 x 1.34 (370 x 34) vented, with Ferritic Nitro Carburized process for corrosion resistance

    rear: 13.3 x 1.02 (339 x 26) vented, with Ferritic Nitro Carburized process for corrosion resistance

    Dimensions

    Exterior

    Wheelbase (in / mm):

    109.3 / 2775

    Length (in / mm):

    184.7 / 4691 – Coupe

    184 / 4673 – Sedan

    Height (in / mm):

    54.5 / 1384 – Coupe

    55.7 / 1415 – Sedan

    Width (in / mm):

    72.5 / 1841 – Coupe

    71.3 / 1811 – Sedan

    Track (in / mm):

    front: 60.5 / 1538 – Coupe

    front: 60.5 / 1538 – Sedan

    rear: 61.4 / 1559 – Coupe

    rear: 60.4 / 1536 – Sedan

    Curb weight (lb / kg):

    TBD

    Weight distribution

    (% front / rear):

    51 / 49

    Interior

    Legroom (in / mm):

    front: 42.3 / 1074

    rear: 33.5 / 850

    Headroom (in / mm):

    front: 37.6 / 954

    rear: 35.1 / 891

    Shoulder room (in / mm):

    front: 54.1 / 1375

    rear: 51.1 / 1298

    Hip room (in / mm):

    front: 54.1 / 1374

    rear: 44.5 / 1131

    Capacities

    Seating capacity

    (front / rear):

    2 / 2 – Coupe

    2 / 3 – Sedan

    EPA passenger volume

    (cu ft / L):

    83.9 / 2377

    EPA trunk volume (cu ft / L):

    10.4 / 295

    Fuel tank (gal / L):

    16 / 60.5

    Engine oil (qt / L):

    TBD

    Cooling system (qt / L):

    TBD

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    Not a big fan of the rear spoiler there... Is that part of the track package?

     

    Also, and oddly, I like the sedan better. I don't know it it's the colour but for once I prefer the sedan to the coupe...

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    OK.. What's with the Blue colors these days? I could see myself in another Blue car. Nice.

    All in all the HP was more than we thought at 455.. The 0-60 times are I'm betting a bit conservative like Chevy did with the Stingray saying it was 3.8sec when in fact its easily able to hit 3.5. 

    Another awesome thing, and I hope its a trend that continues, is that they introduced BOTH The Sedan and Coupe simultaneously. Would be nice if when the CTS-V debuts it comes out with a regular coupe.. a Sedan V and a VCoupe. 

    There is also supposed to be one more debut

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    Love the Rear Spoiler, talk about some great down force at higher speeds. Over all very impressed with the auto. Just wish it would be big enough to fit Shrek comfortable enough for road trips.

     

    Still it should sell very well.

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    My only reservations are the porkiness - it is about 200 lbs too heavy - and lack of 7-speed. Up to a certain extent lack of dry sump bothers me, but then it is not a deal breaker. Otherwise it is a great effort. If in market, it would be on top of my list.

     

    I see some magazines making comments of the chintzy dials and gauges, I want to understand their comments on stuck in the 80s dials and gauges of BMW M3/4.

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    Johann also stated last night that there are more V-Series coming.

     

    There is the CTS-V for Detroit, which is a given. Other than that there is nothing really, unless SRX and Escalade get a V treatment.

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    Johann also stated last night that there are more V-Series coming.

     

    There is the CTS-V for Detroit, which is a given. Other than that there is nothing really, unless SRX and Escalade get a V treatment.

     

     

    XTS-V. Calling It!

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    The spoiler is too big and looks tacky.  Not a fan of the hood with the bulge and air intake, it looks like something from a Pontiac.  The lower grille is too big, the upper grille too small.  I don't get my car makers do that, Cadillac isn't alone there, but why make your grille smaller to show off the crap air damn and stuff below the bumper.  Jaguar has done it too on the XFR.

     

    The power and performance looks good, more power than the M3, not the horsepower of the RC-F but Cadillac will beat the Lexus on torque, and Lexus doesn't know how to build performance cars anyway.    BMW loyalists will still buy the M3 on name alone though.  But at least Cadillac put what is basically Corvette level performance into this car.


     

    Just repeating what he said

     

    Unless Cadillac gets a V sports car like the AMG GT.

     

    Not going to happen for 2 reasons.  Development costs too high for a niche product, and can't outshine the Corvette at GM.  GM would never let the Corvette be inferior to a Cadillac sports car.

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    Just repeating what he said

     

    Unless Cadillac gets a V sports car like the AMG GT.

     

    Not going to happen for 2 reasons.  Development costs too high for a niche product, and can't outshine the Corvette at GM.  GM would never let the Corvette be inferior to a Cadillac sports car.

     

    Oh darn, and I was day dreaming for a down payment. May as well get a Chevroletdes Benz.

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    Johann also stated last night that there are more V-Series coming.

     

    There is the CTS-V for Detroit, which is a given. Other than that there is nothing really, unless SRX and Escalade get a V treatment.

     

     

    XTS-V. Calling It!

     

     

     

    Call this. Escalade will finally get a HI-PO variant. Bet money on it. w8t5j4.jpg

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    The spoiler is too big and looks tacky.  Not a fan of the hood with the bulge and air intake, it looks like something from a Pontiac.  The lower grille is too big, the upper grille too small.  I don't get my car makers do that, Cadillac isn't alone there, but why make your grille smaller to show off the crap air damn and stuff below the bumper.  Jaguar has done it too on the XFR.

     

    The power and performance looks good, more power than the M3, not the horsepower of the RC-F but Cadillac will beat the Lexus on torque, and Lexus doesn't know how to build performance cars anyway.    BMW loyalists will still buy the M3 on name alone though.  But at least Cadillac put what is basically Corvette level performance into this car.

     

    Just repeating what he said

     

    Unless Cadillac gets a V sports car like the AMG GT.

     

    Not going to happen for 2 reasons.  Development costs too high for a niche product, and can't outshine the Corvette at GM.  GM would never let the Corvette be inferior to a Cadillac sports car.

     

     

    I think U're wrong. I think that U are just hoping that Cadillac walks away from thought and never looks back. And while I don't think we will see a C7 based Cadillac, and the C7 program is supposed to be short, I think the C8 will serve the basis for.. or vice-versa, a Cadillac "C" (Cien in English means 100 in turn the Roman numeral is "C")

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    I think it would be great if Cadillac made an R8 or Ferrari competitor. Finally then the USA would have a super car, preferably they'd use a V12. But I just can't imagine Cadillac building a low volume $200,000 car that is also a Corvette killer. The Corvette guys egos will get in the way and the bean counters will get in the way.

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    I think it would be great if Cadillac made an R8 or Ferrari competitor. Finally then the USA would have a super car, preferably they'd use a V12. But I just can't imagine Cadillac building a low volume $200,000 car that is also a Corvette killer. The Corvette guys egos will get in the way and the bean counters will get in the way.

    Actually this could very well happen as Cadillac pulls away to be more independent. There is nothing that says Corvette which is Chevy has to be the top supercar in the GM family. Cadillac is where this should happen and I can see it happening.

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    Really, this point is academic. Corvette performance is at such an incredible level that 90% of that is more than enough to

    1.) Maintain any supposed 'Corvette is King' corporate edict, and

    2.) Outperform any Cadillac sports coupe competition.

     

    The very important KEY here is to tweak a Corvette chassis to the point it is 'Cadillac Engineered' and non-interchangable with the Corvette/ gets a unique designation. Moronic auto writers & internet armchair critics will be UNABLE TO RESIST making 'Cein'/Corvette comparisons in Every Single Written Piece instead of looking at the Cad objectively. NOT that any component of the Corvette is in any way a detriment, but why quibble over details when they come from a 'Chebby'.

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    Really, this point is academic. Corvette performance is at such an incredible level that 90% of that is more than enough to

    1.) Maintain any supposed 'Corvette is King' corporate edict, and

    2.) Outperform any Cadillac sports coupe competition.

     

    The very important KEY here is to tweak a Corvette chassis to the point it is 'Cadillac Engineered' and non-interchangable with the Corvette/ gets a unique designation. Moronic auto writers & internet armchair critics will be UNABLE TO RESIST making 'Cein'/Corvette comparisons in Every Single Written Piece instead of looking at the Cad objectively. NOT that any component of the Corvette is in any way a detriment, but why quibble over details when they come from a 'Chebby'.

     

     

    ^^^ YUP. In truth the Stingray puts down number already that are "Supercar," let alone the Z06. The only thing that the Vette, in fact, lacks at this point to be considered a SUPERCAR is the price. Cadillac could fix this, and charge the proper money for it if they wished now that it is "independent." What GM needs to do is STOP publishing their Platform names. They are quite possibly th only maker on the planet who has platforms that are as well known. This in and of itself leads to a great deal of what U are saying regarding the idiotic media and armchair critics alike.

     

    The very thought that an Escalade isn't considered to be on the level of a Range Rover.. because its based off of a Tahoe is ridiculous. Especially when one considers the fact that U can get a Tahoe at damn near the price of the Range Rover.

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    The Range Rover would own the Escalade off road though. The Escalade isn't made to be a true off roader. Secondly the Ranger Rover Supercharged has 550 hp and weighs less. Now if they give the Escalade the off road credentials and a 600 horse V-series then it could be game on.

    The Corvette is a fast car, but compare it to an Aventador or Ferrari 599 or a McLaren and it isn't even close, let alone something like a Koenigsegg or Pagani Huayra. Depends on where Cadillac would want to go, if Aston Martin Vantage and Jaguar F-type is their target, the Corvette performance level would be enough.

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    The percentage of Range Rovers that go off-road in this country is 0.000000000001% and even then only when they jump a curb at the mall. You don't go off-roading on 24" low profile tires.

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    The Range Rover would own the Escalade off road though. The Escalade isn't made to be a true off roader. Secondly the Ranger Rover Supercharged has 550 hp and weighs less. Now if they give the Escalade the off road credentials and a 600 horse V-series then it could be game on.

     

    Quick question: How many Range Rovers do you see tackle the trail?

     

    I like the Range Rover a lot. I drove one earlier this year with the Supercharged V6 and was really surprised how it went and how nicely appointed it was. But the only time I would use the four-wheel drive is when my road hasn't been plowed. Also, the new Escalade is pretty impressive for what it is and comes slight less in price.

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    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00

      View full article
    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00
    • By dfelt
      G. David Felt
      Staff Writer Alternative Energy - www.CheersandGears.com
       
      2016 J.D. Powers VDS SUVs

      JD powers has their 2016 vehicle dependability study out. VDS Study
       You can review it for all other segments, but being a dedicated SUV / CUV buyer, I was curious to know after 3 years who was top dog.
      Small SUV - Buick Encore Compact SUV - Chevrolet Equinox Compact Premium SUV - Mercedes-Benz GLK Midsize SUV - Nissan Murano Midsize Premium SUV - Lexus GX Large SUV - GMC Yukon I have to say that having 3 of the 6 segments covered by a GM product is pretty damn impressive!
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00

      View full article
    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00
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