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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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    1. gmcbob
      gmcbob
      (42 years old)
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    • By William Maley
      When I go back and look at the various Kia Optimas I have driven for Cheers & Gears, there has been one variant that I haven’t driven, the 2.0L turbo-four. But this changed back over the summer when a 2016 Kia Optima SXL came into the Cheers & Gears’ Detroit bureau for a week-long evaluation. The SXL serves as the Optima’s flagship trim with more premium materials and the turbo-four.
      As I mentioned in my Optima EX review from earlier this year, the redesigned Optima looks familiar to the previous model. But that isn’t a bad thing per say. It is still as sharp looking as the previous model and the changes done such as a new trunk lid, LED taillights, a smaller grille, and reshaped headlights. The SXL takes it a step further with a set of 18-inch alloy wheels, Turbo badging on the fender vents, and a little bit more chrome. Finished in a dark blue, the Optima SXL is damn good looking midsize sedan. You won’t find many differences in the SXL’s interior compared to other Optima’s. The key one is the seats being wrapped Nappa leather with a quilted pattern. If I am being honest, I can’t really tell difference between the Nappa leather and the standard leather used on other Kia models.  But what I can tell the difference with is the materials used in the SXL’s interior. Kia swaps the soft-touch plastic used on the dash and door panels for stitched leatherette. This is to give the impression that you’re in something more expensive and it works very well. The Optima SXL’s backseat is slightly tighter than the one found in the Optima EX. Why? The SXL comes with a panoramic sunroof as standard, which eats into headroom. Let’s talk about the engine. The SXL features a 2.0L turbocharged four-cylinder with 245 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. Leaving a stop, it takes a moment for the engine to fully wake up and you can’t help but wonder where is the power. At first, I thought this new 2.0L developed a bad case of turbo-lag. But I soon realized that it was a lazy throttle that was causing this issue. This is something we have been noticing in recent Hyundai and Kia models equipped with the turbo engine. Once you get over the lazy throttle, the engine moves the Optima with some authority. Merging onto a freeway or making a pass is no problem as the turbo quickly spools up and gives the necessary thrust. It doesn’t hurt the engine is very refined. EPA fuel economy figures stand at 22 City/32 Highway/25 Combined. I achieved a not too shabby 26.1 mpg average for the week. One of my biggest complaints about the last Optima I drove was the uncomfortable ride. The tuning on the EX model let in more bumps and road imperfections inside than what I was expecting. To my surprise, the SXL featured a more comfortable ride. Despite featuring larger wheels, the SXL was able to iron out most bumps and imperfections. I can’t explain why there is a vast difference in terms of ride quality between the two trims at this time. The SXL does retain the sharp handling that we liked in the Optima EX. Body motions are kept in check and the steering provides a nice heft when turning. Some will lament that the steering doesn’t have the same feel as something like the Mazda6, but this has to be Kia’s best effort yet.  The Optima SXL begins at $35,790 and that includes every option available on the Optima as standard equipment - 18-inch alloy wheels, dual-zone climate control, heated and ventilated front seats, a Harman/Kardon audio system, navigation, blind-spot monitoring, adaptive cruise control, surround view camera system, and much more. Some might balk at the price. But considering what the SXL brings to the table, along with its improved ride quality, it is very much worth the price. Plus, you might be able to work out a deal to where you’ll be able to cut the price. We’ve seen dealers cutting about $2,000 to $4,000 off Optima SXLs in an effort improve sales of the midsize sedan. Who knows, you might be able to get one of best equipped and decent driving midsize sedans at a surprising price. Disclaimer: Kia Provided the Optima SXL, Insurance, and One Tank of Gas
      Year: 2016
      Make: Kia
      Model: Optima
      Trim: SXL
      Engine: Turbocharged 2.0L DOHC Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 245 @ 6,000
      Torque @ RPM: 260 @ 1,350-4,000 
      Fuel Economy: City/Highway/Combined - 22/32/25
      Curb Weight: 3,594 lbs
      Location of Manufacture: West Point, Georgia
      Base Price: $35,790
      As Tested Price: $36,615 (Includes $825.00 Destination Charge)
      Options:
      N/A

      View full article
    • By William Maley
      When I go back and look at the various Kia Optimas I have driven for Cheers & Gears, there has been one variant that I haven’t driven, the 2.0L turbo-four. But this changed back over the summer when a 2016 Kia Optima SXL came into the Cheers & Gears’ Detroit bureau for a week-long evaluation. The SXL serves as the Optima’s flagship trim with more premium materials and the turbo-four.
      As I mentioned in my Optima EX review from earlier this year, the redesigned Optima looks familiar to the previous model. But that isn’t a bad thing per say. It is still as sharp looking as the previous model and the changes done such as a new trunk lid, LED taillights, a smaller grille, and reshaped headlights. The SXL takes it a step further with a set of 18-inch alloy wheels, Turbo badging on the fender vents, and a little bit more chrome. Finished in a dark blue, the Optima SXL is damn good looking midsize sedan. You won’t find many differences in the SXL’s interior compared to other Optima’s. The key one is the seats being wrapped Nappa leather with a quilted pattern. If I am being honest, I can’t really tell difference between the Nappa leather and the standard leather used on other Kia models.  But what I can tell the difference with is the materials used in the SXL’s interior. Kia swaps the soft-touch plastic used on the dash and door panels for stitched leatherette. This is to give the impression that you’re in something more expensive and it works very well. The Optima SXL’s backseat is slightly tighter than the one found in the Optima EX. Why? The SXL comes with a panoramic sunroof as standard, which eats into headroom. Let’s talk about the engine. The SXL features a 2.0L turbocharged four-cylinder with 245 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. Leaving a stop, it takes a moment for the engine to fully wake up and you can’t help but wonder where is the power. At first, I thought this new 2.0L developed a bad case of turbo-lag. But I soon realized that it was a lazy throttle that was causing this issue. This is something we have been noticing in recent Hyundai and Kia models equipped with the turbo engine. Once you get over the lazy throttle, the engine moves the Optima with some authority. Merging onto a freeway or making a pass is no problem as the turbo quickly spools up and gives the necessary thrust. It doesn’t hurt the engine is very refined. EPA fuel economy figures stand at 22 City/32 Highway/25 Combined. I achieved a not too shabby 26.1 mpg average for the week. One of my biggest complaints about the last Optima I drove was the uncomfortable ride. The tuning on the EX model let in more bumps and road imperfections inside than what I was expecting. To my surprise, the SXL featured a more comfortable ride. Despite featuring larger wheels, the SXL was able to iron out most bumps and imperfections. I can’t explain why there is a vast difference in terms of ride quality between the two trims at this time. The SXL does retain the sharp handling that we liked in the Optima EX. Body motions are kept in check and the steering provides a nice heft when turning. Some will lament that the steering doesn’t have the same feel as something like the Mazda6, but this has to be Kia’s best effort yet.  The Optima SXL begins at $35,790 and that includes every option available on the Optima as standard equipment - 18-inch alloy wheels, dual-zone climate control, heated and ventilated front seats, a Harman/Kardon audio system, navigation, blind-spot monitoring, adaptive cruise control, surround view camera system, and much more. Some might balk at the price. But considering what the SXL brings to the table, along with its improved ride quality, it is very much worth the price. Plus, you might be able to work out a deal to where you’ll be able to cut the price. We’ve seen dealers cutting about $2,000 to $4,000 off Optima SXLs in an effort improve sales of the midsize sedan. Who knows, you might be able to get one of best equipped and decent driving midsize sedans at a surprising price. Disclaimer: Kia Provided the Optima SXL, Insurance, and One Tank of Gas
      Year: 2016
      Make: Kia
      Model: Optima
      Trim: SXL
      Engine: Turbocharged 2.0L DOHC Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 245 @ 6,000
      Torque @ RPM: 260 @ 1,350-4,000 
      Fuel Economy: City/Highway/Combined - 22/32/25
      Curb Weight: 3,594 lbs
      Location of Manufacture: West Point, Georgia
      Base Price: $35,790
      As Tested Price: $36,615 (Includes $825.00 Destination Charge)
      Options:
      N/A
    • By William Maley
      Most luxury SUVs will never go fully off-road. The closest they’ll ever get is driving down a gravel road. But that doesn’t mean some automakers aren’t filling them with the latest off-road for that one person who decides to. Case in point is the LX 570. Lexus’ variant of the Toyota Land Cruiser has been updated inside and out to try and draw buyers away from the usual suspects in the class.
      For 2016, Lexus has softened the LX’s boxy-shape with some rounded edges and more imposing fenders. The front grille has grown in size to match other Lexus vehicles, though to our eyes it looks more like the head from a Cylon in the 1980’s Battlestar Galactica tv show. The rear features new taillights and a reshaped tailgate. The interior has somehow become more opulent since the last LX we drove. A new dash design features real wood trim and more soft-touch materials. Our tester featured leather upholstery that can be described as red-orange. At first, I thought it was a bit much. But over the week I grew to like the color as it adds some personality. Sitting in either the front or second-row seats of the LX is a pleasant experience. There is plenty of head and legroom for both rows, along with heat. Front seats also get ventilation as standard. The third-row seat is a bit of joke. Getting back there in the first place is quite difficult due to the small gap when you move the second-row forward. Once back there, you find legroom is almost negligible. Finally, the way the third row folds up by side walls and not into the floor hampers cargo space - only offering 41 cubic feet. Lexus’ Remote Touch interface has arrived in the LX this year with a gargantuan 12.3-inch screen sitting on top of the dash. On the plus side, the screen is vibrant and easy to read. The negative is the remote touch controller as you’ll find yourself choosing the wrong function because the controller is very sensitive to inputs. Power comes from 5.7L V8 with 383 horsepower and 403 pound-feet of torque. This is paired with an eight-speed automatic and full-time four-wheel drive system. On paper, the V8 should move the LX 570 with no issue. But a curb weight of 6,000 pounds negates this. Performance can be described as ho-hum as it takes a few ticks longer to get up to speed. At least the eight-speed automatic transmission is a smooth operator and quick to respond when you stab the throttle. The LX 570 is chock full of clever off-road tech such as crawl control, hill start assist, 360-degree camera system, and multi-terrain select system that optimizes various parts of the powertrain and four-wheel drive system. Sadly, we didn’t get the chance to put any of these to the test. No matter the condition of the road, the LX 570 provides a smooth and relaxing ride. Impressive when you consider the LX is riding on a set of 21-inch wheels. Road and wind noise are kept to very acceptable levels. Lexus added a set of adaptive dampers for the 2016 LX and you can adjust the firmness via a knob in the center console - Comfort, Sport, and Sport+. The dampers do help reduce body roll in corners, giving you a little bit more confidence. Steering is what you would expect in an SUV, light and numb. This makes the LX a bit cumbersome to move in certain places such as a parking lot. Compared to the last LX 570 we drove, the 2016 model has gone up in price. Base price now stands at $88,880 and our as-tested price comes in at $96,905. This one feels a bit a more worth of price tag that Lexus is asking for, but I still think a Cadillac Escalade or Range Rover are slightly better in terms of value. If you’re planning a trip to Death Valley or the Rocky Mountains and want something that can you there and back, along with providing all of the luxuries, look no further than the LX. Otherwise, there are a number of other luxury SUVs that make more sense if you’re planning to stay on the pavement. Year: 2016
      Make: Lexus
      Model: LX 570
      Trim: N/A
      Engine: 5.7L 32-Valve, DOHC Dual VVT-i V8
      Driveline: Eight-Speed Automatic, Full-Time Four-Wheel Drive
      Horsepower @ RPM: 383 @ 5,600
      Torque @ RPM: 403 @ 3,600
      Fuel Economy: City/Highway/Combined - 13/18/15
      Curb Weight: 6,000 lbs
      Location of Manufacture: Aichi, Japn
      Base Price: $88,880
      As Tested Price: $96,905 (Includes $940.00 Destination Charge)
      Options:
      Mark Levinson Audio System - $2,150.00
      Dual-Screen DVD Rear-Seat Entertainment System - $2,005.00
      Luxury Package - $1,190.00
      Heads-Up Display - $900.00
      Cargo Mat, Net, Wheel Locks, & Key Glove - $250.00
      All-Weather Floor Mats - $165.00
      Heated Black Shimamoku Steering Wheel - $150.00
      Wireless Charger - $75.00

      View full article
    • By William Maley
      Most luxury SUVs will never go fully off-road. The closest they’ll ever get is driving down a gravel road. But that doesn’t mean some automakers aren’t filling them with the latest off-road for that one person who decides to. Case in point is the LX 570. Lexus’ variant of the Toyota Land Cruiser has been updated inside and out to try and draw buyers away from the usual suspects in the class.
      For 2016, Lexus has softened the LX’s boxy-shape with some rounded edges and more imposing fenders. The front grille has grown in size to match other Lexus vehicles, though to our eyes it looks more like the head from a Cylon in the 1980’s Battlestar Galactica tv show. The rear features new taillights and a reshaped tailgate. The interior has somehow become more opulent since the last LX we drove. A new dash design features real wood trim and more soft-touch materials. Our tester featured leather upholstery that can be described as red-orange. At first, I thought it was a bit much. But over the week I grew to like the color as it adds some personality. Sitting in either the front or second-row seats of the LX is a pleasant experience. There is plenty of head and legroom for both rows, along with heat. Front seats also get ventilation as standard. The third-row seat is a bit of joke. Getting back there in the first place is quite difficult due to the small gap when you move the second-row forward. Once back there, you find legroom is almost negligible. Finally, the way the third row folds up by side walls and not into the floor hampers cargo space - only offering 41 cubic feet. Lexus’ Remote Touch interface has arrived in the LX this year with a gargantuan 12.3-inch screen sitting on top of the dash. On the plus side, the screen is vibrant and easy to read. The negative is the remote touch controller as you’ll find yourself choosing the wrong function because the controller is very sensitive to inputs. Power comes from 5.7L V8 with 383 horsepower and 403 pound-feet of torque. This is paired with an eight-speed automatic and full-time four-wheel drive system. On paper, the V8 should move the LX 570 with no issue. But a curb weight of 6,000 pounds negates this. Performance can be described as ho-hum as it takes a few ticks longer to get up to speed. At least the eight-speed automatic transmission is a smooth operator and quick to respond when you stab the throttle. The LX 570 is chock full of clever off-road tech such as crawl control, hill start assist, 360-degree camera system, and multi-terrain select system that optimizes various parts of the powertrain and four-wheel drive system. Sadly, we didn’t get the chance to put any of these to the test. No matter the condition of the road, the LX 570 provides a smooth and relaxing ride. Impressive when you consider the LX is riding on a set of 21-inch wheels. Road and wind noise are kept to very acceptable levels. Lexus added a set of adaptive dampers for the 2016 LX and you can adjust the firmness via a knob in the center console - Comfort, Sport, and Sport+. The dampers do help reduce body roll in corners, giving you a little bit more confidence. Steering is what you would expect in an SUV, light and numb. This makes the LX a bit cumbersome to move in certain places such as a parking lot. Compared to the last LX 570 we drove, the 2016 model has gone up in price. Base price now stands at $88,880 and our as-tested price comes in at $96,905. This one feels a bit a more worth of price tag that Lexus is asking for, but I still think a Cadillac Escalade or Range Rover are slightly better in terms of value. If you’re planning a trip to Death Valley or the Rocky Mountains and want something that can you there and back, along with providing all of the luxuries, look no further than the LX. Otherwise, there are a number of other luxury SUVs that make more sense if you’re planning to stay on the pavement. Year: 2016
      Make: Lexus
      Model: LX 570
      Trim: N/A
      Engine: 5.7L 32-Valve, DOHC Dual VVT-i V8
      Driveline: Eight-Speed Automatic, Full-Time Four-Wheel Drive
      Horsepower @ RPM: 383 @ 5,600
      Torque @ RPM: 403 @ 3,600
      Fuel Economy: City/Highway/Combined - 13/18/15
      Curb Weight: 6,000 lbs
      Location of Manufacture: Aichi, Japn
      Base Price: $88,880
      As Tested Price: $96,905 (Includes $940.00 Destination Charge)
      Options:
      Mark Levinson Audio System - $2,150.00
      Dual-Screen DVD Rear-Seat Entertainment System - $2,005.00
      Luxury Package - $1,190.00
      Heads-Up Display - $900.00
      Cargo Mat, Net, Wheel Locks, & Key Glove - $250.00
      All-Weather Floor Mats - $165.00
      Heated Black Shimamoku Steering Wheel - $150.00
      Wireless Charger - $75.00
    • By William Maley
      It has been a couple of years since we last checked out the Toyota 4Runner. Since that time, the crossover marketplace has grown even further and becoming the clear choice for many consumers. But there are still some who want/need the capability of an SUV like the 4Runner. Who should consider it?
      Toyota hasn’t changed the 4Runner’s exterior since we last checked it out. This isn’t a bad thing since one of the things I liked about it was the styling. The front end still looks like it is wearing a muzzle with a large surround for the grille and chunky front bumper. Other design details to take in are a set of flared out wheel arches, hood scoop, and rear tailgate with a window that can be raised or lowered. The interior follows the exterior with no real changes. Many materials are of the hard plastic variety which is ok considering the off-road character of the 4Runner. Having materials that can stand up to rough and tumble of off-road conditions isn’t a bad thing. The chunky knobs and simple layout of the dashboard are still here, making it easy to find certain controls when on the move. It would be nice if Toyota could swap the 6.1-inch touchscreen for something a little bit larger. It isn’t as easy to read at a glance and more often than not, you’ll be hitting the wrong touchscreen button. At least the Entune infotainment system is simple to understand. Space is plentiful for passengers in both rows with an abundance of head and legroom. There is the option of a third row, but it would be wise to skip it since it isn’t comfortable for most people to due to the minuscule amount of legroom. The powertrain remains a 4.0L V6 with 270 horsepower and 278 pound-feet of torque, and a five-speed automatic transmission. Most trims will have the choice of either two-wheel or four-wheel drive. The TRD Pro and Trail (the model seen here) only come with four-wheel drive. The power figures may make you believe that the 4Runner has enough grunt for the daily grind, but it falters once you take it out on the road. Around town, the V6 provides a decent amount of grunt. But where the engine falters is trying to make a pass or merging onto a freeway. It seems to make more noise than actual power in these situations. The automatic transmission provides smooth gear changes. But adding an extra gear would not be a bad thing since would drop engine rpm on the expressway and improve overall fuel economy. I got an average of 19 mpg for the week - EPA fuel economy figures stand at 17 City/21 Highway/18 Combined for 4WD models. SUVs have made progress in terms of ride and handling, but you wouldn’t know that if you were driving a Toyota 4Runner. Take for example the ride quality. At low speeds, the 4Runner’s suspension does a good job with smoothing over bumpers. At higher speeds such as driving on a freeway, the ride becomes very bouncy. Going around a corner isn’t a pleasant experience as there is a fair amount of body lean. Steering is on the heavy and makes certain tasks such as pulling into a parking space a bit of a chore. But the 4Runner does redeem itself when it comes to off-road driving. Sadly, we didn’t get the chance to take this 4Runner off-road which is quite a shame because the Trail adds some goodies to help when it comes to going off the beaten path. There is a locking rear differential, Crawl Control which is a low-speed cruise control system to allow the SUV go through a rocky trail, Multi-Terrain Select that alters throttle and traction control settings for various conditions, and the Kinetic Dynamic Suspension System that adjusts the suspension to allow for more wheel travel. The Toyota 4Runner is an old-school SUV wrapped up in modern clothing. It makes no apologies for what it is and that is something I respect. This is a model that should be considered by those who want to go to special place in the woods or out in the desert on a regular basis. If you’re not planning to go off-road on a regular basis, then the 4Runner is a poor choice. Stick with a crossover or something like a Jeep Grand Cherokee.  
      Disclaimer: Toyota Provided the 4Runner, Insurance, and One Tank of Gas
      Year: 2016
      Make: Toyota
      Model: 4Runner
      Trim: Trail Premium
      Engine: 4.0L DOHC Dual VVT-i 24-Valve V6
      Driveline: Six-Speed Automatic, 4WD
      Horsepower @ RPM: 270 @ 5,600
      Torque @ RPM: 278 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/21/18
      Curb Weight: 4,750 lbs
      Location of Manufacture: Tahara, Aichi, Japan
      Base Price: $39,095
      As Tested Price: $40,148 (Includes $900.00 Destination Charge and $750.00 'Keep it Wild' savings)
      Options:
      Remote Engine Start - $499.00
      All Weather Mats/Cargo Tray - $200.00
      Cargo Cover - $155.00
      Cargo Net - $49.00

      View full article
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