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    Drew Dowdell

    New York 2019: Cadillac CT5 to Debut

      The all-new CT5 replaces the CTS in the Cadillac lineup

    Cadillac will be unveiling the CT5 sedan at the New York International Auto Show next month. 

    The CT5 is build on the next generation of GM's Alpha platform and will come in rear-wheel drive and all-wheel drive configurations.  Power will be provided by either a 2.0T 4-cylinder or 3.0 Twin-Turbo V6.  Both engines will send power to the wheels via a 10-speed automatic transmission.  The CT5  will offer Luxury and Sport trims.

    In a video series called "Sensory Symphony", Cadillac slowly peels back the specially design camouflage film to trigger an ASMR response in the viewer while slowly revealing the car. This is to bring awareness to the CT5's auditory experience with active noise cancellation and other sound optimizations. 

    The Cadillac CT5 will be built at GM's Lansing Grand River plant. 

    Source: Cadillac Media



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    I actually like it better in the red than the silver, but I have two big issues with this car:

    image.png

    First is the STUPID COUPE style which kills rear head room and to have headroom the rear passengers have to sit in a hole.

    Second is the weird funky 3rd window or whatever the black section in the smaller box above represents. Even the smaller stationary glass piece sucks due to how the door is cut. From the B pillar forward I am very happy with the car.

    Best View of the car IMHO.

    image.png

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    4 minutes ago, dfelt said:

    I actually like it better in the red than the silver, but I have two big issues with this car:

    image.png

    First is the STUPID COUPE style which kills rear head room and to have headroom the rear passengers have to sit in a hole.

    Second is the weird funky 3rd window or whatever the black section in the smaller box above represents. Even the smaller stationary glass piece sucks due to how the door is cut. From the B pillar forward I am very happy with the car.

    Best View of the car IMHO.

     

    No.. I think the head room will be fine due to the seat placement. Word is special attention was paid to avoid exactly what U bring up. The Trunk is even going  to be as large despite outward appearance. Second.. it seems to me that the alternative would have been a filled metal section. With this.. properly tinted windows will make it a moot point and completely unnoticeable

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    37 minutes ago, Cmicasa the Great said:

    No.. I think the head room will be fine due to the seat placement. Word is special attention was paid to avoid exactly what U bring up. The Trunk is even going  to be as large despite outward appearance. Second.. it seems to me that the alternative would have been a filled metal section. With this.. properly tinted windows will make it a moot point and completely unnoticeable

    With all the scientific evidence about protection from the sun, at least on the rear doors tinting to match should be a standard. I just do not get a luxury car being built with clear glass.

    In regards to the seating, the only way you can have a coupe roof line is to drop the rear seats below the front seats so the people sit in a hole and cannot really see out.

    No matter what, this is luxury and interior space should be superior over following a stupid ass Coupe trend that everyone has.

    They could have done so much better on this rear than they did. I love the rear end and front from B pillar forward, it is just this coupe roof line and the C pillar that I really am not a fan of.

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    10 minutes ago, dfelt said:

    With all the scientific evidence about protection from the sun, at least on the rear doors tinting to match should be a standard. I just do not get a luxury car being built with clear glass. 

    It is funny, I'm so used to SUVs with dark tint on the rear sides and rear window standard that it looks odd to see a new vehicle without it..  #jaded 

    Edited by Robert Hall
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    I really like the look of the car. It has the long hood very short deck design that I like.  Happy about the powertrains too. 

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    2 minutes ago, ccap41 said:

    It's about time they start to ditch the 3.6. 👍👍

    I don't have a problem with the 3.6 being there as long as the 3.0TT is also there. 

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    1 minute ago, Drew Dowdell said:

    I don't have a problem with the 3.6 being there as long as the 3.0TT is also there. 

    Hopefully they will add AWD as an option to ALL CT models.

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    1 minute ago, dfelt said:

    Hopefully they will add AWD as an option to ALL CT models.

    I'm sure they will.  It's basically a requirement these days in that class.  I'm hoping they keep the V-Sport.  The pure V will probably take a year off and debut around this time next year. 

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    I’m disappointed again just like with the XT6. They seem to be going backwards in style. The blackout side panel really looks out of place on a Cadillac 😢

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    6 hours ago, Drew Dowdell said:

    I don't have a problem with the 3.6 being there as long as the 3.0TT is also there. 

    They don't need the 3.6, the 3.0TT should be the middle engine, the V8 the top, 3 engines is enough choice I think, unless you had some sort of EV or hybrid thing in there.  Cadillac needs to start thinking of 400ish hp is mid-level, and throw away the corporate V6. Every German sedan has ad a boosted six for 5-10 years at this point, Infiniti has a turbo V6, Jaguar has a supercharged V6, that is all par for the course.  

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    I think overall the styling is fine.  My nitpicks are the rear 3/4 window is odd, the headlights look like they are from a last generation Cruze above the light bar and the upside down hockey stick thing on the tail lights looks like something Lexus would do.  Cadillac tail lights should just be vertical and that's it, not off shoots to the side.  Proportionally and stylistically I think it looks better than the CTS, I like the styling language just not the shape they put it on.

    My overall complaint would be that I like 3 box sedan design, this has the same shape of a 5-series GT:

    spacer.png

     

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    Looks like a Gensis G80. And is this another cop-out 'tweener that they are afraid to offer as a true competitor to the established German set? 

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    13 minutes ago, smk4565 said:

    They don't need the 3.6, the 3.0TT should be the middle engine, the V8 the top, 3 engines is enough choice I think, unless you had some sort of EV or hybrid thing in there.  Cadillac needs to start thinking of 400ish hp is mid-level, and throw away the corporate V6. Every German sedan has ad a boosted six for 5-10 years at this point, Infiniti has a turbo V6, Jaguar has a supercharged V6, that is all par for the course.  

    Cadillac has been providing not just a boosted 6, but one of the most powerful of the boosted 6es since 2013.  So yeah... 6 years now.

    Having the 3.6 as an extra choice hurts nothing.

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    spacer.pngspacer.pngimage.png

     

    same part number as on the Ion!!!!!!!!!!!!!

    I am glad the 3.6 is banished.  2.0 and 3.0 only engine options needed here.

    Edited by regfootball
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    18 minutes ago, regfootball said:

    spacer.pngspacer.pngimage.png

     

    same part number as on the Ion!!!!!!!!!!!!!

    I am glad the 3.6 is banished.  2.0 and 3.0 only engine options needed here.

    Give it a rest... lots of cars have the same part number as the Ion then.. including a lot of the Germans. 

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    Give it a rest...I agree...especially when that particular Saturn has been out of production for over a decade.

    And no, just because it could be the same Saturn part number, it does not take away from the CT5 being a Cadillac.

    Its just a bloody window for God's sake.... 

    PS: It may or may not be...

    It probably take MORE engineering dollars to purposely fit that old parts number piece into a newly engineered car on a completely different platform just to save a few nickels and dimes for an already available number than start with a clean slate piece.

    It looks the same, in the pictures. Its probably a whole different part. 

    PSS:  The reason why I say its a different part all together, GM would have to purposely engineering the roofline angles and slopes of the CT5 to be the EXACT identical roofline and slope to the ION, which would affect the platform...remember, the ION was a subcompact. The CT5 is a midsizer. One was a FWD unibody while the CT5 is a RWD unibody on two completely different platforms that have NOTHING in common. 

    Maybe Im wrong, but when I read that certain platforms dont lend well to different wheelbases to house different types of vehicles, well, Im thinking that on a midsized RWD platform to get all the right ROUNDED ARCs and angles, widths and lengths, thickness... JUST to fit a window piece that went on a FWD subcompact, seems a tad ludicrous for me! 

     

    Edited by oldshurst442
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    wow, some folks can't detect sarcasm vs. seriousness

    the main takeaway is that its a blocky upright shape that in and of itself is odd and contributes to the clumsiness to the facade of the car.

    image.png

     

    Edited by regfootball
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    45 minutes ago, Drew Dowdell said:

    Cadillac has been providing not just a boosted 6, but one of the most powerful of the boosted 6es since 2013.  So yeah... 6 years now.

    Having the 3.6 as an extra choice hurts nothing.

    So why not a 4.2 NA V8 as a choice with the same horsepower and torque as the turbo V6?  Choice for the sake of choice doesn't make any sense.  The 3.6 is a torqueless engine that isn't competitive with other luxury V6s with the exception of maybe whatever is in a Lincoln MKZ or Lexus ES.  The could put the 3.6 V6 in the Escalade as a choice, or in the Corvette, doesn't mean it makes sense to.

    Plus, CT5 is a low volume car, the turbo 4 is for the rental spec and old folks, who don't care about performance, and BMW, Jaguar, Mercedes all offer that too, because they all have old folks that buy those cars also. Turbo V6 is your sport trim, turbo V8 for the hardcore buyer.  

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    11 minutes ago, regfootball said:

    wow, some folks can't detect sarcasm vs. seriousness

    Well..yes!

    Words on a screen...can be quite difficult to detect, um, sarcasm. 

    Related image

     

    PS: If you couldnt detect it, my apology is...um...sarcastic...

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    The thread is interesting. I will not take sides, but I will say GM has been known to use old tooling on new models. In some cases it was obvious. 

     1980-1981 Pontiac Bonneville and 1985-1986 Pontiac Parisienne 

    1994-1996 Oldsmobile Ninety Eight and 1997-1998 Oldsmobile Regency

    1982 Oldsmobile 98  and 1988-1990 Oldsmobile Custom Cruiser

    1981 Oldsmobile 98 and 1986-1987 Oldsmobile Custom Cruiser

    1983-1984 Oldsmobile Ninety Eight and 1984-1985 Oldsmobile Eighty Eight Royale Brougham LS

    There are cars that shared parts with other models that were in production at the same time that shared parts:

    1971-1976 Oldsmobile Eighty Eight, Ninety Eight, Custom Cruiser and Toronado shared parts

    1971 - 1976 Buick LeSabre, Buick Electra, and Buick Riviera shared parts. The 1977- 1978 Buick LeSabre and Buick Electra/Park Avenue and Riviera shared parts.

    The 1992-1995 Pontiac Bonneville shared headlights with the Lumina and Transsport minivans 

    The Pontiac Solstice and GMC Envoy shared back up lights.

    The Saturn Outlook and GMC Acadia shared parts. GMC Acadia used Saturn Outlook parts when it was updated.

    Chevrolet midsized cars and El Camino  and Pontiac midsized cars shared parts for decades...

    Buick Regal and Century shared parts.

    I will take this a step further. The 1991-1993 Oldsmobile steering wheel appeared later on the Oldsmobile Ciera and GMC and Chevrolet fullsized vans.

    The Oldsmobile Alero headlights are used on UPS delivery vans. 

    Buick Riviera and Buick Reatta shared parts

    Cadillac Deville, Seville and Eldorado shared parts in the 1990's and before that. 

    Name a platform past or present, you will find shared parts.  Look at the J Bodies.  That one was global. 

    Look at Grand Am and Alero. They shared big time. Look at the N cars from the 1980's

    The 1990's GM B Body wagons shared so many parts. 

    The third window in the C- pillar on the 1980's A Bodies were shared( Pontiac and Oldsmobile) and (Chevrolet and Buick)

    The GMC and Chevrolet trucks.

    The GMC and Chevrolet vans. 

    The GMC and Chevrolet Suv's( including Cadillac). It was not until recently they started to diverge( look distinctive)

    The early 2000's Cadillac Deville/ DTS headlights were used on buses. 

    Let's not get started on GM Canada. 

    I am not getting in the argument, but I am just making a point. They have shared parts for decades and no one complained on those other cars.  It is about economies of scale and sometimes it saves money.  I consider it to be a blessing personally because when I have needed parts of my 1995 Ninety Eight, I have bought 1997-1998 Regency parts and  1994-1999 Eighty Eight parts that were the exact same.  I also have done it for my Toronado too. I bought Riviera or Eldorado parts.

    I will tell you the only time it was bad and not good at all was the downsized look a like era 1985-1991. 

    Anyone know of any parts  that were shared between GM cars...

     

     

     

     

     

     

     

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    14 minutes ago, NINETY EIGHT REGENCY said:

    The Oldsmobile Alero headlights are used on UPS delivery vans. 

    That...my friend I never knew!!!   

    I owned a 1999 Olds Alero...

    Image result for UPS delivery vans.

     

    I knew EXACTLY what truck you were referring too, and every time I used to see one on the road, there was always something puzzling to me, like a deja vu feeling...

    I did not know what was that familiarity feeling I had about that truck...but thanks to you...now I know!!!

    And I totally see it NOW that you pointed it out!   

    You really dont know how happy you just made me feel!!!

     

    No...no sarcasm. I promise!  You really made me happy! 

     

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    Parts sourcing aside, how are they going to get this to sell when the CTS, ATS, XTS and CT6 all have pretty lousy sales numbers.

    Obviously the shape a a bit different this time around with the fastback/GT rear end, but only 2 sedans sell in this segment in the USA, and 3 in this segment do well in China, so what is the selling point of the CT5 going to be to break the sales decline?

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    The more I look at that C-pillar, the worse it gets. They completely botched it. It lets the entire design down. They should have made the Escala the way it was. They always do this. Make a jaw-dropping concept, and then make a production version that is more like a Chinese knockoff. What a shame. 

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    18 minutes ago, Frisky Dingo said:

    The more I look at that C-pillar, the worse it gets. They completely botched it. It lets the entire design down. They should have made the Escala the way it was. They always do this. Make a jaw-dropping concept, and then make a production version that is more like a Chinese knockoff. What a shame. 

    To be fair, the Escala is NOT the new CT5. The Escala is to come...

    But yeah, although I dont feel let down for the same reasons you feel down about the CT5, I do feel let down. But a tiny bit, not as fully down you feel about it.

    Im just perplexed on why Cadillac felt the need to look like a FWD Honda Accord.

    And the FWD Accord looks to be longer and sleeker to boot.  Which SHOULD be a Cadillac trait. 

    *Sigh*

    Still waiting for that long, sleek, slick black Cadillac car to arrive.

    Well, the CT6 Blackwing is certainly that.  But 1 model aint enough...

     

     

     

     

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    2 hours ago, smk4565 said:

    Parts sourcing aside, how are they going to get this to sell when the CTS, ATS, XTS and CT6 all have pretty lousy sales numbers.

    Obviously the shape a a bit different this time around with the fastback/GT rear end, but only 2 sedans sell in this segment in the USA, and 3 in this segment do well in China, so what is the selling point of the CT5 going to be to break the sales decline?

    For one.. Americans seeking a better vehicle than those asswipes in Germany can provide.

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    Well, the new CT5 has solved a few issues: engine choice, replace two slow sellers with one seller (sales TBD), new(ish) platform that fixes the old platform issues.  Back window and coupe profile aside, I like it.  I really like the CT6 and maybe the CT5 should have cribbed from the larger model a little more.

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    4 hours ago, smk4565 said:

    So why not a 4.2 NA V8 as a choice with the same horsepower and torque as the turbo V6?  Choice for the sake of choice doesn't make any sense.  The 3.6 is a torqueless engine that isn't competitive with other luxury V6s with the exception of maybe whatever is in a Lincoln MKZ or Lexus ES.  The could put the 3.6 V6 in the Escalade as a choice, or in the Corvette, doesn't mean it makes sense to.

    Plus, CT5 is a low volume car, the turbo 4 is for the rental spec and old folks, who don't care about performance, and BMW, Jaguar, Mercedes all offer that too, because they all have old folks that buy those cars also. Turbo V6 is your sport trim, turbo V8 for the hardcore buyer.  

    Lincoln doesn’t even use a N/A V6 in the MKZ. It’s a 2.0T, 3.0T or 2.0T hybrid. 

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    On 3/18/2019 at 6:44 AM, dfelt said:

    I actually like it better in the red than the silver, but I have two big issues with this car:

    image.png

    First is the STUPID COUPE style which kills rear head room and to have headroom the rear passengers have to sit in a hole.

    Second is the weird funky 3rd window or whatever the black section in the smaller box above represents. Even the smaller stationary glass piece sucks due to how the door is cut. From the B pillar forward I am very happy with the car.

    Best View of the car IMHO.

    image.png

    I was about to say the same EXACT thing regarding the two problems. From a profile angle, that rear pillar just kills the flow. The front and grill look super sharp but the coupe look is getting way too played out (priotizing form over function).

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    12 hours ago, ccap41 said:

    Lincoln doesn’t even use a N/A V6 in the MKZ. It’s a 2.0T, 3.0T or 2.0T hybrid. 

    Maybe Cadillac should copy that.

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    I don't mind the coupe-styling on 4 door cars but maybe this is just too short or the design language doesn't match it. Maybe it would look better longer? I think it looks great looking at the front. I think it looks great looking from the rear. But, I think it looks a little awkward at most any other angle. 

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    4 minutes ago, Robert Hall said:

    Want to bet they cover that black triangle in carbon fiber on the V-series version? 

    That spot just gets worse the more I look at it. And now that someone mentioned earlier, the profile does look a little too much like this...

     

    F951DDD9-899D-4C45-8BB2-09D5F20C1524.jpeg

    38E4B61B-5FCF-43E5-A672-F264329070D7.jpeg

    Edited by surreal1272
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    Just now, smk4565 said:

    Maybe Cadillac should copy that.

    Don't all the major luxury brands pretty much have that same exact setup? 

    Turbo-4

    Hybrid

    Turbo-6

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    1 minute ago, surreal1272 said:

    That spot just gets worse the more I look at it. And now that someone mentioned earlier, the profile does look a little too much like this...

     

    F951DDD9-899D-4C45-8BB2-09D5F20C1524.jpeg

    The Accord profile looks better, though, because it has a window there and not a pointless piece of black plastic.  And the rear door window frame trailing edge leans forward, rather than being vertical. 

    Edited by Robert Hall
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    1 minute ago, surreal1272 said:

    That spot just gets worse the more I look at it. And now that someone mentioned earlier, the profile does look a little too much like this...

     

    F951DDD9-899D-4C45-8BB2-09D5F20C1524.jpeg

    It's like they mashed up the Accord and Infiniti Q60's window but it jsut didn't work that well. 

    2017-infiniti-q60_100542093_h.jpg

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    8 minutes ago, Robert Hall said:

    The Accord profile looks better, though, because it has a window there and not a pointless piece of black plastic.  And the rear door window frame trailing edge leans forward, rather than being vertical. 

    And that’s the sad part. The mainstream brand car should not look better than a luxury car, in any way IMO.

    7 minutes ago, ccap41 said:

    It's like they mashed up the Accord and Infiniti Q60's window but it jsut didn't work that well. 

    2017-infiniti-q60_100542093_h.jpg

    I actually like how Infiniti did theirs though. At least they put some effort into the actual design aspect whereas it looks like the bean counters at Cadillac took over when it came to CT5s.

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    2 minutes ago, surreal1272 said:

    And that’s the sad part. The mainstream brand car should not look better than a luxury car, in any way IMO.

    I actually like how Infiniti did theirs though. At least they put some effort into the actual design aspect whereas it looks like the bean counters at Cadillac took over when it came to CT5s.

    The Infiniti Q70 has a nice take on a 6 light greenhouse w/ a curvy body below...

    b1e2163f-4d58-4522-838c-092b94209150.png

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    14 minutes ago, ccap41 said:

    I don't mind the coupe-styling on 4 door cars but maybe this is just too short or the design language doesn't match it. Maybe it would look better longer? I think it looks great looking at the front. I think it looks great looking from the rear. But, I think it looks a little awkward at most any other angle. 

    That’s my bad with it. From the rear doors to the front, it looks nice. But that C pillar window treatment kills the rest of it. I do look forward to what they will do with the interior but I just hope it’s not the same rehash of the “slab dash” look that exists in cars like the CT6 and their smal CUVs. It looks clean but it also just looks too plain for the brand IMO>

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    Personally, I think Cadillac should have kept the angular C-pillar and forward angled rear door upper frame of the CTS..that's a strong design cue with Cadillac sedans going back 15+ years to the first gen CTS.    Pointy and angular.  Or commit to a 6 light greenhouse like the CT6.  But instead, they go with weird pillar trim that serves no purpose. 

    Edited by Robert Hall
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    12 minutes ago, surreal1272 said:

    I actually like how Infiniti did theirs though. At least they put some effort into the actual design aspect whereas it looks like the bean counters at Cadillac took over when it came to CT5s.

    Oh I definitely agree. It's a small difference but it's a make or break difference. 

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    14 hours ago, Cmicasa the Great said:

    For one.. Americans seeking a better vehicle than those asswipes in Germany can provide.

     

    Better? Haha, that's a good one. Better at what, exactly? Looking a mashup mix of a Chinese knockoff of a Caddy concept and a Genesis G80? You're ate up. 🤣

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    18 minutes ago, Robert Hall said:

    The Infiniti Q70 has a nice take on a 6 light greenhouse w/ a curvy body below...

    b1e2163f-4d58-4522-838c-092b94209150.png

    What do you mean by "6 light greenhouse"? 3 windows per side? 

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    36 minutes ago, surreal1272 said:

    And that’s the sad part. The mainstream brand car should not look better than a luxury car, in any way IMO.

    I actually like how Infiniti did theirs though. At least they put some effort into the actual design aspect whereas it looks like the bean counters at Cadillac took over when it came to CT5s.

    I would say they were building a scaled down Escala and then the Bean Counters showed up at the point of the B Pillar and said you have X amount of cash left, finished the car with X dollars and we ended up with that back end mess.

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    25 minutes ago, Robert Hall said:

    Yes...

    Thanks, I had just never heard it described like that before. I don't keep up on my design language language.

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    2 minutes ago, ccap41 said:

    Thanks, I had just never heard it described like that before. I don't keep up on my design language language.

    probably something I picked up long ago in a car magazine..

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    19 hours ago, Drew Dowdell said:

    Cadillac has been providing not just a boosted 6, but one of the most powerful of the boosted 6es since 2013.  So yeah... 6 years now.

    Having the 3.6 as an extra choice hurts nothing.

    But not with AWD on the CTS. 

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    17 hours ago, smk4565 said:

    Parts sourcing aside, how are they going to get this to sell when the CTS, ATS, XTS and CT6 all have pretty lousy sales numbers.

    Obviously the shape a a bit different this time around with the fastback/GT rear end, but only 2 sedans sell in this segment in the USA, and 3 in this segment do well in China, so what is the selling point of the CT5 going to be to break the sales decline?

    With the new stocky greenhouse, interior room should be improved over the CTS. IF it is, that will bring some people back. If it’s cheaper than the CT6, and has room and performs well it should sell well. The CT4 if that occurs will be a problem because why would anyone want it?  The CT5 is adequate as entry level caddy sedan in USA by my feeling. People expect a certain minimum of comfort and size from any Cadillac and so if CT5 delivers that i think sales will be ok, styling be damned. 

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    36 minutes ago, dfelt said:

    I would say they were building a scaled down Escala and then the Bean Counters showed up at the point of the B Pillar and said you have X amount of cash left, finished the car with X dollars and we ended up with that back end mess.

     

    This is EXACTLY what happened, I guarantee it.

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    I loved the Escala and I love this. Coupla observations.. I see exactly what they did.. but because of size, the design exercise of the longer Escala (2010.5 inch vs this being probably 193-195 inch) could not be completely translated over to a smaller car particularly in profile. I still doubt that the CT5 will be much smaller than the current car with the CT4 still yet to debut. I am betting a longer wheelbase for both, even if the actual length drops a bit.

    Anyway,.. The black "faux window in the rear doesn't even bother me because tinting the car as I always do will make it a moot point. Only real disappointment is the door handles aren't the hideaway like the Escla.

    So cool that they are done with the 3.6L NA in this car and have gone onto feature forced induction as a sole means of propulsion. I am expecting changes in current HP rating from those as well. If the SPORT is available with the 3.0L... outside of an actual V, I see very little reason to break from the "Y" philosophy and offer a V-Sport. What I have noticed Cadillac has done of late with the VSeries program is put them on their website as separate models. Thus allowing them to stick tothe Y with Lux, Prem Lux, Platinum cars even in the V

    As a current CTS owner I love it.. and look forward to the VSeries debut in a year or so. I'll be sitting that one out as I want to go into the CT6-V, but curious and excited nonetheless

    Again its basically the same vehicle..there's an obvious nod to the Escala in the C-pillar, but what some seem to have issue with is the curved point.. I think it was added to give some flare..:

    Ppo7Vff.jpg2020-cadillac-ct3-review-and-specs.jpg

    the one singular interior shot looks to be very nice.. The fastback design comes off as nice and a very welcome change that may just shake things up a bit in the mid-size luxury category. I remember reading here just a few weeks ago, someone saying that the new CT5 wasn't a departure from the current one.. and once again that is proven wrong. The idea has been floating for sometime that the Escala was the design exercise to bet on for cues towards the new Cadillacs.. this is basically a 85% view of that car. This is its competition.. I'm inclined to once again side with Caddy

    2019-MB-EClass_A2_o.jpg?s=234548

    used-2018-bmw-5_series-530i-623-17861960

    Edited by Cmicasa the Great

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    1 hour ago, Cmicasa the Great said:

    Better styling, reliability.. I see nothing about this vehicle that suggest Chinese knock-off.. I see Escala scaled down. That's it.. I'm ate up.. Eat these nuts B***h i70mfl.jpg&key=4d853abb8ce436bc98d5e70f3

     

    I think it's hilarious that you are like the personal embodiment of a GM product. You're every bit as classless, and as much a piece of trash. It's no wonder you love them so much. 🤣

     

     

    @Drew Dowdell

     

    Is there any reason why we let let this vile, GM leg humping garbage pile continue to plague this site?

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    3 minutes ago, Frisky Dingo said:

     

    I think it's hilarious that you are like the personal embodiment of a GM product. You're every bit as classless, and as much a piece of trash. It's no wonder you love them so much. 🤣

    Check your inbox

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    1 hour ago, ccap41 said:

    Not everything can be shrunk and get the same results. 

    That's what SHE said!

    Related image

    ----------------------------------------------------------------------------------------------------------------------------------

    ----------------------------------------------------------------------------------------------------------------------------------

    5 minutes ago, Frisky Dingo said:

    Nah, I'm good. 

     

    Kinda like this...yes?!

    Image result for that's what she said gif

    Edited by oldshurst442

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    I think this could sell... it has coupish looks and a few design elements that although I don't care for, people seem to eat them up.

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    Oddly enough, Car and Driver is stating the CT5 is a 3-series/C-class competitor, although it looks way bigger than those cars.  C-class pricing of a CT5 is probably a good idea for Cadillac to pursue though.

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    28 minutes ago, Paolino said:

    I think this could sell... it has coupish looks and a few design elements that although I don't care for, people seem to eat them up.

    Im one of those folks...

    Im disappoint because it has Honda Accord aspirations rather than Cadillac ones (nah...no Escala in this) despite what @Cmicasa the Great  says. 

    But it aint a bad looking vehicle.  I get why the CT5 could never be as sexy as the Escala. Shorter vehicle with a much shorter wheel base. Therefore one should never expect a midsizer to exude a certain type of look that a bigger, and longer wheel base car can achieve, but, Cadillac could have done the controversial  C pillar design a tad better, a tad more coherent and hella more sexier because its a damned Cadillac!!!

    But I dont have a problem with that C Pillar design per se.  I do have a problem with the CT5 imitating a Honda. 

    Kudos to Honda for making a FWD appliance car look desirable. (I like the new Honda Accord)  Or Ford for its Fusion. Or Chevy for its Impala and Malibu, etc...

    Boo to Cadillac for not making  its new CT5 more  prestigious in terms of looks. I mean, it takes a page out of Honda's playbook. Not a bad thing per se, but not good for Cadillac trying to be unique and expensive....

    But I said I was one of those folk that would buy a new CT5...

    Well...I would buy one. I like the way it looks. But Im disappoint  because once again, yet another model does not inspire Standard of the World...

    Maybe, its because its the nature of the segment the CT5 is in. I dont inspire to a Mercedes C Class or BMW 3 Series either...

    I dont inspire to the last couple of E Class generations nor do I inspire to the 5 Series either. The last 5 Series I insipred to was the E39...

    Because all those models I mentioned, the last 15 years, are nothing but lease queen specials (along with their CUV counterparts) that have over extended debt morons lease them trying to impress their Facebook friends with them taking selfies and talking about how perfect their life is...

    So...there is that why I may not be impressed with the CT5, because Cadillac and BMW and M-B know that most of those leased cars in that niche are just broken cigar morons that will lease them so they dont try hard to design a wow factor car because its not about the wow factor exterior, but more about the badge on the hood....

     

     

     

    Edited by oldshurst442
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    35 minutes ago, smk4565 said:

    Oddly enough, Car and Driver is stating the CT5 is a 3-series/C-class competitor, although it looks way bigger than those cars.  C-class pricing of a CT5 is probably a good idea for Cadillac to pursue though.

    Really? I think it looks very 3-series sized. 

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    4 minutes ago, Drew Dowdell said:

    Really? I think it looks very 3-series sized. 

    I thought it was supposed to be the CTS replacement?  

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    2 minutes ago, Robert Hall said:

    I thought it was supposed to be the CTS replacement?  

    I thought so too.  I'm going by appearance. 

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    I thought they downsized the CT5 from the CTS to become a tweener again like how the 1st and 2nd generations CTS were.

     

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    No one knows what the dimensions are.  It will be interesting to see. The current CTS is as big as a downsized 1980's full sized GM car. The one that it matches is a 1986-1991 Oldsmobile Eighty Eight.( 196 inches long, 72 inches wide).  I thought that was odd. The trunk is smaller.  The wheelbase is longer. So why didn't it have any interior room?   This car CT5 will probably be 190 - 195 inches long. 

    I know XTS is shorter than a CT6, but XTS has a bigger trunk.  The CT6 is as a big as a 1990's C Body( Ninety Eight or Buick Park Avenue.). It rides on a longer wheelbase, but the width is about the same. So why is CT6's trunk only 15 cubic feet?  

    XTS is as big as a 1990's H Body at 201 inches long, 73 inches wide( narrower by one inch) and the wheelbase is about the same.

    The reason I say all of this why is the packing different on these cars( CT6 and CTS).   

     

     

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    3 minutes ago, NINETY EIGHT REGENCY said:

    No one knows what the dimensions are.  It will be interesting to see. The current CTS is as big as a downsized 1980's full sized GM car. The one that it matches is a 1986-1991 Oldsmobile Eighty Eight.( 196 inches long, 72 inches wide).  I thought that was odd. The trunk is smaller.  The wheelbase is longer. So why didn't it have any interior room?   This car CT5 will probably be 190 - 195 inches long. 

    I know XTS is shorter than a CT6, but XTS has a bigger trunk.  The CT6 is as a big as a 1990's C Body( Ninety Eight or Buick Park Avenue.). It rides on a longer wheelbase, but the width is about the same. So why is CT6's trunk only 15 cubic feet?  

    XTS is as big as a 1990's H Body at 201 inches long, 73 inches wide( narrower by one inch) and the wheelbase is about the same.

    The reason I say all of this why is the packing different on these cars( CT6 and CTS).   

     

     

    You are comparing FWD cars (XTS and 90s C/H bodies) w/ RWD cars.   FWD cars usually have more interior space and a shorter wheelbase than a RWD car of the same overall length.  Just the nature of FWD vs RWD packaging in general. 

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    I think the one thing we are missing here is the safety requirements. Newer auto's like the CT6 have far more nanny devices / safety features on how an auto is to crumple and fold around the cage holding the humans. As such, I suspect one thing we are all forgetting is that the safety requirements of the auto's are going to eat into the interior room of the auto.

    I do not know for a fact, but that is one thing we have not touched on is the increased safety crash testing requirements. This could explain the reduced size of trunks.

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    I’d assume the smaller trunks are related to the more aerodynamic short deck fastback shapes.  Crumple zones are nothing new, the 80s Merc S class had them and a big trunk.  

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    47 minutes ago, oldshurst442 said:

    I thought they downsized the CT5 from the CTS to become a tweener again like how the 1st and 2nd generations CTS were.

     

    I have heard that was the plan.  We really need to see some dimensions of this car to know how it is sized, in and out.  At least with real specs which I imagine will come in April then maybe we know what they are going for.  I get they hold off on pricing until the fall though.

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    7 minutes ago, Robert Hall said:

    So if the CT5 is to be a tweeter, then the CT4 might be between the 2 and 3/4 series in size.  Curious. 

    I honestly hope this is not the case, I would rather they go on the bigger size than scale down.

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    4 minutes ago, dfelt said:

    I honestly hope this is not the case, I would rather they go on the bigger size than scale down.

    Yes, I see no point in downsizing. 

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    aye yai yai

    That CT4...

     

    People complained about the ATS' lack of rear legroom space.  So...how does Cadillac fix that with an even smaller car than the ATS?  Maybe its smaller than the ATS? 

    But how can it be a tad bigger than the ATS when the CT5 is believed to be a tad bigger than the ATS? 

    I just dont buy into small Cadillacs. Dont like 'em. Dont want 'em! 

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    9 minutes ago, A Horse With No Name said:

    Deleted my earlier comments. Was in a horrible mood....upon further reflection I actually really like this.

    Glad that Whiskey 🥃 is working my friend or was it a boiler maker? 🤔  🍺

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    2 minutes ago, A Horse With No Name said:

    Deleted my earlier comments. Was in a horrible mood....upon further reflection I actually really like this.

    Its really not that bad looking of a car.  The front and back are almost....almost...stunning.  Especially in that cherry red colour. 

    The interior promises to be worthy of a Cadillac car. So...we are just a bunch of whiny little pansies bitchin' about nothing! 

    Yes. The profile seems to look like a new Accord. The new Accord, to those who like sloping, fastback styling sedans, is quite striking and quite unique and quite pleasant to look at. The profile and silhouette only. Because the front and back of the Accord leaves a lot to be desired. I like it, but its ugly.  But having that kind of sloping fastback resemble a Honda is not a bad feature. To those who like that kind of thing.  Its just that I, want MORE for Cadillac.  I DEMAND excellence for Cadillac as I hold Cadillac in very high regard. 

    For me, its a shame that the stylists and designers for Cadillac dont seem to have that kind of pride that I hold for Cadillac, it seems.

     

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    38 minutes ago, Robert Hall said:

    So if the CT5 is to be a tweeter, then the CT4 might be between the 2 and 3/4 series in size.  Curious. 

    Which A3/A-class size cars don't have a lot of volume to begin with, those are mostly in existence for Europe.  Cadillac buyers think the ATS is small, I don't know why they would go smaller, at a time when sedans are not in demand.

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    3 minutes ago, smk4565 said:

    Which A3/A-class size cars don't have a lot of volume to begin with, those are mostly in existence for Europe.  Cadillac buyers think the ATS is small, I don't know why they would go smaller, at a time when sedans are not in demand.

    Yup.

    Maybe the CT4  is more geared to be sold in China?  And if they sell a dozen units here, well so be it? 

     

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    10 minutes ago, dfelt said:

    Glad that Whiskey 🥃 is working my friend or was it a boiler maker? 🤔  🍺

    A big bowl of mint chocolate chip ice cream actually. Glad to see the powertrain choices here.

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    11 minutes ago, smk4565 said:

    Which A3/A-class size cars don't have a lot of volume to begin with, those are mostly in existence for Europe.  Cadillac buyers think the ATS is small, I don't know why they would go smaller, at a time when sedans are not in demand.

    And considering with each new generation, the standard bearer 3-series gets larger..as does the C-class and A4 I believe.  Bigger and heavier is the norm for generational redesigns.

    6 minutes ago, oldshurst442 said:

    Yup.

    Maybe the CT4  is more geared to be sold in China?  And if they sell a dozen units here, well so be it? 

     

    Could be..since GM has given up on Europe, China would make sense as a target for sedans..but in China they would need a long wheelbase version.

    It's fun to speculate, though...the reality of the truth (or the truth of the reality) shall become apparent in due time...

    Edited by Robert Hall
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    15 minutes ago, oldshurst442 said:

    Yes. The profile seems to look like a new Accord. The new Accord, to those who like sloping, fastback styling sedans, is quite striking and quite unique and quite pleasant to look at. The profile and silhouette only. Because the front and back of the Accord leaves a lot to be desired. I like it, but its ugly.  But having that kind of sloping fastback resemble a Honda is not a bad feature. To those who like that kind of thing.  Its just that I, want MORE for Cadillac.  I DEMAND excellence for Cadillac as I hold Cadillac in very high regard. 

    For me, its a shame that the stylists and designers for Cadillac dont seem to have that kind of pride that I hold for Cadillac, it seems.

     

    I'd rather it evoked thoughts of something like an S5 Sport back if it was ditching the Art and Science lines and going the fastback route than an Accord..

    2018-Audi-S5-Sportback-review-photos-Aut

     

     

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    1 minute ago, frogger said:

    I'd rather it evoked thoughts of something like an S5 Sport back if it was ditching the Art and Science lines and going the fastback route than an Accord..

    2018-Audi-S5-Sportback-review-photos-Aut

     

     

     

    And it looks like you would be correct in your logic. As the CT5 would be the A5/S5's sportback's competitor.

    But you got to admit, the CT5 comes off more like an Accord than an S5 sportback.

    And I think it all comes down to that retarded Hofmeister kink...which I will state again...I like it. 

    Image result for ct5

     

    I also think that the hood of the CT5 looks to be a tad frumpy. Especially as compared to the S5. The S5 has the illusion of the front end to be longer than it actually is. Which accentuates the timeless design of a long hood/short deck theme.

    The CT5 does not pull that look off.

    The Escala has it, but the Escala is also a longer car with a much longer wheel base.

    Image result for 2019 Honda Accord side profile

    The Accord also pulls off the long hood/short deck theme quite nicely too. Maybe on the CT5, the picture is too dark and we lose that effect?  We should all see it in person before we continue to crucify the CT5...

     

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    51 minutes ago, oldshurst442 said:

    Its really not that bad looking of a car.  The front and back are almost....almost...stunning.  Especially in that cherry red colour. 

    The interior promises to be worthy of a Cadillac car. So...we are just a bunch of whiny little pansies bitchin' about nothing! 

    Totally agree on the color comment.

    No we are not pansies bitchin, that back section from B to C pillar is terrible, but the rest of the auto is awesome enough to deal with that flaw.

    Life is not perfect, eat some chocolate and drink your wine and enjoy the majority of what we can! :D

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    2 hours ago, Robert Hall said:

    FWD cars usually have more interior space and a shorter wheelbase than a RWD car of the same overall length.  Just the nature of FWD vs RWD packaging in general. 

    CLA had same overall length as ATS, with 3" less WB but 9" less legroom (FWD vs. RWD), IIRC. It's where the whole 'ATS is unliveable' claim falls apart.

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    1 hour ago, balthazar said:

    CLA had same overall length as ATS, with 3" less WB but 9" less legroom (FWD vs. RWD), IIRC. It's where the whole 'ATS is unliveable' claim falls apart.

    Note I said 'usually', not 'always'.   There are plenty of counter examples where FWD cars have bigger interiors yet shorter wheelbases than similarly sized RWD cars because they have more of the interior within the wheelbase because of the transverse layout.  (I feel dirty pointing out a positive aspect of FWD/transverse). 

    Edited by Robert Hall
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    40 minutes ago, balthazar said:

    CLA had same overall length as ATS, with 3" less WB but 9" less legroom (FWD vs. RWD), IIRC. It's where the whole 'ATS is unliveable' claim falls apart.

    But that seems to have been fixed.  the A-class sedan has 41.8 inches of legroom in front and 33.9 inches in the rear.  ATS sedan has 42.5 inches in front and 33.5 in the rear.  So the ATS's total legroom is .3 inches more than the A-class which is smaller.

    I don't think the ATS is too small necessarily, but most Cadillac buyers aren't looking for a car that small.  But the ATS has other issues other than size that stopped it from selling.

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    24 minutes ago, smk4565 said:

    But that seems to have been fixed.  the A-class sedan has 41.8 inches of legroom in front and 33.9 inches in the rear.  ATS sedan has 42.5 inches in front and 33.5 in the rear.  So the ATS's total legroom is .3 inches more than the A-class which is smaller.

    Wait- so MB redesigned/renamed the CLA and gave it the same, "unliveable" rear leg room?? Were they benchmarking the outgoing ATS??

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    5 minutes ago, balthazar said:

    Wait- so MB redesigned/renamed the CLA and gave it the same, "unliveable" rear leg room?? Were they benchmarking the outgoing ATS??

    The C-class is closer in size to the ATS.  The A-class is 179 inches long.    If CT4 is smaller than the ATS, then they are going to have to go under 180 inches in length, and still have the same interior dimensions of the current ATS with shrinking the exterior, seems like a tall order for GM design.

    I don't think the CT5 will be a C-class competitor, nor do I think CT4 will be smaller than the ATS.  And it probably doesn't matter because there is almost no market demand for Cadillac sedans.  Maybe in China there is some demand, but not much in the USA, and zero in Europe or other parts of the world.  

    Probably what they should do is price the CT5 at $39,995 and play the value leader game.  It is their only hope.

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    50 minutes ago, smk4565 said:

    But that seems to have been fixed.  the A-class sedan has 41.8 inches of legroom in front and 33.9 inches in the rear.  ATS sedan has 42.5 inches in front and 33.5 in the rear.  So the ATS's total legroom is .3 inches more than the A-class which is smaller.

    I don't think the ATS is too small necessarily, but most Cadillac buyers aren't looking for a car that small.  But the ATS has other issues other than size that stopped it from selling.

    I wonder how the new CLA compares to the first gen.  It is slightly larger.  

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    15 minutes ago, smk4565 said:

    The C-class is closer in size to the ATS.

    Pay attention, Bunky. I mentioned 2 identical-sized sedans of 183" : CLA & ATS sedans. Total legroom was (IIRC) 9 inches apart- terrible packaging by mercedes. Now, the newer, name-changed entry car is the 'a-class', yet it's rear legroom is just as bad as the ATS's supposed was, and the ATS came out in 2013.

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    The A-class is intended to compete with other small-compact entry lux sedans like the Audi A3.  The CLA continues ( 2nd gen in 2020) as the ‘coupe’ variation.  

    The ATS is in the larger compact niche w/ the C-class, 3 series, A4, etc.  Where the CT4 and CT5 line up is TBD. 

    Edited by Robert Hall

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    Problem is/was; the CLA sedan was also in the 3-series / c-class larger compact niche. I think that's why MB shrunk the a-class a bit.

    Regardless of market intentions, the initial comment I made was addressing interior vs. exterior dimensions.

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    12 hours ago, Drew Dowdell said:

    Really? I think it looks very 3-series sized. 

    Its similar in size to the current 5 series.. I think they probably dropped the size a few inches to 194-195 inches. It's currently (CTS) 195.5, while the 5Series is 194.6. So yeah.. I could see that. I think what U are gonna see is a tweener pricing strategy more than anything else.. but the escalated trims will raise the prices to the same level as the German competition. My guess still is that the CT5 is going to be priced like the now $40K BMW 330i, but obviously larger.. SO I figure starting around $45K with the 2.0LTT, which is still $8K less than the 530i. Most don't realize that is what is done with the CT6 and XT5 already. A CT6 starts out at $51K, but in luxury trim where in truth the 7series, for instance, doesn't even have a competitor (4cylinder engine) .. but once U get to the level where a 740i starts... the CT6 Sport 3.0LTT swoops in with a price point that isn't far behind at $70K.. and if U go Platinum.. it is right on top of the 740 at about $88K.

    I think the confusion comes because there is an idea that the A Class/CLA and A3 are the proper spots for compact luxos and the segment leader, 3Series has now grown to almost previous gen Camry size.

     

    hIAAAgOncuA-1920.jpgpwAAAgOncuA-1920.jpg

    To me the CT5 is a nice departure.. that may flip the script and bring in new buyers that were turned off by the still perceived snooty look of even the current CTS. Lets face it.. as beautiful as it is, the GEN3, it still comes off as more of an STS, or mature Mid-Size than it does 5Series, boring but Camry-ish look for millennial. This CT5 looks genuinely sport in both forms

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    53 minutes ago, Cmicasa the Great said:

    Its similar in size to the current 5 series.. I think they probably dropped the size a few inches to 194-195 inches. It's currently (CTS) 195.5, while the 5Series is 194.6. So yeah.. I could see that. I think what U are gonna see is a tweener pricing strategy more than anything else.. but the escalated trims will raise the prices to the same level as the German competition. My guess still is that the CT5 is going to be priced like the now $40K BMW 330i, but obviously larger.. SO I figure starting around $45K with the 2.0LTT, which is still $8K less than the 530i. Most don't realize that is what is done with the CT6 and XT5 already. A CT6 starts out at $51K, but in luxury trim where in truth the 7series, for instance, doesn't even have a competitor (4cylinder engine) .. but once U get to the level where a 740i starts... the CT6 Sport 3.0LTT swoops in with a price point that isn't far behind at $70K.. and if U go Platinum.. it is right on top of the 740 at about $88K.

    I think the confusion comes because there is an idea that the A Class/CLA and A3 are the proper spots for compact luxos and the segment leader, 3Series has now grown to almost previous gen Camry size.

     

    hIAAAgOncuA-1920.jpgpwAAAgOncuA-1920.jpg

    To me the CT5 is a nice departure.. that may flip the script and bring in new buyers that were turned off by the still perceived snooty look of even the current CTS. Lets face it.. as beautiful as it is, the GEN3, it still comes off as more of an STS, or mature Mid-Size than it does 5Series, boring but Camry-ish look for millennial. This CT5 looks genuinely sport in both forms

    The car is growing on me more and more, but then I always liked the front half and the rear end. Just that weird part by the C pillar, but I do agree it will be a moot point once you tint those damn rear windows and realistically all of them. Still think that redish color is the best so far on this sedan.

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    3 minutes ago, dfelt said:

    The car is growing on me more and more, but then I always liked the front half and the rear end. Just that weird part by the C pillar, but I do agree it will be a moot point once you tint those damn rear windows and realistically all of them. Still think that redish color is the best so far on this sedan.

    Whiny little pansy...perhaps? 

    :D

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    • By William Maley
      The Jeep Wrangler is going green with the introduction of the 4xe.
      This plug-in hybrid version of the Wrangler pairs a 2.0L turbo-four with a transmission-mounted electric motor. Total output is 375 horsepower and 470 pound-feet of torque, making this the powerful production Wrangler to date. A 17.0-kWh, liquid-cooled battery pack battery pack mounted under the rear-seat provides the electric juice and allows the 4xe to travel up 25 miles on electric power only. The transmission is an eight-speed automatic. Jeep hasn't revealed how long it takes to charge up the 4xe.
      Before you start thinking that going plug-in hybrid lessens the capability, Jeep says the 4xe models come with Dana 44 axles front and rear, and the various electronics have been waterproofed - allowing it to ford up to 30 inches of water. Base and Sahara models come with a two-speed transfer case with automatic four-wheel-drive mode and a 2.72:1 low-range. Rubicon models feature a transfer case with a 4:1 low-range, electronic locking front and rear axles with a 4.1:1 ratio, and an electronic sway bar disconnect.
      The 4xe does give up cargo space, with 27.7 cubic feet behind the rear seats (down four) and 67.4 with the rear seats folded (down five). It is also heavier with the base model coming at 5,000 pounds - about 800 pounds heavier than the gas model. 
      Jeep will begin selling the Wrangler 4xe early next year in the three trims mentioned above. You'll only be able to get it in the four-door version. Expecting pricing to be above $30,000 or so.
       
      Source: Jeep
      Press Release is on Page 2
      New Jeep® Wrangler 4xe Joins Renegade and Compass 4xe Models in Brand’s Global Electric Vehicle Lineup
      Advanced, Eco-friendly, Premium Technology Delivers Absolute and Quiet Open-air Freedom, an Even More Fun-to-drive On-road Experience and a New Level of Benchmark Jeep® Off-road Capability
      4xe electric vehicle technology is the natural evolution of nearly 80 years of Jeep® capability leadership Jeep 4xe vehicles provide new levels of efficiency, environmental responsibility, performance and capability, on and off the road Jeep Wrangler 4xe available in Europe, China and the United States by early 2021; Jeep Renegade 4xe and Compass 4xe models began arriving in Europe this summer Wrangler 4xe boasts 375 horsepower and delivers up to 25 miles of pure electric operation for daily commutes while providing nearly silent, zero-emission, open-air freedom without range anxiety Torque-on-demand electric power enhances Wrangler’s on-road performance, delivering crisp launches from a standing start and plenty of low-speed thrust Low-speed, peak torque-on-demand raises Wrangler’s legendary off-road benchmark to master off-road environments Wrangler 4xe is first and foremost a Jeep Wrangler with Trail Rated running gear: solid front and rear axles, full-time 4x4 two-speed transfer case, fully articulating suspension and 30 inches of water fording capability Wrangler 4xe’s advanced turbocharged 2.0-liter four-cylinder engine, two electric motors and robust TorqueFlite eight-speed automatic transmission combine to deliver an estimated 50 MPGe 400-volt, 17 kWh, 96-cell battery pack mounts beneath second-row seat to protect it from outside elements and to preserve the interior space Wrangler 4xe features exclusive exterior design cues to signify efficient, environmentally friendly, electrification technology Available for order in Europe, Jeep Renegade 4xe and Compass 4xe deliver up to 240 horsepower and approximately 50 kilometers (31 miles) of zero-emission pure electric range September 3, 2020 , Auburn Hills, Mich. - The Jeep® brand has introduced its new Wrangler 4xe, marking the arrival of the most capable, technically advanced and eco-friendly Wrangler ever. Jeep Wrangler 4xe models will be available in Europe, China and the United States by early 2021. The Jeep Renegade 4xe and Compass 4xe models – introduced last year in Geneva – began arriving in Europe this summer. The new Jeep 4xe models follow the introduction of the Jeep Grand Commander PHEV in China last year.
      The Wrangler 4xe’s plug-in hybrid powertrain is capable of up to 25 miles of nearly silent, zero-emission, electric-only propulsion, making it commuter friendly as an all-electric daily driver without range anxiety and the most capable and eco-friendly Jeep vehicle off-road – combined with the open-air freedom that only Jeep Wrangler offers.
      Jeep will offer electrification options on each nameplate in the next few years as it strives to become the leader in eco-friendly premium technology. Electrified Jeep vehicles will carry the 4xe badge. Jeep electric vehicles will be the most efficient and responsible Jeep vehicles ever, taking performance, 4x4 capability and driver confidence to the next level.
      “Our Jeep 4xe vehicles will be the most efficient, responsible and capable that the brand has ever created,” said Christian Meunier, Global President of Jeep Brand - FCA. “We are committed to make Jeep the greenest SUV brand. The electrification of the Jeep lineup will allow commuters to travel solely on electric power, delivering an efficient and fun on-road experience and offering an ability to enjoy even more Jeep capability off-road in nearly complete silence.”
      The Wrangler 4xe’s advanced powertrain provides a unique on- and off-road experience through the combination of two electric motors, a high-voltage battery pack, a high-tech 2.0-liter turbocharged I-4 engine and robust TorqueFlite eight-speed automatic transmission. The most advanced powertrain ever developed for a Jeep Wrangler maximizes efficiency with an estimated 50 miles per gallon equivalent (MPGe) while eliminating range anxiety, delivering pure-electric operation for most daily commutes.
      Torque from the electric motors in the Wrangler 4xe’s hybrid powertrain arrives instantly on demand from the driver. The powertrain also delivers fuel-saving, seamless, start-stop operation of the engine.
      Jeep has demonstrated 4x4 capability leadership for nearly 80 years. Jeep vehicles were the first to feature an automatic full-time four-wheel-drive system, first 4:1 transfer case and first electronic front sway-bar disconnect system. Merging electrification into the product lineup is a natural evolution.
      The Jeep Wrangler 4xe will be sold globally, with electric vehicle (EV) charge port plugs tailored to specific regions. It is assembled at FCA’s Toledo Assembly Complex in Toledo, Ohio.
      Wrangler 4xe Advanced Powertrain Combines Electric Motors, Turbo Engine
      The Jeep Wrangler 4xe powertrain integrates two electric motors and a 400-volt battery pack with a fuel-efficient, turbocharged, four-cylinder engine and TorqueFlite eight-speed automatic transmission. This configuration maximizes the efficiency of the hybrid propulsion components and mates them with the Wrangler’s world-renowned and proven driveline.
      Key elements of the Wrangler 4xe powertrain include 375 horsepower (280 kW), 470 lb.-ft. (637 N•m) of torque and an estimated 50 MPGe from the following components:
      2.0-liter turbocharged I-4 Engine-mounted motor generator unit Transmission-mounted motor generator unit integrated into eight-speed automatic transmission (ZF 8P75PH) 400-volt, 17-kWh, 96-cell lithium-ion, nickel manganese cobalt battery pack The 2.0-liter turbocharged I-4 engine is part of FCA’s Global Medium Engine family. The high-tech, direct-injection engine uses a twin-scroll, low-inertia turbocharger mounted directly to the cylinder head, along with a dedicated cooling circuit for the turbocharger, intake air and throttle body for exceptional responsiveness, performance and fuel efficiency.
      A high-voltage, liquid-cooled motor generator unit mounts at the front of the engine, replacing the conventional alternator. A robust belt connects the motor generator to the engine crankshaft pulley. The motor generator spins the engine for nearly seamless, fuel-saving, start-stop operation and generates electricity for the battery pack. The Wrangler 4xe does not use a conventional 12-volt starter motor. The Wrangler 4xe is equipped with a 12-volt battery to run accessories.
      The second high-voltage motor generator is mounted at the front of the transmission case, replacing the conventional torque converter of an automatic transmission.

      Two clutches work to manage power and torque from the e-motor and engine. A binary clutch (on/off) is mounted between the engine and the motor. When this clutch is open there is no mechanical linkage between the engine and the e-motor, which enables it to propel the Wrangler 4xe in electric-only mode.
      When the binary clutch is closed, torque from the 2.0-liter engine and the e-motor flow combine through the automatic transmission. A variable clutch mounted behind the e-motor manages engagement with the transmission to improve drivability and efficiency.
      Battery Pack Preserves Interior Room
      The Jeep Wrangler 4xe’s 400-volt, 17-kWh, 96-cell lithium-ion battery pack uses nickel manganese cobalt (NMC) graphite chemistry. The pack and controls mount underneath the second-row seat, where it is protected from outside elements. The Wrangler 4xe’s second-row seat is redesigned, allowing the bottom cushion to flip forward for access to the battery.
      Encased in an aluminum housing, the pack is fitted with a dedicated heating and cooling circuit to keep the battery at its optimum temperature for best performance. The temperature control circuit includes a dedicated heater unit and a chiller that uses the Wrangler air-conditioning refrigerant to reduce coolant temperature when needed.
      The Wrangler 4xe hybrid system includes an Integrated Dual Charging Module (ICDM), which combines a battery charger and a DC/DC converter in a single unit that is more compact than two separate components, and a next-generation Power Inverter Module (PIM) that is reduced in size. These components are housed and protected from damage in a steel structure mounted below the battery pack.
      All high-voltage electronics, including the wiring between the battery pack and the electric motors, are sealed and waterproof. Like all Trail Rated Jeep Wranglers, the Wrangler 4xe is capable of water fording up to 30 inches (76 cm).
      The electric charge port features a push-open/push-close cover and is located on the left front cowl of the Wrangler 4xe for convenient nose-in parking at charging locations. The charge port includes LED indicators of charging status. An LED battery level monitor is mounted on top of the instrument panel, making it easy to check battery state of charge at a glance during charging.
      Wrangler 4xe E Selec Modes
      The Jeep Wrangler 4xe driver can tailor the hybrid powertrain to best suit each trip, whether it is filling the needs of most daily commuters in pure-electric operation, a night on the town or quietly exploring nature off-road.
      The Wrangler 4xe hybrid powertrain has three modes of operation, known as E Selec. The driver can select the desired powertrain mode via buttons mounted on the instrument panel, to the left of the steering wheel. Regardless of the mode selected, the Wrangler 4xe operates as hybrid once the battery nears its minimum state of charge.
      Hybrid: The default mode blends torque from the 2.0-liter engine and electric motor. In this mode, the powertrain will use battery power first, then add in propulsion from the 2.0-liter turbocharged I-4 when the battery reaches minimum state of charge Electric: The powertrain operates on zero-emission electric power only until the battery reaches the minimum charge or the driver requests more torque (such as wide-open throttle), which engages the 2.0-liter engine eSave: Prioritizes propulsion from the 2.0-liter engine, saving the battery charge for later use, such as EV off-roading or urban areas where internal combustion propulsion is restricted. The driver can also choose between Battery Save and Battery Charge during eSave via the Hybrid Electric Pages in the Uconnect monitor To help optimize the benefit of the E Selec modes, the Wrangler 4xe driver information display and the Uconnect touchscreen feature Eco Coaching Pages. The Eco Coaching Pages let owners monitor power flow and see the impact of regenerative braking, schedule charging times to take advantage of lower electric rates, and view their driving history with a detail of electric and gasoline usage.
      Regenerative braking is a key part of the Wrangler 4xe eco-friendly equation. When the driver steps on the brake pedal, the powertrain control engages the maximum available regenerative braking, up to 0.25 g, from the electric motors to slow the vehicle, augmented with the Wrangler’s traditional friction brakes. The regenerative braking feature also extends the replacement period for brake pads.
      With 4x4 engaged, all four wheels feed torque for regenerative braking, maximizing the energy recovery. Electricity due to regenerative braking is fed to the battery pack to maintain or increase the state of charge.
      The Wrangler 4xe also features the ability to maximize regenerative energy production via a driver-selectable Max Regen feature.
      When Max Regen is engaged, a more assertive regenerative braking calibration occurs when the vehicle sees zero throttle input from the driver (coasting). Max Regen can slow the Wrangler 4xe faster than standard regenerative braking and generate more electricity for the battery pack. Once selected, the Max Regen feature remains engaged until driver deselects it.
      Off-road Legend
      Jeep Wrangler’s heritage is defined by its legendary off-road capability. All Wrangler 4xe power modes are available when the drivetrain is shifted to 4Lo. The seamless integration of electric power into the 4x4 drivetrain elevates the Wrangler 4xe to new levels of off-road performance.
      Enthusiasts will find that the instant availability of torque from the Wrangler 4xe’s electric motor delivers a more precise and controlled driving experience for climbing and crawling – there’s no need to build up engine rpm to get the tires to move, minimizing driveline shock loading and maximizing control and speed.
      In EV mode, the Wrangler 4xe treads lightly and silently, conserving fuel and allowing occupants to focus solely on the sights and full sounds of nature.
      The new Jeep Wrangler 4xe is available in three models: 4xe, Sahara 4xe and Rubicon 4xe. Wrangler 4xe and Wrangler Sahara 4xe models are equipped with full-time 4x4 systems, front and rear next-generation Dana 44 axles and are fitted with the Selec-Trac two-speed transfer case with a 2.72:1 low-range gear ratio. The intuitive system allows the driver to set it and forget it in any environment.
      An available Trac-Lok limited-slip rear differential provides extra grip and capability in low-traction situations, such as driving over sand, gravel, snow or ice.
      Wrangler Rubicon 4xe models carry the Rock-Trac 4x4 system that includes a two-speed transfer case with a 4:1 low-range gear ratio, full-time 4x4, front and rear next-generation Dana 44 axles, Tru-Lok electric front- and rear-axle lockers. The Wrangler Rubicon 4xe has an impressive crawl ratio of 77.2:1, which makes scaling any obstacle easy. Wrangler Rubicon models also offer improved articulation and total suspension travel with help from a front axle, electronic sway-bar disconnect. Together, these components contribute to the maximum off-road prowess Wrangler Rubicon is known for.
      The Wrangler 4xe includes Selec-Speed Control with Hill-ascent and Hill-descent Control. This allows drivers to control vehicle speed up and down steep, rugged grades with the transmission shift lever.
      Like every Jeep Wrangler, the Jeep Wrangler 4xe models wear a Trail Rated badge that signifies legendary 4x4 capability with equipment that includes:
      Skid plates and front and rear tow hooks Wrangler Rubicon 4xe approach angle of 44 degrees, breakover angle of 22.5 degrees, departure angle of 35.6 degrees and ground clearance of 10.8 inches (27.4 cm) Aggressive, available, 17-inch, off-road wheels and 33-inch tires standard on Rubicon 4xe; 20-inch wheels standard on Wrangler 4xe and Sahara 4xe Up to 30 inches (76 cm) of water fording All 4xe models maintain Wrangler’s renowned ease of customization with a host of Jeep Performance Parts from Mopar, available when the vehicle arrives in showrooms.
      ‘Electric Blue’ Design Cues Mark Wrangler 4xe
      The 2021 Jeep Wrangler 4xe maintains a sculptural design aesthetic that’s bold and functional, with a wide stance and trapezoidal wheel flares.
      Exclusive content identifies the Jeep Wrangler 4xe as the most technologically advanced Wrangler ever. New Electric Blue coloring on the front and rear Rubicon tow hooks stands out against the black bumpers. The unique blue coloring also traces the Rubicon name on the hood, Jeep badge and the Trail Rated badge. Select Easter egg design cues also receive the Electric Blue shade. The black hood decal is outlined in the special color with “4xe” that lets the body color show through.
      Inside, the Wrangler 4xe Rubicon includes unique Electric Blue stitching on the seats and trim.
      The 2021 Jeep Wrangler 4xe is available in 10 exterior colors: Black, Bright White, Firecracker Red, Granite Crystal Metallic, Hella Yella, Hydro Blue (late availability), Sting-Gray, Snazzberry, Sarge and Billet Silver Metallic. Two Wrangler interior options are available in the 4xe version: Black with Heritage Tan cloth and Black with Dark Saddle leather.
      Jeep Renegade 4xe and Jeep Compass 4xe
      Presented globally in March 2019 at the Geneva Motor Show, the new Renegade 4xe and Compass 4xe are the first Jeep models with plug-in hybrid electric technology available in Europe. Their arrival was celebrated in January with the exclusive First Edition – a special launch edition made available for customer previews and pre-booking on a dedicated website for select European markets. Renegade 4xe and Compass 4xe began arriving in the European market this summer. Both Renegade 4xe and Compass 4xe models feature a no-compromise hybrid solution that integrates the unmatched technical layout of each Jeep SUV and takes their capability to the next level through some of the most advanced technology, which combines enhanced performance (up to 240 horsepower), improved safety (four-wheel drive is always available) and low environmental impact (less than 50 g/km of CO2 in the hybrid mode).
      The combination of a 1.3-liter turbocharged gasoline engine and the electric unit guarantees performance and extraordinary driving pleasure: acceleration from 0 to 100 km/h in less than 7.5 seconds and full electric top speed is 130 km/h, which reaches 200 km/h in the hybrid mode.
      With the new hybrid technology, Jeep Renegade 4xe and Compass 4xe further improve their benchmark off-road capability courtesy of the greater torque offered by the combination between the two power sources. Thanks to the new Jeep 4xe technology, traction to the rear axle is not provided by a prop shaft, but through the dedicated electric motor. This allows the two axles to be separated and control the torque independently in a more effective way than a mechanical system, giving instant electric boost to the rear wheels when needed.
      The new Jeep Renegade 4xe and Jeep Compass 4xe began arriving in Jeep dealerships across Europe this summer with a full lineup to include Limited, S and Trailhawk trims, all with four-wheel-drive configuration.
      Mopar and Jeep Performance Parts Supports Launch of Most Capable, Technically Advanced, Eco-friendly Jeep Wrangler Ever
      When the new 2021 Jeep Wrangler 4xe (pronounced 4byE) plug-in hybrid joins the Jeep brand’s global electric vehicle lineup later this year, Jeep Performance Parts and Mopar will offer a wide variety of factory-engineered, quality-tested performance parts and accessories for the most capable, technically advanced and eco-friendly SUV on the planet.
      The comprehensive portfolio of more than 300 Jeep Wrangler products will include exclusive Jeep Performance Parts (JPP) offerings, allowing customers the opportunity to expand upon the Wrangler’s fun-to-drive on- and off-road experiences. An industry-first, OEM-developed JPP 2-inch lift kit is specifically engineered and tuned for the Wrangler 4xe plug-in hybrid application. Additional products will include beadlock-capable wheels, off-road bumpers, LED off-road lights and rock rails, just to name a few. More detailed information will be available closer to launch.
      In addition, Jeep Performance Parts and Mopar will offer a 240-volt at-home electric vehicle (EV) wall charger on Amazon.com and quality installation services, giving customers a fast and convenient way to charge their vehicles at home.
      Unlike any other aftermarket offerings, Jeep Performance Parts and accessories are backed by a full factory warranty. The products are created in close conjunction with the Jeep brand, engineering and product design-office teams for development, testing and validation. Strict standards and factory-exclusive data — information not available to the aftermarket — are used to seamlessly integrate performance parts and accessories in order to deliver proper fit, finish and quality right down to the color, grain, and appearance of each product.

      View full article
    • By William Maley
      The Jeep Wrangler is going green with the introduction of the 4xe.
      This plug-in hybrid version of the Wrangler pairs a 2.0L turbo-four with a transmission-mounted electric motor. Total output is 375 horsepower and 470 pound-feet of torque, making this the powerful production Wrangler to date. A 17.0-kWh, liquid-cooled battery pack battery pack mounted under the rear-seat provides the electric juice and allows the 4xe to travel up 25 miles on electric power only. The transmission is an eight-speed automatic. Jeep hasn't revealed how long it takes to charge up the 4xe.
      Before you start thinking that going plug-in hybrid lessens the capability, Jeep says the 4xe models come with Dana 44 axles front and rear, and the various electronics have been waterproofed - allowing it to ford up to 30 inches of water. Base and Sahara models come with a two-speed transfer case with automatic four-wheel-drive mode and a 2.72:1 low-range. Rubicon models feature a transfer case with a 4:1 low-range, electronic locking front and rear axles with a 4.1:1 ratio, and an electronic sway bar disconnect.
      The 4xe does give up cargo space, with 27.7 cubic feet behind the rear seats (down four) and 67.4 with the rear seats folded (down five). It is also heavier with the base model coming at 5,000 pounds - about 800 pounds heavier than the gas model. 
      Jeep will begin selling the Wrangler 4xe early next year in the three trims mentioned above. You'll only be able to get it in the four-door version. Expecting pricing to be above $30,000 or so.
       
      Source: Jeep
      Press Release is on Page 2
      New Jeep® Wrangler 4xe Joins Renegade and Compass 4xe Models in Brand’s Global Electric Vehicle Lineup
      Advanced, Eco-friendly, Premium Technology Delivers Absolute and Quiet Open-air Freedom, an Even More Fun-to-drive On-road Experience and a New Level of Benchmark Jeep® Off-road Capability
      4xe electric vehicle technology is the natural evolution of nearly 80 years of Jeep® capability leadership Jeep 4xe vehicles provide new levels of efficiency, environmental responsibility, performance and capability, on and off the road Jeep Wrangler 4xe available in Europe, China and the United States by early 2021; Jeep Renegade 4xe and Compass 4xe models began arriving in Europe this summer Wrangler 4xe boasts 375 horsepower and delivers up to 25 miles of pure electric operation for daily commutes while providing nearly silent, zero-emission, open-air freedom without range anxiety Torque-on-demand electric power enhances Wrangler’s on-road performance, delivering crisp launches from a standing start and plenty of low-speed thrust Low-speed, peak torque-on-demand raises Wrangler’s legendary off-road benchmark to master off-road environments Wrangler 4xe is first and foremost a Jeep Wrangler with Trail Rated running gear: solid front and rear axles, full-time 4x4 two-speed transfer case, fully articulating suspension and 30 inches of water fording capability Wrangler 4xe’s advanced turbocharged 2.0-liter four-cylinder engine, two electric motors and robust TorqueFlite eight-speed automatic transmission combine to deliver an estimated 50 MPGe 400-volt, 17 kWh, 96-cell battery pack mounts beneath second-row seat to protect it from outside elements and to preserve the interior space Wrangler 4xe features exclusive exterior design cues to signify efficient, environmentally friendly, electrification technology Available for order in Europe, Jeep Renegade 4xe and Compass 4xe deliver up to 240 horsepower and approximately 50 kilometers (31 miles) of zero-emission pure electric range September 3, 2020 , Auburn Hills, Mich. - The Jeep® brand has introduced its new Wrangler 4xe, marking the arrival of the most capable, technically advanced and eco-friendly Wrangler ever. Jeep Wrangler 4xe models will be available in Europe, China and the United States by early 2021. The Jeep Renegade 4xe and Compass 4xe models – introduced last year in Geneva – began arriving in Europe this summer. The new Jeep 4xe models follow the introduction of the Jeep Grand Commander PHEV in China last year.
      The Wrangler 4xe’s plug-in hybrid powertrain is capable of up to 25 miles of nearly silent, zero-emission, electric-only propulsion, making it commuter friendly as an all-electric daily driver without range anxiety and the most capable and eco-friendly Jeep vehicle off-road – combined with the open-air freedom that only Jeep Wrangler offers.
      Jeep will offer electrification options on each nameplate in the next few years as it strives to become the leader in eco-friendly premium technology. Electrified Jeep vehicles will carry the 4xe badge. Jeep electric vehicles will be the most efficient and responsible Jeep vehicles ever, taking performance, 4x4 capability and driver confidence to the next level.
      “Our Jeep 4xe vehicles will be the most efficient, responsible and capable that the brand has ever created,” said Christian Meunier, Global President of Jeep Brand - FCA. “We are committed to make Jeep the greenest SUV brand. The electrification of the Jeep lineup will allow commuters to travel solely on electric power, delivering an efficient and fun on-road experience and offering an ability to enjoy even more Jeep capability off-road in nearly complete silence.”
      The Wrangler 4xe’s advanced powertrain provides a unique on- and off-road experience through the combination of two electric motors, a high-voltage battery pack, a high-tech 2.0-liter turbocharged I-4 engine and robust TorqueFlite eight-speed automatic transmission. The most advanced powertrain ever developed for a Jeep Wrangler maximizes efficiency with an estimated 50 miles per gallon equivalent (MPGe) while eliminating range anxiety, delivering pure-electric operation for most daily commutes.
      Torque from the electric motors in the Wrangler 4xe’s hybrid powertrain arrives instantly on demand from the driver. The powertrain also delivers fuel-saving, seamless, start-stop operation of the engine.
      Jeep has demonstrated 4x4 capability leadership for nearly 80 years. Jeep vehicles were the first to feature an automatic full-time four-wheel-drive system, first 4:1 transfer case and first electronic front sway-bar disconnect system. Merging electrification into the product lineup is a natural evolution.
      The Jeep Wrangler 4xe will be sold globally, with electric vehicle (EV) charge port plugs tailored to specific regions. It is assembled at FCA’s Toledo Assembly Complex in Toledo, Ohio.
      Wrangler 4xe Advanced Powertrain Combines Electric Motors, Turbo Engine
      The Jeep Wrangler 4xe powertrain integrates two electric motors and a 400-volt battery pack with a fuel-efficient, turbocharged, four-cylinder engine and TorqueFlite eight-speed automatic transmission. This configuration maximizes the efficiency of the hybrid propulsion components and mates them with the Wrangler’s world-renowned and proven driveline.
      Key elements of the Wrangler 4xe powertrain include 375 horsepower (280 kW), 470 lb.-ft. (637 N•m) of torque and an estimated 50 MPGe from the following components:
      2.0-liter turbocharged I-4 Engine-mounted motor generator unit Transmission-mounted motor generator unit integrated into eight-speed automatic transmission (ZF 8P75PH) 400-volt, 17-kWh, 96-cell lithium-ion, nickel manganese cobalt battery pack The 2.0-liter turbocharged I-4 engine is part of FCA’s Global Medium Engine family. The high-tech, direct-injection engine uses a twin-scroll, low-inertia turbocharger mounted directly to the cylinder head, along with a dedicated cooling circuit for the turbocharger, intake air and throttle body for exceptional responsiveness, performance and fuel efficiency.
      A high-voltage, liquid-cooled motor generator unit mounts at the front of the engine, replacing the conventional alternator. A robust belt connects the motor generator to the engine crankshaft pulley. The motor generator spins the engine for nearly seamless, fuel-saving, start-stop operation and generates electricity for the battery pack. The Wrangler 4xe does not use a conventional 12-volt starter motor. The Wrangler 4xe is equipped with a 12-volt battery to run accessories.
      The second high-voltage motor generator is mounted at the front of the transmission case, replacing the conventional torque converter of an automatic transmission.

      Two clutches work to manage power and torque from the e-motor and engine. A binary clutch (on/off) is mounted between the engine and the motor. When this clutch is open there is no mechanical linkage between the engine and the e-motor, which enables it to propel the Wrangler 4xe in electric-only mode.
      When the binary clutch is closed, torque from the 2.0-liter engine and the e-motor flow combine through the automatic transmission. A variable clutch mounted behind the e-motor manages engagement with the transmission to improve drivability and efficiency.
      Battery Pack Preserves Interior Room
      The Jeep Wrangler 4xe’s 400-volt, 17-kWh, 96-cell lithium-ion battery pack uses nickel manganese cobalt (NMC) graphite chemistry. The pack and controls mount underneath the second-row seat, where it is protected from outside elements. The Wrangler 4xe’s second-row seat is redesigned, allowing the bottom cushion to flip forward for access to the battery.
      Encased in an aluminum housing, the pack is fitted with a dedicated heating and cooling circuit to keep the battery at its optimum temperature for best performance. The temperature control circuit includes a dedicated heater unit and a chiller that uses the Wrangler air-conditioning refrigerant to reduce coolant temperature when needed.
      The Wrangler 4xe hybrid system includes an Integrated Dual Charging Module (ICDM), which combines a battery charger and a DC/DC converter in a single unit that is more compact than two separate components, and a next-generation Power Inverter Module (PIM) that is reduced in size. These components are housed and protected from damage in a steel structure mounted below the battery pack.
      All high-voltage electronics, including the wiring between the battery pack and the electric motors, are sealed and waterproof. Like all Trail Rated Jeep Wranglers, the Wrangler 4xe is capable of water fording up to 30 inches (76 cm).
      The electric charge port features a push-open/push-close cover and is located on the left front cowl of the Wrangler 4xe for convenient nose-in parking at charging locations. The charge port includes LED indicators of charging status. An LED battery level monitor is mounted on top of the instrument panel, making it easy to check battery state of charge at a glance during charging.
      Wrangler 4xe E Selec Modes
      The Jeep Wrangler 4xe driver can tailor the hybrid powertrain to best suit each trip, whether it is filling the needs of most daily commuters in pure-electric operation, a night on the town or quietly exploring nature off-road.
      The Wrangler 4xe hybrid powertrain has three modes of operation, known as E Selec. The driver can select the desired powertrain mode via buttons mounted on the instrument panel, to the left of the steering wheel. Regardless of the mode selected, the Wrangler 4xe operates as hybrid once the battery nears its minimum state of charge.
      Hybrid: The default mode blends torque from the 2.0-liter engine and electric motor. In this mode, the powertrain will use battery power first, then add in propulsion from the 2.0-liter turbocharged I-4 when the battery reaches minimum state of charge Electric: The powertrain operates on zero-emission electric power only until the battery reaches the minimum charge or the driver requests more torque (such as wide-open throttle), which engages the 2.0-liter engine eSave: Prioritizes propulsion from the 2.0-liter engine, saving the battery charge for later use, such as EV off-roading or urban areas where internal combustion propulsion is restricted. The driver can also choose between Battery Save and Battery Charge during eSave via the Hybrid Electric Pages in the Uconnect monitor To help optimize the benefit of the E Selec modes, the Wrangler 4xe driver information display and the Uconnect touchscreen feature Eco Coaching Pages. The Eco Coaching Pages let owners monitor power flow and see the impact of regenerative braking, schedule charging times to take advantage of lower electric rates, and view their driving history with a detail of electric and gasoline usage.
      Regenerative braking is a key part of the Wrangler 4xe eco-friendly equation. When the driver steps on the brake pedal, the powertrain control engages the maximum available regenerative braking, up to 0.25 g, from the electric motors to slow the vehicle, augmented with the Wrangler’s traditional friction brakes. The regenerative braking feature also extends the replacement period for brake pads.
      With 4x4 engaged, all four wheels feed torque for regenerative braking, maximizing the energy recovery. Electricity due to regenerative braking is fed to the battery pack to maintain or increase the state of charge.
      The Wrangler 4xe also features the ability to maximize regenerative energy production via a driver-selectable Max Regen feature.
      When Max Regen is engaged, a more assertive regenerative braking calibration occurs when the vehicle sees zero throttle input from the driver (coasting). Max Regen can slow the Wrangler 4xe faster than standard regenerative braking and generate more electricity for the battery pack. Once selected, the Max Regen feature remains engaged until driver deselects it.
      Off-road Legend
      Jeep Wrangler’s heritage is defined by its legendary off-road capability. All Wrangler 4xe power modes are available when the drivetrain is shifted to 4Lo. The seamless integration of electric power into the 4x4 drivetrain elevates the Wrangler 4xe to new levels of off-road performance.
      Enthusiasts will find that the instant availability of torque from the Wrangler 4xe’s electric motor delivers a more precise and controlled driving experience for climbing and crawling – there’s no need to build up engine rpm to get the tires to move, minimizing driveline shock loading and maximizing control and speed.
      In EV mode, the Wrangler 4xe treads lightly and silently, conserving fuel and allowing occupants to focus solely on the sights and full sounds of nature.
      The new Jeep Wrangler 4xe is available in three models: 4xe, Sahara 4xe and Rubicon 4xe. Wrangler 4xe and Wrangler Sahara 4xe models are equipped with full-time 4x4 systems, front and rear next-generation Dana 44 axles and are fitted with the Selec-Trac two-speed transfer case with a 2.72:1 low-range gear ratio. The intuitive system allows the driver to set it and forget it in any environment.
      An available Trac-Lok limited-slip rear differential provides extra grip and capability in low-traction situations, such as driving over sand, gravel, snow or ice.
      Wrangler Rubicon 4xe models carry the Rock-Trac 4x4 system that includes a two-speed transfer case with a 4:1 low-range gear ratio, full-time 4x4, front and rear next-generation Dana 44 axles, Tru-Lok electric front- and rear-axle lockers. The Wrangler Rubicon 4xe has an impressive crawl ratio of 77.2:1, which makes scaling any obstacle easy. Wrangler Rubicon models also offer improved articulation and total suspension travel with help from a front axle, electronic sway-bar disconnect. Together, these components contribute to the maximum off-road prowess Wrangler Rubicon is known for.
      The Wrangler 4xe includes Selec-Speed Control with Hill-ascent and Hill-descent Control. This allows drivers to control vehicle speed up and down steep, rugged grades with the transmission shift lever.
      Like every Jeep Wrangler, the Jeep Wrangler 4xe models wear a Trail Rated badge that signifies legendary 4x4 capability with equipment that includes:
      Skid plates and front and rear tow hooks Wrangler Rubicon 4xe approach angle of 44 degrees, breakover angle of 22.5 degrees, departure angle of 35.6 degrees and ground clearance of 10.8 inches (27.4 cm) Aggressive, available, 17-inch, off-road wheels and 33-inch tires standard on Rubicon 4xe; 20-inch wheels standard on Wrangler 4xe and Sahara 4xe Up to 30 inches (76 cm) of water fording All 4xe models maintain Wrangler’s renowned ease of customization with a host of Jeep Performance Parts from Mopar, available when the vehicle arrives in showrooms.
      ‘Electric Blue’ Design Cues Mark Wrangler 4xe
      The 2021 Jeep Wrangler 4xe maintains a sculptural design aesthetic that’s bold and functional, with a wide stance and trapezoidal wheel flares.
      Exclusive content identifies the Jeep Wrangler 4xe as the most technologically advanced Wrangler ever. New Electric Blue coloring on the front and rear Rubicon tow hooks stands out against the black bumpers. The unique blue coloring also traces the Rubicon name on the hood, Jeep badge and the Trail Rated badge. Select Easter egg design cues also receive the Electric Blue shade. The black hood decal is outlined in the special color with “4xe” that lets the body color show through.
      Inside, the Wrangler 4xe Rubicon includes unique Electric Blue stitching on the seats and trim.
      The 2021 Jeep Wrangler 4xe is available in 10 exterior colors: Black, Bright White, Firecracker Red, Granite Crystal Metallic, Hella Yella, Hydro Blue (late availability), Sting-Gray, Snazzberry, Sarge and Billet Silver Metallic. Two Wrangler interior options are available in the 4xe version: Black with Heritage Tan cloth and Black with Dark Saddle leather.
      Jeep Renegade 4xe and Jeep Compass 4xe
      Presented globally in March 2019 at the Geneva Motor Show, the new Renegade 4xe and Compass 4xe are the first Jeep models with plug-in hybrid electric technology available in Europe. Their arrival was celebrated in January with the exclusive First Edition – a special launch edition made available for customer previews and pre-booking on a dedicated website for select European markets. Renegade 4xe and Compass 4xe began arriving in the European market this summer. Both Renegade 4xe and Compass 4xe models feature a no-compromise hybrid solution that integrates the unmatched technical layout of each Jeep SUV and takes their capability to the next level through some of the most advanced technology, which combines enhanced performance (up to 240 horsepower), improved safety (four-wheel drive is always available) and low environmental impact (less than 50 g/km of CO2 in the hybrid mode).
      The combination of a 1.3-liter turbocharged gasoline engine and the electric unit guarantees performance and extraordinary driving pleasure: acceleration from 0 to 100 km/h in less than 7.5 seconds and full electric top speed is 130 km/h, which reaches 200 km/h in the hybrid mode.
      With the new hybrid technology, Jeep Renegade 4xe and Compass 4xe further improve their benchmark off-road capability courtesy of the greater torque offered by the combination between the two power sources. Thanks to the new Jeep 4xe technology, traction to the rear axle is not provided by a prop shaft, but through the dedicated electric motor. This allows the two axles to be separated and control the torque independently in a more effective way than a mechanical system, giving instant electric boost to the rear wheels when needed.
      The new Jeep Renegade 4xe and Jeep Compass 4xe began arriving in Jeep dealerships across Europe this summer with a full lineup to include Limited, S and Trailhawk trims, all with four-wheel-drive configuration.
      Mopar and Jeep Performance Parts Supports Launch of Most Capable, Technically Advanced, Eco-friendly Jeep Wrangler Ever
      When the new 2021 Jeep Wrangler 4xe (pronounced 4byE) plug-in hybrid joins the Jeep brand’s global electric vehicle lineup later this year, Jeep Performance Parts and Mopar will offer a wide variety of factory-engineered, quality-tested performance parts and accessories for the most capable, technically advanced and eco-friendly SUV on the planet.
      The comprehensive portfolio of more than 300 Jeep Wrangler products will include exclusive Jeep Performance Parts (JPP) offerings, allowing customers the opportunity to expand upon the Wrangler’s fun-to-drive on- and off-road experiences. An industry-first, OEM-developed JPP 2-inch lift kit is specifically engineered and tuned for the Wrangler 4xe plug-in hybrid application. Additional products will include beadlock-capable wheels, off-road bumpers, LED off-road lights and rock rails, just to name a few. More detailed information will be available closer to launch.
      In addition, Jeep Performance Parts and Mopar will offer a 240-volt at-home electric vehicle (EV) wall charger on Amazon.com and quality installation services, giving customers a fast and convenient way to charge their vehicles at home.
      Unlike any other aftermarket offerings, Jeep Performance Parts and accessories are backed by a full factory warranty. The products are created in close conjunction with the Jeep brand, engineering and product design-office teams for development, testing and validation. Strict standards and factory-exclusive data — information not available to the aftermarket — are used to seamlessly integrate performance parts and accessories in order to deliver proper fit, finish and quality right down to the color, grain, and appearance of each product.
    • By William Maley
      It is no secret that Ram wanted to give the Ford F-150 Raptor a challenge. Look back to TRX concept from 2016 with its off-road suspension and a de-tuned version of the supercharged 6.2L Hellcat V8. Fast-forward to today and Ram has introduced a production version of the TRX and let's just say they took it to the extreme.
      No De-Tuned Hellcat!
      Open the hood of the Ram 1500 TRX and you'll find the 6.2L Hellcat V8 producing 702 horsepower and 650 pound-feet of torque. 0-60 mph takes a mouth-dropping 4.5 seconds and you'll be past the quarter mile in 12.9 seconds with an exit speed of 108 mph. Sure it isn't the full 707 horsepower, but Ram engineer's had to make some concessions for the TRX's off-road capability.  For example,  a high-mounted air induction system allows the TRX to ford a 32-inch body of water, but also requires more exhaust pipe to allow for easier breathing.
      Other modifications for the V8 include a new oil pan; the alternator being raised up, and a set of heavy duty filters.
      Power is routed to an eight-speed automatic and a four-wheel drive system. Ram employs a a new BorgWarner 48-13 transfer case to handle all of the performance from the Hellcat engine. A locking rear differential completes the four-wheel drive system.
      Not Your Normal 1500's Frame or Suspension
      Ram says the 1500 TRX's frame is 75 percent different from the standard 1500. The differences include thicker high-strength steel, boxed side rails, and certain parts being hydroformed. All of the changes are claimed to hold up better to high impacts such as landing from a jump than competitors (ahem Ford Raptor). 
      A set of Bilstein Black Hawk e2 adaptive shocks with nitrogen-charged remote reservoirs handle damping duty. They can automatically adjust depending on the terrain, but the driver will able to control them via a set of settings. 
      The front suspension features forge aluminum upper and lower control arms, while the five-link rear suspension has a new design to make space for a Dana 60 axle. A set of Goodyear Wrangler Territory 325/65R18 All-Terrain 35-inch tires with 17-inch beadlock-capable wheels provide the traction.
      Not Your Father's Ram
      Its clear that Ram allowed its designers to go mad with the TRX's design. There's a massive hood scoop with lighting, mean looking grille surround, composite fender flares, and a set of optional graphics. Move inside and there are some minor alterations such as a console-mounted shifter, drive mode selector being placed where the dial gear selector would be on other Rams, and a heads-up display - a first for any FCA model.
      So What's the Catch?
      That would be price which begins at $71,690 with a $1,695 destination charge. For the first year of production, Ram will offer a Launch Edition version with a special anvil gray paint and every option in the book for $90,265. You'll won't be waiting too long as the TRX arrives at dealers in the fourth quarter of this year.
      Source: Ram Trucks
      Press Release is on Page 2


      All-new 2021 Ram 1500 TRX: Quickest, Fastest and Most Powerful Mass-produced Truck in the World With 702-horsepower 6.2-liter Supercharged HEMI® V-8 Engine
      2021 Ram 1500 TRX Engineered to Handle the Most Punishing Conditions With Extreme Capability and to Outperform Every Other Truck  2021 Ram 1500 TRX, the apex predator of the truck world, is engineered to handle the most punishing conditions with extreme capability and durability, significantly outperforming every other truck New frame extensively uses high-strength steel that increases low-torsion attributes to amplify durability and stability Engineered to deliver a new level of truck performance, the 6.2-liter supercharged HEMI® V-8 engine sets new benchmarks for power and performance among half-ton pickups: Rated at 702 horsepower, 650 lb.-ft. of torque 0-60 miles per hour (mph) in 4.5 seconds; 0-100 mph in 10.5 seconds Quarter mile in 12.9 seconds at 108 mph Top speed of 118 mph High-torque-capacity TorqueFlite 8HP95 eight-speed automatic transmission delivers quick, crisp gear changes during both normal and performance driving conditions New, innovative dual-path air induction system delivers maximum output and feeds a steady supply of cool, clean air to the engine through the front grille and functional hood scoop Largest air filter in the segment uses dual filter elements and is designed for extreme, dusty environments with four times the dust trapping capacity when compared to the closest competitor Full-time active transfer case features upgraded internals for improved strength, durability All-new, unique suspension system with active damping, inspired by desert off-road racers, incorporates forged aluminum front upper and lower control arms with special attention to caster and camber angles during suspension cycling New independent front suspension system with active damping uses high-strength aluminum to maintain overall strength and durability TRX uses a Dana 60 solid rear axle with a 3.55 ratio featuring full-floating hubs and axle-hop damper for improved traction and axle control on rough surfaces. An electronic locking rear differential is standard for increased performance off-road Designed exclusively for TRX, new front and rear 2.5-inch Bilstein Black Hawk e2 adaptive performance shocks provide fast reaction time, unbeatable damping and improved heat dissipation for traversing harsh terrain at speeds greater than 100 mph Five-link coil suspension is tuned to deliver the best combination of ride, handling and comfort no matter the road surface Wheel travel is greater than 13 inches at all four corners, an increase of more than 40 percent compared to the rest of the Ram 1500 lineup All-new face of Ram includes modern Ram’s head logo and “R-A-M” badge with flow-through lettering Functional hood scoop is responsible for 50 percent of air entering the 6.2-liter supercharged HEMI V-8 engine while the other 50 percent enters through the grille New integrated composite fender flares add 8 inches of body width and feature all-new steel box outers, creating a striking “hourglass” body New LED clearance lamps are cleverly integrated into the hood scoop and front bumper flares, amplifying the new aesthetic of the truck Full LED Adaptive Front-lighting System (AFS) includes twin bi-functional projector headlamps, fog lamps and taillamps with up to 15 degrees of direction control with steering input Most spacious interior in the segment offers new, authentic premium materials, colors and textures, including hand-wrapped leather instrument panels for unexpected luxury throughout All-new 2021 Ram TRX features three interior options, including premium cloth and vinyl, premium wrapped leather and suede, or premium wrapped leather and suede with available red and carbon fiber accents New flat-bottom steering wheel offers enhanced hand grips wrapped in leather with optional suede and carbon fiber accents. New aluminum paddle shifters stretch above and below the steering wheel spokes Reimagined center console with maximum storage includes a new performance-oriented floor shifter, wireless charging dock and five USBs, including Type A and C ports Custom specifications plate on the console lid lists which engine is under the hood, the type of supercharger Ram TRX uses, boost output, horsepower and the vehicle-specific Vehicle Identification Number (VIN) Ram TRX-specific transfer case switches are integrated into the dashboard along with Drive Mode selector and Launch Control Uconnect 4C NAV 12-inch touchscreen is standard equipment and includes SiriusXM 360L with Personalized Stations Powered by Pandora, which offers a custom listening experience through a 900-watt, 19-speaker Harman Kardon audio system All-new Head-up Display unit makes its FCA vehicle debut and can show up to five different content areas at once TRX touts the first FCA application of Drive Modes and Off-Road Pages with the Uconnect 4C NAV 12-inch touchscreen New Baja drive mode calibrates four-wheel-drive and steering systems, stability control, paddle shifters and suspension for ultimate desert performance, delivering maximum capability on undulating, loose surfaces Available digital rearview mirror replaces the traditional rearview mirror with a 9.2-inch-wide LCD monitor Trailer Reverse Steer Control is an available standalone option on Ram TRX and uses a dial to point the trailer in the desired direction while the system controls the steering wheel More than 100 active and passive safety and security features, including ParkView rear backup camera with dynamic grid lines, electronic stability control (ESC) with electronic roll mitigation and six air bags. Available features include Blind-spot Monitoring, adaptive cruise control, Ready Alert Braking and Full-Speed Forward Collision Warning-Plus, available All-new 18-by-9-inch aluminum wheels are available in both standard and a beadlock-capable option Goodyear Wrangler Territory 325/65/R18 All-Terrain 35-inch tires, developed exclusively for Ram TRX, achieve unmatched levels of wear resistance, traction and reduced road noise Ram TRX offers the largest front brakes in the segment at 15 inches Ram TRX has a maximum payload of 1,310 pounds and maximum trailer tow of 8,100 pounds Ram TRX features a 2-inch ride height increase over Ram 1500, enabling 11.8 inches of ground clearance and capability of up to 32 inches of water fording All-new 2021 Ram TRX underwent rigorous testing in extreme environments across the continental United States to handle the most punishing conditions with extreme confidence, capability and durability August 17, 2020 , Auburn Hills, Mich. - The all-new 2021 Ram 1500 TRX is the apex predator of the truck world and cements Ram Truck as North America’s off-road truck leader. Ram TRX expands the light-duty lineup and sets new benchmarks for power and performance among half-ton pickup trucks with the 6.2-liter supercharged HEMI® V-8 engine.
      “The all-new 2021 Ram TRX sets the benchmark for extreme performance pickup trucks and solidifies Ram Truck’s position as the off-road truck leader,” said Mike Koval, Head of Ram Brand, FCA - North America. “Ram has a strong history of high-performance trucks and TRX adds to that while expanding the light-duty lineup with the segment’s best combination of performance, capability, luxury and technology.”
      Rated at 702 horsepower and 650 lb.-ft. of torque, the 6.2-liter supercharged HEMI V-8 engine powers the Ram TRX to a top speed of 118 mph. Combined with a high-torque-capacity TorqueFlite eight-speed automatic transmission, the Ram TRX delivers a new level of performance: 0-60 miles per hour (mph) in 4.5 seconds and the quarter mile in 12.9 seconds at 108 mph.
      A proven and reliable high-performance engine, the 6.2-liter supercharged HEMI V-8 engine delivers top output for extended driving sessions without degradation in performance.
      The 2021 Ram TRX benefits from up to 32 inches of water fording, up to 8,100 pounds towing and a maximum payload capacity of 1,310 pounds.
      New aesthetic design pairs chiseled form with extreme function
      The all-new 2021 Ram TRX features an aggressive stance and an impossibly wide, muscular body wrapped over the top of it. Like a mixed martial arts fighter in a tailored tuxedo, the Ram TRX makes an impactful visual statement with an acute “hourglass” body design that features composite flares and fender wells that have been stretched to cover aggressive 35-inch Goodyear Wrangler Territory 325/65/R18 All-Terrain tires.
      Ram TRX is 8 inches wider when compared to the rest of the Ram 1500 lineup, and the composite flares help to compensate for a 6-inch increase in track width. Normally, Ram 1500 features a wheel that is 8 inches wide, but the TRX design team had to accommodate a wheel that is 9 inches wide.
      The front axle was shifted 20 millimeters forward to accommodate the 35-inch Goodyear Territory All-Terrain tires that were designed exclusively for TRX. The 35-inch tires are available with 18-inch beadlock-ready wheels with accent color-matched rings.
      LED clearance marker lights flank the front bumper, creating a menacing light signature that further sets TRX apart from anything on the road – day or night. A new, aluminum hood featu