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  • William Maley
    William Maley

    Cadillac Faces A Conundrum With the Escalade

      How Do You Take A Popular Model and Bring Into Line With A New Mindset? Cadillac Faces This Very Issue With the Escalade.

    The Cadillac Escalade is an anomaly for the brand. The model represents everything that Cadillac would like to leave behind,

    • Shares the platform that Chevrolet and GMC use for their full-size SUVs
    • Too Much Bling
    • Nimble Performance is non-existant
    • Hasn't sold in any real volume in other countries


    But the Escalade is the model that commands top dollar and brings in buyers who tend to go for German and Japanese luxury brands. According to Automotive News, buyers laid down an average of $85,000 for the long-wheelbase Escalade ESV.

     

    The Escalade "is the one car we have that import buyers won't even bat an eye to buy," said Keith Harvey, executive manager of Gold Coast Cadillac in Oakhurst, N.J. "They don't have to worry what people will think when they pull up to the country club. It's an Escalade."

     

    This leaves Cadillac in a precarious place. How do you bring one of your most popular models into the image you are trying to create for the brand?

     

    In the short-term, Cadillac president Johan de Nysschen has floated the idea of doing a VSport model to possibly expand the Escalade lineup. But long-term, de Nysschen admits there is some frustration on how to evolve the model.

     

    "How do you balance the desire to bring it into alignment with where we're taking the brand and the equally intense desire not to screw up a good thing?" he said last April.

     

    Source: Automotive News (Subscription Required)

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    V sport and V edition of an Escalade would be awesome.  All I can say is that Johan better keep his paws off the Escalade. You DO NOT need to have everything fit neat and tidy into the caddy family. Look at how MB has kept the G SUV alive for so long. Caddy needs to keep this going.

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    You dont....you dont do ANYTHING to the Escalade to put it in alignement...there is no need to align the 'Slade anywhere...

     

    Actually...maybe Cadillac should try to align some of the other modles in the Escalade midset...

    Big...Brash...Arrogant are all Cadillac traits that the 'Slade carries excellently...maybe if the ATS carried some of that brashness and arrogance...the ATS-V aint enough...the regular ATS needs some Cadillac DNA in it...

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    I'm sorry, I don't understand why we can't just leave it be?  It is the only Cadillac to have a "name" still, it has very positive recognition, they're making money with it, it's not an eyesore (no one is ashamed it exists), so why just not leave it alone?  It's beautifully equipped, has a beautiful interior, shares brand styling cues, and people want it in the US... what's wrong?  Make the rest of the brand what you want and leave this for fun.  As long as it's not losing money, I don't see why it has to go.

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    Oh good, Johan is going to start tinkering with the Escalade formula.... no way ANYTHING could go wrong there.

     

    BTW, NONE of the competition is particularly nimble either in spite of being smaller.  I've always found the GM SUVs to drive smaller than they really are. 

     

     

    And really, they are selling every Escalade they can build for $20k more than they sold the last one.  That's what is called a success.

     

    If Johan wants to sell it in other markets, give it a decent diesel or a PHEV or both.

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    Escalade with a beefed up VOLT power train would sell very well. Use the BOLT 200 mile battery pack plus the generator to get another 200-400 miles and you have an awesome luxury SUV.

     

    Minus the Bolt battery pack, that's called the Cadillac PHEV system. Coming to a Cadillac CT6 near you. 

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    If other Cadillacs had word names and some bolder styling, then the Escalade wouldn't seem so much like the outsider of the brand.  And Johan can't be against using a Chevy chassis, because the XT5, XTS, ELR, and whatever they build XT3 or XT4 on are Chevy/Buick platforms.  There is platform share everywhere else, what is the difference if Escalade does it too.

     

    In regards to the dealer that said the import buyers aren't afraid to buy an Escalade, that is for 2 reasons.  One is does have name recognition, people know they are expensive and you must have some money if you drive one.  Secondly, there is only 1 other competitive full size SUV and that is the Mercedes GL.  The Infiniti QX and Lexus LX are extremely dated, and they were build off inferior Nissan and Toyota pick up truck chassis to begin with.  The Navigator is tired and dated now, they haven't kept it fresh in the past 5-10 years.  BMW, Audi, Acura don't make an SUV of that size, and the Range Rover is a mid-size.

     

    I think you leave the Escalade alone for now, should buyers demand better fuel economy from it, that is when you put a plug-in hybrid powertrain or something in there.  If CAFE and regulations become a concern, or buyers quit buying monster SUVs, then you move the Escalade to Omega as a last resort, and that might be beyond 2025 if things really change.

     

    Cadillac has a lot of other problems to worry about before worrying about the Escalade.

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    But there will be a Buick or Chevy or GMC version in a couple years.  Camaro is on alpha, there is a lot of Cadillac shared with the corporate parts bin, so the fact that the Escalade is a based on a Tahoe can't be too big a cause for concern.  The reason Escalade doesn't fit with the brand is they think for some stupid reason XT5 and CT3 are what the people want, when really they want Escalade, Fleetwood, Eldorado.

     

    Cadillac thinks people want light weight cars with a 2 liter turbo.  The Escalade is near 6,000 lbs and has a 6.2 liter V8 and outsells the CTS which costs half as much. Luxury buyers want luxury and a V8 and name recognition and status.

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    Oh you're moving the goal posts again?  :alcoholic:  :alcoholic:

     

    First your issue was that Cadillac was using a Chevy platform... now that Cadillac gets platforms first and then lets the other brands in a few years later, that's still a problem? 

     

    You love to cite the 3-series as the biggest seller in its class.... that's the reason Cadillac wants to build lightweight world class chassis with 4-cylinder turbos.   If you're referring to the CT6, there are no less than 4 other powertrains for the CT6 in production or on the way soon. 

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    If Cadillac does something sporty with the Escalade, then GMC and Chevy may squawk and want something similar with their models, too. If that happens, then how is the Escalade any different than the Tahoe/Yukon?

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    If Cadillac does something sporty with the Escalade, then GMC and Chevy may squawk and want something similar with their models, too. If that happens, then how is the Escalade any different than the Tahoe/Yukon?

     

    I most likely see this as the preamble to moving the Escalade off a body-on-frame platform and not sharing it with the others. 

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    Oh you're moving the goal posts again?  :alcoholic:  :alcoholic:

     

    First your issue was that Cadillac was using a Chevy platform... now that Cadillac gets platforms first and then lets the other brands in a few years later, that's still a problem? 

     

    You love to cite the 3-series as the biggest seller in its class.... that's the reason Cadillac wants to build lightweight world class chassis with 4-cylinder turbos.   If you're referring to the CT6, there are no less than 4 other powertrains for the CT6 in production or on the way soon. 

    I am not trying to move a goal post.  I'd rather Cadillac use all rear drive platforms, if the Camaro is built on Alpha that is no big deal because it is a Cadillac chassis first and a Camaro is not competing with Cadillac.   And Camaro is a performance car.  

     

    For the sake of this argument, the first bullet point in the original post was that the Escalade shares a platform with Chevy/GMC and Cadillac would like to leave that behind.  But they share platforms all through the line up already so what is the difference if Escalade does too.   If the Escalade was the only product on a Chevy platform then that argument could hold up.

     

    I believe the ATS should have a turbo 4 standard, CTS and CT6 3.6 liter V6 standard.  More people want a V8 tank of an Escalade than they do a lightweight 4 cylinder turbo CTS and the Escalade is double the money.  Maybe the CTS needs more power and bling, that seems to be wha the Cadillac buyer wants.

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    If Cadillac does something sporty with the Escalade, then GMC and Chevy may squawk and want something similar with their models, too. If that happens, then how is the Escalade any different than the Tahoe/Yukon?

     

    I most likely see this as the preamble to moving the Escalade off a body-on-frame platform and not sharing it with the others. 

     

    I'd be all for a move to Omega for the Escalde to make it unibody and lighter.   The Mercedes GL is not that mass efficient, but it still about 300 lbs less than an Escalade V8 to V8.  The GLS should drop a couple hundred pounds on the next generation since all other Mercedes in the past few years have.  Escalade will need less weight and or more power to keep pace.  The rest of the segment is hopeless though, has Lexus put a new engine in the LX since like 06?  The Navigator's body panels look like they are from an 07 Expedition.  It is a 2 horse race at this point.

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    If Cadillac does something sporty with the Escalade, then GMC and Chevy may squawk and want something similar with their models, too. If that happens, then how is the Escalade any different than the Tahoe/Yukon?

     

    I most likely see this as the preamble to moving the Escalade off a body-on-frame platform and not sharing it with the others. 

     

    I'd be all for a move to Omega for the Escalde to make it unibody and lighter.   The Mercedes GL is not that mass efficient, but it still about 300 lbs less than an Escalade V8 to V8.  The GLS should drop a couple hundred pounds on the next generation since all other Mercedes in the past few years have.  Escalade will need less weight and or more power to keep pace.  The rest of the segment is hopeless though, has Lexus put a new engine in the LX since like 06?  The Navigator's body panels look like they are from an 07 Expedition.  It is a 2 horse race at this point.

     

    I also would want the Slade to to move to Omega...but not now...there is no reason for it now...

    Maybe ever.

     

    The Escalade was ALWAYS a badge engineered SUV from BOF brothers Chevy and GMC...

    The 1st generation was as blatant a badge job as GM has ever done, and that did not stop the Escalade in being a success...unlike a certain J-Body platformed car...and for one year, it created a frenzy about the brand Cadillac...'twas not the Caddy that Zigs nor the Arts and Science 1st gen CTS...;twas really the 1st gen 'Slade...a badge job...

    The 2nd generation was also a blatant badge job...albeit less apparent, but not by much...and that too, did not stop the success...at a time when BMW and Mercedes-Benz just put the bitch slap on American Luxury name plates...

    The 3rd generation was even less a badge job...but very BOF...as Cadillac and GM did not hide the fact that this Escalade IS a GMT 900 underneath...and at about this time, it was very apparent to GM, to M-B, to BMW, to Land Rover, to Porsche, to Rolls Royce, to Bentley and just about everybody else, that the Escalade is King in the SUV world, prompting Rolls Royce and Bentley to get jealous and wanting a piece of that Escalade pie...let us not forget that the Escalade remains BOF...

    The 4rth generation is when the Escalade FINALLY approached the REAL LUXURY claim its name plate stands for...and when the competition finally appears from Rolls and Bentley..let us not forget hpw heavy these beasts will be...as heavy or heavier than the Escalade....let us not forger that the 'Slade also comes in ESV trim...and what does all that mean?

    It means that weight might not be a real concern to the buyers of these beasts...

     

    And until weight becomes of concern with the customer base...then Cadillac should really not concern themselves with Omega based SUVs...

    Cadillac should continue to make the 'Slade a Chevy based SUV...because THAT is one of its selling points...as soon as THAT becomes a liability, only THEN should Cadillac change the 'Slade...

    The only thing Cadillac should concern themsleves with the 'Slade, is to continue to refine that interior, to make that interior truly top tier one luxury...

    Edited by oldshurst442
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    I'd guess that we're still 8 or 9 years out from an all-new Escalade.  The current one still has a few years to go and probably an MCE for another 4 or 5 years.

    Is that a good thing?

     

    8 or 9 years is a long time considering Rolls and Bentley will offer a real fullsize, (yeah I know...not in the same league price wise, but for now, the uber rich still buy 'Slades, Cadillac may not have to lose to Rolls or Bentley regardless if they have the cash to buy a Rolls or Bentley, retaining the cool factor by being seen in the 'Slade a should continue to be a priority for Cadillac) considering that Lexus might actually offer a brand new one, and Lincoln too, and Lincoln's 'Gator will have aluminum panels and there is still name recognition in the Navigator...8-9 years away for a new 'Slade seems to me like a Lincoln maneuver  that left the 'Gator rot on the vine...

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    I too would leave the Escalade on the Tahoe platform for now.  I think on Omega you could get better performance and fuel economy, and I think as the 2025 CAFE target nears that move may be necessary.    The Escalade is not competing with Bentley or Rolls Royce though.  The Bentley Bentayga does 0-60 in 4 seconds and does 190 mph, that is serious performance for a car, much less a full size SUV.  Secondly the Bentley has an optional clock that costs twice as much as an entire Escalade, waaaaaaay different strata of buyer.  

     

    As far as Rolls-Royce goes, the short wheel base Phantom is longer than an Escalade ESV.  I imagine their SUV will be massive and massively expensive.

     

    I do agree that Escalade buyers don't care about weight or fuel economy.  And Cadillac has virtually no threat from Lexus, Infiniti, or even Lincoln anymore in that segment.   I think Cadillac has other holes to worry about, they can probably keep the BOF until 2020 at least and see where the market is going.

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    I'd guess that we're still 8 or 9 years out from an all-new Escalade.  The current one still has a few years to go and probably an MCE for another 4 or 5 years.

    Is that a good thing?

     

    8 or 9 years is a long time considering Rolls and Bentley will offer a real fullsize, (yeah I know...not in the same league price wise, but for now, the uber rich still buy 'Slades, Cadillac may not have to lose to Rolls or Bentley regardless if they have the cash to buy a Rolls or Bentley, retaining the cool factor by being seen in the 'Slade a should continue to be a priority for Cadillac) considering that Lexus might actually offer a brand new one, and Lincoln too, and Lincoln's 'Gator will have aluminum panels and there is still name recognition in the Navigator...8-9 years away for a new 'Slade seems to me like a Lincoln maneuver  that left the 'Gator rot on the vine...

     

     

    I"m sure it will get upgrades and refreshes in the meantime.  I'm not sure many have noticed, but Cadillac is making rolling changes/upgrades to their cars every year for the past few years. They're not letting them sit around.  Escalade started with the 6-speed auto, then moved to the 8-speed auto, it's getting the CUE upgrades this year, it will probably get the V8TT when that comes out.  They're keeping their vehicles fresher.

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    The super rich will buy the Rolls and Bentley, even Mercedes GLS and Range Rover can only climb to $150,000 or so.  The Escalade may lose some of that celebrity/hip hop appeal, could lose a little bit of image when the 1% move elsewhere, but regular rich people still won't be able to afford a Bentley or Rolls, and then it comes down to Escalade or GLS, or maybe Navigator if they really improve it.  But Lincoln doesn't have much brand image left in it to justify $80-90k for a truck.

     

    This generation Escalade should be around until 2021 or so, going into that 2022 model year is when you really have to consider Omega because CAFE is going to change the way these companies build and power cars.

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    The super rich will buy the Rolls and Bentley, even Mercedes GLS and Range Rover can only climb to $150,000 or so.  The Escalade may lose some of that celebrity/hip hop appeal, could lose a little bit of image when the 1% move elsewhere, but regular rich people still won't be able to afford a Bentley or Rolls, and then it comes down to Escalade or GLS, or maybe Navigator if they really improve it.  But Lincoln doesn't have much brand image left in it to justify $80-90k for a truck.

     

    This generation Escalade should be around until 2021 or so, going into that 2022 model year is when you really have to consider Omega because CAFE is going to change the way these companies build and power cars.

    Yeah...I think that is more logical than want I said earlier. And you are definitely right about an Omega 'Slade in 2021/2022...CAFE.

    Although I dont agree with you with Lincoln. I believe the 'Gator still has mojo left in her, its up to FoMoCo and Lincoln to use their marketing genius to allow that mojo to come out when an all new 'Gator finally arrives.

     

     

    @ Drew

    Thanx for that insight as I too, forget  that GM actually refreshes their vehicles often enough...

    Edited by oldshurst442
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    The Mercedes GL is 5,300-5,600 lbs depending on V6 or V8 and equipment.   But ehe GLE/GLS chassis goes back to 2011 model year, and the recent Mercedes models have used more aluminum to shed weight.  If that keeps up and they cut 200-300 lbs off the GLS for the next generation, then they are more like 5,100-5,300 lbs, so they could get a bit more of a performance and fuel economy edge on the Escalade.  Buyers in this segment may not care at all, but there could be an argument made to move Escalade to Omega for the 5th generation in the early 2020s.

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    If Cadillac does something sporty with the Escalade, then GMC and Chevy may squawk and want something similar with their models, too. If that happens, then how is the Escalade any different than the Tahoe/Yukon?

    So what if they squawk, Chevy can make their own SS series and GMC already has their Denali, if they want performance then bring back in the Syclone and Typhoon and make from compact to full size limited performance versions.

     

    Escalade should have a V-Sport and V edition I think. Imagen a Supercharged Escalade ESV Platinum V edition. :D:metal:

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    The super rich will buy the Rolls and Bentley, even Mercedes GLS and Range Rover can only climb to $150,000 or so.  The Escalade may lose some of that celebrity/hip hop appeal, could lose a little bit of image when the 1% move elsewhere, but regular rich people still won't be able to afford a Bentley or Rolls, and then it comes down to Escalade or GLS, or maybe Navigator if they really improve it.  But Lincoln doesn't have much brand image left in it to justify $80-90k for a truck.

     

    This generation Escalade should be around until 2021 or so, going into that 2022 model year is when you really have to consider Omega because CAFE is going to change the way these companies build and power cars.

    Yeah...I think that is more logical than want I said earlier. And you are definitely right about an Omega 'Slade in 2021/2022...CAFE.

    Although I dont agree with you with Lincoln. I believe the 'Gator still has mojo left in her, its up to FoMoCo and Lincoln to use their marketing genius to allow that mojo to come out when an all new 'Gator finally arrives.

     

     

    @ Drew

    Thanx for that insight as I too, forget  that GM actually refreshes their vehicles often enough...

     

    Just imagen a Hybrid Escalade or pure electric. by the early 2020's we should have considerable battery packs that could pretty much eliminate petrol engines. Not totally out of reach. Just review the alternative forum on the various high powered electric motors you can get to put into your auto.

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      Driving this transformation is the recently launched Refocus programme, by consolidating existing initiatives like Charge+ with new cross-functional activities.
      Reimagine will see Jaguar Land Rover right-size, repurpose and reorganise into a more agile operation. The creation of a flatter structure is designed to empower employees to create and deliver at speed and with clear purpose.
      To accelerate this efficiency of focus, the company will substantially reduce and rationalise its non-manufacturing infrastructure in the UK. Gaydon will become the symbol of this effort – the ‘reactor’ of the business - with the Executive Team and other management functions moving into the one location to aid frictionless cooperation and agile decision-making.  
      Leapfrog to leadership with Tata Group
      In order to realise its vision of modern luxury mobility with confidence, the company will curate closer collaboration and knowledge-sharing with Tata Group companies to enhance sustainability and reduce emissions as well as sharing best practice in next-generation technology, data and software development leadership. Jaguar Land Rover has been a wholly-owned subsidiary of Tata Motors, in which Tata Sons is the largest shareholder, since 2008.
      “We have so many ingredients from within. It is a unique opportunity,” said Mr Bolloré. “Others have to rely solely on external partnerships and compromise, but we have frictionless access that will allow us to lean forward with confidence and at speed.”
      Bringing all these ingredients together, Jaguar Land Rover is on a path towards double-digit EBIT margins and positive cash flow, with an ambition to achieve positive cash net-of-debt by 2025. 
      Ultimately, Jaguar Land Rover aims to be one of the most profitable luxury manufacturers in the world.
      Mr N Chandrasekaran, Chairman of Tata Sons, Tata Motors and Jaguar Land Rover Automotive plc commented: “The Reimagine strategy takes Jaguar Land Rover on a significant path of acceleration in harmony with the vision and sustainability priorities of the wider Tata Group. Together, we will help Jaguar realise its potential, reinforce Land Rover’s timeless appeal and collectively become a symbol of a truly responsible business for its customers, society and the planet.”
      Mr Bolloré concluded: “As a human-centred company, we can, and will, move much faster and with clear purpose of not just reimagining modern luxury but defining it for two distinct brands. Brands that present emotionally unique designs, pieces of art if you like, but all with connected technologies and responsible materials that collectively set new standards in ownership. We are reimagining a new modern luxury by design.”

      View full article
    • By William Maley
      Jaguar Land Rover hasn't been doing very well for the past few years. Numerous issues such as poor sales in China, demand for diesel powered vehicles dropping, and the pandemic have put the automaker in a difficult place. This morning in the United Kingdom, Jaguar Land Rover CEO Thierry Bolloré announced plans to make Jaguar an electric only brand by 2025; Land Rover to launch six electric models; and to become a net-zero-carbon business by 2039.
      "We are harnessing those ingredients today to reimagine the business, the two brands and the customer experience of tomorrow. The Reimagine strategy allows us to enhance and celebrate that uniqueness like never before. Together, we can design an even more sustainable and positive impact on the world around us," Bolloré said in a statement.
      Jaguar

      Out of the two brands, Jaguar is hurting the most. Sales have dropped like a rock due to people stepping away from sedans and diesel powertrains. Bolloré's plan has the brand moving to an all-electric lineup by 2025. Not many details were released or talked about during the press conference this morning. What we do know is,
      Future models will utilize a new modular electric platform, known as the Electric Modular Architecture (EMA). The planned XJ replacement, rumored to go electric has been canceled. Likely reason for the cancelation is the platform that was going to be used for this model likely didn't scale to other models. Jaguar did say the XJ name could appear again on a future model. Automotive News (Subscription Required) reports that Jaguar will also move away from SUV-styled vehicles, likely meaning the end of the E and F-Pace. Land Rover

      Land Rover isn't going to dive in quickly as Jaguar into EVs. The plan is to continue offering a mix of powertrains, but with a heavy focus on electrification. Six all-electric models are planned to be launched by 2030, with the first model coming out in 2024. No word on what that model would be, but our guess is possibly a Range Rover EV. Land Rover will use Electric Modular Architecture for EVs, alongside the Modular Longitudinal Architecture (MLA) for hybrids. The goal is to have 60 percent of Land Rover sales be for electrics by 2030.
      Other Details
      Jaguar Land Rover said that it would keep all three of its U.K. plans open, but the Castle Bromwich plant(home to Jaguar XE, XF, and F-Type production) has a unclear future.
      “First we will continue production of our existing nameplates built there to the end of their lifecycle. Then we will explore opportunities to refurbish the plant, which could benefit from the consolidation of businesses scattered across the Midlands,” said Bolloré.
      Jaguar Land Rover is also planning on moving their executive team and other major management positions to a centralized location in Gaydon, and work more closely with their parent company, Tata Group.
      Source: Jaguar Land Rover
      Jaguar Land Rover reimagines the future of modern luxury by design
      New global strategy – Reimagine – announced for the British company under the leadership of Chief Executive Officer, Thierry Bolloré A sustainability-rich reimagination of modern luxury, unique customer experiences, and positive societal impact Start of journey to become a net zero carbon business by 2039 Reimagination of Jaguar as an all-electric luxury brand from 2025 to ‘realise its unique potential’ In the next five years, Land Rover will welcome six pure electric variants as it continues to be the world leader of luxury SUVs All Jaguar and Land Rover nameplates to be available in pure electric form by end of the decade; first all-electric Land Rover model in 2024 Clean-hydrogen fuel-cell power being developed in preparation for future demand Streamlined structure to deliver greater agility and promote an efficiency of focus Global manufacturing and assembly footprint to be retained, rightsized, repurposed and reorganised Collaborations and knowledge-sharing with industry leaders, in particular from within the wider Tata Group will allow the company to explore potential synergies on clean energy, connected services, data and software development leadership On a path towards double-digit EBIT margin and positive cash flow, with an ambition to achieve positive cash net-of-debt by 2025 with a value creation approach delivering quality and profit-over-volume Gaydon, UK - Monday 15th February 2021:
      A vision of modern luxury by design
      Jaguar Land Rover will reimagine the future of modern luxury by design through its two distinct, British brands.
      Set against a canvas of true sustainability, Jaguar Land Rover will become a more agile creator of the world’s most desirable luxury vehicles and services for the most discerning of customers. A strategy that is designed to create a new benchmark in environmental, societal and community impact for a luxury business.
      “Jaguar Land Rover is unique in the global automotive industry. Designers of peerless models, an unrivalled understanding of the future luxury needs of its customers, emotionally rich brand equity, a spirit of Britishness and unrivalled access to leading global players in technology and sustainability within the wider Tata Group.
      “We are harnessing those ingredients today to reimagine the business, the two brands and the customer experience of tomorrow. The Reimagine strategy allows us to enhance and celebrate that uniqueness like never before. Together, we can design an even more sustainable and positive impact on the world around us,” said Mr Bolloré.
      Two distinct modern luxury brands with sustainability at the centre
      At the heart of its Reimagine plan will be the electrification of both Land Rover and Jaguar brands on separate architectures with two clear, unique personalities.
      In a Land Rover, vehicle and driver are united by adventure. By breaking new ground, confronting new challenges and not being content with the expected, Land Rover truly helps people to go ‘Above and Beyond’. In the next five years, Land Rover will welcome six pure electric variants as it continues to be the world leader of luxury SUVs through its three families of Range Rover, Discovery and Defender. The first all-electric variant will arrive in 2024.
      By the middle of the decade, Jaguar will have undergone a renaissance to emerge as a pure electric luxury brand with a dramatically beautiful new portfolio of emotionally engaging designs and pioneering next-generation technologies. Jaguar will exist to make life extraordinary by creating dramatically beautiful automotive experiences that leave its customers feeling unique and rewarded. Although the nameplate may be retained, the planned Jaguar XJ replacement will not form part of the line-up, as the brand looks to realise its unique potential.
      Jaguar and Land Rover will offer pure electric power, nameplate by nameplate, by 2030. By this time, in addition to 100% of Jaguar sales, it is anticipated that around 60% of Land Rovers sold will be equipped with zero tailpipe powertrains.
      Jaguar Land Rover’s aim is to achieve net zero carbon emissions across its supply chain, products and operations by 2039. As part of this ambition, the company is also preparing for the expected adoption of clean fuel-cell power in line with a maturing of the hydrogen economy. Development is already underway with prototypes arriving on UK roads within the next 12 months as part of the long-term investment programme.
      Sustainability that delivers a new benchmark in environmental and societal impact for the luxury sector is fundamental to the success of Reimagine. A new centralised team will be empowered to build on and accelerate pioneering innovations in materiality, engineering, manufacturing, services and circular economy investments. 
      Annual commitments of circa £2.5bn will include investments in electrification technologies and the development of connected services to enhance the journey and experiences of customers, alongside data-centric technologies that will further improve their ownership ecosystem.
      Proven services like the flexible PIVOTAL subscription model (which has grown 750% during the fiscal year), born out of Jaguar Land Rover’s incubator and investor arm, InMotion, will now be rolled out to other markets following a successful launch in the UK.
      Quality and efficiency
      Reimagine will see Jaguar Land Rover establish new benchmark standards in quality and efficiency for the luxury sector by rightsizing, repurposing and reorganising.
      Central to that journey, and in order to establish different personalities for the two brands, is the new architecture strategy. 
      Land Rover will use the forthcoming flex Modular Longitudinal Architecture (MLA). It will deliver electrified internal combustion engines (ICE) and full electric variants as the company evolves its product line-up in the future. In addition, Land Rover will also use pure electric biased Electric Modular Architecture (EMA) which will also support advanced electrified ICE.
      Future Jaguar models will be built exclusively on a pure electric architecture.
      Reimagine is designed to deliver simplification too. By consolidating the number of platforms and models being produced per plant, the company will be able to establish new benchmark standards in efficient scale and quality for the luxury sector. Such an approach will help rationalise sourcing and accelerate investments in local circular economy supply chains.
      From a core manufacturing perspective that means Jaguar Land Rover will retain its plant and assembly facilities in the home UK market and around the world. As well as being the manufacturer of the MLA architecture, Solihull, West Midlands will also be the home to the future advanced Jaguar pure electric platform. 
      Key partners including Trade Unions, retailers and those in the supply chain will continue to play a vital part of the extended new Jaguar Land Rover ecosystem and its journey towards reimagining the future of modern luxury.
      ReFocus to a more agile operation
      As evidenced with the latest financial results, Jaguar Land Rover has a strong foundation on which to build a sustainable and resilient business for its customers and their communities, partners, employees, shareholders and the environment.
      Driving this transformation is the recently launched Refocus programme, by consolidating existing initiatives like Charge+ with new cross-functional activities.
      Reimagine will see Jaguar Land Rover right-size, repurpose and reorganise into a more agile operation. The creation of a flatter structure is designed to empower employees to create and deliver at speed and with clear purpose.
      To accelerate this efficiency of focus, the company will substantially reduce and rationalise its non-manufacturing infrastructure in the UK. Gaydon will become the symbol of this effort – the ‘reactor’ of the business - with the Executive Team and other management functions moving into the one location to aid frictionless cooperation and agile decision-making.  
      Leapfrog to leadership with Tata Group
      In order to realise its vision of modern luxury mobility with confidence, the company will curate closer collaboration and knowledge-sharing with Tata Group companies to enhance sustainability and reduce emissions as well as sharing best practice in next-generation technology, data and software development leadership. Jaguar Land Rover has been a wholly-owned subsidiary of Tata Motors, in which Tata Sons is the largest shareholder, since 2008.
      “We have so many ingredients from within. It is a unique opportunity,” said Mr Bolloré. “Others have to rely solely on external partnerships and compromise, but we have frictionless access that will allow us to lean forward with confidence and at speed.”
      Bringing all these ingredients together, Jaguar Land Rover is on a path towards double-digit EBIT margins and positive cash flow, with an ambition to achieve positive cash net-of-debt by 2025. 
      Ultimately, Jaguar Land Rover aims to be one of the most profitable luxury manufacturers in the world.
      Mr N Chandrasekaran, Chairman of Tata Sons, Tata Motors and Jaguar Land Rover Automotive plc commented: “The Reimagine strategy takes Jaguar Land Rover on a significant path of acceleration in harmony with the vision and sustainability priorities of the wider Tata Group. Together, we will help Jaguar realise its potential, reinforce Land Rover’s timeless appeal and collectively become a symbol of a truly responsible business for its customers, society and the planet.”
      Mr Bolloré concluded: “As a human-centred company, we can, and will, move much faster and with clear purpose of not just reimagining modern luxury but defining it for two distinct brands. Brands that present emotionally unique designs, pieces of art if you like, but all with connected technologies and responsible materials that collectively set new standards in ownership. We are reimagining a new modern luxury by design.”
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

      View full article
    • By David
      Here you will find the latest teaser videos from Cadillac.
      Cadillac CELESTIQ
      Cadillac-CELESTIQ-Teaser.mp4
      Cadillac BLACKWING teaser
      BLACKWING-teaser.mp4
      Will add more teasers as Cadillac releases them.
       
      Here is the link for the Cadillac BLACKWING Reveal on February 1st 2021 @ 7pm EST.
      Cadillac Pressroom - United States - V-Series Blackwing
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