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    William Maley

    Cadillac Is Working On A RWD Sedan To Sit Below ATS

      Cadillac May Have A Wolf Among the Sheep in the Entry-Level Luxury Class

    The entry-level luxury class could be getting a model from Cadillac.

     

    Dave Leone, Cadillac executive chief engineer said in an interview with Road & Track that they are developing a new sedan to sit under ATS.

     

    "We are working on something below ATS," said Leone.

     

    Leone didn't go into further details about the vehicle but did say "one of our strengths in sedans is that we are known for being rear-wheel drive."

     

    Road & Track speculates the new sedan will use the Alpha rear-drive platform. This gives a Cadillac an edge as all of the entry-level luxury sedans are front-wheel drive based. But using Alpha introduces a big problem. As we have noted in our two ATS reviews, the back seat is quite tight for being a compact luxury sedan. Shrinking it down to something smaller could make the back seat useless.

     

    Price is also a concern since are either below or start at the $30,000 mark. However Cadillac could make a case for using Alpha on a $30,000 vehicle since the Chevrolet Camaro - based on Alpha as well - starts at $25,700.

     

    We'll be keeping an eye on this developing story.

     

    Source: Road & Track

     

    Pic Credit: William Maley for Cheers & Gears

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    And with this news, five dollars says the people who say Cadillac is behind Germany for not having a small RWD car will now say Cadillac just can't compete because it uses Chevy underpinnings.

    I would wager that your wager is spot on. lol

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    So Very true, but then if Cadillac has a RWD sub compact luxury car. Does that not mean MB and BMW are failing due to their FWD appliances in that same category? Wonder how one will move his goal posts to justify that MB is still superior to Cadillac?

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    So Very true, but then if Cadillac has a RWD sub compact luxury car. Does that not mean MB and BMW are failing due to their FWD appliances in that same category? Wonder how one will move his goal posts to justify that MB is still superior to Cadillac?

    No, I think that will be the point where the ship is jumped and now FWD is supperior to RWD.. in smaller cars****. But if there is anything  luxury about it it MUST, I repeat, MUST be RWD ONLY. Or at least "60-70%" of the power must go to the rear. 

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    Rear drive should give Cadillac an advantage in this segment. I'd also venture to guess that if they start this car at $30,000, they can move the ATS up to about $36,000 and drop the 2.5 liter base engine.

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    And with this news, five dollars says the people who say Cadillac is behind Germany for not having a small RWD car will now say Cadillac just can't compete because it uses Chevy underpinnings.

     

     

    Eff 'em. The Chevy underpinnings of today are on par with anything the Germans have.. The Alpha based Camaro, the Zeta based SS, the current Epsilons Impala and Malibu.. even the D2XX (Cruze/Volt) is a force to be reckoned with.

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    Rear drive should give Cadillac an advantage in this segment. I'd also venture to guess that if they start this car at $30,000, they can move the ATS up to about $36,000 and drop the 2.5 liter base engine.

     

     

    I think that my educated prediction from a few weeks back, base don JDN's words, is that this vehicle.. ready for launch late '17, as an '18 model.. will be of similar size internally to the current ATS, while the ATS(CT3) gets a size bump in line with the ATS-L.. price??? How much U wanna bet maximum on the CT3 will be a +$700 bump from the previous year of teh ATS. This sub-ATS will come in at a relative $29,999

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    Rear drive should give Cadillac an advantage in this segment. I'd also venture to guess that if they start this car at $30,000, they can move the ATS up to about $36,000 and drop the 2.5 liter base engine.

     

     

    I think that my educated prediction from a few weeks back, base don JDN's words, is that this vehicle.. ready for launch late '17, as an '18 model.. will be of similar size internally to the current ATS, while the ATS(CT3) gets a size bump in line with the ATS-L.. price??? How much U wanna bet maximum on the CT3 will be a +$700 bump from the previous year of teh ATS. This sub-ATS will come in at a relative $29,999

     

    If waz u iz sayin' iz tru...WTF is Cadillac doing offering cars in this price range?

     

    I read your insight about the 500 000 units for Cadillac versus Balthazar's, and I must admit, I agree with your vision rather than his, however...in a situation like this...Im with Balthazar and in no way in hell do I want Cadillac to attain 500 000 units with cars that are mostly sold in this price range...THIS does NOT make Cadillac top tier luxury. THIS makes Cadillac more like BMW...hell, more like Chevy....(yeah...I dont really care that it will have RWD)

     

    I envision Cadillac to become THE world's most prolific and most luxurious brand in the world.

    I envision Cadillac to be the Standard of the World again. Full of obnoxious entities that piss of the poor. Because, top 1%ers live a life of luxury that the poor are envious of, but are so over the top that that also pisses them off. And THAT is where I want Cadillac to be. However...

     

    I DONT envision Cadillac selling Cadillacs even below in price to the Buick Envision... (yes...Pun very much intended)

     

    Hell...with the Buick Avista shown,and potentially being built Im having a hard time accepting a Cadillac ATS coupe or sedan even being sold at Cadillac...let alone car smaller and less expensive than an ATS. Id rather have Buick sell the Alpha platformed car...

    Edited by oldshurst442
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    Hmmm, I am under 6' and struggle getting into an ATS....so this must be for elves.

    How much do you weigh? It's relevant... As the volume of the car is not just vertical. I'm 6'3..220 lbs... Handsome as EFF.. And I sat in an ATSV and drive it like it was made for me from the start. Was the rear less than my Impala.. Eff yeah.. But if U have to ride in the rear of anything I drive.. Sit back and ride.. Complain? Get the Eff out

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    The utter lunacy of this reported move is that the CLA & ATS are already the same identical size AND there is no 'size gap' between the ATS & CTS…. so for the billion dollar program to (AGAIN) replace the entry level Cadillac sedan with yet another, then elbow all other models above it up in size AGAIN….. I have no words other than stupidstupidstupidstupidstupid.

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    Rear drive should give Cadillac an advantage in this segment. I'd also venture to guess that if they start this car at $30,000, they can move the ATS up to about $36,000 and drop the 2.5 liter base engine.

     

     

    I think that my educated prediction from a few weeks back, base don JDN's words, is that this vehicle.. ready for launch late '17, as an '18 model.. will be of similar size internally to the current ATS, while the ATS(CT3) gets a size bump in line with the ATS-L.. price??? How much U wanna bet maximum on the CT3 will be a +$700 bump from the previous year of teh ATS. This sub-ATS will come in at a relative $29,999

     

    If waz u iz sayin' iz tru...WTF is Cadillac doing offering cars in this price range?

     

    I read your insight about the 500 000 units for Cadillac versus Balthazar's, and I must admit, I agree with your vision rather than his, however...in a situation like this...Im with Balthazar and in no way in hell do I want Cadillac to attain 500 000 units with cars that are mostly sold in this price range...THIS does NOT make Cadillac top tier luxury. THIS makes Cadillac more like BMW...hell, more like Chevy....(yeah...I dont really care that it will have RWD)

     

    I envision Cadillac to become THE world's most prolific and most luxurious brand in the world.

    I envision Cadillac to be the Standard of the World again. Full of obnoxious entities that piss of the poor. Because, top 1%ers live a life of luxury that the poor are envious of, but are so over the top that that also pisses them off. And THAT is where I want Cadillac to be. However...

     

    I DONT envision Cadillac selling Cadillacs even below in price to the Buick Envision... (yes...Pun very much intended)

     

    Hell...with the Buick Avista shown,and potentially being built Im having a hard time accepting a Cadillac ATS coupe or sedan even being sold at Cadillac...let alone car smaller and less expensive than an ATS. Id rather have Buick sell the Alpha platformed car...

     

     

     

     

    I agree. Cadillac should be offering cars no less than $30K.. but then again.. neither should Benz.. or BMW.. but more so Audi . I hate to admit it.. but in terms of pricing Lexus is the one to watch.. the one to emulate. The ES. comes in at $38K :stupid:  The Lacrosse from Buick comes in at $31K. No way a Cadillac or Benz should be stickering under that.. but the Luxury leader, Mercedes, does just that with the CLA... OH.. edit.. the CLA is now coming in at $32K. I would like to change my original post.. the sub-ATS will come in at $30,999. 

     

    But here's the thing... price could be higher by 2018.. as I said.. "A RELATIVE $29,999"  meaning its equivalent 2 years from now. Again.. I don't they need a sub ATS unless its a niche sports car. I personally always though the Saturn Sky should have been a Cadillac instead. It looked the Art and Science part IMO. Benz needs a sub-C_Class due to CAFE and Euro standards.. Cadillac being a part of the corporate umbrella has Buick-Opel-Vaux/Chevy-Holden/GMC to pull that weight. 

     

    CADILLAC is LUXURY ON PAR WITH BMW, BENZ, AND AUDI, just selling with a Jaguar limited line-up and no marketing. No one I kno, wealthy or not, has yet to tell me that they didn't consider Cadillac luxury. Many have told me that Cadillac simply did not have all of the types of vehicles they were looking to buy when they went onto the showroom floor. With every year we see Cadillac pushing forward with new product that will hopefully fix this issue. 

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    The utter lunacy of this reported move is that the CLA & ATS are already the same identical size AND there is no 'size gap' between the ATS & CTS…. so for the billion dollar program to (AGAIN) replace the entry level Cadillac sedan with yet another, then elbow all other models above it up in size AGAIN….. I have no words other than stupidstupidstupidstupidstupid.

     

     

    I agree. This car better be anything, but a normal sedan miniaturized. The only way I would give it a pass is if they plan on doing what I posted above.. make the ATS the CT2, the ATS-L the CT4.. That would shut some mouths up about rear legroom. I already believe the current CTS is going on Omega and staying exterior size-wise, the same, while taking on more generous interior space. 

     

    Side-Bar: I have to give BMW props for the 3Series and 4Series combo. Wonder why 3Series sales are down?? I bet it has to do with the 4Series GC being on sale looking so much better.. so much beefier, so much more modern.. and all they seemingly did was use a throw-away sketch that was going to their shredder and said.. "Let's make this one too..." :thumbsup:

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    So a CT0?   If the ATS sedan becomes the CT2, ATS coupe becomes CT3, and the CTS becomes the CT4... 

     

     

    I think that BMW thru convention of the door. Having the Grand Coupes in the mix pretty much makes the 4 Series and 6 Series Sedans. I wouldn;t be surprised if the Sedan version of both of those cars are out selling the original Coupe versions. The 4Series outselling the 3Series isn't far off.. and it is proof positive about what I've been saying about Variants.. as the 4 Series beat the 3series in December... I bet because it comes as a Sedan, Coupe, and Convertible... not to mention is better looking.

     

    YUP: I was correct: The 6Series GC is Outselling the Coupe 2:1 also another Link : 

     

     

     

     According to BMW, further ammunition for this cars business case lies in the fact that their 6 Series Gran Coupe outsells its coupe and convertible siblings by quite a margin

     

     

     

     

    I expect the CT0 is an attempt by some as being funny. Its not gonna happen. The Line-Up will most likely be:

     

    CT2= This Sub-ATS

    CT3= ATS

    CT4= ATS Coupe with a possible "GC" 

    CT5=CTS

    CT6

    CT7= El Miraj Coupe (Think S-Class Coupe)

    CT8= a Possible Sedan Version (Think S-Class)

    CT9= a possible Pullman competitor

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    I applaud Cadillac for this, and I'm thrilled with the prospect of another small RWD sedan. But I'm having difficulty seeing how this will work. It seems like using the Alpha platform for this wouldn't allow for a car to be appreciably smaller than the ATS. And still be usable, anyway. It may not be a point of contention for many, but the BMW 3 Series is much roomier in the back than the ATS. It truly leaves room for a car to slot below it. With the ATS already being so tight, and starting so low in price, I wonder about the merit of this decision. Perhaps it'll use a new, smaller platform, instead? That would be awesome.

     

    As for the rest in the segment, the CLA is far removed from anything resembling a compact sport sedan, and it remains to be seen whether BMW's foray into this segment will be FWD or RWD. There are conflicting reports at this time, so it's hard to call. If it's a FWD UKL chassis-based car, Cadillac will certainly have an upper-hand here. Will be interesting to see how this plays out.

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    Using the latest thin seat design, they should be able to pull off a new Sub Compact ATS with rear seat room, then the ATS becomes the BTS :P

     

    Personally, I would rather they ignore the subcompact car and just have ATS on up. I am more than happy with a CT3 to CT9 product line.

     

    Buick should be covering the Sub-Compact space. Wake up Johan, your f'ing up again.

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    Well...if a CT2 vehicle is in play and "smaller" than an ATS (CT3), then my dream Cadillac is as follows.

     

    CT1 = A Saturn Sky type roadster to do battle with the upcoming new BMW Z5. Obviously on the Alpha platform and obviously heavily engineered from the Camaro...but  the CT1 being a real 2 seater as the Camaro technically has seats in the back.

     

    CT2 = This sub ATS..I want it to be as close to as possible in all specs to the BMW 2 Series and M2. Length, wheelbase and performance.

     

    CT3 = ATS, slightly larger than what it is now, but slightly smaller than a current BMW 3 Series.

     

    CT4 = ATS coupe. Slightly larger than what it is now, but slightly smaller than what a BMW 4 Series is. Nix the Buick Avista, let this Buick Avista morph into an ATS coupe with a definite "GC" model.

     

    CT5 = CTS

     

    CT6 =  In the very near future, let this CT6 evolve into a BMW 6 Series GC and a  M-B CLS 63 competitor.

     

    CT7 = El Miraj....and call it the El Miraj if Eldorado is deemed to old phogeyish!

     

    CT8 = S Class competitor. And call it whatever...but not effin CT8. 

     

    CT9 = Roll Royce competitor,  M-B Pullman/Maybach... And call it whatever you want, just dont call it CT8. Rolls Royce and Bentley both have actual names in tjis category,...Cadillac should do the same thing here...Call it the Sixteen.  

      

    CT10 = A convertible...like the Ciel...and call it the Ciel. Either a 2 door, but Id rather a 4 door convertible exactly like the Ciel, based on the CT7/CT8/CT9.

     

    An electric/hybrid supercar along the lines of a Mercedes SLS/Gullwing, without the actual Gullwings and call that car the Evoq. Or Provoq.

     

    Escalade remains...in the very essence of what an Escalade is all about with the name intact!

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    Well...if a CT2 vehicle is in play and "smaller" than an ATS (CT3), then my dream Cadillac is as follows.

     

    CT1 = A Saturn Sky type roadster to do battle with the upcoming new BMW Z5. Obviously on the Alpha platform and obviously heavily engineered from the Camaro...but  the CT1 being a real 2 seater as the Camaro technically has seats in the back.

     

    CT2 = This sub ATS..I want it to be as close to as possible in all specs to the BMW 2 Series and M2. Length, wheelbase and performance.

     

    CT3 = ATS, slightly larger than what it is now, but slightly smaller than a current BMW 3 Series.

     

    CT4 = ATS coupe. Slightly larger than what it is now, but slightly smaller than what a BMW 4 Series is. Nix the Buick Avista, let this Buick Avista morph into an ATS coupe with a definite "GC" model.

     

    CT5 = CTS

     

    CT6 =  In the very near future, let this CT6 evolve into a BMW 6 Series GC and a  M-B CLS 63 competitor.

     

    CT7 = El Miraj....and call it the El Miraj if Eldorado is deemed to old phogeyish!

     

    CT8 = S Class competitor. And call it whatever...but not effin CT8. 

     

    CT9 = Roll Royce competitor,  M-B Pullman/Maybach... And call it whatever you want, just dont call it CT8. Rolls Royce and Bentley both have actual names in tjis category,...Cadillac should do the same thing here...Call it the Sixteen.  

      

    CT10 = A convertible...like the Ciel...and call it the Ciel. Either a 2 door, but Id rather a 4 door convertible exactly like the Ciel, based on the CT7/CT8/CT9.

     

    An electric/hybrid supercar along the lines of a Mercedes SLS/Gullwing, without the actual Gullwings and call that car the Evoq. Or Provoq.

     

    Escalade remains...in the very essence of what an Escalade is all about with the name intact!

     

     

    I like where you're going with this, but I think there would be too much overlap at the top end. There needs to be a proper S Class competitor, and something above it, but Idk about both of those, an El Miraj, and Ciel. I think one of the latter would have to serve as one of the former.

     

    And while we're at it, let's see a Cien-esque supercar.

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    Well, the El Miraj is a coupe, the Ciel would be a convertible version of the coupe.

     

    Or the Ciel would be a 4 door convertible of the CT8 or CT9 sedans.

     

    But OK...a Cien-esque super car sounds like a product the world has never seen before. Im all for it!

     

    And, looking back at my list and Casa's list, this is why I still think this naming scheme has Cadillac backed into a corner.

     

    CT2...sub ATS car

     

    Where does a coupe version go?  CT1?

     

    OK...I guess Cadillac wont do any kind of roadster, then...what about convertibles? I guess a new letter will be added, like XT for SUVs...

     

    CT3 is ATS

    CT4 is ATS coupe

     

    CT5 is CTS sedan...

    I guess no CT5 coupe?   cool,  but they do need a BMW 6 Series coupe and  6 SeriesGC competitor...remember, the CT6 is a mid-sized sedan...slightly larger than the current CTS...

    A new letter shall be added?

     

    OK...CT4 and CT7 disagrees with that...

     

    CT7 as far as we know WILL be an El Miraj type coupe...

     

    CT8 is a sedan as so is a CT9....quite possibly...

     

     

    This new naming scheme SUCKS!

    Casa, you could make fun of CT0, but this is where its going...and CT10 and CT11 and CT12 just sounds stupid! Actually...so does CT6 and CT4...

     

    Ive posted something similar before, I aint going down that road again....but I wish Johan would clear up this mess his predecessors created.

    I have faith in him products wise, and Drew has cleared up the confusion that it wasnt Johan to start the alphanumeric CT stuff, I hope he realizes that CT2, CT3, CT4 and so on does not exactly leave much room for logical expansions.

    Edited by oldshurst442
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    Maybe the sub ATS will be offered in a hatchback.  I don't think anyone has a rear drive hot hatch, so it would be unique.  The CLA is 183 inches long, but it also has fwd overhang also, a rwd chassis would have less.  If you look back to the 2002-2007 C-class or the early 2000s 3-series they were about 178 inches long.  Cadillac could make a 179 inch long car, plus if it is 4-cylinder only you don't have as much weight or hood space to worry about.  The ATS could be 184 inches long and there is still a size gap (and power gap) between it and the new car.

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    How much do you weigh? It's relevant... As the volume of the car is not just vertical. I'm 6'3..220 lbs... Handsome as EFF.. And I sat in an ATSV and drive it like it was made for me from the start. Was the rear less than my Impala.. Eff yeah.. But if U have to ride in the rear of anything I drive.. Sit back and ride.. Complain? Get the Eff out

     

    While the backseat is snug in the ATS, that is true of all models in its class and there is more than enough room in the front. I am 5'10", 215 lbs. and I had room to spare up front. The back will always depend on who you are sitting behind but again, this is true of models in the ATS's class.

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    GM did something like this in a very different vein but with a striking level of execution of core deliverables - the kind that could make this plan work.

     

    Look at how the new Camaro SS became almost as good in many areas as the old gen Camaro Z28.

     

    So what Cadillac has to do is just take the ATS RWD winning formula, and shrink the outside while keeping the interior space exactly the same, and just transplant the interior. The ATS interior quality is superior to the CLA, so they don't need to kill themselves over it.

     

    So...what the car really would be is the class leading compact sport sedan if BMW hadn't thrown its curveball of larger size and improved interior quality with the F30 generation. The C Class Benz built on that even more. And it appears that the A4 also has an interior that could have just as easily been in a current A6.

     

    And then if the car performs 100% as good as the ATS 2.5 in its base model, then it's all done and good, and its the right product. 

     

    What I think Cadillac could do to make some room for this model is to use either the 1.5T or 1.6T (from the Cascada).

     

    They should make the VSport version of the car get a 2.0T. 

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      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
    • By William Maley
      It is no secret that General Motors has big ambitions in the electric car space, we talked about back in March. But our chance to see to see the first fruits of this, the Cadillac Lyriq had been delayed due to COVID-19 pandemic. But tonight, Cadillac finally revealed the Lyriq in show car form.
      "Show Car" is important in this context as Cadillac is finalizing various parts of the Lyriq's design - various reports say the design is 80 to 85 percent production ready. This may explain why Cadillac isn't launching the model until late-2022. The design is quite out there with a large pattern grille, vertical LED headlamps, fastback roofline, and rear lights that wrap around the pillars. Moving inside, the center piece is a curved, 33-inch display that features driver information and infotainment. There is also a dual-pane head-up display that can display different information - the nearest one can show speed and direction, while the further one can issue alerts and navigation.
      Cadillac hasn't released any power figures on the Lyriq, only saying that it will offer two drivetrain versions; rear-wheel drive with a single electric motor and all-wheel drive with two electric motors. A new modular platform for electric vehicles promises a low-center of gravity and a near 50/50 weight distribution for the all-wheel drive version. Range is targeted at over 300 miles. Cadillac says the production model will offer DC fast charging.
      Source: Cadillac
      Press Release is on Page 2


      LYRIQ Show Car Leads Cadillac Into Electric Future
      The brand’s first all-electric vehicle introduces a new era in luxury, technology and zero-tailpipe-emissions performance Cadillac’s introduction of its electric portfolio begins today with the debut of the LYRIQ show car — a dynamic, modern and fully electric luxury crossover. 
      The propulsion system and supporting technologies position Cadillac to be a leader in electrification, connectivity and automated driving, all delivered with thrilling performance and a new threshold in technology integration.
      “Led by LYRIQ, Cadillac will redefine American luxury over the next decade with a new portfolio of transformative EVs,” said Steve Carlisle, executive vice president and president, GM North America. “We will deliver experiences that engage the senses, anticipate desires and enable our customers to go on extraordinary journeys.”
      The LYRIQ is based on GM’s next-generation, modular electric vehicle platform and driven by the Ultium propulsion system, allowing Cadillac to deliver customers a variety of range and performance options. With range being one of the biggest factors when it comes to selecting an EV, we’re designing LYRIQ to offer beyond 300 miles of range on a full charge, based on internal testing1. Performance and technology highlights include:
      Charging options that fit a variety of preferences for home, the workplace and on the road — including DC fast charging rates over 150 kilowatts and Level 2 charging rates up to 19 kW2. Rear-wheel drive and performance all-wheel drive configurations. The latest version of Super Cruise3, the industry’s first truly hands-free driver assistance feature, available on more than 200,000 miles of compatible highways and recently enhanced to include automated lane change. New technologies such as dual-plane augmented reality-enhanced head-up display and remote self-parking. The brand’s most seamless and adaptive technology interaction with the driver and passengers, including the latest Cadillac user experience, which is showcased in a 33-inch-diagonal advanced LED screen the spans the entire viewing area of the driver. “LYRIQ was conceived to make every journey exhilarating and leverages more than a century of innovation to drive the brand into a new era, while rewarding passengers with a more personal, connected and immersive experience,” said Jamie Brewer, Cadillac LYRIQ chief engineer. “To do this we developed an architecture specifically for EVs.  It is not only an exceptional EV, but first and foremost a Cadillac.”
      LIBERATING PERFORMANCE
      Some luxury EVs today feature adapted traditional internal combustion engine architecture, that is not the case with LYRIQ. Cadillac’s all-new, modular EV platform on which the LYRIQ is based is the foundation for its liberating performance. With a dedicated EV architecture, its design eliminates significant physical constraints associated with adapting electric propulsion within a conventional vehicle architecture, for an optimized design that supports greater driving range, an engaging driving experience and a new interpretation of passenger space.
      Within the LYRIQ, the Ultium battery system is a structural element of the architecture, integrated in ways that contribute to ride and handling, as well as safety. In fact, the lower center of gravity and near 50/50 weight distribution enabled by the placement of the battery pack results in a vehicle that’s sporty, responsive and allows for spirited driving.
      Additionally, the LYRIQ is driven primarily by the rear wheels, with a performance all-wheel drive option available. The placement of the drive motor at the rear of the vehicle contributes an even greater feeling of balance and agility — attributes that affirm Cadillac’s longstanding commitment to satisfying performance. It also enables the system to channel more torque to the pavement without wheelspin for exhilarating acceleration and greater cornering capability. Vehicles equipped with performance all-wheel drive go a step further, with a second drive unit placed at the front of the vehicle, which allows for a significant amount of tuning flexibility, enhancing vehicle dynamics and performance for drivers.
      ALL-NEW ULTIUM BATTERY SYSTEM
      The Cadillac LYRIQ is powered by GM’s new Ultium battery system, which offers approximately 100 kilowatt-hours of energy to deliver stirring performance.
      Ultium’s state-of-the-art NCMA (nickel-cobalt-manganese-aluminum) chemistry uses aluminum in the cathode to help reduce the need for rare-earth materials such as cobalt. In fact, GM engineers reduced the cobalt content by more than 70 percent, compared to current GM batteries.
      The advanced battery chemistry is packed in large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs. Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90 percent of the battery pack wiring, compared to GM’s current electric vehicles. 
      When it comes to charging, LYRIQ offers quick and convenient charging options whether at home or on the go. With DC fast charging, the LYRIQ can charge at rates over 150 kW. 
      ARTFULLY INTEGRATED TECHNOLOGY
      Envisioned to make interaction with its technologies more intuitive and rewarding, the LYRIQ’s partnership with the driver and passengers is simultaneously energizing and artful.
      Upon approach, the LYRIQ recognizes the driver and initiates a “greeting” with a choreographed lighting sequence, while also preparing the cabin for the journey, including seat, mirror and climate system adjustments. Once inside, the LYRIQ offers Cadillac’s highest level of driver information, infotainment and connectivity integration, for a more seamless and rewarding experience.
      A 33-inch-diagonal advanced LED display artfully integrates a single, large screen that spans the viewing area for the driver and incorporates driver information details, infotainment controls and camera views. This new display has the highest pixel density available in the automotive industry today and can display over one billion colors, 64 times more than any other vehicle in the automotive industry, providing a stunning in-vehicle experience unlike anything seen before from Cadillac.
      Additional technology and interactive highlights include:
      Battery and charging monitoring conveyed by easy, at-a-glance graphics. The system identifies the vehicle’s energy needs at home and on the go, according to owner preferences, while also monitoring and forecasting energy consumption and providing charging suggestions. New dual-plane augmented reality-enhanced head-up display employs two planes: a near plane indicating speed, direction and more, and a far plane displaying transparent navigation signals and other important alerts. The latest version of Super Cruise, the hands-free driver assistance feature, including automated lane change.3 Supervised remote parking that uses ultrasonic sensors to help the LYRIQ park itself in parallel or perpendicular parking spaces — whether the driver is inside or outside of the vehicle.4 SENSE OF SOUND
      LYRIQ’s technology also addresses sound in two important ways: Blocking unwanted sounds and making the most of the sounds passengers want to hear.
      For the first time, Cadillac will introduce a new road noise cancellation technology, which takes active noise cancellation to the next level by introducing more microphones and accelerometers, which improve noise cancellation abilities. With this new system, Cadillac’s performance and audio engineers can target the frequency range of tire cavity noise, reducing the noise level in the vehicle and allowing for a quieter in-cabin experience.
      The Cadillac LYRIQ builds on the brand’s exclusive partnership with AKG. “With LYRIQ we wanted to deliver a sound experience that would transport the driver from a vehicle into a recording studio,” said Hussein Khalil, Cadillac lead audio design release engineer. “With the AKG sound system, we are able to deliver this experience along with the quality and reliability luxury customers expect.”
      At launch, LYRIQ will offer a 19-speaker AKG Studio audio system that delivers exceptionally crisp and precise sound reproduction, enabling drivers and passengers to enjoy their favorite music.
      NEW FACE OF CADILLAC
      Cadillac’s first electric SUV makes a bold design statement that introduces a new face, proportion and presence for the brand’s new generation of EVs. It’s a forward-looking vision unconstrained by the needs of a traditional internal combustion engine and driveline.
      “The LYRIQ represents the next iteration of the iconic brand’s styling, enabled by electrification, as only Cadillac can express,” said Andrew Smith, executive director, Global Cadillac Design. “Inside and out, LYRIQ is a thoughtful integration of design and technology and is intended to make every drive an occasion.”
      Defined by taut lines and clean surfaces, LYRIQ is assertive and modern, characterized with a low, fast roofline and wide stance that emphasize agility and convey confidence. Additional details such as a flow-through roof spoiler express the careful attention paid to aerodynamics to optimize efficiency on the highway.
      A distinctive “black crystal” grille in the front is one of the LYRIQ’s most unique and expressive design elements. It is also a dynamic feature, as it is part of a dramatic lighting choreography that — along with bold vertical, slim LED signature lighting — greets the owner upon approach. At the rear, a split taillamp design incorporates slim LEDs that are also integrated into the lighting choreography.
      Inside, the LYRIQ’s new electric vehicle architecture opens up possibilities in vehicle spaciousness and design; and Cadillac designers used this as an opportunity to rethink how to use the space and where to locate various interior elements.
      The result is a more airy, minimalistic design that does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions. It is also brimming with subtle yet obsessive details such as backlit speaker grilles, curved screens with hidden storage and, like the exterior, orchestrated lighting features.

      View full article
    • By William Maley
      It is no secret that General Motors has big ambitions in the electric car space, we talked about back in March. But our chance to see to see the first fruits of this, the Cadillac Lyriq had been delayed due to COVID-19 pandemic. But tonight, Cadillac finally revealed the Lyriq in show car form.
      "Show Car" is important in this context as Cadillac is finalizing various parts of the Lyriq's design - various reports say the design is 80 to 85 percent production ready. This may explain why Cadillac isn't launching the model until late-2022. The design is quite out there with a large pattern grille, vertical LED headlamps, fastback roofline, and rear lights that wrap around the pillars. Moving inside, the center piece is a curved, 33-inch display that features driver information and infotainment. There is also a dual-pane head-up display that can display different information - the nearest one can show speed and direction, while the further one can issue alerts and navigation.
      Cadillac hasn't released any power figures on the Lyriq, only saying that it will offer two drivetrain versions; rear-wheel drive with a single electric motor and all-wheel drive with two electric motors. A new modular platform for electric vehicles promises a low-center of gravity and a near 50/50 weight distribution for the all-wheel drive version. Range is targeted at over 300 miles. Cadillac says the production model will offer DC fast charging.
      Source: Cadillac
      Press Release is on Page 2


      LYRIQ Show Car Leads Cadillac Into Electric Future
      The brand’s first all-electric vehicle introduces a new era in luxury, technology and zero-tailpipe-emissions performance Cadillac’s introduction of its electric portfolio begins today with the debut of the LYRIQ show car — a dynamic, modern and fully electric luxury crossover. 
      The propulsion system and supporting technologies position Cadillac to be a leader in electrification, connectivity and automated driving, all delivered with thrilling performance and a new threshold in technology integration.
      “Led by LYRIQ, Cadillac will redefine American luxury over the next decade with a new portfolio of transformative EVs,” said Steve Carlisle, executive vice president and president, GM North America. “We will deliver experiences that engage the senses, anticipate desires and enable our customers to go on extraordinary journeys.”
      The LYRIQ is based on GM’s next-generation, modular electric vehicle platform and driven by the Ultium propulsion system, allowing Cadillac to deliver customers a variety of range and performance options. With range being one of the biggest factors when it comes to selecting an EV, we’re designing LYRIQ to offer beyond 300 miles of range on a full charge, based on internal testing1. Performance and technology highlights include:
      Charging options that fit a variety of preferences for home, the workplace and on the road — including DC fast charging rates over 150 kilowatts and Level 2 charging rates up to 19 kW2. Rear-wheel drive and performance all-wheel drive configurations. The latest version of Super Cruise3, the industry’s first truly hands-free driver assistance feature, available on more than 200,000 miles of compatible highways and recently enhanced to include automated lane change. New technologies such as dual-plane augmented reality-enhanced head-up display and remote self-parking. The brand’s most seamless and adaptive technology interaction with the driver and passengers, including the latest Cadillac user experience, which is showcased in a 33-inch-diagonal advanced LED screen the spans the entire viewing area of the driver. “LYRIQ was conceived to make every journey exhilarating and leverages more than a century of innovation to drive the brand into a new era, while rewarding passengers with a more personal, connected and immersive experience,” said Jamie Brewer, Cadillac LYRIQ chief engineer. “To do this we developed an architecture specifically for EVs.  It is not only an exceptional EV, but first and foremost a Cadillac.”
      LIBERATING PERFORMANCE
      Some luxury EVs today feature adapted traditional internal combustion engine architecture, that is not the case with LYRIQ. Cadillac’s all-new, modular EV platform on which the LYRIQ is based is the foundation for its liberating performance. With a dedicated EV architecture, its design eliminates significant physical constraints associated with adapting electric propulsion within a conventional vehicle architecture, for an optimized design that supports greater driving range, an engaging driving experience and a new interpretation of passenger space.
      Within the LYRIQ, the Ultium battery system is a structural element of the architecture, integrated in ways that contribute to ride and handling, as well as safety. In fact, the lower center of gravity and near 50/50 weight distribution enabled by the placement of the battery pack results in a vehicle that’s sporty, responsive and allows for spirited driving.
      Additionally, the LYRIQ is driven primarily by the rear wheels, with a performance all-wheel drive option available. The placement of the drive motor at the rear of the vehicle contributes an even greater feeling of balance and agility — attributes that affirm Cadillac’s longstanding commitment to satisfying performance. It also enables the system to channel more torque to the pavement without wheelspin for exhilarating acceleration and greater cornering capability. Vehicles equipped with performance all-wheel drive go a step further, with a second drive unit placed at the front of the vehicle, which allows for a significant amount of tuning flexibility, enhancing vehicle dynamics and performance for drivers.
      ALL-NEW ULTIUM BATTERY SYSTEM
      The Cadillac LYRIQ is powered by GM’s new Ultium battery system, which offers approximately 100 kilowatt-hours of energy to deliver stirring performance.
      Ultium’s state-of-the-art NCMA (nickel-cobalt-manganese-aluminum) chemistry uses aluminum in the cathode to help reduce the need for rare-earth materials such as cobalt. In fact, GM engineers reduced the cobalt content by more than 70 percent, compared to current GM batteries.
      The advanced battery chemistry is packed in large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs. Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90 percent of the battery pack wiring, compared to GM’s current electric vehicles. 
      When it comes to charging, LYRIQ offers quick and convenient charging options whether at home or on the go. With DC fast charging, the LYRIQ can charge at rates over 150 kW. 
      ARTFULLY INTEGRATED TECHNOLOGY
      Envisioned to make interaction with its technologies more intuitive and rewarding, the LYRIQ’s partnership with the driver and passengers is simultaneously energizing and artful.
      Upon approach, the LYRIQ recognizes the driver and initiates a “greeting” with a choreographed lighting sequence, while also preparing the cabin for the journey, including seat, mirror and climate system adjustments. Once inside, the LYRIQ offers Cadillac’s highest level of driver information, infotainment and connectivity integration, for a more seamless and rewarding experience.
      A 33-inch-diagonal advanced LED display artfully integrates a single, large screen that spans the viewing area for the driver and incorporates driver information details, infotainment controls and camera views. This new display has the highest pixel density available in the automotive industry today and can display over one billion colors, 64 times more than any other vehicle in the automotive industry, providing a stunning in-vehicle experience unlike anything seen before from Cadillac.
      Additional technology and interactive highlights include:
      Battery and charging monitoring conveyed by easy, at-a-glance graphics. The system identifies the vehicle’s energy needs at home and on the go, according to owner preferences, while also monitoring and forecasting energy consumption and providing charging suggestions. New dual-plane augmented reality-enhanced head-up display employs two planes: a near plane indicating speed, direction and more, and a far plane displaying transparent navigation signals and other important alerts. The latest version of Super Cruise, the hands-free driver assistance feature, including automated lane change.3 Supervised remote parking that uses ultrasonic sensors to help the LYRIQ park itself in parallel or perpendicular parking spaces — whether the driver is inside or outside of the vehicle.4 SENSE OF SOUND
      LYRIQ’s technology also addresses sound in two important ways: Blocking unwanted sounds and making the most of the sounds passengers want to hear.
      For the first time, Cadillac will introduce a new road noise cancellation technology, which takes active noise cancellation to the next level by introducing more microphones and accelerometers, which improve noise cancellation abilities. With this new system, Cadillac’s performance and audio engineers can target the frequency range of tire cavity noise, reducing the noise level in the vehicle and allowing for a quieter in-cabin experience.
      The Cadillac LYRIQ builds on the brand’s exclusive partnership with AKG. “With LYRIQ we wanted to deliver a sound experience that would transport the driver from a vehicle into a recording studio,” said Hussein Khalil, Cadillac lead audio design release engineer. “With the AKG sound system, we are able to deliver this experience along with the quality and reliability luxury customers expect.”
      At launch, LYRIQ will offer a 19-speaker AKG Studio audio system that delivers exceptionally crisp and precise sound reproduction, enabling drivers and passengers to enjoy their favorite music.
      NEW FACE OF CADILLAC
      Cadillac’s first electric SUV makes a bold design statement that introduces a new face, proportion and presence for the brand’s new generation of EVs. It’s a forward-looking vision unconstrained by the needs of a traditional internal combustion engine and driveline.
      “The LYRIQ represents the next iteration of the iconic brand’s styling, enabled by electrification, as only Cadillac can express,” said Andrew Smith, executive director, Global Cadillac Design. “Inside and out, LYRIQ is a thoughtful integration of design and technology and is intended to make every drive an occasion.”
      Defined by taut lines and clean surfaces, LYRIQ is assertive and modern, characterized with a low, fast roofline and wide stance that emphasize agility and convey confidence. Additional details such as a flow-through roof spoiler express the careful attention paid to aerodynamics to optimize efficiency on the highway.
      A distinctive “black crystal” grille in the front is one of the LYRIQ’s most unique and expressive design elements. It is also a dynamic feature, as it is part of a dramatic lighting choreography that — along with bold vertical, slim LED signature lighting — greets the owner upon approach. At the rear, a split taillamp design incorporates slim LEDs that are also integrated into the lighting choreography.
      Inside, the LYRIQ’s new electric vehicle architecture opens up possibilities in vehicle spaciousness and design; and Cadillac designers used this as an opportunity to rethink how to use the space and where to locate various interior elements.
      The result is a more airy, minimalistic design that does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions. It is also brimming with subtle yet obsessive details such as backlit speaker grilles, curved screens with hidden storage and, like the exterior, orchestrated lighting features.
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