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    William Maley

    Cadillac XT5's Platform To Underpin New Seven-Seat Crossover, Turbo 2.0L May Come to U.S.

      Cadillac's President Talks About What Is Happening With the XT5

    Cadillac is getting ready to launch the new XT5 and it is only the beginning a new crossover offensive from the luxury brand. Speaking to Automotive News, Cadillac president Johan de Nysschen said a variation of the XT5's platform will be used for a new three-row crossover in the near future.

     

    "It's one of the benefits of having this very flexible architecture. We can expand it, make it longer and wider. That gives us the ability to develop the car very quickly, as opposed to starting from scratch," said de Nysschen.

     

    Despite some outlets reporting that Cadillac has begun testing the new crossover, de Nysschen said this project only began sometime last year.

     

    "It's not running yet. "It is a program request that we initiated with the engineers only last year. They are working at remarkable, record-breaking speed to get us the car."

     

    This platform is expected to be found under the next-generation Buick Enclave and Chevrolet Traverse, due next year.

     

    de Nysschen also hinted that the XT5 in the U.S. could get the turbo 2.0L as an option.

     

    I actually think we would do well to consider that for the U.S.," said de Nysschen.

     

    At the moment, the Chinese market XT5 will only get turbo 2.0L. This is due to the Chinese government taxing vehicles based on engine displacement - higher displacement engines get higher taxes and vice versa.

     

    Source: Automotive News (Subscription Required), 2

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    Interesting, this will for sure drive some debates and I bet SMK will side step the GLC with a 4 banger and still push his crazy everything must have a V8 or V12 engine.

     

    Be interesting to see how they perform with a turbo 4 banger in such a large auto.

     

    Tax's on displacement is stupid. just stupid.

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    Interesting, this will for sure drive some debates and I bet SMK will side step the GLC with a 4 banger and still push his crazy everything must have a V8 or V12 engine.

     

    Be interesting to see how they perform with a turbo 4 banger in such a large auto.

     

    Tax's on displacement is stupid. just stupid.

     

    Keep in mind China is trying to reduce emissions and pollution. The displacement tax is only one part of it to make buyers consider going with a more fuel efficent vehicle.

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    A 4 cylinder in the XT5 makes total sense.  Lincoln has a turbo 4, Lexus probably will soon in the RX.  If the CT6 and CTS which are both more expensive than XT5 and more geared to performance than XT5, then I don't see why the XT5 wouldn't have the same engine.   Plus the 2.0T has a better torque curve than the 3.6 V6, and most of these crossover buyers don't care about the engine, they might prefer a 4-cylinder to get better gas mileage.

     

    The GLC 4-cylinder makes sense since the GLC is a small vehicle.  The GLC is the size of an ATS, the turbo 4 is adequate for the size vehicle and type of buyer.  There is an AMG GLC43 with a 362 hp V6 and 0-60 time of 4.8 seconds.  That probably beats any small crossover other than the Macan Turbo which is like $80,000.

     

    There have also been spy photos of them testing a GLC63 with a 500 hp V8.  Not sure why you'd want a 500 hp V8 in a compact crossover, but they'll build it, and they'll destroy the X3, Q5 and Porsche Macan.

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    As far as XT7 goes, (which reminds me of Suzuki XL7) I guess this means no alpha or omega platform crossover.  Cadillac just gets a fancier version of the Buick Enclave, to go with their fancy Acadia, and no doubt the new Equinox will shrink in size to D2xx and spawn a Cadillac XT3.  

     

    And as DeNysschen says "we can do it really quickly, rather than starting from scratch."  PR spin for badge jobs are quicker and cheaper to put out than building a Cadillac crossover on a Cadillac platform.

     

    How does Cadillac go against BMW, Mercedes-AMG, Jaguar, SVR Land Rovers, Porsche and Maserati SUVs with FWD V6 product? Any credibility gained by the ATS-V and CTS-V sort of goes out the window then the crossover side of the stable lacks performance.

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    As far as XT7 goes, (which reminds me of Suzuki XL7) I guess this means no alpha or omega platform crossover.  Cadillac just gets a fancier version of the Buick Enclave, to go with their fancy Acadia, and no doubt the new Equinox will shrink in size to D2xx and spawn a Cadillac XT3.  

     

    And as DeNysschen says "we can do it really quickly, rather than starting from scratch."  PR spin for badge jobs are quicker and cheaper to put out than building a Cadillac crossover on a Cadillac platform.

     

    How does Cadillac go against BMW, Mercedes-AMG, Jaguar, SVR Land Rovers, Porsche and Maserati SUVs with FWD V6 product? Any credibility gained by the ATS-V and CTS-V sort of goes out the window then the crossover side of the stable lacks performance.

     

    You say lacks performance and yet no one knows their road map for the XT and what the V badge might bring to the XT series. 

     

    I see no reason for not having a Sport edition and a V edition of the XT or Escalade models.

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

     

    WOW, You truly make an ASSumption of the FWD means FWD weight bias. I have not seen anything that would say you are right or wrong, but with all the FWD Appliances MB makes, then you have to admit that they are all FWD weight Bias and no better than Lexus/ Lincoln appliance fighters.

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    As far as XT7 goes, (which reminds me of Suzuki XL7) I guess this means no alpha or omega platform crossover.  Cadillac just gets a fancier version of the Buick Enclave, to go with their fancy Acadia, and no doubt the new Equinox will shrink in size to D2xx and spawn a Cadillac XT3.  

     

    And as DeNysschen says "we can do it really quickly, rather than starting from scratch."  PR spin for badge jobs are quicker and cheaper to put out than building a Cadillac crossover on a Cadillac platform.

     

    How does Cadillac go against BMW, Mercedes-AMG, Jaguar, SVR Land Rovers, Porsche and Maserati SUVs with FWD V6 product? Any credibility gained by the ATS-V and CTS-V sort of goes out the window then the crossover side of the stable lacks performance.

     

    Are we really going to start arguing about how front-wheel drive is the greatest evil in luxury cars again?

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    So why is there an ATS-V or CTS-V, those are .5% volume cars.  Seeing as crossovers have over taken sedans in sales, there is not more volume in the crossover market than there is in the sedan market.   Since BMW built their image on the M3 and M5, while Cadillac sold front wheel drive boats, one brand soared and the other sank.  Same thing will happen with crossovers.  The luxury crossovers with the prestige will draw appeal, people will buy the better performing vehicle as well.  

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    So why is there an ATS-V or CTS-V, those are .5% volume cars.  Seeing as crossovers have over taken sedans in sales, there is not more volume in the crossover market than there is in the sedan market.   Since BMW built their image on the M3 and M5, while Cadillac sold front wheel drive boats, one brand soared and the other sank.  Same thing will happen with crossovers.  The luxury crossovers with the prestige will draw appeal, people will buy the better performing vehicle as well.  

     

    The presence of the V series is not the point. The point is that you ALWAYS try to compare whatever Cadillac offers to some low volume, sells 500 a year, Mercedes Benz when the argument does not apply. What exactly are you not getting? This "appeal" nonsense you keep bringing up is all fluff. Let me show you why. Here is a list of the best selling luxury cars in 2014 and 2015. Notice the CUVs on there? Notice number one on that list? They have not ONE halo CUV or SUV (do not try to count the LX because you know that is a joke) that you claim is the big draw for customers. The top three out of six are all CUVs from companies without this big draw you speak of. So, we can only deduce two things out of this. Either it is a fluke as far as these numbers goes, or that you don't know what you are talking about here. It's that simple so stop making baseless and unrelated comparison to fluff up your favorite brand. It's just old man.

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    So why is there an ATS-V or CTS-V, those are .5% volume cars.  Seeing as crossovers have over taken sedans in sales, there is not more volume in the crossover market than there is in the sedan market.   Since BMW built their image on the M3 and M5, while Cadillac sold front wheel drive boats, one brand soared and the other sank.  Same thing will happen with crossovers.  The luxury crossovers with the prestige will draw appeal, people will buy the better performing vehicle as well.  

     

     

    You have a serious issue confusing correlation and causation.   People will buy the better performing vehicle when there is no cost differential, but any luxury CUV that can get to 60 in under 8 seconds will be fine. 8 seconds is about the time it takes a 1996 Roadmaster Sedan to get to 60 and that is beyond plenty for the typical buyer.  Faster than that and most buyers become unwilling to pay more to go faster.  Yes there is a subset like you who will, but get inside of that 8 second range and people start to become more concerned with MPG than with acceleration. 

     

    Cadillac's problems in the 80's had virtually nothing to do with how sporty or not their cars were and everything to do with engine reliability issues. They were selling that 4100 boat anchor that ate intake gaskets, the 350 diesels, and the 8-6-4, but their sales volume was huge so they pissed off a lot more people who went and tried those expensive yet cheap feeling BMWs for the first time.  Had GM not made those powertrain flubs, BMW might still be an obscure Euro brand like Volvo these days. Even for as bad as those Cadillac engines were, and the general slowness of the other GM cars, I still see far more of them from that era rolling around today than Germans of the same age.

     

    Those old BMWs, Benzes, and Audis were terrible terrible back then.  They'd handle well (at least the BMW did), but their build quality was extremely sub-par.  There is absolutely nothing "luxury" about a BMW 635 aside from its original price tag.  Take away the handling and the badge and it might as well be an Accord coupe on the inside.  

    1983_BMW_635CSi_For_Sale_Interior_resize

     

    1982-Honda-Accord-Interior-626x382.jpg

     

     

    Even the lowly Toronado had a better built dash with nicer materials  and more advancements than the 6-series.... 

    32009320002_large.jpg

     

    Digital dash, automatic temperature control, automatic head lamps, leather wrapped steering wheel with aluminum spokes, no exposed screw heads on the dash, no matte black plastic anywhere....

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    So why is there an ATS-V or CTS-V, those are .5% volume cars.  Seeing as crossovers have over taken sedans in sales, there is not more volume in the crossover market than there is in the sedan market.   Since BMW built their image on the M3 and M5, while Cadillac sold front wheel drive boats, one brand soared and the other sank.  Same thing will happen with crossovers.  The luxury crossovers with the prestige will draw appeal, people will buy the better performing vehicle as well.  

     

     

    You have a serious issue confusing correlation and causation.   People will buy the better performing vehicle when there is no cost differential, but any luxury CUV that can get to 60 in under 8 seconds will be fine. 8 seconds is about the time it takes a 1996 Roadmaster Sedan to get to 60 and that is beyond plenty for the typical buyer.  Faster than that and most buyers become unwilling to pay more to go faster.  Yes there is a subset like you who will, but get inside of that 8 second range and people start to become more concerned with MPG than with acceleration. 

     

    Cadillac's problems in the 80's had virtually nothing to do with how sporty or not their cars were and everything to do with engine reliability issues. They were selling that 4100 boat anchor that ate intake gaskets, the 350 diesels, and the 8-6-4, but their sales volume was huge so they pissed off a lot more people who went and tried those expensive yet cheap feeling BMWs for the first time.  Had GM not made those powertrain flubs, BMW might still be an obscure Euro brand like Volvo these days. Even for as bad as those Cadillac engines were, and the general slowness of the other GM cars, I still see far more of them from that era rolling around today than Germans of the same age.

     

    Those old BMWs, Benzes, and Audis were terrible terrible back then.  They'd handle well (at least the BMW did), but their build quality was extremely sub-par.  There is absolutely nothing "luxury" about a BMW 635 aside from its original price tag.  Take away the handling and the badge and it might as well be an Accord coupe on the inside.  

    1983_BMW_635CSi_For_Sale_Interior_resize

     

    1982-Honda-Accord-Interior-626x382.jpg

     

     

    Even the lowly Toronado had a better built dash with nicer materials  and more advancements than the 6-series.... 

    32009320002_large.jpg

     

    Digital dash, automatic temperature control, automatic head lamps, leather wrapped steering wheel with aluminum spokes, no exposed screw heads on the dash, no matte black plastic anywhere....

     

    Well said. How quickly some forget how absolutely crappy most German cars were back then when they try to bring up things like appeal and heritage.

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    >>...people will buy the better performing vehicle…<<

     

    So you're predicting the CT6 will outsell the e-class? Interesting.

    E43 will smoke that CT6 3.0TT all day long and twice on Sunday.   Has more luxury and more autonomous drive features too.

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    I think it is more for a prestige thing than actually needing those vehicles. They are for MB to say they compete with anything and EVERYTHING from any automaker out there and they will build the fastest of them all(and they pretty much do). Only BMW or Audi can even compete with their lineup. Then they throw AMGs out in pretty much everything except their work vans! Actually, now that they have a GLC63 on its way I think that is an AMG motor in everything. 

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    Funny that GM makes a Corvette Z06, a Camaro ZL1, a CTS-V, Ford makes a GT350, Dodge a Hellcat Charger, and SRT Grand Cherokee, etc.   There must be some reason they do that.  

     

    Assume the CTS-V has a 10% take rate, that is 2,000 CTS-V's a year.  That isn't very high volume, yet they build it because they want it for marketing purposes, they want all the magazines to write about it, etc.  I bet if there was an XT5-V they could sell more than 2,000 a year.

     

    Mark my words, the performance crossover market will grow, because the high dollar spenders will want the most powerful or fastest thing, just like the high dollar spenders do with sedans and sports cars. 

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    Maybe on the coupe it was 27%, but no way nearly 1 out of 3 of 2nd Gen CTS on the road are V-series

     

    But if it was 27%, then look at all the market Cadillac is missing by not having performance crossovers.  27% of SRX sales would be about 25,000 cars a year.  

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    Will there be an LT4 V8 in the XT5 to compete with the GLE63 and X5 M?   I'd guess no V8 fits in he C1xx platform, maybe they can get the XTS V-sport engine in there, that is as good as it gets, and you still have FWD handling and FWD weight bias.

     

    You have a Grand Cherokee SRT with 475 hp, Levante with 424 hp, Range Rover SVR with 550 hp, GLE63 with 577 hp, X5 M with 560 hp, Cayenne Turbo S with 570 hp, Jaguar F-pace only has 380 hp, but you know they'll drop a V8 in there eventually.  There is a wave of performance crossovers out there, probably more coming.  Cadillac isn't in this arena, they are basically a Lexus-Lincoln fighter in the $40-50k range.

    Who the hell needs to compete with niche vehicles like the C63 and X5 M? Seriously? Why worry about the 0.5% volume? I love how you have to continually try to compare anything Cadillac does to the most expensive examples from the German competition, when that is just a fallacy argument.

     

    I think it is more for a prestige thing than actually needing those vehicles. They are for MB to say they compete with anything and EVERYTHING from any automaker out there and they will build the fastest of them all(and they pretty much do). Only BMW or Audi can even compete with their lineup. Then they throw AMGs out in pretty much everything except their work vans! Actually, now that they have a GLC63 on its way I think that is an AMG motor in everything. 

     

    You're missing my bigger point to him. He is trying to overemphasize these niche low volume brands to convince people that it leads to more sales on lower end cars and CUVs. I provided a link showing the top luxury sellers and half of those have none of the halo type vehicles that he thinks is so important to one's success. Lexus has been succeeding for decades without one. Acura as well (although they have their halo NSX back). It's a fallacy argument when you see that one fact alone. That has been my one and only point here.

    Funny that GM makes a Corvette Z06, a Camaro ZL1, a CTS-V, Ford makes a GT350, Dodge a Hellcat Charger, and SRT Grand Cherokee, etc.   There must be some reason they do that.  

     

    Assume the CTS-V has a 10% take rate, that is 2,000 CTS-V's a year.  That isn't very high volume, yet they build it because they want it for marketing purposes, they want all the magazines to write about it, etc.  I bet if there was an XT5-V they could sell more than 2,000 a year.

     

    Mark my words, the performance crossover market will grow, because the high dollar spenders will want the most powerful or fastest thing, just like the high dollar spenders do with sedans and sports cars. 

    So just ignore the facts that don't support your argument? Got it.  :banghead:

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    Maybe on the coupe it was 27%, but no way nearly 1 out of 3 of 2nd Gen CTS on the road are V-series

     

    But if it was 27%, then look at all the market Cadillac is missing by not having performance crossovers.  27% of SRX sales would be about 25,000 cars a year.  

    Again. Look at the link I posted. Several those cars at the top are from companies with little to no representation in the halo car world. Point being, companies like Lexus have succeeded despite your assumption that luxury makes need these super expensive and low volume cars (their brief experiment with the LF-A aside). There is not one right formula and that is what you cannot seem to get through your head.

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    Maybe on the coupe it was 27%, but no way nearly 1 out of 3 of 2nd Gen CTS on the road are V-series

     

    But if it was 27%, then look at all the market Cadillac is missing by not having performance crossovers.  27% of SRX sales would be about 25,000 cars a year.  

    You are correct & I was not : it was 27% of 2011 CTS sales were coupes.

     

    Saw Cadillac forum-sourced numbers that said 2010 & 2011 CTS-V wagon combined production was 8.6% of those 2 year's wagons.

    Edited by balthazar
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      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 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 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
      Future small cars from Fiat Chrysler Automobiles will not be using an updated version of their small car platform. Instead, they'll be underpinned by PSA Group's Common Modular Platform (CMP).
      Automotive News obtained a letter sent by FCA to suppliers in July stating "to immediately stop any research, development and tooling construction activities on future B-segment (small/subcompact) cars." These include the Fiat 500 and Jeep Renegade to give some context. The letter goes on to say it is moving to CMP and that vehicles based on this will be built at the company's Tychy, Poland plant - home to 500 and Lancia Yplilon production. 
      FCA had already put a stop, albeit a temporary one on developing parts for the five new small cars that were destined to use this platform due to COVID-19. There will be one model that will move forward on this orphaned platform - the upcoming 500 electric for Europe.
      As for CMP, this underpins the Peugeot 208 and 2008; Opel/Vauxhall Corsa, Mokka; and the DS3 Crossback. It allows for both combustion and electric powertrains.
      Moving to CMP is another step towards FCA and PSA Group's merger to become Stellantis. It is unclear whether or not the U.S. will see any of the new models that will use CMP from FCA's brands.
      Source: Automotive News (Subscription Required)

      View full article
    • By William Maley
      Future small cars from Fiat Chrysler Automobiles will not be using an updated version of their small car platform. Instead, they'll be underpinned by PSA Group's Common Modular Platform (CMP).
      Automotive News obtained a letter sent by FCA to suppliers in July stating "to immediately stop any research, development and tooling construction activities on future B-segment (small/subcompact) cars." These include the Fiat 500 and Jeep Renegade to give some context. The letter goes on to say it is moving to CMP and that vehicles based on this will be built at the company's Tychy, Poland plant - home to 500 and Lancia Yplilon production. 
      FCA had already put a stop, albeit a temporary one on developing parts for the five new small cars that were destined to use this platform due to COVID-19. There will be one model that will move forward on this orphaned platform - the upcoming 500 electric for Europe.
      As for CMP, this underpins the Peugeot 208 and 2008; Opel/Vauxhall Corsa, Mokka; and the DS3 Crossback. It allows for both combustion and electric powertrains.
      Moving to CMP is another step towards FCA and PSA Group's merger to become Stellantis. It is unclear whether or not the U.S. will see any of the new models that will use CMP from FCA's brands.
      Source: Automotive News (Subscription Required)
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