Jump to content
  • William Maley
    William Maley

    GM Plans On Importing CT6 Plug-In Hybrid from China

      The Buick Envision isn't the only vehicle being exported from China

    General Motors has plans to import a second vehicle from China to the U.S. It's not another Buick, but the new Cadillac CT6 Plug-In Hybrid.

     

    Bloomberg spoke with Cadillac’s chief marketing officer, Uwe Ellinghaus who revealed that the plug-in version would only be built in China. The standard CT6 would be built in the U.S. Why build the CT6 Plug-In Hybrid in China? GM believes with government incentives that encourage people and businesses to buy plug-in hybrids, the market for CT6 Plug-In Hybrid will be much higher.

     

    “That will be the largest market for electrified vehicles. The next generation of fuel-economy rules in China will be quite stringent at the end of this decade and into the next,” said GM President Dan Ammann.

     

    Also, if GM was to build the CT6 Plug-In Hybrid here and import it to China, they would be facing heavy import taxes. Hence, it makes sense for Cadillac to build the hybrid in China and export to the U.S.

     

    The first GM vehicle that will be imported from China, the Buick Envision made its debut last week at the Detroit Auto Show.

     

    Source: Bloomberg

    User Feedback

    Recommended Comments



    I dunno guys. I love the CT6.  I feel that luxury cars are one of the few cars even that we should expect to represent domestic manufacturing consistently all the time. 

     

    I'm okay with them building the CT6 for local consumption in other markets. Hell, that makes for an intelligent business case. 

     

    But if I had the coin, I'd vote powerfully and not get a plug-in CT6. And I thought there were competitive synergies with building Voltec based vehicles together in the same facility. Clearly, it isn't so. In fact, I want the plug-in to fail in North America, because I simply do not believe consumers of $90,000 plus flagship vehicles should pay for a Chinese made car from an American brand.

     

    I also don't like Audi for building their next North American facility in Mexico for its most profitable models. I just find all this off-shoring appalling. 

     

    And once you lose production, it's gone forever. Part of the blame has to be the noncompetitive organized labour. It's troubling to see them trade away much needed production of vehicles at home in exchange for some meager increases in job security and the production of vehicles that can only succeed in good times with low fuel prices combined. Basically, I think it was so short-sighted to allow production to be off-shored.

     

    Worst case scenario is to see just like the drug discovery industry is see the entire design, development and manufacturing of the cars themselves go along with them out of North America. 

    • Upvote 1
    Link to comment
    Share on other sites

    A Cadillac sold in the USA, made in China is sad.  I think this is the beginning of the slippery slope.  Envision and CT6, then in a few years it could be the Regal and LaCrosse, etc.  Once they start producing cars on the cheap in China they'll keep it going if they can get away with selling them.   I would not buy a Chinese made car.

    • Upvote 1
    Link to comment
    Share on other sites

    A Cadillac sold in the USA, made in China is sad.  I think this is the beginning of the slippery slope.  Envision and CT6, then in a few years it could be the Regal and LaCrosse, etc.  Once they start producing cars on the cheap in China they'll keep it going if they can get away with selling them.   I would not buy a Chinese made car.

    But I bet just about everything else you own is made in China. Love how the line is drawn because it is the company you DON'T prefer. Given that Benz has a Chinese facility or two, let me ask you a question. Say you had to move to China (call it job related) and you want to buy a new Benz there that you really like (a long wheelbase E-Class is made there) and that it happens to be made there. Would you buy it?

    Edited by surreal1272
    Link to comment
    Share on other sites

    A Cadillac sold in the USA, made in China is sad.  I think this is the beginning of the slippery slope.  Envision and CT6, then in a few years it could be the Regal and LaCrosse, etc.  Once they start producing cars on the cheap in China they'll keep it going if they can get away with selling them.   I would not buy a Chinese made car.

     

    You would't buy a Cadillac build by Mercedes in the S-class factory, so I don't know what the big difference is to you....

    • Upvote 2
    Link to comment
    Share on other sites

    A Cadillac sold in the USA, made in China is sad.  I think this is the beginning of the slippery slope.  Envision and CT6, then in a few years it could be the Regal and LaCrosse, etc.  Once they start producing cars on the cheap in China they'll keep it going if they can get away with selling them.   I would not buy a Chinese made car.

     

     

    LMFAO.. U won't buy an AMERICAN CAR.. and if U did.. U'd put it down because it wasn't German..

     

    Its all laughable since U go out of your way to support a company only builds 2.. of its 17 vehicles in the United States. Ironically the S-Classes we see could possibly be assembled in India.. not just Sindelfingen, Germany

     

     

    As for the CT6Hybrid.. again.. makes sense. Volume will be low in the segment, especially looking at the competitors Hybrid makes such as the 7Series, S-Class, and Lexus LS Hybrid's sales. GM is smart to utilize its factories. I talked to someone close to the situation and they tell me that this is a situation where there is not profit sharing when they leave the country (China), as it is when they are sold inside.

    • Upvote 1
    Link to comment
    Share on other sites

    I wouldn't move to China, just as I wouldn't buy a car made in China.  And I owned 2 American cars before the German one.  And before I bought my E-class I also drove a 2010 Genesis 4.6, 2010 CTS and 2010 or 11 MKZ.   The MKZ was obviously the worst car, felt like driving a Fusion, I did like the V8 aspect of the Genesis, but it was just too boring of a car, and the CTS just didn't have enough power form the 3.6, unless it was at 5,000 rpm.  So I didn't just default to a German car.  But I liked the E-class the best.

     

    I wonder how many cars GM decides to make in China and import.  This is the 2nd one, what if there is a 3rd, 4th, or 5th?

    Link to comment
    Share on other sites

    As explained in this article and the Envision ones, it's based on where the car will sell the most copies. They're only planning on selling 60k Envisions here, they sold 174k in China in 2015. The CT6 PHEV will likely be very low volume in the US, larger in China, but still relatively small. Makes sense to only have one production line for such a low volume vehicle.

    I expect Regal will move out of north America too eventually, but I could see that going back to Germany where they need the volume to fill the factory capacity. The Chinese bought nearly 100k Regals last year.

    • Upvote 2
    Link to comment
    Share on other sites

    So if the CTS has more sales in China than in the USA, should they move all CTS production to China as well?  I get why they are doing it with the Envision, they need a crossover yesterday and this is the fastest way to do it.  As far as the CT6 goes, they might sell 20 plug in hybrids a month, so I get not wanting factory tooling for that.  I just think if it works here, what is to top GM for building every Cruze in China and shipping it here?  Once you go down that road it is hard to turn back.

    Link to comment
    Share on other sites

    I wouldn't move to China, just as I wouldn't buy a car made in China.  And I owned 2 American cars before the German one.  And before I bought my E-class I also drove a 2010 Genesis 4.6, 2010 CTS and 2010 or 11 MKZ.   The MKZ was obviously the worst car, felt like driving a Fusion, I did like the V8 aspect of the Genesis, but it was just too boring of a car, and the CTS just didn't have enough power form the 3.6, unless it was at 5,000 rpm.  So I didn't just default to a German car.  But I liked the E-class the best.

     

    I wonder how many cars GM decides to make in China and import.  This is the 2nd one, what if there is a 3rd, 4th, or 5th?

    You didn't answer my question. The key phase there was "if you HAD to move to China" and you side step that completely. That pretty much answers my question though. Thanks. :thumbsup:

    Link to comment
    Share on other sites

    So if the CTS has more sales in China than in the USA, should they move all CTS production to China as well?  I get why they are doing it with the Envision, they need a crossover yesterday and this is the fastest way to do it.  As far as the CT6 goes, they might sell 20 plug in hybrids a month, so I get not wanting factory tooling for that.  I just think if it works here, what is to top GM for building every Cruze in China and shipping it here?  Once you go down that road it is hard to turn back.

    You seem to lack a certain fundamental understanding of world economics. 

    Link to comment
    Share on other sites

    So if the CTS has more sales in China than in the USA, should they move all CTS production to China as well?

    IMO.. and to spite the American workers who go off and buy Foreign vehicles built by foreign labor.. I'd say YEAH.. Eff the American worker. They reap what they sow. U want GM and Ford to build exclusively in America.. then everyone in the American population needs to shun the Foreign makers and buy strictly GM and Ford, or at the very least.. only vehicle by Foreign companies made right here in the U.S. U can not give GM $h! for importing two vehicles, one very low volume, and not give Toyota $h! for importing the 100K+ Annual Prius from Japan. China or Japan.. same difference to me; feeding a mouth and putting food on a table that isn't AMERICAN

    Link to comment
    Share on other sites

    So if the CTS has more sales in China than in the USA, should they move all CTS production to China as well?  I get why they are doing it with the Envision, they need a crossover yesterday and this is the fastest way to do it.  As far as the CT6 goes, they might sell 20 plug in hybrids a month, so I get not wanting factory tooling for that.  I just think if it works here, what is to top GM for building every Cruze in China and shipping it here?  Once you go down that road it is hard to turn back.

     

    How do you walk around at work without bumping into things? Your vision is so narrow. 

     

    The CTS is built on the same production line as the ATS and Camaro.  Look at the total volume for those cars and that is why they won't move it to China.   The Envision doesn't share a platform with anything currently built in the US (I'm told it will be so different from the Terrain and 'Nox, that even sharing with them is still a question mark for GM).  The Regal would make sense to move to Germany because 1) Volumes are low. 2) Opel could use the extra production volume. 3) The Oshwa plant already has trouble making enough Chevy Equinoxes so freeing up space from Regal would allow greater 'Nox production. 4) It would cut Regal production plants from 3 to 2.

    • Upvote 1
    Link to comment
    Share on other sites

    If I had to live in China, no question I would buy the Cadillac made in China.

     

    I'd be the only way.

     

    But what we know is that the hamtramck plant will also build the Bolt. The batteries are coming from LG Chem from South Korea anyways.

     

    But...different markets have different needs at some levels. I object to any Cadillac flagship iteration being assembled in China to sell in America not because the product won't be up to the quality.

     

    I fear that people looking at moroney - and Cadillac is a whole should not put any reasons for people to be belligerent towards the cars it makes, especially a flagship product (even as a placeholder), because Cadillac is really going for it. 

     

    Or Cadillac can hedge their bets, and "fire" any customers that were looking to excuse themselves of excellent product because of bounded rationality and loyalty.

     

    The difference is, that we auto enthusiasts know the score. It makes utter absolute sense for Cadillac to source the car from where it'll sell most. Heck, Ford would've done that for the new Taurus, but probably didn't want the test the "Made in China" waters yet - or didn't want to be the first.

     

    Cadillac will have a hell of a time trying to get people to empathize with them if they nitpick against the place of origin of the CT6 plug-in. But because I do not see the value (the intangible ability to fully claim that the vehicle is fully American, the height of luxury built by Americans, for Americans) being delivered through this arguably wise financial decision... I have to say I would not buy the plug-in.

     

    I'd surely get the 3.0TT Platinum this, check box that, sign here please, Thank you Thursday... thank you.

    • Upvote 1
    Link to comment
    Share on other sites

    I just think once you build 2 cars in China, it is easy to build 3 or 4, and then they are going down that road.

     

    Johan told Car and Driver that they are working on a 4.2 liter bi-turbo V8 with upper 400s horsepower for the CT6.  They need that ASAP, and I'd actually like to see them put that in the CTS V-sport and ATS-V.  Then the 3.0 TT V6 can be the mid-level engine in the CTS and ATS, and the 2.0T would be the base engine.  Then you don't really need the 3.6 V6 anymore, and Cadillac sedans would be all turbo.  

    Link to comment
    Share on other sites

    I thinking that the HP rating he gave us was buckus. Why building a turbo 4.2l v8 with 460+ when the LF4 already boasts almost 470hp with a smaller displacement. I think this engine will be in the 500 range.

    I agree, I think he was just blowing smoke for now and expect the twin turbo V8 to be near 600HP when it comes out, no less than 550HP.

    Link to comment
    Share on other sites

    This sounds like it is a model turbo V8 and such an engine does have a place in the line-up in base trim.  That doesn't mean it can't be tuned up higher from there.

     

    Based on the Hp/L Cadillac is getting out of the 3.6, the 4.2 should be in the 540 range when maxed out. I have a suspicion that the number will be 500... exactly. 500 has been a magical number for Cadillac before. 

    Link to comment
    Share on other sites

    I think the car will be an incredible achievement in technical aspects.

     

    But I think the car does not communicate its purpose so well. I just look at this as another luxury bruiser. But in reality it is a full sized luxury Corvette. So people may still try to gauge the conventional aspects of the car - such as interior quality and overall styling over the dynamic aspects.

     

    And really, the Buick Lacrosse, no, just even the Chevy Impala are excellent enough driving large sedans.

     

    Even ConsumerReport's resident Mercedes-lover, the guy with slickster hair, always wears a tasteful sweater and accent akined the driving dynamics of the Impala to (If I recall correctly) an current gen E-Class. That's good enough in my books, to say the least.

     

    So how much more are people really willing to pay for a better driving car... that is up in the question books. Because the traditional "driver's cars" have regressed in that respect to focus on overall luxury.

    Link to comment
    Share on other sites

    I think the car will be an incredible achievement in technical aspects.

     

    But I think the car does not communicate its purpose so well. I just look at this as another luxury bruiser. But in reality it is a full sized luxury Corvette. So people may still try to gauge the conventional aspects of the car - such as interior quality and overall styling over the dynamic aspects.

     

    And really, the Buick Lacrosse, no, just even the Chevy Impala are excellent enough driving large sedans.

     

    Even ConsumerReport's resident Mercedes-lover, the guy with slickster hair, always wears a tasteful sweater and accent akined the driving dynamics of the Impala to (If I recall correctly) an current gen E-Class. That's good enough in my books, to say the least.

     

    So how much more are people really willing to pay for a better driving car... that is up in the question books. Because the traditional "driver's cars" have regressed in that respect to focus on overall luxury.

     

     

     

    I've been bombarded with this comparison before.. many times. My Impala is constantly thought to be a luxury car. It is constantly challenged by Es and 5s.. GSs and even ugly Equus. Each on have been seriously taken aback.. or had their asses busted.

     

    The Driving capabilities of Epsilon II are just too great to ignore. U just can't do it. Even without MRC they are hands down some of the, if not the, best handling FWD cars on the market. I don't kno what the hell GM was thinking when engineering these vehicles but the result was my Impala can out-handle many RWD tuned application no issue. Even more scary is that the Regal GS and Malibu LTZ... is even more competent. 

     

    To the CT6; I believe that when the embargo lifts next week and U start seeing test drives of the vehicle we will be in awe. If all Cadillac did was transfer the ability of the CTS over to this car it would still be best in class handling.. couple in the size being as large as any of the German 3, with even more tuned, technological capabilities, such as RW-Steering (I will adapt to RWS) and U have a game change.. BEFORE the CT7 and 8 even arrive. That's something. 

     

    I am seriously hoping reviewers, when testing and doing comparos, will put aside their prejudice and preconceived notions about the car not being an "S-Class competitor.." IT IS. Again in the same way the Panamera and XJ are.. and to an extent the LS460.. this car is an S-Class competitor BEFORE the actual S-Class competitor arrives. That's saying something. The question to ponder is; If this is 95% of what the S-Class is supposed to be.. what the EFF does Cadillac have in mind for the CT8?

    Link to comment
    Share on other sites

    I think the car will be an incredible achievement in technical aspects.

     

    But I think the car does not communicate its purpose so well. I just look at this as another luxury bruiser. But in reality it is a full sized luxury Corvette. So people may still try to gauge the conventional aspects of the car - such as interior quality and overall styling over the dynamic aspects.

     

    And really, the Buick Lacrosse, no, just even the Chevy Impala are excellent enough driving large sedans.

     

    Even ConsumerReport's resident Mercedes-lover, the guy with slickster hair, always wears a tasteful sweater and accent akined the driving dynamics of the Impala to (If I recall correctly) an current gen E-Class. That's good enough in my books, to say the least.

     

     

    So how much more are people really willing to pay for a better driving car... that is up in the question books. Because the traditional "driver's cars" have regressed in that respect to focus on overall luxury.

     

    A lot of luxury cars sell well, and the luxury market overall seems to be growing.  People pay $85k for a Cadillac version of the Tahoe, just like people will pay $40k for a BMW 3-series that is the same size a a $20,000 Mazda 3.  I think there are always people willing to pay more money for more performance or more luxury.  A Camaro can do 90% of what a Corvette can do, but they still sell 30,000 Corvettes a year.

    Link to comment
    Share on other sites

    I'm not so sure the CT6 will be a game changer, or even do a whole lot to steal from the Germans or Lexus.  But I am quite interested to read the reviews and see the test drive videos, and see the comparisons.

    • Upvote 1
    Link to comment
    Share on other sites



    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

      View full article
    • By David
      Love this new marketing from GM!
      Are you willing to join the future? Are you willing to join Generation E?
      GM-Generation-E.mp4
    • 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 David
      GM announced today their new family of EV motors, The Ultium Drive family.

      The Ultium Drive family is made up of five interchangeable drive units and three motors. This will help transition the current portfolio of auto's to fully electric lineup. Performance, scale, speed to market and manufacturing efficiencies will provide GM significant advantages over past EV auto's. GM is leading the way with industry class leading drive units that use an electric motor and single-speed transmissions to apply power best in class horsepower and torque. Ultium Drives will be more responsive than internal combustion motors with precision torque control of the motors and smooth performance. The design and development of the Ultium Drive modular architecture allows us to offer industry-leading torque with power density across a wide spectrum of different vehicles types.
      GM has applied their 25 years of EV experience in creating the Ultium Drive family with lighter and more efficient designs. The Ultium Drive family integrates the power electronics into the drive units assemblies allowing for a 50% reduction in electronics over previous auto's thus saving cost and packaging space while increasing capability by 25 percent.

      To Quote GM press release:
      “As with other propulsion systems that are complex, capital intensive and contain a great deal of intellectual property, we’re always better off making them ourselves,” said Adam Kwiatkowski, GM executive chief engineer, Global Electrical Propulsion. “GM’s full lineup of EVs should benefit from the simultaneous engineering of Ultium Drive. Our commitment to increased vertical integration is expected to bring additional cost efficiency to the performance equation.”
      Ultium-Drive-to-Help-Power-GMs-All-Electric-Future.mp4


      https://media.gm.com/media/us/en/gm/home.detail.html/content/Pages/news/us/en/2020/sep/0916-ultium-drive.html
  • Posts

  • Social Stream

  • Today's Birthdays

    1. marthawilliam
      marthawilliam
      (27 years old)
    2. seomelbourne
      seomelbourne
      (30 years old)
  • Who's Online (See full list)

    There are no registered users currently online

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...