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  • William Maley
    William Maley

    Quick Drive: 2017 Cadillac ATS Coupe 2.0T Luxury

      I could have been a contender

    It feels a bit odd to be spending some time in the 2017 Cadillac ATS coupe after driving the CT6 earlier this year. In a way, it felt like I was stepping back into the past where Cadillac was making some dumb decisions that ultimately would hurt their vehicles. The ATS coupe is a prime example of this where Cadillac had a legitimate challenger to likes of the BMW 3/4-Series and Audi A5 in terms of performance and handling. But some bone-headed decisions would regulate it to the mid-pack.

    • The ATS Coupe is still quite the looker. It features the classic rear-wheel drive proportions of a long front end and a short rear deck.The low roofline and raised belt line give off an impression of aggressive elegance. Our test car came with a set of machined-finished, 18-inch wheels that help the design pop.
    • Move inside and it is clear that the interior hasn’t aged so well. For example, the sheet of piano black trim with the silver capacitive touch buttons really look out of place. The trim is also a magnet for fingerprints.
    • Cadillac’s designers deserve a bit of credit for providing a nice mix of materials such as the Bordello Red leather upholstery, suede microfiber covering parts of the dash and door panels, and carbon fiber trim.
    • The front seats are very comfortable for long trips and do an excellent job of holding you in during an enthusiastic drive. The rear seats are best left to be used for additional storage as leg and headroom are minuscule. Trunk space is quite small for the class at 10.4 cubic feet.
    • CUE is still a bit of a mixed bag. While the overall usability is better with quicker response times and the ability to use Apple CarPlay and Android Auto, the touch capacitive buttons are still hit and miss in terms of responding.
    • Power comes from a 2.0L turbo-four producing 272 horsepower and 295 pound-feet. We had the eight-speed automatic that was introduced last year, but a six-speed manual is available as an option.
    • The 2.0L turbo is a punchy performer. Power comes at a smooth and steady rate. The engine does lose some points under hard acceleration as it is not refined as some competitors.
    • The eight-speed automatic is the weak point for the ATS. It is slow to downshift when you need the thrust to pass a slower vehicle. We have to assume this comes down to the programming which is tuned more for fuel economy than performance. Gear changes, for the most part, are seamless.
    • One area that Cadillac hasn’t messed with is the ATS’ handling. The coupe is a willing accomplice down a twisty road with sharp reflexes, little body roll, and steering that provides the right balance of steering feel and weight. We had the optional V-Sport Suspension package which adds a performance suspension and a set of summer-only, run-flat tires which only improves the handling.
    • The downside to this handling goodness is a very stiff ride. Compared to the last ATS we drove (not the ATS-V), this coupe transmitted more bumps and imperfections, making for a very uncomfortable ride. Some of this can be laid at the V-Sport Suspension package.
    • The ATS coupe seen here is the Luxury model - one step above the base model. It carries a base price of $41,395. Our test car was loaded with $12,055 in options, bringing the as-tested price to $54,445. You might be wondering why not jump into the Premium Luxury or Premium Performance if you’re planning to spend that much cash. That is because those two trims only come with the 3.6L V6. If you want the 2.0L turbo, you have to go either the base ATS or Luxury.
    • If I was to buy this car, I would skip the V-Sport suspension package, performance exhaust kit, slotted rotor and brake pad upgrade, and the 18-inch wheels. That would drop the price to a somewhat reasonable $48,490.

    Disclaimer: Cadillac Provided the ATS Coupe, Insurance, and One Tank of Gas

    (Author's Note: And that is the final review for 2017. (Hooray!) I'll be revealing my favorite vehicles before the end of the year, so stay tuned. As for 2018, there will be a mix of some leftover 2017 models mixed in with the first batch of 2018 models. Expect to see reviews start back up around the Detroit Auto Show. In the meantime, have a safe and joyous holiday. -WM)

    Year: 2017
    Make: Cadillac
    Model: ATS Coupe
    Trim: 2.0T Luxury
    Engine: Turbocharged 2.0L DI VVT Four-Cylinder
    Driveline: Eight-Speed Automatic, Rear-Wheel Drive
    Horsepower @ RPM: 272 @ 5,500
    Torque @ RPM: 295 @ 3,000 - 4,600
    Fuel Economy: City/Highway/Combined - 
    Curb Weight: 3,571 lbs
    Location of Manufacture: Lansing, Michigan
    Base Price: $41,395
    As Tested Price: $54,445 (Includes $995.00 Destination Charge)

    Options:
    V-Sport Suspension Package - $2,265.00
    Performance Exhaust Kit - $1,650.00
    Safety & Security Package - $1,500.00
    Morello Red Semi-Aniline Leather - $1,295.00
    Slotted Rotor and Brake Pad Upgrade Package - $1,190.00
    Power Sunroof - $1,050.00
    18" Bright Machined-Finish Alloy Wheels - $850.00
    Black Chrome Accented Grille - $820.00
    V-Series Rear Spoiler - $665.00
    Phantom Gray Metallic - $595.00
    Black Chrome Rear Trim - $175.00



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    I wonder if Cadillac will address the issues listed here with the 2018 model, if not with the successor of the ATS.

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    8 hours ago, riviera74 said:

    I wonder if Cadillac will address the issues listed here with the 2018 model, if not with the successor of the ATS.

    I think at this point they are investing all their money into the coupe only and the new CT version since that is what they seem to imply will be the future.

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    On 12/22/2017 at 8:22 PM, dfelt said:

    Nice ride, just too small for me. Perfect for most others though. :) 

    i think the ATS series is too small for a lot of people.  

     

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    Every car in the ATS's class is 'too small for a lot of people'. Just like full-size trucks are "too large for a lot of people".

    ATS total legroom is within 1/2-in of the C-class, meanwhile having 3 more cubic feet interior room than the MB.
    How often have you read how the C-class is too small for a lot of people?? This is a segment of small cars for those that they AREN'T 'too small' for!

    Personally, I'm the type that an S-class is too small for me.

    Edited by balthazar
    • Upvote 2

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    12 hours ago, balthazar said:

    Every car in the ATS's class is 'too small for a lot of people'. Just like full-size trucks are "too large for a lot of people".

    ATS total legroom is within 1/2-in of the C-class, meanwhile having 3 more cubic feet interior room than the MB.
    How often have you read how the C-class is too small for a lot of people?? This is a segment of small cars for those that they AREN'T 'too small' for!

    Personally, I'm the type that an S-class is too small for me.

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

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    Some people may well feel the interior is smaller, but it's not. Thusly, it seems Cadillac is using the interior space/packaging better if it's providing more dimensions in the same size package.

    Look, I'd have to see these side-by-side for myself, but it certainly seems to be a ridiculous sticking point for many. If one feels the car, somehow, is 'tight'.... that's the reason OEMs build multiple size sedans, right?

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    1 hour ago, ccap41 said:

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

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    These are nice cars, but size wise for people and cargo, just consider it a 2+2 sports car and your expectations will be met.  Don't expect miracles from the small back seat or the tiny trunk.

     

    Edited by frogger

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    12 minutes ago, dfelt said:

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

    I wouldn't expect you to have agreed. Nothing fits you unless it's what you like. Everything else just so happens to be itty bitty and cramped.

    Yet you fit into an ATS... 

    The drivers' seats are basically a wash, dimensionally. The rear seats is the only place there is sigificant differences. Oh and the headroom in the BMW is 3 inches more than the ATS/C63.

    From left to right: Giulia, M3, ATS-V, C63

    Dimensions.PNG

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    13 minutes ago, ccap41 said:

    I wouldn't expect you to have agreed. Nothing fits you unless it's what you like. Everything else just so happens to be itty bitty and cramped.

    Yet you fit into an ATS... 

    The drivers' seats are basically a wash, dimensionally. The rear seats is the only place there is sigificant differences. Oh and the headroom in the BMW is 3 inches more than the ATS/C63.

    From left to right: Giulia, M3, ATS-V, C63

    Dimensions.PNG

    I understand the measurements, but there seems to be no industry standard on where they are taken at and the ATS seats I know for a fact go lower into the floor than the others so I can get the head room I need.

    I really wish there was a set standard for where one measures the interior room at.

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    It's a 3rd party test... 

    There is no way BMW would release numbers of max head room with the seat higher than its lowest point. Same with all of the other measurements. What benefit would there be to that? Lie about their interior dimensions? 

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    There ARE SAE standards for interior measurement... but I wonder if the methodology is where discrepancies show up.

    So when legroom is measured, how is the adjustability of the front seat accounted for? Are the numbers max measurements, whereas in reality everyone is less in normal useage?

    Edited by balthazar

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    14 minutes ago, ccap41 said:

    It's a 3rd party test... 

    There is no way BMW would release numbers of max head room with the seat higher than its lowest point. Same with all of the other measurements. What benefit would there be to that? Lie about their interior dimensions? 

     

    14 minutes ago, balthazar said:

    There ARE SAE standards for interior measurement... but I wonder if the methodology is where discrepancies show up.

    So when legroom is measured, how is the adjustability of the front seat accounted for? Are the numbers max measurements, whereas in reality everyone is less in normal useage?

    I understand the points your both making and wonder myself also, I assume everyone sets the seat at the lowest point to measure but then where on the seat are they measuring from and is it a consistent point for all auto's in that class. 

    One would hope that the SAE Standards would cover this, but from what I have read they do not seem too and in this is where the rub is. I would also think they would move the front seats all the way forward to maximize the rear seat leg room, but then how many people really drive that way versus having the seat all the way back and then measuring rear seat room. So much wiggle room on how one measures interior space.

    Very crazy I think. :dizzy:

    4 minutes ago, ccap41 said:

    I was just looking at that myself, SAE J1100. 

    http://standards.sae.org/j1100_200911/

    Weird the inconsistent nature in updates that they have posted on that link. A few years in a row shows updates yearly, then every 3 to 5 years and back to yearly. Really weird on how they update them. 

    The SAE standards must be written by lawyers due to all the gobbly gook that is written in them. sad :( 

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    1 hour ago, dfelt said:

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

     

    3 hours ago, ccap41 said:

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

    Dfelt is spot on. Its been my observation and defense of the ATS since it hit the road.  Cadillac gave enthusiasts the exact car they wanted.. problem was.. as I've said since I started posting on forums.. ENTHUSIASTS ARE THE WORST FUCKIN CUSTOMERS because they don't buy cars in the numbers needed to really sustain. Mercedes buyers are not enthusiasts. BMW drivers are quickly moving that direction as well. Point of fact.. look at the performance tests and comparos and tell me how the ATS, a car that is now 6 MYs old.. is second only to the Brand new Alfa Romeo in performance and handling? That's even with a new C-Class, Jag XE, upgrades to the 3series and IS.. and new A4.

    Furthermore the ATS was built for DRIVERS, not passengers. As always I say fuck the passenger.. they get what they get. BMW 3series owners apparently wanted a more family oriented car... the the current 3Series is more liken to Lexus than BMW. Go get in a 3series or new C-Class and U will see that the space for the driver is compromised for the sake of backseat occupants without seat adjustments, not be just the fore and aft.. but the ergonomic ups and downs as well. Measurements be damned.. the ATS is more comfy in the front.. than both the 3 and C. In the rear.. they have an edge. 

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    The ATS is behind the C and 3/4 Series in performance as well. 

    Even V Series. 

    It's great but it doesn't dominate anything. It's basically a wash between which car the buyer thinks looks the best because the numbers are all too close and mixed with no clear "this car does everything the best". 

    https://www.caranddriver.com/comparisons/2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-comparison-test-2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-final-scoring-performance-data-and-complete-specs-page-5

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    51 minutes ago, ccap41 said:

    The ATS is behind the C and 3/4 Series in performance as well. 

    Even V Series. 

    It's great but it doesn't dominate anything. It's basically a wash between which car the buyer thinks looks the best because the numbers are all too close and mixed with no clear "this car does everything the best". 

    https://www.caranddriver.com/comparisons/2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-comparison-test-2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-final-scoring-performance-data-and-complete-specs-page-5

    I agree with you that the numbers are close in a very cramped market segment.

    Yet Motor Trend seems to think differently:

    http://www.motortrend.com/cars/cadillac/ats-v/2017/

    QUOTE: 

     This was the best handling sedan of the high-performance group, “The results are clear: with tires no more aggressive than the other cars’, the ATS-V slaughters its competitors with 1.03 g of steady-state cornering grip and a staggering 23.7-second figure-eight performance. That’s not only 0.3 second quicker than the next-best Mercedes, but the list of supercars the Caddy beats is embarrassingly long.”

    Editors love the ATS-V’s platform and find the powerful brakes, and well-weighted steering extremely capable on the track and through any curvy canyon.

    This is what used to be said all the time about BMW M series or MB AMG series.

    Digital Trends seems to think inline with Motor Trend:

    https://www.digitaltrends.com/car-reviews/2017-cadillac-ats-v-coupe-review/

    QUOTE:

    The ATS-V feels more like an old-school performance car than the C63 and the M4. It’s not as refined or as luxurious, but it’s rawer, and offers a more visceral driving experience with a devil-may-care attitude. It’s more playful than an RS 5 thanks to its rear-wheel drive layout, though that comes at the obvious expense of traction. There are plenty of alternatives to the Caddy but they’re not necessarily better or worse; they each have their own distinct personality. What matters is the ATS-V holds its own against the competition.

     

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    56 minutes ago, ccap41 said:

    The ATS is behind the C and 3/4 Series in performance as well. 

    It's basically a wash ... because the numbers are all too close and mixed with no clear "this car does everything the best".

    So is it "behind" or "a wash"?

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    50 minutes ago, dfelt said:

    This was the best handling sedan of the high-performance group, “The results are clear: with tires no more aggressive than the other cars’, the ATS-V slaughters its competitors with 1.03 g of steady-state cornering grip and a staggering 23.7-second figure-eight performance. That’s not only 0.3 second quicker than the next-best Mercedes, but the list of supercars the Caddy beats is embarrassingly long.”

    That's two performance metrics. Like i said, across all of the tests. acceleration, braking, cornering, slalom, etc. 

     

    51 minutes ago, dfelt said:

    There are plenty of alternatives to the Caddy but they’re not necessarily better or worse;

    Hey look, your quote is about exactly what I said.

    It depends which one the buyer thinks looks the best. 

    51 minutes ago, balthazar said:

    So is it "behind" or "a wash"?

    Sorry, isn't** 

    It is a wash. 

    • Upvote 1

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    I have lots of experience with my brother's ATS coupe and it is quite small inside, no doubt smaller than the sedan that is usually tested.  That is one of the drawbacks of that fantastic coupe styling.  The front seats are fine, the rears are basically useless.  The trunk is also quite small.  His is the the Premium performance I believe and it is loaded, including all the safety suites.  It has the magnetic ride which is great, though still a little stiff, I wouldn't deem the ride rough or brittle.  His is a 15 so it has the older 6 speed auto.  Fortunately it is not as slow witted as the new 8 speed seems to be.  His is the V6 of course and I would actually prefer it here.  It also has AWD. 

     

    20161001_175521_zpsrcrrm8c6.jpg

    Edited by Stew

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      The result is a more airy, minimalistic design that does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions. It is also brimming with subtle yet obsessive details such as backlit speaker grilles, curved screens with hidden storage and, like the exterior, orchestrated lighting features.

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


      LYRIQ Show Car Leads Cadillac Into Electric Future
      The brand’s first all-electric vehicle introduces a new era in luxury, technology and zero-tailpipe-emissions performance Cadillac’s introduction of its electric portfolio begins today with the debut of the LYRIQ show car — a dynamic, modern and fully electric luxury crossover. 
      The propulsion system and supporting technologies position Cadillac to be a leader in electrification, connectivity and automated driving, all delivered with thrilling performance and a new threshold in technology integration.
      “Led by LYRIQ, Cadillac will redefine American luxury over the next decade with a new portfolio of transformative EVs,” said Steve Carlisle, executive vice president and president, GM North America. “We will deliver experiences that engage the senses, anticipate desires and enable our customers to go on extraordinary journeys.”
      The LYRIQ is based on GM’s next-generation, modular electric vehicle platform and driven by the Ultium propulsion system, allowing Cadillac to deliver customers a variety of range and performance options. With range being one of the biggest factors when it comes to selecting an EV, we’re designing LYRIQ to offer beyond 300 miles of range on a full charge, based on internal testing1. Performance and technology highlights include:
      Charging options that fit a variety of preferences for home, the workplace and on the road — including DC fast charging rates over 150 kilowatts and Level 2 charging rates up to 19 kW2. Rear-wheel drive and performance all-wheel drive configurations. The latest version of Super Cruise3, the industry’s first truly hands-free driver assistance feature, available on more than 200,000 miles of compatible highways and recently enhanced to include automated lane change. New technologies such as dual-plane augmented reality-enhanced head-up display and remote self-parking. The brand’s most seamless and adaptive technology interaction with the driver and passengers, including the latest Cadillac user experience, which is showcased in a 33-inch-diagonal advanced LED screen the spans the entire viewing area of the driver. “LYRIQ was conceived to make every journey exhilarating and leverages more than a century of innovation to drive the brand into a new era, while rewarding passengers with a more personal, connected and immersive experience,” said Jamie Brewer, Cadillac LYRIQ chief engineer. “To do this we developed an architecture specifically for EVs.  It is not only an exceptional EV, but first and foremost a Cadillac.”
      LIBERATING PERFORMANCE
      Some luxury EVs today feature adapted traditional internal combustion engine architecture, that is not the case with LYRIQ. Cadillac’s all-new, modular EV platform on which the LYRIQ is based is the foundation for its liberating performance. With a dedicated EV architecture, its design eliminates significant physical constraints associated with adapting electric propulsion within a conventional vehicle architecture, for an optimized design that supports greater driving range, an engaging driving experience and a new interpretation of passenger space.
      Within the LYRIQ, the Ultium battery system is a structural element of the architecture, integrated in ways that contribute to ride and handling, as well as safety. In fact, the lower center of gravity and near 50/50 weight distribution enabled by the placement of the battery pack results in a vehicle that’s sporty, responsive and allows for spirited driving.
      Additionally, the LYRIQ is driven primarily by the rear wheels, with a performance all-wheel drive option available. The placement of the drive motor at the rear of the vehicle contributes an even greater feeling of balance and agility — attributes that affirm Cadillac’s longstanding commitment to satisfying performance. It also enables the system to channel more torque to the pavement without wheelspin for exhilarating acceleration and greater cornering capability. Vehicles equipped with performance all-wheel drive go a step further, with a second drive unit placed at the front of the vehicle, which allows for a significant amount of tuning flexibility, enhancing vehicle dynamics and performance for drivers.
      ALL-NEW ULTIUM BATTERY SYSTEM
      The Cadillac LYRIQ is powered by GM’s new Ultium battery system, which offers approximately 100 kilowatt-hours of energy to deliver stirring performance.
      Ultium’s state-of-the-art NCMA (nickel-cobalt-manganese-aluminum) chemistry uses aluminum in the cathode to help reduce the need for rare-earth materials such as cobalt. In fact, GM engineers reduced the cobalt content by more than 70 percent, compared to current GM batteries.
      The advanced battery chemistry is packed in large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs. Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90 percent of the battery pack wiring, compared to GM’s current electric vehicles. 
      When it comes to charging, LYRIQ offers quick and convenient charging options whether at home or on the go. With DC fast charging, the LYRIQ can charge at rates over 150 kW. 
      ARTFULLY INTEGRATED TECHNOLOGY
      Envisioned to make interaction with its technologies more intuitive and rewarding, the LYRIQ’s partnership with the driver and passengers is simultaneously energizing and artful.
      Upon approach, the LYRIQ recognizes the driver and initiates a “greeting” with a choreographed lighting sequence, while also preparing the cabin for the journey, including seat, mirror and climate system adjustments. Once inside, the LYRIQ offers Cadillac’s highest level of driver information, infotainment and connectivity integration, for a more seamless and rewarding experience.
      A 33-inch-diagonal advanced LED display artfully integrates a single, large screen that spans the viewing area for the driver and incorporates driver information details, infotainment controls and camera views. This new display has the highest pixel density available in the automotive industry today and can display over one billion colors, 64 times more than any other vehicle in the automotive industry, providing a stunning in-vehicle experience unlike anything seen before from Cadillac.
      Additional technology and interactive highlights include:
      Battery and charging monitoring conveyed by easy, at-a-glance graphics. The system identifies the vehicle’s energy needs at home and on the go, according to owner preferences, while also monitoring and forecasting energy consumption and providing charging suggestions. New dual-plane augmented reality-enhanced head-up display employs two planes: a near plane indicating speed, direction and more, and a far plane displaying transparent navigation signals and other important alerts. The latest version of Super Cruise, the hands-free driver assistance feature, including automated lane change.3 Supervised remote parking that uses ultrasonic sensors to help the LYRIQ park itself in parallel or perpendicular parking spaces — whether the driver is inside or outside of the vehicle.4 SENSE OF SOUND
      LYRIQ’s technology also addresses sound in two important ways: Blocking unwanted sounds and making the most of the sounds passengers want to hear.
      For the first time, Cadillac will introduce a new road noise cancellation technology, which takes active noise cancellation to the next level by introducing more microphones and accelerometers, which improve noise cancellation abilities. With this new system, Cadillac’s performance and audio engineers can target the frequency range of tire cavity noise, reducing the noise level in the vehicle and allowing for a quieter in-cabin experience.
      The Cadillac LYRIQ builds on the brand’s exclusive partnership with AKG. “With LYRIQ we wanted to deliver a sound experience that would transport the driver from a vehicle into a recording studio,” said Hussein Khalil, Cadillac lead audio design release engineer. “With the AKG sound system, we are able to deliver this experience along with the quality and reliability luxury customers expect.”
      At launch, LYRIQ will offer a 19-speaker AKG Studio audio system that delivers exceptionally crisp and precise sound reproduction, enabling drivers and passengers to enjoy their favorite music.
      NEW FACE OF CADILLAC
      Cadillac’s first electric SUV makes a bold design statement that introduces a new face, proportion and presence for the brand’s new generation of EVs. It’s a forward-looking vision unconstrained by the needs of a traditional internal combustion engine and driveline.
      “The LYRIQ represents the next iteration of the iconic brand’s styling, enabled by electrification, as only Cadillac can express,” said Andrew Smith, executive director, Global Cadillac Design. “Inside and out, LYRIQ is a thoughtful integration of design and technology and is intended to make every drive an occasion.”
      Defined by taut lines and clean surfaces, LYRIQ is assertive and modern, characterized with a low, fast roofline and wide stance that emphasize agility and convey confidence. Additional details such as a flow-through roof spoiler express the careful attention paid to aerodynamics to optimize efficiency on the highway.
      A distinctive “black crystal” grille in the front is one of the LYRIQ’s most unique and expressive design elements. It is also a dynamic feature, as it is part of a dramatic lighting choreography that — along with bold vertical, slim LED signature lighting — greets the owner upon approach. At the rear, a split taillamp design incorporates slim LEDs that are also integrated into the lighting choreography.
      Inside, the LYRIQ’s new electric vehicle architecture opens up possibilities in vehicle spaciousness and design; and Cadillac designers used this as an opportunity to rethink how to use the space and where to locate various interior elements.
      The result is a more airy, minimalistic design that does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions. It is also brimming with subtle yet obsessive details such as backlit speaker grilles, curved screens with hidden storage and, like the exterior, orchestrated lighting features.
    • By David
      Cadillac division sent out this email saying that the Cadillac Lyriq reveal will be August 6th 2020 @ 7PM. 
      Now the interesting part is what time zone? EST, MST, PST,.......... 🤔

    • By William Maley
      The Toyota Tundra holds the title of being the oldest full-size truck, coming in at thirteen years without any sort of redesign. On one hand, this makes the Tundra a very reliable and dependable truck. On the other hand, the Tundra isn’t able to fully compete with the likes GM, Ram, or Ford with their more modern designs and hardware. But there is one exception to this where the Tundra can be a good alternative to the Detroit Three, and it comes in the form of the TRD Pro.
      Color can do a lot to a vehicle such as making an older model look modern or highlighting some of the polarizing elements of a design. This Army Green paint, which is new on all TRD Pros for 2020 makes the Tundra look younger and a bit more aggressive.  Inside, you can tell that the Tundra is getting up there in age. The design hasn’t changed much and material quality cannot even compare to the likes of GM and Ram’s trucks. But I like the large buttons and knobs for various controls. Not only does it make it easier to find, but it means you can have a set of gloves on and easily control various aspects. One key improvement for 2020 is Apple CarPlay and Android Auto being added to the Tundra’s Entune system, which gives drivers another choice in their infotainment choices. The Crewmax model seen here is huge. Step into the back seat and you might think you entered a limo with an endless amount of head and legroom on offer. I do wish the seats had a little bit more padding. Only one engine is available on the 2020 Tundra; a 5.7L V8 with 381 horsepower and 401 pound-feet of torque. This is teamed with a six-speed automatic and four-wheel drive. This engine provides plenty of thrust and provides an engine burble that you might expect from one of the Detroit three’s V8 trucks. The automatic is very smooth when changing gear and seems to where it needs to be in any situation. The downside to this V8 is fuel economy. The EPA says TRD Pro CrewMax will return 13 City/17 Highway/14 Combined. I saw an average of 14.2 mpg during my week of a 60/40 mix of highway and city driving. Maybe a couple more gears for the automatic could improve this. Toyota has kitted the Tundra TRD Pro with some serious off-road chops; Fox internal bypass dampers for all four corners, TRD springs that increase wheel travel, and a set of Michelin LTX off-road tires. Unfortunately, I didn’t get a chance to try it off-road. But other reviewers who have taken it off the beaten path report the TRD Pro is very capable.  What I can report is the changes to the suspension makes for a surprisingly comfortable ride. This suspension does mean you will experience a fair amount of body roll when cornering, but that is to be expected with a truck like this. My Tundra TRD Pro CrewMax starts at $52,780. With some accessories and destination, the price climbs $55,020. The Tundra is getting long in the tooth as evidenced by the interior and poor fuel economy from the V8 engine. But the TRD Pro helps freshen the Tundra a bit and makes a compelling option for those who plan on spending more time off the beaten path. Disclaimer: Toyota Provided the Tundra, Insurance, and One Tank of Gas
      Year: 2020
      Make: Toyota
      Model: Tundra
      Trim: TRD Pro CrewMax
      Engine: 5.7L DOHC 32-Valve i-FORCE V8
      Driveline: Six-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 381 @ 5,600
      Torque @ RPM: 401 @ 3,600
      Fuel Economy: City/Highway/Combined - 13/17/14
      Curb Weight: N/A
      Location of Manufacture: San Antonio, TX 
      Base Price: $52,780
      As Tested Price: $55,020 (Includes $1,495.00 Destination Charge)
      Options:
      Chrome Tube Steps - $535.00
      Stainless Steel Door Edge Guard - $140.00
      Door Sill Protector - $70.00

      View full article
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