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June 2014: General Motors Co.


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General Motors Posts Best June Sales Since 2007

  • Retail sales up 9 percent selling day adjusted

2014-07-01

 

DETROIT – General Motors Co. (NYSE: GM) dealers delivered 267,461 vehicles in the United States in June. Total sales were up 1 percent compared to a year ago. Retail sales were up 1 percent and fleet sales were up 2 percent.

 

There were two fewer selling days in June compared with a year ago. On a selling- day adjusted basis, GM’s total sales were up 9 percent. Retail deliveries were up 9 percent and fleet sales were up 10 percent.

 

The seasonally adjusted annual selling rate (SAAR) for light vehicles in June was an estimated 16.6 million units, topping 16 million units for the fourth consecutive month. The estimated SAAR for the first half of the year was 16.1 million, which is within GM’s full-year forecast of 16.0 million to 16.5 million units.

 

“June was the third very strong month in a row for GM, with every brand up on a selling-day adjusted basis,” said Kurt McNeil, U.S. vice president of Sales Operations. “In fact, the first half of the year was our best retail sales performance since 2008, driven by an outstanding second quarter.”

 

GM’s commercial fleet business also continues to grow, posting its eighth consecutive monthly increase for the best June since 2007.

 

“It’s clear that our commercial and small business customers are expecting a strong second half of the year and they are building their fleets to meet demand,” McNeil said.

 

Commercial fleet sales were up 48 percent, driven by strong pickup, van and small car sales. Government deliveries were up 14 percent thanks to strong car sales. Small business deliveries, which are included in retail sales, were up 6 percent, driven by van, SUV and pickup sales. Rental deliveries were down 11 percent. At the beginning of June, GM indicated that fleet sales for the month would likely be down due to the timing of rental customer deliveries.

 

June Sales Highlights (vs. 2013 except as noted)

  • Buick had its best June since 2006. Deliveries were up 18 percent, driven by an 82 percent increase in Encore deliveries, a 33 percent increase for LaCrosse, a 26 percent increase for Regal and a 5 percent increase for Enclave.
  • GMC also had its best June since 2006. Deliveries were up 11 percent driven by strong demand for the redesigned Yukon, up 120 percent, as well as the Yukon XL, up 70 percent; the Terrain, up 8 percent; and the Savana, up 129 percent. 
  • Deliveries of the Chevrolet Spark and Sonic were up 19 percent and 36 percent, respectively.
  • Deliveries of the Chevrolet Tahoe were up 93 percent and Suburban sales were up 73 percent. Traverse was up 3 percent and Silverado was up 1 percent.
  • Cadillac sales were up, with Escalade up 57 percent and SRX up 19 percent. It was Cadillac’s best June since 2008, and 57 percent of customers did not trade in a Cadillac.
  • GM’s average transaction prices (ATPs) were in line with April and May, with higher pickup, SUV and Cadillac ATPs offsetting declines among cars and crossovers, according to mid-month J.D. Power PIN estimates.
  • For the second quarter, ATPs were up about $800 per unit versus the first quarter. Calendar year to date, ATPs are up about $2,700 compared with a year ago.
  • Incentive spending as a percentage of ATP was 10.9 percent, up 0.2 points from a year ago, according to J.D. Power PIN estimates. The industry average for June was 9.7 percent, also up 0.2 points from a year ago.

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Cadillac, has been concerning in 2014. Chevrolet sedans sales are extremely volatile. Otherwise solid sales. This is where a strong fifth brand would have propelled GM to low 300k sales.

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GM is still a truck company, they survive on trucks and SUVs.  They still don't put their primary focus on engineering or advertising cars because to them the profits are on trucks, so they'll keep milking it as long as they can.

 

I imagine a lot of people by a Cruze or Malibu based on if they can get a good deal, so if incentives are big that month they buy, if the incentives are better on a Hyundai or Ford or whatever they will just go there.

 

Cadillac's sedan struggles don't surprise me, the XTS got its fleet sales the first year, now it is cooling off back to where DTS sales levels were.  The ATS and CTS look a bit boring, plus Cadillac doesn't have the hybrids or diesels that Lexus and the Germans have.  Cadillac also lacks coupes, convertibles, etc. 

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Smk you're about right. But any basic brand like Chevy will depend on the promotions. Caddy's deal is it can't support German pricing. Gm fans don't throw money at cars like German fans do. They may never.

ATS is a problem. The small size hurts but that could also be opportunity. They need to pare down on the higher price ATS and build more of the entry to low price ATS. They need to refocus the car with more of a sporting and youthful focus. They need to get a new sportier dash in it and offer a stick with the AWD. They need performance versions yesterday.

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Caddy is still undercutting the Germans in price, the CTS is about $6,000 cheaper than the E-class base price, the ATS is $3,000 cheaper than the Audi A4.  I don't think the ATS is too small when the 3-series sales are on fire and the C-class which came out 7 years ago is still selling strong.  Demand is up on the A3 and A4 and Lexus IS also.  Basically every small luxury car is on fire except the ATS.   Cadillacs need to get better, not bigger or cheaper.  They do need better marketing, their ads are hopeless, don't promote the brand, don't promote the models, don't really sell the features of the car, it is pretty much a lost cause all around.  I think their last good commercial had Led Zeppelin in it.

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I'm not too worried about the CTS.  I don't think anybody expected it to move up in size and price and still hang onto it's previous volume.  ATS is definitely a concern, though.  I've never driven one but I'm guessing the powertrains are the letdown?  I've read the turbo four is not "refined" enough.  I have sat in them and I thought the interior was fine and the back seat leg room was small but to be expected.  Most people buying a car in the class are rarely ever going to have someone in the back seat anyway.  I wonder if CUE is also turning people off?

 

To me, the Cruze and Malibu fall offs are more concerning.  Did some big incentives end or is this a direct effect of the recalls (especially the Cruze)?  To me, the Cruze is a little long in the tooth and the Malibu became less desirable when they downsized it so these are two mainstream products GM has where people will readily look elsewhere.

 

BTW - Encore sales....wow, just wow!  It is outselling Verano and Regal and barely being outsold by LaCrosse.  Who would have guessed that when it launched?

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GM is still a truck company, they survive on trucks and SUVs. They still don't put their primary focus on engineering or advertising cars because to them the profits are on trucks, so they'll keep milking it as long as they can.

When trucks are 50% or more of all vehicle sales, it is certainly not a scenario where a Co is "milking" anything, nor is it a market fluke. You're never going to see truck sales drop back down to 10-15% marketshare, and when exclusive niche carmakers like bentley & porsche are going to/ building trucks, you can take that to the bank. Maintaining leadership in trucks is a very progressive business move.

There have been numerous Co's that have survived & thrived building trucks for the better part of a century, you're just going to have to come to grips with that fact.

BTW, mercedes has dozens of trucks they 'milk profits on' too, to the point they'll (completely unneccesarily) park a row of sprinters RIGHT NEXT to s-classes on what's supposed to be some sort of 'luxury buying experience' at the dealer. Must be a chunk of the reason dealers have to put $15K on the hood of the s-class to move them; when its door handle to door handle with a refrigerator white tin can, its tough to get sticker price.

Edited by balthazar
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I am not saying GM focusing on trucks is a bad thing, that is what they do because it is what they are good at and what they are able to sell.  I think crossover buyers are less demanding, and Toyota's and Honda's crossovers are pretty ugly so it is easy for Chevy and Buick and Ford also to capitalize on that market.  Same with pick up trucks, the Detroit 3 have that market cornered and they reap the profits because pickup buyers will shell out money for trucks.

 

I am just saying that I am not surprised that Cruze and Malibu have lackluster sales because they are lackluster products that GM doesn't really spend time developing or marketing.  It isn't any different than in the 90s or 2000s when the Cavalier, Cobalt, Lumina, Monte Carlo, etc didn't get much effort put into them.  It is just the way they do things, that is why they keep GMC and give Buick 3 SUVs so Buick-GMC dealers have 6 SUVs and 3 sedans.  They want to sell trucks, and there is nothing wrong with that.

 

I'd like to see proof that S-classes are selling at $15,000 off sticker, when demand is so high the factory is producing cars at 100% capacity.  The Mercedes dealer nearest me has 13 S-class on the lot, the cheapest one is $108,655 and there are no lease specials and only a 2.99% finance special, which is no better than what local banks offer.  My guess is the discounts over at Lexus, Audi and BMW on their big sedans are much more since the S-class is whipping them all.  I think the S-class will be even less likely to get discounted once the coupe arrives, those will probably sell over sticker at first.

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I'm not too worried about the CTS.  I don't think anybody expected it to move up in size and price and still hang onto it's previous volume.  ATS is definitely a concern, though.  I've never driven one but I'm guessing the powertrains are the letdown?  I've read the turbo four is not "refined" enough.  I have sat in them and I thought the interior was fine and the back seat leg room was small but to be expected.  Most people buying a car in the class are rarely ever going to have someone in the back seat anyway.  I wonder if CUE is also turning people off?

I think people don't like CUE, I think the new ATS and CTS look a bit boring, especially from the back, and my guess is you are right about powertrains.

 

Problem is Mercedes spends about $2 billion in development per model line.  Cadillac doesn't have that sort of budget to work with.   Audi spent $3.9 billion in R&D in 2012, BMW spent $5.4 billion, while Mercedes spent a whopping $7.6 billion.   General Motors spent $7.4 billion in 2012 and that has to be divided up among Buick, Chevy, GMC, Cadillac, Opel, etc. 

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I am not saying GM focusing on trucks is a bad thing, that is what they do because it is what they are good at and what they are able to sell.  I think crossover buyers are less demanding, and Toyota's and Honda's crossovers are pretty ugly so it is easy for Chevy and Buick and Ford also to capitalize on that market.  Same with pick up trucks, the Detroit 3 have that market cornered and they reap the profits because pickup buyers will shell out money for trucks.

 

I am just saying that I am not surprised that Cruze and Malibu have lackluster sales because they are lackluster products that GM doesn't really spend time developing or marketing.  It isn't any different than in the 90s or 2000s when the Cavalier, Cobalt, Lumina, Monte Carlo, etc didn't get much effort put into them.  It is just the way they do things, that is why they keep GMC and give Buick 3 SUVs so Buick-GMC dealers have 6 SUVs and 3 sedans.  They want to sell trucks, and there is nothing wrong with that.

10-4.

 

I'd like to see proof that S-classes are selling at $15,000 off sticker, when demand is so high the factory is producing cars at 100% capacity.

The s-class sells at an ATP BELOW the MSRP for a no-option car, and you KNOW they are never sold with no options.

The option list last I looked totals around $30K, so even taking the 50% dollar figure of the option list, the discount/incentive/dealer price cut is monstrous.

 

I'D like to see proof MB is selling it @ 100% of capacity. Not passing the smell test, just like the "$1500 headlight" didn't.

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I am not saying GM focusing on trucks is a bad thing, that is what they do because it is what they are good at and what they are able to sell.  I think crossover buyers are less demanding, and Toyota's and Honda's crossovers are pretty ugly so it is easy for Chevy and Buick and Ford also to capitalize on that market.  Same with pick up trucks, the Detroit 3 have that market cornered and they reap the profits because pickup buyers will shell out money for trucks.

 

I am just saying that I am not surprised that Cruze and Malibu have lackluster sales because they are lackluster products that GM doesn't really spend time developing or marketing.  It isn't any different than in the 90s or 2000s when the Cavalier, Cobalt, Lumina, Monte Carlo, etc didn't get much effort put into them.  It is just the way they do things, that is why they keep GMC and give Buick 3 SUVs so Buick-GMC dealers have 6 SUVs and 3 sedans.  They want to sell trucks, and there is nothing wrong with that.

10-4.

 

 

 

I'd like to see proof that S-classes are selling at $15,000 off sticker, when demand is so high the factory is producing cars at 100% capacity.

The s-class sells at an ATP BELOW the MSRP for a no-option car, and you KNOW they are never sold with no options.

The option list last I looked totals around $30K, so even taking the 50% dollar figure of the option list, the discount/incentive/dealer price cut is monstrous.

 

I'D like to see proof MB is selling it @ 100% of capacity. Not passing the smell test, just like the "$1500 headlight" didn't.

 

The best information I could find on selling prices and impressions seem to come from this report. US News did a report on the S Class showing average selling price ranges from $89,971 to $134,705 depending on equipment. 

 

This runs on average about $5000 below the stated selling price.

 

http://usnews.rankingsandreviews.com/cars-trucks/Mercedes-Benz_S-Class/

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Even at a $10,000 discount, the S-class is still going to have transaction prices around $100-105K.  None of the competitors can claim that sort of price.  I can't find the article, but Mercedes did add Saturday shifts and overtime to the factory that produces the S-class last winter, which put them at max capacity which is like 460 cars per day.  I did read that just recently they started S-class production in India because they can build about 20,000 cars per year there to sell in Asia.  Up until then I think all S-class were built in Germany, thus why the factory is maxed out when trying to meed demand in Europe, North America, Middle East, China, etc.

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Get back on GM sales.

 

Problem with ATS and CUE is perception. CUE is honestly not a bad product. It is intuitive and easy to remember. However, some complaints such as slow processing are valid. I think going CUE-lite like MYLINK would help to change the perception.

 

With ATS, it is now perception of space and size. There was a time with E46 and E90 when magazines would choose BMW solely due to driving dynamics despite of almost always being smallest of the competitors. These writers have moved on to be lazy and cozy.

 

Like Reg and SMK mentioned the ATS has faults, but so do its competitors. Lexus - with no manual, anemic V6. Audi - FWD queen. MB (old) - no sport, jaded interior. Infiniti - tired design, bland driving characteristics, no manual, confusing names. BMW - no more the handling queen but an entry level luxury barge, mediocre quality of materials. I just find hard to believe that sum of ATS faults are more than those of its competitors. But the faults that exist are made more glaring.

 

So where is GM faltering? Hard to beat the dead horse, but should, Marketing.

 

Also, some changes I would do with ATS,and Cadillac cars in general, in addition to REG's - entirely turbocharged lineup - the 2.5 and 3.6 are tired in the group of its competitors. Add ATS V-Sport with a ~350 hp engine. Retune the 2.0T, comments are indeed valid about its coarseness and lack of smooth delivery. Where is ATS V? I have a feeling that GM is caught by the chicken or the egg conundrum and thinking twice on this one given the abysmal sales of the sedan. Make sunroof standard and "delete" a $0 option.

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Marketing has to be a huge part of it. Z is utterly right about how bland the luxury market is. Take Audi and Cadillac out of the mix and I honestly can't find a car I would spend nearly that kind of coin on. Really, could anyone here honestly see spending real money on an infinity?

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Marketing is a problem, but even good marketing isn't going to save Cadillac.  Their lineup is limited to 3 sedans, a FWD crossover and a rebadged Tahoe, not exactly a full line and they don't have a hybrid or a diesel.  The other guys all have hybrids, diesels, convertibles, sports cars, etc. 

 

I don't think the competitors are so flawed except Lincoln and Acura which are basically non factors.  Infiniti I think is a bit lost with the names and they made the Q50 a bit too big and expensive, it is too big and costly to compete with a 3-series but too small to compete with a 5-series.  Infiniti is sort of stuck where Cadillac is, they don't have a full line or the money to go head to head with the Germans.

 

I think a downside to Cadillac interiors is the shiny piano black plastic and the chrome knobs and buttons, it just seems to tacky and blingy inside their cars.  And little things like the carpet seem like what Chevy has in it, the interiors of the ATS and CTS feel cramped.  It is a lot of little stuff but it adds up, combine that with the powertrains that are a bit dated and buyers start to look elsewhere.

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Get back on GM sales.

 

Problem with ATS and CUE is perception. CUE is honestly not a bad product. It is intuitive and easy to remember. However, some complaints such as slow processing are valid. I think going CUE-lite like MYLINK would help to change the perception.

 

 

I do hear CUE is a bit laggy.  That has not been my experience with the MYLINK in my Cruze.  It is not as quick or intuitive as the Uconnect in my Charger but I don't think much is.  The main complaint that I hear about the CUE system is regarding the capacitive buttons not being at all responsive.  I had this experience myself the one time I tried it.  I'm not sure if my iron level was low that day or what but it would take me multiple attempts stabbing at the capacitive buttons to get it to finally acknowledge my command.  Since it has haptic feedback, I know it was just slow responding.  It just flat out did not recognize my touch.

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I don't think the competitors are so flawed except Lincoln and Acura which are basically non factors.

 

I think a downside to Cadillac interiors is the shiny piano black plastic and the chrome knobs and buttons, it just seems to tacky and blingy inside their cars.  And little things like the carpet seem like what Chevy has in it, the interiors of the ATS and CTS feel cramped.  It is a lot of little stuff but it adds up, combine that with the powertrains that are a bit dated and buyers start to look elsewhere.

 

Are you saying that the flaws of ATS' competitors mentioned above are incorrect or do not exist? Please counter objectively, rather than making blanket statements.

 

BMWs interior material quality choice is more generic, has still the same design theme from the 90s. The lower cars' interiors feel like that of Corolla's. Other than Lexus, no other competitors of ATS have interior better than its. It is the business of ATS interior that gives it points down, and I will not disagree. Get over your 90s perception of GM vehicles.

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All those niche segments DON'T SELL. Luxury 'sports cars', converts, the hybrids, even the diesel (cars) are trickle numbers. They're not "saving" any brand, they're just icing. 

 

I LIKE icing, but let's look objectively to what (little) they add to the bottom line.

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Diesel and Hybrid are needed, if they make more than 20 - 25% of the volume. But before we start building those power-trains, the car needs to be done right. If the foundation sucks, then there is no point to build a Burj Khalifa on it. GM needs to address glaring ATS problems immediately.

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GM Also needs to realize that the Baby Boomers are NOT buying Blinging Chrome Auto's that they used to. Most are into their last or 2nd to last auto. Those of us with cash to spend on new auto's are in the 30-50 age range and most of us like luxury that is subdued. I love all my GM auto's including my 2006 Escalade ESV Platinum. If it had more chrome than the door handles, grill, tips on roof rack and running boards along with the very nice 20" chrome wheels, I would have passed.

 

The thing I hate about the last generation was that ugly big brick of Chrome on the back tail gate.

 

Yes I understand some love a chromed out blinged out auto, but I believe their are more of us that love monochromatic auto's.

 

GM should explore doing a Escalade in the Plum Color with BLACK Chrome for wheels, grill and door handles. That is the perfect accent and no more.

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Almost posted this in the car spotting thread and did not. Son got a flat on his car, so I dropped by his job with an air tank and followed him to the tire store. Manager had a current gen Regal, dechromed, tasteful aftermarket rims, lowered aninch or two. The definition of subtle. And wickedly cool.

Dfelt, you summed up well what I like in modern automobiles. To me, a MkVII GTI, CTS-v wagon, Boxster, et am is as cool as any car for on the 50s or 60s. I like the modern understated look.

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      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

      View full article
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.
    • By David
      Here you will find the latest teaser videos from Cadillac.
      Cadillac CELESTIQ
      Cadillac-CELESTIQ-Teaser.mp4
      Cadillac BLACKWING teaser
      BLACKWING-teaser.mp4
      Will add more teasers as Cadillac releases them.
       
      Here is the link for the Cadillac BLACKWING Reveal on February 1st 2021 @ 7pm EST.
      Cadillac Pressroom - United States - V-Series Blackwing
    • By David
      Lots of interesting stuff happening as GM by divisions starts to release more info on their EV programs.
      First is a interesting video on their Ultium batteries. This clearly shows how versatile they can build the battery packs.
      https://plants.gm.com/media/us/en/gm/bcportal.html/currentVideoId/6157651202001/currentChannelId/Most Recent.gsaOff.html
      Multiple-cell-configurations-within-Ultium-modules.mp4

      They have released a video of a side profile of the new Chevrolet Bolt morphing into the Bolt EUV. I was able to download the video and as such, way more visual detail than on the posted web sites below are showing.
      https://media.chevrolet.com/media/us/en/chevrolet/home.html
      chevrolet-bolt-euv-teaser-1598391287.mp4
      https://www.caranddriver.com/news/a33799068/chevy-2022-bolt-bolt-euv-tease/
      https://www.autoblog.com/2020/08/26/2022-chevy-bolt-euv-teaser-video/
      https://www.carscoops.com/2020/08/chevrolet-teases-2022-bolt-euv-and-ev-confirms-super-cruise-for-electric-suv/
      https://insideevs.com/news/440899/chevrolet-bolt-euv-production-summer-2021/
       
      Have to say the upcoming update to the Chevrolet Bolt and the EUV is nice looking and should sell even better than the old Bolt. Truly a much more CUV look.
    • By William Maley
      It is no secret that General Motors has big ambitions in the electric car space, we talked about back in March. But our chance to see to see the first fruits of this, the Cadillac Lyriq had been delayed due to COVID-19 pandemic. But tonight, Cadillac finally revealed the Lyriq in show car form.
      "Show Car" is important in this context as Cadillac is finalizing various parts of the Lyriq's design - various reports say the design is 80 to 85 percent production ready. This may explain why Cadillac isn't launching the model until late-2022. The design is quite out there with a large pattern grille, vertical LED headlamps, fastback roofline, and rear lights that wrap around the pillars. Moving inside, the center piece is a curved, 33-inch display that features driver information and infotainment. There is also a dual-pane head-up display that can display different information - the nearest one can show speed and direction, while the further one can issue alerts and navigation.
      Cadillac hasn't released any power figures on the Lyriq, only saying that it will offer two drivetrain versions; rear-wheel drive with a single electric motor and all-wheel drive with two electric motors. A new modular platform for electric vehicles promises a low-center of gravity and a near 50/50 weight distribution for the all-wheel drive version. Range is targeted at over 300 miles. Cadillac says the production model will offer DC fast charging.
      Source: Cadillac
      Press Release is on Page 2


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

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