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Cadillac News: Cadillac Confirms Flagship, To Be Built In Detroit In 2015


William Maley

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At last, another long-standing rumor we can start to put to bed. This morning, Cadillac announced that they will build a "top-end, high-technology" model that will go into production in the forth-quarter of 2015. The model according to Cadillac will be position "above today’s CTS and XTS product lines, the new top-of-the-line Cadillac adds to rather than replaces any model in the portfolio. The model name will be announced soon. It will make its public debut in the first half of next year."

“The objective for this upcoming model is to lift the Cadillac range by entering the elite class of top-level luxury cars. Currently in development, this new rear wheel drive-oriented sedan uses completely new, custom-designed materials on a unique vehicle architecture. In addition to new technology in the car itself, we are instituting innovative manufacturing techniques to assemble it with the precision deserving of a luxury make,” said Cadillac president Johan de Nysschen in a statement.

Production will take place at GM's Detroit-Hamtramck Assembly Plant.

Source: Cadillac

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

Press Release is on Page 2


New Top End Cadillac to be Built in Detroit in 2015

DETROIT – Cadillac announced today it will elevate its growing portfolio with a new, top-end, high-technology car. The as-yet unnamed Cadillac will go into production in the fourth quarter of 2015 at the Detroit-Hamtramck assembly plant.

The addition of this new Cadillac is part of a previously announced $384 million investment in the facility on Detroit’s east side. Tools and equipment unique to the Cadillac model were installed recently.

“The objective for this upcoming model is to lift the Cadillac range by entering the elite class of top-level luxury cars,” said Cadillac President Johan de Nysschen. “Currently in development, this new rear wheel drive-oriented sedan uses completely new, custom-designed materials on a unique vehicle architecture.

“In addition to new technology in the car itself, we are instituting innovative manufacturing techniques to assemble it with the precision deserving of a luxury make.”

Positioned above today’s CTS and XTS product lines, the new top-of-the-line Cadillac adds to rather than replaces any model in the portfolio. The model name will be announced soon. It will make its public debut in the first half of next year.

Said Michigan Gov. Rick Snyder: "Michigan takes great pride in being recognized as the automotive capital of the world, GM's choice to build its Cadillac flagship sedan at Detroit Hamtramck is a testament to the spirit, resolve and talented workers residing in our communities and state, and demonstrates the high quality of what 'Made in Michigan' means. And it's another sign of the amazing comeback underway that's building a strong foundation and bright future for all Michiganders."

Four of seven Cadillac models – the ELR at Detroit-Hamtramck and the CTS sedan and ATS sedan and Coupe are built at Lansing Grand River – are assembled in Michigan.

“This is another testament to the power of collective bargaining and what can be achieved when we all work together,” said UAW Vice President Cindy Estrada, who leads the union’s GM Department. “Our members work hard and take great pride in creating quality products that drive the industry forward and make these achievements possible.”

Detroit-Hamtramck Assembly opened in 1985 and spans two cities - Detroit and Hamtramck. It is the home of GM electric vehicles, including the Cadillac ELR and is the company’s most complex plant in North America building five models on one production line. GM has invested more than $1 billion in the plant over the last five years.

"This is wonderful news for Michigan. For 110 years, Cadillac has been building beautiful, cutting-edge vehicles right here in Michigan, and today’s announcement just reinforces how exciting the future is for Cadillac, GM, and our state,” said U.S. Sen. Debbie Stabenow. “I am thankful for (GM CEO) Mary Barra’s commitment to Michigan and American manufacturing.”


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Based on this release of info, that would negate by common sense standards people who rave about BMW and MB having top line auto's that are special and unique in not using common parts across the product line. But I still think we will hear SMK complain about this car. :P

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Based on this release of info, that would negate by common sense standards people who rave about BMW and MB having top line auto's that are special and unique in not using common parts across the product line. But I still think we will hear SMK complain about this car. :P

 

It could be a Bentley Continental rebadged as a Cadillac and SMK would still complain.

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If they make this car with a 3.6 liter V6 and 6 speed automatic for sure I will complain about it.  It better have an 8-speed standard, Lexus had an 8-speed on the LS460 in 2008 I think, Mercedes had that 7-speed all the way back to 2004.  I myself am a bit surprised the 9-speed hasn't taken over but the 2015 CLS has it.  Most 2015 Cadillacs still have a 6-speed, that is yesterdays news.  If the LTS has a plug-in hybrid, a turbo DOHC V8 then we might be getting somewhere.  I am not expecting V12 power, the CTS V-sport engine as the base wouldn't be awful, but they better have more to offer than just that.  Interior better blow away the current Cadillacs.  I still think the bean counters will crush this car, regardless of what De Nysschen wants. 

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What engine is the LTS going to have?  Northstar has been dead for 5-6 years.  GM has no v12 to speak of and a v6 would be a joke in this car.  An 8AT is great news, even though I have no idea why 8-speeds are required now.  If the LTS has a Corvette engine tuned for this application, that should be OK.

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What engine is the LTS going to have?  Northstar has been dead for 5-6 years.  GM has no v12 to speak of and a v6 would be a joke in this car.  An 8AT is great news, even though I have no idea why 8-speeds are required now.  If the LTS has a Corvette engine tuned for this application, that should be OK.

 

I think a V6 (the TT 3.6) is very likely as the base engine. A V8 of some kind (maybe the Corvette's) will be there as well.

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Most consider the S-class the best car in the world and it has been that way for 20-30 years. Cadillac has a big challenge at hand, although I do think Cadillac needs the LTS. Without a flagship you are no better than Acura or Infiniti, the big boys all have $100,000 sedans. But also look at how established models like the 7-series and A8 are getting killed by the S-class. A new entrant to this segment better aim high.

Corvette motor wouldn't surprise me either, but this has to be the quietest car GM has ever made, is the Corvette engine going to offer that level of refinement? Put a 6.2 liter V8 and 8-speed in there and it is the Escalade powertrain, and is that enough for a car that should be priced above the Escalade.

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This is gonna be a very exciting debut. I whole-heartedly believe that the price tag will start at least where the CTS ends.. which makes sense. I would imagine that despite it being most likely far above the Lexus LS or BMW 7Series in every dynamic, it will probably follow it's line of pricing with a starting prince around $73K but easily optioned to $140K for a normal model and starting at $140K, but up to $$200K for a completely optioned VSeries.

Keep in mine that the base price is where the sweet spot is as it is the line from which pricing judgement will come. I hope that the Cadillac goes further with the power of choice as the base 7series is a bit weak and anemic for the size. I would think that a new V6 with no less than 350HP would be utilized, but even better would be a simple use of the XTS-VSport's 410HP TTV6 as a base motor

 

By 2016 the vehicle will be out.. the S-Class will have been studied for two years. Based on Benz's track record that car will change very little by then I suspect. GM.. and Cadillac have both been doing pretty frequent and advantageous updates to their lines almost on a Bi-Annual basis.

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No chance the LTS will get to $140-200,000 even in V-series form.  You need a V12 to get that kind of price, and huge brand cache, neither of which Cadillac has.   Even the 12 cylinder A8 and 7-series are in the $130-140k range.    I could see Cadillac going with a $75-100k price point.  I don't even know what they would do for a V-series, I guess a Z06 engine, but then you are filling your top end Cadillac with Chevy engines and Cadillac is supposed to be better than Chevy.

 

S-class will get a mid-cycle refresh for the 2017 model year, but also remember they are years ahead of everyone else, Audi, Lexus and BMW have been chasing it since 1991 and haven't caught up yet.  Mercedes is also releasing 10 plug-in hybrid models in the next 3 years, the S-class being the first one.  One complaint I have on the S-class is Mercedes hasn't made a transmission that can handle over 800 lb-ft of torque because the S65 engine makes 811 lb-ft of torque but they limit it to 738 lb-ft because of the transmission.

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Yes. Because the valve train design path has nothing to do with power train refinement.

The Corvette can be very quiet and it's actually tuned with a sporting mind. It has active exhaust to make things louder when you're having fun.

 

People very seldom understand that.. but then again most posters on most forums aren't actual enthusiasts. Most haven't even ever turned a wrench. The current CAR applications of the GM V8s are predominately "Sports Cars" with the VSeries CTS being the exception. In my CTS-V the LSA, even with teh S/C is pretty quiet and very smooth. The C7's LT1 is pretty quiet and ultra smooth when in Eco/Weather and Touring without really stepping into it. It's when the Sport/Track modes are switched on that U hear it

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No chance the LTS will get to $140-200,000 even in V-series form.  You need a V12 to get that kind of price, and huge brand cache, neither of which Cadillac has.   Even the 12 cylinder A8 and 7-series are in the $130-140k range.    I could see Cadillac going with a $75-100k price point.  I don't even know what they would do for a V-series, I guess a Z06 engine, but then you are filling your top end Cadillac with Chevy engines and Cadillac is supposed to be better than Chevy.

 

S-class will get a mid-cycle refresh for the 2017 model year, but also remember they are years ahead of everyone else, Audi, Lexus and BMW have been chasing it since 1991 and haven't caught up yet.  Mercedes is also releasing 10 plug-in hybrid models in the next 3 years, the S-class being the first one.  One complaint I have on the S-class is Mercedes hasn't made a transmission that can handle over 800 lb-ft of torque because the S65 engine makes 811 lb-ft of torque but they limit it to 738 lb-ft because of the transmission.

 

 

I think it will.. especially if it simply LOOKS like the Elmiraj. Not only that, a V12 is no longer a necessity for that type of cache. If GM wanted to build a V12.. they would. I actually think that they are a waste of time. The V12s currently in production from the European companies are nothing to write home about when compared to a Forced induction V8. Furthermore no engine a GM is a CHEVY engine.. they are GM engines. Get it thru you head.

 

 

Lastly.. so what the S-Class gets a refresh.. Cadillac is upgrading vehicles almost on a yearly basis. I'm pretty confident, altho U, rooting always for the Europeans are not, that GM can manage keeping up with Benz should they need to. Your premise that Benz is "years ahead of everyone else" is ridiculous. Those brands haven't even really tried to overtake it with the product they have put out. Audi may be the exception.. but, BMW and Lexus build "different" types of Flagships than the S-Class. Not to mention of all those brands, damaged or not, Cadillac is in actuality the only brand name able to truly reflect on a LUXURY heritage.

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Lexus was founded basically to build a car like the S-class but at a lower cost.  Lexus sold their cars cheaper than the Germans and they had better refinement and quality than what Lincoln or Cadillac had, so it was only a matter of time before they took sales away from both.   But 25 years later and the LS460 still sells at a discount to the German competition, they were never able to elevate the price up. 

 

Bentley, Rolls, Aston Martin, Audi, BMW, Mercedes all have a 12 cylinder sedan, so I do think you need one for that cache level.  The Panamera has a turbo V8 and brings a big price, but Porsche never needed a big engine to charge crazy money.  I don't think the Quattroporte, LS460 or XJ have the status level of the big boys.  I don't think Cadillac should make a V12 for this car though, they need to see if they can sell V8s first, and GM doesn't really have any economies of scale for a V12 because there isn't much else to use it in.

 

They will have to charge more for the LTS than they do for the ELR, GM/Cadillac isn't afraid to throw out a high price, if they make it great, then at $80,000 they may find enough buyers, I don't think they can at $100,000.  Cadillac's current customer base does not buy sedans that expensive, the DTS, STS, XTS, CTS all have been priced in the $45-60,000 range for 15 years.  That group isn't going to magically spend double on their next car, so now you need to conquest the establishment.  Tough task, it is worth trying, but it won't be easy.

 

There should also be sedan, coupe and convertible versions of this car.

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^^^ That's the thing that Cadillac is obviously doing. At a starting price of $46K and a higher ATP of $55K for the CTS without a HI-PO model, and the similar sized XTS selling for slightly higher, I'd say that the customer base that Cadillac has stewed for the past 15 years is either adjusting or being joined by conquests. Again.. Cadillac sales are not down because of their products not being taken seriously.. They are down because they lack enough entries in the hottest segment of CUV, lack variations on vehicles that needed variations a year after debut, and lack of aggressive incentives and marketing of the Germans. 

 

The LX still sells at a price less than the Germans because Lexus, ultimately does not have the heritage that Benz has or the Sporting edge of BMW, but then again.. the Lexus LS actually is based priced above the 740i.. and almost exactly the same as the A8 as is the Jag Xj. Cadillac entering the fray will have no problem selling a comparable car with a similar price. I would not suggest that the MSRP should be the same as the inflated S-Class price, but starting in the $70Ks is completely doable. A Platinum and VSeries certainly will command base prices in the $115K price but easily optioned out if there are coupes and convrts available such as indicated by the Ciel

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Cadillac sedan sales are down 20% this year.  Lack of crossovers doesn't effect that the CTS and ATS sales have gone down.   The CTS sales are down because they raised the price.  The XTS is getting the generations of Deville/DTS buyer that were fine with paying $50k for a big Cadillac, that group of buyers is dying off, so that explains why XTS sales have declined.  I have doubts that the current Cadillac customer base will pay north of $80k for a sedan, the track record for high end Cadillacs is not good, Allante, XLR and ELR were all busts.  Given that, I think they will need to conquest Lexus or German car buyers, so this LTS better be amazing enough to steal buyers.

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Cadillac sedan sales are down 20% this year.  Lack of crossovers doesn't effect that the CTS and ATS sales have gone down.   The CTS sales are down because they raised the price.  The XTS is getting the generations of Deville/DTS buyer that were fine with paying $50k for a big Cadillac, that group of buyers is dying off, so that explains why XTS sales have declined.  I have doubts that the current Cadillac customer base will pay north of $80k for a sedan, the track record for high end Cadillacs is not good, Allante, XLR and ELR were all busts.  Given that, I think they will need to conquest Lexus or German car buyers, so this LTS better be amazing enough to steal buyers.

 

 

 

No offense.. or take offense I really don't care, but that sounds stupid. The DTS buyer is not dying out any faster than the S-Class buyer. Different income does escape the fact that the same age bout these cars. 

 

Second.. the idea that the sales of the CTS are down has more to do with the NON-FIRE Sale incentives that were on them last year and the fact that the CTS COUPE, which accounted for more than 30% of the sales is unavailable for the 2014 model.. Oh. and no NEW VSeries. Furthermore in reality CTS sales are down a total of 1363 as of Aug sales numbers. That's a 170 cars per month.

 

ATS??? Why would I buy one if I didn't want a Sedan? Come on smart guy.. tell me? What if I wanted a Coupe? Guess I gotta go get a C-Class or a 4series.. maybe an A5? What if I want a convert? Hopefully U get the point.

 

People buy Escalades by the boat load for well over $80K. My VCoupe, 2 years ago, cost almost $75K. 

 

Lastly, the Allante and XLR were niche products that failed because GM killed them after they didn't conquer, immediately, the competition without them ever really offering.. YUP.. U guessed it.. variations. The XLR lived on a Corvette C5 platform with a decent engine at launch, but 2 years later... the C6 debuted with more power.. 3 years after that.. they gave the base Corvette the LS3 with almost exactly the same power as the XLR-V (7hp less than the 4.4L S/C) and the Corvette Z06 had a effin 500HP LS7, that was handbuilt, Cadillac-Style. The XLR dies because of neglect. 

 

The ELR.. quite frankly as beautiful as it is should have not been an EV only model. In fact it should have been a Cadillac coupe with a 2.0LTurbo and maybe a more powerful one as well. As it is.. its niche.. and following a path that the Lexus HS went. The $75K price tag wouldn't have sold if it were even a Benz or BMW with the performance numbers it has. It looks like it would tear the sides off most cars, it doesn't. Change driveline.. call it BLC, offer a sunroof for GODSAKE and drop price to $55K. SOLD OUT!!! 

Edited by Cmicasa the Great
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It is Cadillac's own fault they lack body styles.  It it their own fault they don't have a diesel ATS and CTS or a hybrid SRX.  It is their own fault it takes them years to get a V-series out.  I don't think GM has the money to spend on Cadillac to build multiple body styles and 4-5 engine choices per car including hybrids and diesels.  This is why I think the LTS will ultimately fall short, they will try to do it on a limited budget.

 

Unless GM spends more money on Cadillac they will never catch up.  Audi plans to spend $28 billion on R&D between now and 2020 to expand their lineup.  GM's entire R&D budget is about $7 billion a year, so in 6 years, that is $42 billion.  Even if they up it to $45 billion for inflation over the next 6 years, do we think Cadillac will get 28 out of 45 of that budget.  It is better than it was, at least GM doesn't have to spend money on Pontiac or Saturn, but still Cadillac fights with a limited budget and limited product line up.

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Most consider the S-class the best car in the world and it has been that way for 20-30 years. Cadillac has a big challenge at hand, although I do think Cadillac needs the LTS. Without a flagship you are no better than Acura or Infiniti, the big boys all have $100,000 sedans. But also look at how established models like the 7-series and A8 are getting killed by the S-class. A new entrant to this segment better aim high.

Corvette motor wouldn't surprise me either, but this has to be the quietest car GM has ever made, is the Corvette engine going to offer that level of refinement? Put a 6.2 liter V8 and 8-speed in there and it is the Escalade powertrain, and is that enough for a car that should be priced above the Escalade.

Escalade ESV Platinum fully loaded hit 100K with the 6.2L V8 and 8AT. So having the same powertrain in the LTS would be fine and totally acceptable.

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It is Cadillac's own fault they lack body styles.  It it their own fault they don't have a diesel ATS and CTS or a hybrid SRX.  It is their own fault it takes them years to get a V-series out.  I don't think GM has the money to spend on Cadillac to build multiple body styles and 4-5 engine choices per car including hybrids and diesels.  This is why I think the LTS will ultimately fall short, they will try to do it on a limited budget.

 

Unless GM spends more money on Cadillac they will never catch up.  Audi plans to spend $28 billion on R&D between now and 2020 to expand their lineup.  GM's entire R&D budget is about $7 billion a year, so in 6 years, that is $42 billion.  Even if they up it to $45 billion for inflation over the next 6 years, do we think Cadillac will get 28 out of 45 of that budget.  It is better than it was, at least GM doesn't have to spend money on Pontiac or Saturn, but still Cadillac fights with a limited budget and limited product line up.

 

 

 

U think the "LTS" will fall short because it's not European.. its American.. and U hate America it seems

 

GM's annual R&D budget in 2011.. 2011.. 2011.. was $8.1 Billion. VW.. for 2011... 2011 was $7.7 B. That included Audi. And even more to the point is that your numbers.. as always I suspect.. show favor to the Europeans. This time in BUDGETS. So from 2014 to 2020.. VW will spend $4.6 B on Audi per year. GM will spend 6 X $8.B (on the low side using 2011 numbers) on R&D= $48 Billion. I could see GM Premium vehicles getting a nice proportion of that budget. Also counter to whatever U are smoking is telling U.. GM and VW are very very much similar to each other. In fact.. if GM gets a better handle on it's premium operations it will be capable of profits that could exceed VW Group in terms of NET.

 

BTW, what was your point in bringing up Pontiac and Saturn? They were divisional names that did not actually need R&D budgets because they.. like Buick to Chevy/Opel were brands that received tech etc from the larger whole. They were marketing names. Even the older of those two, Pontiac, hadn't had its own engineering since the 70s

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Most consider the S-class the best car in the world and it has been that way for 20-30 years. Cadillac has a big challenge at hand, although I do think Cadillac needs the LTS. Without a flagship you are no better than Acura or Infiniti, the big boys all have $100,000 sedans. But also look at how established models like the 7-series and A8 are getting killed by the S-class. A new entrant to this segment better aim high.

Corvette motor wouldn't surprise me either, but this has to be the quietest car GM has ever made, is the Corvette engine going to offer that level of refinement? Put a 6.2 liter V8 and 8-speed in there and it is the Escalade powertrain, and is that enough for a car that should be priced above the Escalade.

Escalade ESV Platinum fully loaded hit 100K with the 6.2L V8 and 8AT. So having the same powertrain in the LTS would be fine and totally acceptable.

 

People pay more for SUVs.  Well American SUVs anyway vs American sedans.  Chevy can sell a $65k Tahoe, doesn't mean they can sell a $65k luxury sedan.  I mean we will see, I just suspect if Cadillac takes the Escalade powertrain and puts it in a $100,000 sedan no one is going to buy it.  The Hyundai Equus has a 425 hp V8 and an 8-speed and they sell about 200 a month at $60k.  I would assume though that a Cadillac would have more features and a much better interior than the Equus though.

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I think even the LT-1 would be a good mid-range V8 for the LTS.... look at the possibilities in the powertrain lineup.

 

5.3 V8 - 360 hp

6.2 V8 - 460 hp (a Ward's 10-Best engine)

3.6 TT V6 - 420 hp

6.2 V8 S/C - 650 hp

 

Even just putting turbos on the 5.3 would be nice.

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No 5.3 V8.   A SIlverado engine in an S-class competitor? 

 

3.6TT as the base is acceptable.   They should make a 4.0 DOHC TT V8 with a plug in hybrid system and 10 speed automatic for the primary engine.  They gotta step up.  Or else build the entire body of carbon fiber to keep weight under 4,000 lbs, then you don't really need 500+ hp, they could shoot for 400 hp and 30 mpg.

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

      View full article
    • By David
      Here you will find the latest teaser videos from Cadillac.
      Cadillac CELESTIQ
      Cadillac-CELESTIQ-Teaser.mp4
      Cadillac BLACKWING teaser
      BLACKWING-teaser.mp4
      Will add more teasers as Cadillac releases them.
       
      Here is the link for the Cadillac BLACKWING Reveal on February 1st 2021 @ 7pm EST.
      Cadillac Pressroom - United States - V-Series Blackwing
    • By William Maley
      It is no secret that General Motors has big ambitions in the electric car space, we talked about back in March. But our chance to see to see the first fruits of this, the Cadillac Lyriq had been delayed due to COVID-19 pandemic. But tonight, Cadillac finally revealed the Lyriq in show car form.
      "Show Car" is important in this context as Cadillac is finalizing various parts of the Lyriq's design - various reports say the design is 80 to 85 percent production ready. This may explain why Cadillac isn't launching the model until late-2022. The design is quite out there with a large pattern grille, vertical LED headlamps, fastback roofline, and rear lights that wrap around the pillars. Moving inside, the center piece is a curved, 33-inch display that features driver information and infotainment. There is also a dual-pane head-up display that can display different information - the nearest one can show speed and direction, while the further one can issue alerts and navigation.
      Cadillac hasn't released any power figures on the Lyriq, only saying that it will offer two drivetrain versions; rear-wheel drive with a single electric motor and all-wheel drive with two electric motors. A new modular platform for electric vehicles promises a low-center of gravity and a near 50/50 weight distribution for the all-wheel drive version. Range is targeted at over 300 miles. Cadillac says the production model will offer DC fast charging.
      Source: Cadillac
      Press Release is on Page 2


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

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


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