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November 2014: General Motors Co.


William Maley

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GM Posts Its Best November U.S. Sales Since 2007

  • Best November ever for Chevrolet Spark, Cruze and Equinox
  • Best November for GMC since 2001
  • Best November for Buick since 2003

DETROIT – General Motors Co. (NYSE: GM) dealers in the United States delivered 225,818 vehicles last month for the company’s best November sales in seven years. Total sales were up 6 percent compared to a year ago, retail sales were up 5 percent and fleet deliveries were up 11 percent.

 

GM estimates that the seasonally adjusted annual selling rate (SAAR) for light vehicles in November was 17.1 million, the highest November SAAR since 2003.  Calendar year to date, the SAAR is 16.5 million units, which is the upper end of the 16.0 million – 16.5 million range GM forecasted at the beginning of the year.

 

Demand in November was robust for everything from smaller cars and crossovers to big trucks – all segments where GM is strong. The Buick brand had its best November since 2003. GMC had its best November since 2001, and the GMC Sierra had its best November sales ever. 

 

At Chevrolet, the Spark, Cruze and Equinox also had their best November sales ever, Silverado had its best November since 2006 and Traverse had its best November since 2010.

 

“The buzz around Black Friday helped drive strong showroom traffic but there was a lot more at work in the market,” said Kurt McNeil, U.S. vice president of Sales Operations. “More people have jobs and job security, their wages are starting to increase, household wealth is growing and low pump prices look like they’re here to stay through 2015. All of this helped deliver an exceptional month and it will help keep auto sales at very healthy levels going forward.”

 

Additional November Highlights (vs. 2013 except as noted)

 

Chevrolet:

  • The Cruze was up 26 percent, Spark was up 64 percent, Sonic was up 3 percent.
  • Silverado was up 24 percent, Tahoe was up 10 percent and Traverse was up 14 percent.
  • Dealers delivered 2,366 all-new Colorados, ahead of plan, with a low retail days supply of 21 days.

GMC:

  • GMC was up 23 percent.
  • The Sierra was up 57 percent and the Yukon was up 14 percent.
  • The Terrain was up 13 percent and 854 all-new Canyons were delivered, which is ahead of plan.

Buick:

  • Buick was up 27 percent.
  • Encore had a 72 percent sales increase, LaCrosse was up 71 percent and Verano was up 22 percent.

Cadillac:

  • Cadillac Escalade deliveries were up 75 percent, with the retail days supply very tight at 16 days.
  • Sales of the CTS sedan increased 18 percent.

Average Transaction Prices (ATPs):   

  • GM has now posted 26 consecutive months of year-over-year average transaction price (ATP) increases on the strength of new pickup trucks, SUVs and Cadillacs.
  • ATPs were a record $35,600, according to J.D. Power PIN mid-month estimates, up $790 per unit compared to October and up $3,100 versus a year ago.

Incentives:

  • Month over month, GM reduced incentive spending as a percentage of ATPs more than the industry average, according to PIN mid-month estimates, and the company has had the lowest incentives of all domestic automakers on an ATP basis in nine of the last 11 months.
  • GM’s November incentive spending as a percentage of ATPs was 10.4 percent, down 1.2 points month over month, while industry average spending was 9.6 percent of ATP, down 0.1 points.
  • In November 2013, GM’s incentive spending was 10.2 percent of ATP, and the industry average was 9.7 percent.

Fleet and Commercial:

  • Fleet sales were up 11 percent.
  • Commercial sales were up 1 percent, marking the 13th consecutive month of year-over-year growth.
  • Large SUV commercial fleet sales were up 87 percent and full-size pickup commercial sales were up 47 percent.

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Cheap gas = Sales for full size pickups and SUVs.

 

What is a little scary is 1/3 of Chevys are fleet sales, and you have to figure a lot of that % is on the Malibu, Cruze, and Silverado, if the Malibu is 40-50% fleet, the retail sales on that car could be 6,000 a month.  GM is really weak in that key segment.

 

XTS looks to prove that FWD luxury cars can't last, sales of the XTS are starting to look like how the DTS was selling 5 years ago.  That is another one and done poduct.

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de Nysschen has his work cut out for him at Cadillac.  Those sales numbers are ugly.  The product is competitive so the sales are a little baffling.  I guess it is going to take quite a while to earn the reputation back in the badge snob segment.  I guess for now I'll give them props for sticking to their guns on pricing rather than chasing sales through deep discounts.  Still, they are throwing around some pretty low lease numbers for an AWD ATS employee lease here in the metro Detroit area.  Seems like a saw an add for $1700 down, $279/month on a low mileage 36 month lease.

 

The only other one of their big drops that surprises me is the Impala.  That is a damn nice car that has gotten loads of positive press.  I'm a little surprised to see BOTH the XTS and Impala down.  Could it be Chrysler's blowout sale on the leftover '14 L cars?

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I blame Johan for not being pragmatic here. You've got to build something back here. The ATS and CTS are fantastic cars but are both flawed in ways that keeps them from being sold. One, obviously the pricing and packaging is off. You can't force the market up in price until you earn it. You need some volume to support healthy dealerships (unless he is deliberately starving the dealerships so he can cut them). I don't care if his model is to have more global sales, you still need a certain market penetration in the US. So either put more stuff in the car for the price or drop some pricing on her upper priced ones and get them in drivers hands. Get the ATS out there to snag A3 and CLA buyers. Offer the aggressive leases the Germans do. Try to build certified sales and product to boost your residuals.

Two, styling and size. I like the new crop of caddies but admit they are all flawed in some way. And there is no Cadillac sedan available to those who want a large car. Johan doesn't care but if that's the case why is the S class so successful ? Comfort is a luxury these days. What's wrong with leg room?

They need to build the ATS-L body here with the extra legroom. Fix the ugly parts of the CTS. Get three all new crossovers pronto. Incentives need to be pushed to sell XTS to add volume. No one is looking at the XTS to carry the performance torch anyways, might as well offer it as a great value Cadillac and a bridge car until CT6 launch results are known. Improve all the interiors to keep up with the Audi's and Mercedes.

There's about 100 things you could say about Cadillac but not enough time.

Edited by regfootball
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I blame Johan for not being pragmatic here. You've got to build something back here. The ATS and CTS are fantastic cars but are both flawed in ways that keeps them from being sold. One, obviously the pricing and packaging is off. You can't force the market up in price until you earn it. You need some volume to support healthy dealerships (unless he is deliberately starving the dealerships so he can cut them). I don't care if his model is to have more global sales, you still need a certain market penetration in the US. So either put more stuff in the car for the price or drop some pricing on her upper priced ones and get them in drivers hands. Get the ATS out there to snag A3 and CLA buyers. Offer the aggressive leases the Germans do. Try to build certified sales and product to boost your residuals.

Two, styling and size. I like the new crop of caddies but admit they are all flawed in some way. And there is no Cadillac sedan available to those who want a large car. Johan doesn't care but if that's the case why is the S class so successful ? Comfort is a luxury these days. What's wrong with leg room?

They need to build the ATS-L body here with the extra legroom. Fix the ugly parts of the CTS. Get three all new crossovers pronto. Incentives need to be pushed to sell XTS to add volume. No one is looking at the XTS to carry the performance torch anyways, might as well offer it as a great value Cadillac and a bridge car until CT6 launch results are known. Improve all the interiors to keep up with the Audi's and Mercedes.

There's about 100 things you could say about Cadillac but not enough time.

WOW, You really must not have looked at a Cadillac recently. Interiors are far ahead of anything MB, BMW or Audi does.

 

Ugly parts? you mention they are fantastics cars but flawed and no clear details. Be Specific rather than another SMK who just pounds the GERMANS are Superior and moves the goal post when Cadillac is beating them. You have plenty of time and will not loose out on posting so take the time to state specific issues you feel hurt Cadillac. Back this up with facts of comparison against the German brands.

 

Audi are re-badged VW auto's so how does that not make them at best a Buick rival more than a Cadillac rival?

 

Since you state there are 100 things, post some of them.

 

The only thing I will agree with you on is that they need to sell the ATS - L edition here in the states. Create a CTS - L edition also.

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Cadillac needs more crossovers for sure, 2 SUV lineup doesn't cut it, but let's just look at the current cars. ATS and CTS are selling under 2,500 a month. 3-series is 14,000, C-class was over 9,000, E-class and 5-series most months are near 5,000. So there must be flaws in the ATS and CTS, they have a lower price and deeper discounts but still no sales.

For specifics, brand image is #1, most Cadillacs have a 6 speed when the Germans have had 7 or 8 for years, no diesels, no hybrids other than ELR when Lexus has a hybrid on everything, lack of body styles too. Then you have the 3.6 V6 which is dated, the Germans all have turbo/super charged sixes with much more torque. Cadillac interiors still need to go up a level, gotta dump CUE.

Impala at this time last year probably had some fleet sales of the previous model left over, Impala sold over 9,000 cars that is good for a full size sedan, that is a shrinking segment and the Avalon and Taurus never sell that well.

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What bothers me about the Impala number is that they don't break out Impala v. Impala Limited.  What if Hertz pulled back on Impala Limited purchases this month? It tells me nothing about how the retail Impala is doing.

Exactly.

 

The ATS is really hurting...

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Cadillac sales will rise. They are down now for reasons obvious to a two year old, and price isn't 100% it.

The CTS is the only vehicle that is raised higher in price, and the simple fact of the matter is that in November 2013 the CTS was not only cheaper.. but running clearance prices in anticipation for the current one. On top of that, Cadillac had a Coupe and a real run of CTS-Vs, both coupe and sedan to sell. They simply DON'T have that with the new model yet.

 

The XTS is down because the CTS exists in its exact price point. Get used to that sales number because I anticipate the CT6 to fall right around those numbers, or slightly less despite it's probable $72K+ price start. XTS will either be gone or sent mostly to fleet.

 

The SRX?? That is your real culprit in sales fall. It is the absolute oldest car they have, now going on 6 years and the only CUV in the line-up while every other luxo maker has at least 3.

 

CTS MSRP is perfectly fine. It is selling in numbers that are indicative of the variants, or lack of.. since the previous model sold 30% in coupes (yes.. 30% of all the CTS sales for Gen2 were for Coupes which are no being sold currently for GEn3).

 

2011 Coupe 27%
2011 Sedan 70%
2011 Wagon 3%

2012 Coupe 27%
2012 Sedan 70%
2012 Wagon 4%

2013 Coupe 29%
2013 Sedan 68%
2013 Wagon 3%

2014 Coupe 29%
2014 Sedan 69%
2014 Wagon 2%

 

For all intents the CTS is taking over the position of the STS.

 

As it stands last month the CTS outsold the A6, clobbered the GS and was within striking distance of the 5series. No props???

 

ATS is taking over where the CTS was and there is no reasonable person who should think that a new to the fold car should be selling the same amount as the market leading 3series. BTW. NO one wants to bring up that the C-Class is selling off previous models with $10 K on the hood.

 

I think they are taking a page from Audi, but that's not good enough for the astute commentators here. Take this for what its worth (GOLD). If Cadillac were selling 12 cars like Audi, they too would be up 20%, (like Cadillac was last year). Altho if Caddy was up 20% on their current sales that means that they would be selling YTD above Audi. Why is no one dogging Audi for selling only 162K cars YTD with 12 vehicles, but beating Caddy to the ground for selling 154K on 6 cars? Double Standard much?

 

Bottom line is that Cadillac is down because of lack of product, revolutionary change to a 112 year business, a corporate BK 5 years ago that made management re-prioritize, and American self loathing of.. well anything American. All that, and Cadillac is still as prestigious as at the very least Jaguar and Lexus, with more heritage than either. LOOK AT CADILLAC SALES and then speak. Actually analyze them for the briefest of moments and U will come away with as much confidence as I. As long as Cadillac stays the course, providing vehicles with the DNA that is embedded within the "ATS-CTS Stepping Stone" then everything they put forth will add to overall sales volume without a need to fleet heavily.

 

5 vehicles versus Benz, BMW, and Audi's 10+ and their sales numbers are indicative of that fact. These other brands are picking up sales in areas where not only Cadillac does not offer vehicles YET, but in market segments that encroach very easily on mainstream market makers. There is no way a buyer should be trying to decide between a Mercedes CLA and a Honda Civic, Ford Fusion, or Chevy Malibu LTZ, yet it is happening

 

Don't be discouraged Caddy. While the haters look to convince U that U must CHANGE while being the SAME.. from 20 years ago.. moving forward will yield untold reward.

 

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Oh.. and as for GM in whole..

 

Not gonna say much again. Just gonna leave this here:

 

6qceid.jpg

 

Notice anything that should have knocked sales down for one.. but didn't.. and picked up sales for another… and DID?

 

What I'm seeing is GM ATPs are up $3500 over Ford and 4000 over Fiat and closing in on VW's, which is Audi/Porsche rich over VW itself. On top of that GM's incentive spending is actually down as old models are depleted.

 

As I said.. I'm not gonna say much.. but somehow I think I said plenty ^_^

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Again, i think GM is on a fantastic track.. The quality and positioning in the market has not been this good since the 1960's.  I am loving it.

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So why doesn't Cadillac have more models? We all know you need multiple body styles, so where are they all? Until GM spends more money on them you'll have a shoe string lineup and cars that are competitive but not best in the world. This is what Infiniti is.

GM transaction prices are up because GMT900 sales were up. Those are GM's cash cows. I bet GM's average transaction price on sedans is awful. Sidebar, if I ran GM I would raise all GMC prices by 10-15% without adding any content. If the "GMC" brand name is so strong, people will pay Escalde money for a Yukon, and if GMC can't support Land Roger or Cadillac level pricing then they don't need to exist. Pump those dollars into Cadillac.

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GM transaction prices are up because GMT900 sales were up. Those are GM's cash cows.

 

Bitch Please!! And that is a bad thing? Guess what more money = more development dollars. Just like what VW is doing with Macan and Cayenne to sustain 911 and Cayman. At least that is what it is telling its gullible sheep.

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So why doesn't Cadillac have more models? We all know you need multiple body styles, so where are they all? Until GM spends more money on them you'll have a shoe string lineup and cars that are competitive but not best in the world. This is what Infiniti is.

GM transaction prices are up because GMT900 sales were up. Those are GM's cash cows. I bet GM's average transaction price on sedans is awful. Sidebar, if I ran GM I would raise all GMC prices by 10-15% without adding any content. If the "GMC" brand name is so strong, people will pay Escalde money for a Yukon, and if GMC can't support Land Roger or Cadillac level pricing then they don't need to exist. Pump those dollars into Cadillac.

 

 

I don't kno how to say this to U so it is understood, but I'll try. U HATE GM.. and Cadillac by default. 

 

Now that's outta the way.. Cadillac doesn't have more models because the brand was rebooted after the BK.. and no one.. including me saw the fact that luxury brands like Mercedes would WHORE themselves out to any segment in an attempt to gain market share. Mercedes is a WHORE. Mercedes is a WHORE. Mercedes is a WHORE.  Say it with me. 

 

Furthermore the ATPS are up also because  GM's incentive spending is actually down as old models are depleted... Cadillac despite lower sales is selling their vehicles with less cash on the hood and higher MRSPs to start out with, 

Edited by Cmicasa the Great
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High truck sales is a good thing for GM, obviously that has been their profit center for years.  I am just saying that I wouldn't get overly excited on transaction prices being up, because they are probably not up across the board.  And if the truck sales ever tanked, it could spell trouble, much like it did back in 2009.

 

And to Drew's point, I would price the base model GMC's where the Denali trims are now and add $5-10,000 more to that price for Denali trim.  Terrain should be $33k base, $40k for Denali, Acadia at $45k base, $55k for Denali, Yukon $60k base, and $75k for Denali.  Sierra would be $40k base and $50k for Denali, Canyon at $30k base.  I wouldn't change the trucks either (with the exception of the base Canyon and Sierra would become the current SLE trim), just the price.  Those trucks should be so outrageously priced that the profit margin is Porsche level, and if GMC can't get sales with that much markup then GM can dump the brand and sell Chevys plus Buick is about to have 3 crossovers and Cadillac is getting more too.  And if people are foolish enough to spend $50k on an Acadia that has the same equipment as a $35k Traverse, then that profit GM can put into fixing cars like the Malibu.

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Cadillac only had 6 models before bankruptcy too.  The CTS-STS-DTS became the ATS-CTS-XTS, the failed XLR became the failed ELR, and the SRX and Escalade are the same.  They are going on 15 years of the same 6 models with the exception of the XLR for ELR change.  Because Cadillac needs more money, more money to make more body styles, more money to make new engines, new diesels, new DOHC V8s and new transmissions, etc.  Only way to get more money is to cut another brand because going from 8 to 4 hasn't solved the problem, or to price gouge GMC trucks to Porshce-like margins so you are making $12-15,000 profit on a GMC where the comparable Chevy might only make $2-5,000.

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Cadillac only had 6 models before bankruptcy too.  The CTS-STS-DTS became the ATS-CTS-XTS, the failed XLR became the failed ELR, and the SRX and Escalade are the same.  They are going on 15 years of the same 6 models with the exception of the XLR for ELR change.  Because Cadillac needs more money, more money to make more body styles, more money to make new engines, new diesels, new DOHC V8s and new transmissions, etc.  Only way to get more money is to cut another brand because going from 8 to 4 hasn't solved the problem, or to price gouge GMC trucks to Porshce-like margins so you are making $12-15,000 profit on a GMC where the comparable Chevy might only make $2-5,000.

 

Whatever Bro. The fact remains that U are over-blowing a 6% YTD drop after 22% YTD Growth last year. The one thing GM needs not do is cut brands again. Cadillac's lack of vehicles has nothin to do with vehicles at GMC. Its silly to say and I wish U would move past it. Your point would make a weeeeee bit of sense if GMC or Buick were not derived from existing vehicles in GM's empire. Cadillac's lack of vehicles has more to do with the plans that were put on hold due to the BK and the changes needed in the mainstream vehicles to deal with CAFE. Mercedes WHORED itself to deal with and inadvertently moved down market. Cadillac technically doesn't need to do that but will just for the simple fact that idiots who analyze the monthly sales numbers consistently FAIL to see the obvious. 

 

BTW.. I still haven't seen your explanation of why Audi is cool only selling 162K cars YTD with 12 vehicles, and Caddy is doomed selling 154K on 6 cars? Also please explain why U love mentioning CTS sales but always neglect bringing up that the CTS is outselling the A6 and A7 Combined?? Why are ATS sales such a concern just establishing itself in teh market, but A4 sales.. only beating it by 3K YTD are not an issue? Please explain. I would love to hear your German car-loving explanation. 

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Audi is cool selling 162k cars in the USA because the USA accounts for about 10% of global Audi sales.  Audi sold 1,590,000 cars last year, only about 160,000 of those in the USA.   Cadillac doesn't have that luxury, they need the American market sales to survive.

 

I would disagree that Mercedes whored themselves out, they introduced an A-class level car in the USA, which they already sold elsewhere.  And they have raised the price of the C-class by $5,000, and the E-class and S-class have the highest base prices in their segments.   A base model C-class is $40,000, look at the base price of an ATS, 3-series, A4 or IS250, they are all around $33k.

 

The CTS sells okay, it sells worse than the old one, but that is to be expected because they raised the price.  But the STS used to sell over 2,000 a month too back in 2006, then it dropped off the map.

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Audi is cool selling 162k cars in the USA because the USA accounts for about 10% of global Audi sales.  Audi sold 1,590,000 cars last year, only about 160,000 of those in the USA.   Cadillac doesn't have that luxury, they need the American market sales to survive.

 

I would disagree that Mercedes whored themselves out, they introduced an A-class level car in the USA, which they already sold elsewhere.  And they have raised the price of the C-class by $5,000, and the E-class and S-class have the highest base prices in their segments.   A base model C-class is $40,000, look at the base price of an ATS, 3-series, A4 or IS250, they are all around $33k.

 

The CTS sells okay, it sells worse than the old one, but that is to be expected because they raised the price.  But the STS used to sell over 2,000 a month too back in 2006, then it dropped off the map.

 

 

Cadillac GLOBAL sales YTD are up more than 15%. Furthermore the fact is that while Audi is selling 1.59Million it is for a large part actually competing with Cadillac/Buick/GMC globally. I won't pull those numbers but I'm betting that it more than equals Audi. Just so U see don't bring it up.. Chevy/Opel/Holden compete with VW/Seat.

 

 

Mercedes whored itself.. and U will see C-Class, that ugly mutha-effer, sales suffer as a result once the replacement or last gen vehicles are done as a result of the CLA. 

 

 

The CTS should be expected to sell worse than the Gen 2 model... not just because of the price, but because the blatant IN YO FACE reason I keep putting out there and U continue to fail in seeing.. the  previous model sold 30% in coupes 

 

 LOOK!!!LOOK!!!LOOK!!!!

 

2011 Coupe 27%

2011 Sedan 70%

2011 Wagon 3%

 

2012 Coupe 27%

2012 Sedan 70%

2012 Wagon 4%

 

2013 Coupe 29%

2013 Sedan 68%

2013 Wagon 3%

 

2014 Coupe 29%

2014 Sedan 69%

2014 Wagon 2%

Edited by Cmicasa the Great
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When I'm not on my phone, I need to take a closer look at those numbers

Yes. I wish Smky would. And I kno he will probably say that its not actually 30%, but I will comeback with its actually sometime more like 31 or 32% when U include the wagon. What I don't have is the percentage of those sales that were the currently nonexistent V-Series.

 

So let's recount what simple observation, logic, no-hate for the brand, and a non-desire to hate American cars will awaken one to:

 

 If CTS sales for Gen 2 were going 30% minimum to coupes/wagons.. and neither exist now.. is it a possibility that 30% of those sales are not buying the sedan? Does it automatically have to be that people don't want the CTS? Could it possibly be that the CTS-hasn't debuted in the variant they want yet? 

 

at 2446 sales last month.. on this theory, I'll add an additional 30% which would put the CTS up to 3180, or an additional 734 sales for the month. That would have put it above the 5series... or only 750 behind the 5 and 6series. 

 

Let's also throw in that the Eclass comes in Coupe, Wagon, Sedan, AMG, Diesel, Hybrid, and Convertible. It Damn sure better outsell every other vehicle in the class. 

 

BTW.. he still hasn't addressed the Audi issue in full. People have no issue talking $h! about VW sales in the U.S. never siting what they sell globally. Why now? 

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The CTS isn't the issue. No CTS coupe means less total sales (the CTS coupe was an instant hit as shoppers in that segment like their cars to be a little bolder unlike ATS segment shoppers who tend to prefer more conservative coupes), and to boot we have higher transaction prices for the new CTS vs. the old one.

 

It's the ATS that isn't doing so well, and then, of course, with only SRX and Escalade, cadillac is missing on the booming CUV segment.

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

      View full article
    • By David
      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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