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December 2014: General Motors Co.


William Maley

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  • Chevrolet up 20 percent
  • Buick up 32 percent; GMC up 23 percent
  • Cadillac, Trucks and SUVs Drive Record ATPs

DETROIT – General Motors Co. (NYSE: GM) dealers in the United States delivered 274,483 vehicles last month for the company’s best December sales in seven years. Total sales were up 19 percent compared to a year ago. Retail sales were up 23 percent and fleet deliveries were up 6 percent.

 

“Chevrolet was strong in every segment of the market, from pickups and SUVs to cars and crossovers. Buick and GMC also had strong sales across the board, and our growth far outpaced the industry average,” said Kurt McNeil, U.S. vice president of Sales Operations. “Everything you need to have a great month was in place: Consumers felt good about the direction of the economy, interest rates and fuel prices were low, and our dealers did a great job introducing customers to our incredible range of new and redesigned vehicles.”

 

GM’s unique three-pickup strategy – with new models spanning the light-duty, heavy-duty and mid-size segments – drove combined deliveries to almost 87,000 units in December, a 43-percent increase compared with a year ago.

 

Five GM vehicles – the Chevrolet Corvette and Spark, the Buick Enclave and Encore and the GMC Sierra – had their highest December sales ever.

 

Seven GM vehicles – the Chevrolet Cruze, Equinox, Sonic and Spark, the GMC Terrain, and the Buick Enclave and Encore – had their best-ever annual sales in 2014.

 

Sales to individual consumers drove GM’s results, and were the highest in 75 months. Chevrolet, Buick and GMC retail deliveries were up 25 percent, 28 percent and 29 percent, respectively, compared with a 10 percent increase for the industry as a whole. Chevrolet had its best December retail sales since 2005 and Buick and GMC had their best December retail sales since 2004.

 

GM commercial sales, which are about 24 percent of fleet sales, were also strong. Deliveries were up 38 percent compared with a year ago, driven by a 65 percent increase in pickup sales. December marked the company’s 14th consecutive month of higher year over year sales in the commercial segment.

 

Additional December Highlights (vs. 2013 except as noted)

 

Chevrolet:

  • In the pickup market, dealers delivered nearly 58,000 Silverados, for the truck’s best December since 2005. In addition, the Colorado, which is Motor Trend’s 2015 Truck of the Year, saw sales of more than 4,000 units, as availability improved throughout the month.
  • In the SUV market, all of Chevrolet’s redesigned SUVs posted double-digit gains, with Tahoe up 30 percent and Suburban up 16 percent.
  • In the crossover market, the Traverse was up 11 percent and the Equinox was up 24 percent. In addition, dealers delivered 739 all-new Trax small crossovers, which started shipping during the month.
  • In the passenger car market, Spark deliveries were up 76 percent, Sonic was up 23 percent, Malibu was up 9 percent and Impala was up 23 percent.
  • In the sports car segment, Camaro was up 32 percent and Corvette was up 18 percent.

GMC:

  • Sierra deliveries were up 31 percent to more than 23,000 units.
  • Yukon deliveries were up 31 percent.
  • The GMC Canyon, named Autoweek magazine’s “Best of the Best” Truck for 2015, had sales of more than 1,500 units.

Buick:

  • Every Buick car and crossover posted a sales increase, with the largest gains posted by the Enclave, up 53 percent, for its best month ever, and the LaCrosse, up 61 percent.

Cadillac:

  • Escalade deliveries increased 62 percent.
  • Sales of the CTS sedan increased 4 percent in December.

Average Transaction Prices (ATPs):   

  • GM has now posted 27 consecutive months of year-over-year average transaction price (ATP) increases.
  • ATPs were a record $36,300, according to J.D. Power PIN estimates through December 21, up more than $1,000 per unit compared to November and up about $3,000 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 estimates, and the company has had the lowest incentives of all domestic automakers on an ATP basis in 10 of the last 12 months.
  • Incentive spending as a percentage of ATPs was 10.4 percent in December, down 0.8 points month over month, while industry average spending was 9.8 percent of ATP, down 0.4 points.

Fleet and Commercial:

  • Sales to government customers were up 11 percent and sales to rental customers were down 13 percent.
  • On a volume and mix basis, GM had its most successful year in the fleet business since 2008, and was No. 1 in deliveries, surpassing Ford Motor Company.

Industry Sales:

  • GM estimates that the seasonally adjusted annual selling rate (SAAR) for light vehicles in December was 16.9 million.
  • Light vehicle sales for the year were an estimated 16.6 million, above the upper end of the 16.0 million – 16.5 million range the company forecasted at the beginning of the year.

“The momentum the economy carried through 2014 accelerated in the fourth quarter,” said Mustafa Mohatarem, GM’s chief economist. “Car-buying fundamentals remain strong and we expect higher industry sales in 2015.”

 

GM will announce its full-year forecast during the North American International Auto Show in Detroit.

 

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The difference between Cadillac and the rest of the luxury brands is pretty staggering. Cadillac has some of the best product, yet is the only mainstream luxury brand to post a sales decline. The SRX is understandable due to its age, but the ATS and CTS really should have a better showing regardless of price. 

 

luxsales14.jpg

Edited by blackviper8891
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The CTS also dropped 2/3rds of it's bodystyles. The wagon was never a big seller, but the coupe was 30% of sales.  So a $10k price increase, dropping a bodystyle with a 30% take rate, no V-series, and only a 3.8% drop in volume is actually really excellent for the CTS. 

 

Agreed on the ATS though.

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I think a lot of Cadillac's problems isn't the products, it's the image. A lot of buyers still think of Cadillac as old hat: the boring, boat of vehicle that their grandparents loved in the 70's to 90's. We know the products don't reflect this, but how do you change the perception?

Consider this quote from the Cadillac ATS and Perception Game editorial that I wrote almost three years ago (scary to think about). 

 

 

GM has been hard at work trying to change the perception and position Cadillac as a world beater since 2003, when the CTS, SRX, and XLR were introduced. Cadillac has gone more drastic with their designs, worked on improving the quality of their vehicles, tuned the driving dynamics, introduced a performance sub-brand, made the dealer experience better, and so on.

 

But GM has been at this for only a bit. The Germans have been working on this for a long time. Look at the history of the German luxury compact sedan class; the BMW 3-Series has 33 years, while the Audi A4 and Mercedes-Benz C-Class both have 18 years. The ATS is coming right of the gate and its predecessor, the CTS stands at 9 years.

 

GM is on the right track with Cadillac of rebuilding and positioning, but now isn’t the time to start calling out your competitors in ads. The ATS might look good on paper and in the ads, but will it mean people will go out and try the Cadillac? Possibly, but only in a minuscule amount.

 

It takes a long time for the reputation to be built up once more. I think Cadillac needs to boast about their cars and explain why they are great. Also, maybe work on their dealers. The cars are there, but everything else is still waiting. 

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Working on Dealers is much needed, many have very old sales staff and the dealerships clearly look and show to be dated. GM needs to force the Cadillac dealerships to upgrade.

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Another stellar month for the Cadillac sedans.

 

CTS jumped $10k in MSRP and had only a 3.8% drop in sales volume... you're right, that is stellar.

 

Agreed. Coupe was an unusually large % of previous generation CTS sales, so the sedan-only current generation seems to be holding on pretty well. It's tha ATS that is not doing so well...

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The difference between Cadillac and the rest of the luxury brands is pretty staggering. Cadillac has some of the best product, yet is the only mainstream luxury brand to post a sales decline. The SRX is understandable due to its age, but the ATS and CTS really should have a better showing regardless of price. 

 

luxsales14.jpg

 

 

 

Just don't get people's way of thinking on this. The most logical reason for Cadillac's drop in sales is that it lacks the same product. I use Audi the most because it is essentially closest in sales and GOALS for the parent company:

 

A3     vs  ___

A4      vs  ATS

A5      vs ___

 

A6     vs  CTS

A7     vs  XTS

A8    vs    _____

allroad   vs _____

Q5   vs SRX

Q7    vs Escalade

Q3    vs ___

R8     vs   ELR (?)

TT    vs  _____

 

Those gaps equal lost sales. Simple as that. No other way around it. Audi beat Caddy 182K to 171K or, by about 11K sales, with 6 more products to sell. 

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Another stellar month for the Cadillac sedans.

 

CTS jumped $10k in MSRP and had only a 3.8% drop in sales volume... you're right, that is stellar.

 

Agreed. Coupe was an unusually large % of previous generation CTS sales, so the sedan-only current generation seems to be holding on pretty well. It's tha ATS that is not doing so well...

 

 

 

Exactly. ATS needs a product marketing blitz.. and a convertible along with the Vseries to push the product to people.  Also I think the XTS has dropped in sales more to do with the CTS. Both are literally priced exactly like the other. They are essentially the same segment, EXACT same price. I'd go so far as to say the XTS is a "FWD based CTS-L." Doesn't compete well? What's its competition??? The MKS? The A6??? I'd take the XTS over either. 
Edited by Cmicasa the Great
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XTS v CTS isn't "which car is better".  They are both great cars, the question is "which car does each customer prefer?"

 

I prefer the XTS but I wouldn't turn down a CTS at the right price.  Given the same price for each, I would just choose the XTS is all. 

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Given Cadillac's lack of overall product, I don't think they need 2 sedans that cost the same.  The CT6 will give them the higher priced sedan, but rather than design an XTS replacement, how about making a CTS coupe and another crossover.  Expanding the body styles of ATS and CTS helps, more crossover or sports car offerings will help.

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Given Cadillac's lack of overall product, I don't think they need 2 sedans that cost the same.  The CT6 will give them the higher priced sedan, but rather than design an XTS replacement, how about making a CTS coupe and another crossover.  Expanding the body styles of ATS and CTS helps, more crossover or sports car offerings will help.

 

 

I'm not arguing that Cadillac should continue the XTS, if they do, it should be their livery model.  I'm just saying that I prefer the current XTS V-Sport to the CTS (the regular V6 XTS is a bit weak on torque), and that for the same money, I'd pick the XTS for myself.

 

I absolutely understand that the business case for the XTS is evaporating... and I'm okay with that.

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The difference between Cadillac and the rest of the luxury brands is pretty staggering. Cadillac has some of the best product, yet is the only mainstream luxury brand to post a sales decline. The SRX is understandable due to its age, but the ATS and CTS really should have a better showing regardless of price. 

 

luxsales14.jpg

 

 

 

Just don't get people's way of thinking on this. The most logical reason for Cadillac's drop in sales is that it lacks the same product. I use Audi the most because it is essentially closest in sales and GOALS for the parent company:

 

Those gaps equal lost sales. Simple as that. No other way around it. Audi beat Caddy 182K to 171K or, by about 11K sales, with 6 more products to sell. 

 

 

You've piqued my interest. Let's have a look... 

 

luxsalesdetail.jpg

 

So, before I go into details, let me clear up some questions you're probably brewing... I paired up the XTS to each brand's largest sedan. Yes, I know they don't really compete but it's the closest segment to pair up with. Regardless, it actually works in Cadillac's favor. Also, I left out with ELR for 2 reasons. First, those 1000 sales hardly make a difference. And secondly, it's a niche that only BMW really has a match for (i8). Finally, I left out Lincoln due to the fact that it's vehicles match up the least of all brands. With that out of the way, let's dissect. 

 

  • Model to model, Cadillac still has the largest sales decline. Audi's sales increase is erased and are flat. Mercedes sales increase is also erased and results in a modest decrease. Lexus actually sees a bigger sales increase without each of its models factored in.
  • The ATS is outsold by every direct competitor in its segment. That remains true even without the competitors coupe/conv. models factored in, though they are combined above (Cadillac, MB, and BMW aren't disclosed). The 3/4 Series is by far the best seller, outselling the ATS by nearly 5 to 1.
  • The CTS is only outsold by the E-Class and 5-Series, but by a large margin. The E-Class includes coupe and convertible sales. Many of you are forgetting that the CTS coupe was still sold for the 2014 model year, though I'm sure its a very small percentage.
  • The XTS, being at the same price point as the CTS, is likely stealing some sales from it's sibling. You could almost combine the sales rather than try to find direct competitors for the XTS (the closest is probably the RLX). 
  • The SRX, despite its age fairs incredibly well against its competition. It is only outsold by the Lexus RX, which likely won't give up its sales crown anytime soon. 
  • The Escalade, like the XTS, doesn't really have any direct competitors besides the Lincoln Navigator. It's a niche that does extremely well for Cadillac, selling at a higher price point than most of those I've paired it up with. 
  • Ranking each brand's sales, without the extra models, Cadillac jumps a single place from 5th to 4th. BMW, MB, and Lexus maintain 1st, 2nd, and 3rd positions. Audi falls from 4th to 6th while Acura jumps from 6th to 5th. Infiniti is 7th any way you arrange it. 

So there you have it. Breaking it down definitely brings everything closer, but it still doesn't help Cadillac. Mercedes, BMW, and Lexus' core models still outsell Cadillac's by a large enough margin that its niche sales can't make up the difference. Audi is hurt the most as compared to Cadillac's line-up with only the A4/5 outselling the ATS. It's not that surprising given how close their sales were and the number of Audi's niche models. Mercedes definitely sees the biggest drop in pure sales number with it having the largest line-up filled with various niche models. Even with that drop, it doesn't hurt them with its core models selling so well. 

 

With that said, I actually agree on many points. The ATS is just a few tweaks and an advertising campaign away from no longer being dead last in sales. The CTS is, in my opinion, the best car in its class and it doesn't do that bad for itself. I'm still surprised it posted a sales drop, which, I agree probably has to do with sticker shock. I'd say Cadillac acknowledges such with the news that they've dropped the price $3k. As well, I'd agree with the notion that the XTS is a FWD CTS. They really do occupy the same spot in Cadillac's line-up.  

 

Still, I'd say my line of thinking is justified. ;)

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The difference between Cadillac and the rest of the luxury brands is pretty staggering. Cadillac has some of the best product, yet is the only mainstream luxury brand to post a sales decline. The SRX is understandable due to its age, but the ATS and CTS really should have a better showing regardless of price. 

 

luxsales14.jpg

 

 

 

Just don't get people's way of thinking on this. The most logical reason for Cadillac's drop in sales is that it lacks the same product. I use Audi the most because it is essentially closest in sales and GOALS for the parent company:

 

Those gaps equal lost sales. Simple as that. No other way around it. Audi beat Caddy 182K to 171K or, by about 11K sales, with 6 more products to sell. 

 

 

You've piqued my interest. Let's have a look... 

 

luxsalesdetail.jpg

 

So, before I go into details, let me clear up some questions you're probably brewing... I paired up the XTS to each brand's largest sedan. Yes, I know they don't really compete but it's the closest segment to pair up with. Regardless, it actually works in Cadillac's favor. Also, I left out with ELR for 2 reasons. First, those 1000 sales hardly make a difference. And secondly, it's a niche that only BMW really has a match for (i8). Finally, I left out Lincoln due to the fact that it's vehicles match up the least of all brands. With that out of the way, let's dissect. 

 

  • Model to model, Cadillac still has the largest sales decline. Audi's sales increase is erased and are flat. Mercedes sales increase is also erased and results in a modest decrease. Lexus actually sees a bigger sales increase without each of its models factored in.
  • The ATS is outsold by every direct competitor in its segment. That remains true even without the competitors coupe/conv. models factored in, though they are combined above (Cadillac, MB, and BMW aren't disclosed). The 3/4 Series is by far the best seller, outselling the ATS by nearly 5 to 1.
  • The CTS is only outsold by the E-Class and 5-Series, but by a large margin. The E-Class includes coupe and convertible sales. Many of you are forgetting that the CTS coupe was still sold for the 2014 model year, though I'm sure its a very small percentage.
  • The XTS, being at the same price point as the CTS, is likely stealing some sales from it's sibling. You could almost combine the sales rather than try to find direct competitors for the XTS (the closest is probably the RLX). 
  • The SRX, despite its age fairs incredibly well against its competition. It is only outsold by the Lexus RX, which likely won't give up its sales crown anytime soon. 
  • The Escalade, like the XTS, doesn't really have any direct competitors besides the Lincoln Navigator. It's a niche that does extremely well for Cadillac, selling at a higher price point than most of those I've paired it up with. 
  • Ranking each brand's sales, without the extra models, Cadillac jumps a single place from 5th to 4th. BMW, MB, and Lexus maintain 1st, 2nd, and 3rd positions. Audi falls from 4th to 6th while Acura jumps from 6th to 5th. Infiniti is 7th any way you arrange it. 

So there you have it. Breaking it down definitely brings everything closer, but it still doesn't help Cadillac. Mercedes, BMW, and Lexus' core models still outsell Cadillac's by a large enough margin that its niche sales can't make up the difference. Audi is hurt the most as compared to Cadillac's line-up with only the A4/5 outselling the ATS. It's not that surprising given how close their sales were and the number of Audi's niche models. Mercedes definitely sees the biggest drop in pure sales number with it having the largest line-up filled with various niche models. Even with that drop, it doesn't hurt them with its core models selling so well. 

 

With that said, I actually agree on many points. The ATS is just a few tweaks and an advertising campaign away from no longer being dead last in sales. The CTS is, in my opinion, the best car in its class and it doesn't do that bad for itself. I'm still surprised it posted a sales drop, which, I agree probably has to do with sticker shock. I'd say Cadillac acknowledges such with the news that they've dropped the price $3k. As well, I'd agree with the notion that the XTS is a FWD CTS. They really do occupy the same spot in Cadillac's line-up.  

 

Still, I'd say my line of thinking is justified. ;)

 

So would you really compare the Escalade to the GL or should it be matched against the G wagon? They seem to both occupy the same price area.

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The difference between Cadillac and the rest of the luxury brands is pretty staggering. Cadillac has some of the best product, yet is the only mainstream luxury brand to post a sales decline. The SRX is understandable due to its age, but the ATS and CTS really should have a better showing regardless of price. 

 

luxsales14.jpg

 

 

 

Just don't get people's way of thinking on this. The most logical reason for Cadillac's drop in sales is that it lacks the same product. I use Audi the most because it is essentially closest in sales and GOALS for the parent company:

 

Those gaps equal lost sales. Simple as that. No other way around it. Audi beat Caddy 182K to 171K or, by about 11K sales, with 6 more products to sell. 

 

 

You've piqued my interest. Let's have a look... 

 

luxsalesdetail.jpg

 

So, before I go into details, let me clear up some questions you're probably brewing... I paired up the XTS to each brand's largest sedan. Yes, I know they don't really compete but it's the closest segment to pair up with. Regardless, it actually works in Cadillac's favor. Also, I left out with ELR for 2 reasons. First, those 1000 sales hardly make a difference. And secondly, it's a niche that only BMW really has a match for (i8). Finally, I left out Lincoln due to the fact that it's vehicles match up the least of all brands. With that out of the way, let's dissect. 

 

  • Model to model, Cadillac still has the largest sales decline. Audi's sales increase is erased and are flat. Mercedes sales increase is also erased and results in a modest decrease. Lexus actually sees a bigger sales increase without each of its models factored in.
  • The ATS is outsold by every direct competitor in its segment. That remains true even without the competitors coupe/conv. models factored in, though they are combined above (Cadillac, MB, and BMW aren't disclosed). The 3/4 Series is by far the best seller, outselling the ATS by nearly 5 to 1.
  • The CTS is only outsold by the E-Class and 5-Series, but by a large margin. The E-Class includes coupe and convertible sales. Many of you are forgetting that the CTS coupe was still sold for the 2014 model year, though I'm sure its a very small percentage.
  • The XTS, being at the same price point as the CTS, is likely stealing some sales from it's sibling. You could almost combine the sales rather than try to find direct competitors for the XTS (the closest is probably the RLX). 
  • The SRX, despite its age fairs incredibly well against its competition. It is only outsold by the Lexus RX, which likely won't give up its sales crown anytime soon. 
  • The Escalade, like the XTS, doesn't really have any direct competitors besides the Lincoln Navigator. It's a niche that does extremely well for Cadillac, selling at a higher price point than most of those I've paired it up with. 
  • Ranking each brand's sales, without the extra models, Cadillac jumps a single place from 5th to 4th. BMW, MB, and Lexus maintain 1st, 2nd, and 3rd positions. Audi falls from 4th to 6th while Acura jumps from 6th to 5th. Infiniti is 7th any way you arrange it. 

So there you have it. Breaking it down definitely brings everything closer, but it still doesn't help Cadillac. Mercedes, BMW, and Lexus' core models still outsell Cadillac's by a large enough margin that its niche sales can't make up the difference. Audi is hurt the most as compared to Cadillac's line-up with only the A4/5 outselling the ATS. It's not that surprising given how close their sales were and the number of Audi's niche models. Mercedes definitely sees the biggest drop in pure sales number with it having the largest line-up filled with various niche models. Even with that drop, it doesn't hurt them with its core models selling so well. 

 

With that said, I actually agree on many points. The ATS is just a few tweaks and an advertising campaign away from no longer being dead last in sales. The CTS is, in my opinion, the best car in its class and it doesn't do that bad for itself. I'm still surprised it posted a sales drop, which, I agree probably has to do with sticker shock. I'd say Cadillac acknowledges such with the news that they've dropped the price $3k. As well, I'd agree with the notion that the XTS is a FWD CTS. They really do occupy the same spot in Cadillac's line-up.  

 

Still, I'd say my line of thinking is justified. ;)

 

 

 

 

Damn!!! U put some work into it!!! LOL. Thanks

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The model by model sales chart is awesome, that must have taken some time and research to put together.  I love that level of analysis.

 

The Escalade and the GL are competitors, similar size and price, both 3 rows, most GLs are V8s, etc.   The G-wagen is a rather unique vehicle, even more so when you look at an AMG version or the 6x6. 

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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 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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