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Want to Hear Somebody Take a Dump on the CT6?


ccap41

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I was thoroughly surprised when I came to read this and read the results and I think it is the best looking of the group and it sounds like it(and all new Cadillacs) have been nailing the driving portion of the car. But a major bummer on the interior and yet again CUE. How long will it take them to sort that out???  It looks like Cadillac was going for "value for size". rather than just being the best and that's disappointing.

CT6 vs E300 vs S90

Here's the intro but you can read the full comparison at the above link.

" Large luxury cars used to be powered by throaty, grumbling eight-cylinder engines. Cadillac had its old Northstar V-8s, Mercedes-Benz a 4.3-liter, and Volvo a 4.4-liter V-8 in the mid-priced offerings. But downsizing is all the rage these days, and all three of those manufacturers’ new mid-priced offerings are powered by diminutive 2.0-liter four-cylinder engines. Our testing suggests that you might not miss those extra cylinders.

The segment stalwarts are the ones leading the downsizing charge. The 2017 Mercedes-Benz E300 Sport is the German automaker’s bread-and-butter mid-priced midsize sedan. Starting at around $50K and selling well-equipped for nearly 70 large, the E-Class targets the heart of the luxury sedan market with semi-autonomous driving technology, baby S-Class luxury, and a four-cylinder engine cranking out a respectable 241 hp.

Cadillac has historically been synonymous with big engines. It sold high-tech V-16 engines through the middle of the Great Depression and has been known for its high-power V-8s since the ’60s. Yet its stunning don’t-call-it-a-flagship 2017 Cadillac CT6 2.0T Luxury offers an engine with a quarter of the cylinders of its V-16 cars, a tried-and-true 2.0-liter turbocharged I-4 making a stout 265 hp.

You can always count on the Swedes to be just a little bit different. Although the 2017 Volvo S90 T6 AWD Inscription makes just as much of a visual impression as the Caddy and Merc, it differs ever so slightly under the hood. Yes, it too has a 2.0-liter four-banger, but the S90’s is twin-charged, featuring both a supercharger and a turbocharger. The end result is a potent little engine making 316 hp. That’s V-8 territory.

So are these small-engined thoroughbreds engaging to drive? Can they deliver flagship luxury?"

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I read this and while I love the CT6, some things still clearly need to be addressed. Yet with that said, I think they also clearly missed issues with the others too.

Over all the biggest issue is the CUE and I do wonder when Cadillac will realize that they need to make a drastic change here on that system. I personally have not had the issue with CUE that many here and in other web sites covering the auto industry have had. With that said, I will say that the touch pad sucks, but then they all do and especially for me as it seems they only work about 10% of the time especially on laptops. The day they stop incorporating the little joystick between the GHB keys I will be forced to always have a mouse.

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I miss the days when every luxury car had a V8, but I guess on the flip side a new E43 with a 3 liter engine is faster than the 5.5 liter V8 in my car and probably gets a least 5 mpg more, so progress is good too. 

I am surprised the Volvo beat the E300, but I do agree with MT about the all black interiors on Mercedes and preferring the light and airy Volvo interior.   Mercedes needs the E43 on sale ASAP, that is the fix because the performance you get will make it worth the money.  At $70k for the 4-cylinder model that car should have every luxury goodie, that is $18k in options.  $70k for 4 cylinders is a big ask, the GLE43 is priced at $67k, if the E43 is the same, I think they have what they need.

Not surprised by what they said about the CT6.

Edited by smk4565
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This article was garbage from the onset. The premise is ridiculous: large luxury cars with 2.0L engines...but we're going to blend sizes to get the CT6 in here, at its expense.

Let's break down the inconsistency:

The CT6 2.0T is restricted to lower trims and RWD, with higher comparable pricing because it's Cadillac's full size car. For the price as-tested of the Luxury 2.0T, they could have bought a Premium Luxury trim 3.6L AWD with comfort pkg and driver assist pkg. Way, way more car for the money.

Meanwhile, the Volvo gets the benefit of checking off the T6 trim with AWD as well as their more powerful twin-charged 2.0L, rather than the 2.0T base engine with 250 horsepower. You know, because reasons.

Then there's Christian Seabaugh's writing, which is frankly awful in this comparison test:

Somehow, the E300 fails to impress with its driver-assist technology and does the worst of the three cars in ride and powertrain--in a large luxury car comparison, mind you--and still beats out the Cadillac because of a long list of largely subjective complaints.

There's such a lack of tangible, consistent criteria in this test. It was practically tailored to make the Volvo come out on top.

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On 11/23/2016 at 3:37 PM, dfelt said:

Over all the biggest issue is the CUE and I do wonder when Cadillac will realize that they need to make a drastic change here on that system.

For better or worse, the CUE set up in the CT6 and XT5 is drastically revised compared to the ATS/CTS. It's not for a lack of self-awareness, they're at least trying.

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39 minutes ago, cp-the-nerd said:

This article was garbage from the onset. The premise is ridiculous: large luxury cars with 2.0L engines...but we're going to blend sizes to get the CT6 in here, at its expense.

Let's break down the inconsistency:

The CT6 2.0T is restricted to lower trims and RWD, with higher comparable pricing because it's Cadillac's full size car. For the price as-tested of the Luxury 2.0T, they could have bought a Premium Luxury trim 3.6L AWD with comfort pkg and driver assist pkg. Way, way more car for the money.

Meanwhile, the Volvo gets the benefit of checking off the T6 trim with AWD as well as their more powerful twin-charged 2.0L, rather than the 2.0T base engine with 250 horsepower. You know, because reasons.

Then there's Christian Seabaugh's writing, which is frankly awful in this comparison test:

Somehow, the E300 fails to impress with its driver-assist technology and does the worst of the three cars in ride and powertrain--in a large luxury car comparison, mind you--and still beats out the Cadillac because of a long list of largely subjective complaints.

There's such a lack of tangible, consistent criteria in this test. It was practically tailored to make the Volvo come out on top.

I would mostly agree, it is a test that favors the Volvo based on criteria.  It is almost like saying we are out to find the best 4 cylinder all wheel drive sedan for about $30k and having a loaded up subaru vs whatever else all wheel drive you can get like a bare bones Audi A3 and saying the Subaru is best.

Most that want a large or even mid-size luxury car will want at least 6 cylinders, the E300 is really for the old ladies and old men that are in no hurry to get anywhere, and 6.5 seconds 0-60 is adequate, but a V6 E-class will mop the floor with a Volvo.

I don't think the CT6 was unfairly treated due to price though, it was the middle priced car of the test.  The CT6 is a flawed, perhaps compromised car though.  MT said they like the 2.0T more than the V6, I think the 3.6 should be dropped from all Cadillac sedans, put a turbo V6 in its place.

Edited by smk4565
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29 minutes ago, smk4565 said:

I would mostly agree, it is a test that favors the Volvo based on criteria.  It is almost like saying we are out to find the best 4 cylinder all wheel drive sedan for about $30k and having a loaded up subaru vs whatever else all wheel drive you can get like a bare bones Audi A3 and saying the Subaru is best.

Most that want a large or even mid-size luxury car will want at least 6 cylinders, the E300 is really for the old ladies and old men that are in no hurry to get anywhere, and 6.5 seconds 0-60 is adequate, but a V6 E-class will mop the floor with a Volvo.

I don't think the CT6 was unfairly treated due to price though, it was the middle priced car of the test.  The CT6 is a flawed, perhaps compromised car though.  MT said they like the 2.0T more than the V6, I think the 3.6 should be dropped from all Cadillac sedans, put a turbo V6 in its place.

I understand that the CT6 under-delivers in some areas. I can accept that, and I can accept a loss. It was this badly written comparison and sh!tty criteria that burned my balls. Your Subaru vs Audi analogy was solid. I would only add that Christian Seabaugh's take on the CT6 was blatantly negative in a subjective way that wasn't seen in the other cars.

My complaint with the pricing is that it's nearly impossible to option a CT6 RWD 2.0T like that. Like I said, you can buy a higher trim level, V6, AWD, plus option packages for that money.

As for the 3.6L, the latest LGX has been really well received across the board. Motor Trend hasn't even reviewed the CT6, ATS, or CTS with that powertrain, so when the article stated their preference for the 2.0T, they were referring to the Car of the Year test where their CT6 3.0T had strange, wonky power delivery (which hasn't been reported anywhere else).

Edited by cp-the-nerd
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10 hours ago, cp-the-nerd said:

For better or worse, the CUE set up in the CT6 and XT5 is drastically revised compared to the ATS/CTS. It's not for a lack of self-awareness, they're at least trying.

Yes it is much better in both the XT5 and CT6, but I still think this is one area that Cadillac could truly dump the system and start with a clean sheet design incorporating Apple and Android play and have a superior system to everyone else.

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Well this seems to be a bit embarrassing:

Volvo S90 YTD sales: 959

E-class YTD sales: 41,403

And E-class sales are down this year since the new model just went on sale late summer, and the V6 isn't even on sale yet, but will be soon, as well as this, which is faster than an M5 or CTS-V.

2018-mercedes-amg-e63-photos-and-info-ne

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The complaints levied against the CT6 are all really the interior. 

For it's price it's a bargain, but against it's class its appears as a different kind of car for a different kind of mindset. I see the CT6 as Cadillac trying to recreate itself in a former BMW's image, yet it goes away from traditional Cadillac strong points too far. For a big Cadillac, it isn't a Cadillac throughout. The interior fails to deliver what the, svelte yet imposing exterior promises. 

And Cadillac being a bargain is in itself just the wrong approach. The Escalade can get pricey, but costs less than it's competition. But it has such an immense cost advantage because it shares yet masks so much that is borrowed from it's siblings.

They spent too much effort on engineering a great car to drive, when most drivers of that size a car are not enthusiasts, but are mere badge braggers. Then the interior, while nice for the price, you know fully loaded, it just gets lost in a sea of Designo Mercedes, or Inscription trim S90.

And I think the price comparison is the right thing, but why the CT6? Isn't there a CTS somewhere they could have borrowed for this test. 

The real secret is that this test was a convenient coincidence - all 3 cars were in the COTY test. And tossing in the G90 would have made it an even better bargain than the S90.

 

 

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15 hours ago, smk4565 said:

2018-mercedes-amg-e63-photos-and-info-ne

This is just another butt ugly jelly bean auto that I cannot tell is this an A, C, D, E or S? They all look the same and nothing exciting to stir the passion of driving other than the badge.

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5 hours ago, dfelt said:

This is just another butt ugly jelly bean auto that I cannot sell is this an A, C, D, E or S? They all look the same and nothing exciting to stir the passion of driving other than the badge.

I still like it better than the Infinity, Lincoln, Volvo, Buick, And VW CC. 

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5 hours ago, A Horse With No Name said:

I still like it better than the Infinity, Lincoln, Volvo, Buick, And VW CC. 

Glad you like it, for me there is nothing special about owning these over priced badge jobs.

You want passion from MB, here are some auto's that stir the passion of wanting to drive them.

Mercedes-Benz_SLS_AMG_GT3_2011_08.jpg

Mercedes-Benz-AMG-Vision-Gran-Turismo-02.jpg

mercedes-cls-63-amg-german-special-customs-action-tuning-1.jpg

SLS-AMG-GT3-45th-1.jpg

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On ‎11‎/‎26‎/‎2016 at 10:28 PM, Suaviloquent said:

And Cadillac being a bargain is in itself just the wrong approach

I couldn't agree more. At the level of cars that approach 100k "bargain" shouldn't be a thing. It should just be great, period.

 

On ‎11‎/‎26‎/‎2016 at 10:28 PM, Suaviloquent said:

They spent too much effort on engineering a great car to drive, when most drivers of that size a car are not enthusiasts, but are mere badge braggers. Then the interior, while nice for the price, you know fully loaded, it just gets lost in a sea of Designo Mercedes, or Inscription trim S90.

Also, completely agree. It sounds like the driver's car of the luxury barge world but... nobody will ever give a crap about that when looking to purchase. It would have made more sense to go all-in on the interior and leave a less nailed down ride because frankly, it means waaaaay more in cars this size.

15 hours ago, A Horse With No Name said:

C class is in many ways a decent luxury car...

It's probably the most "luxurious" in its class. It isn't the driver's car but it's the most luxurious.

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On ‎11‎/‎25‎/‎2016 at 11:43 PM, cp-the-nerd said:

For better or worse, the CUE set up in the CT6 and XT5 is drastically revised compared to the ATS/CTS. It's not for a lack of self-awareness, they're at least trying.

It might be drastically revised but the issues they had with it are unacceptable at this point.. When it first came out..and some revisions..okay. That's understandable. It's new.  But "as it froze multiple times before eventually crapping out, taking USB connectivity and charging with it." That just cannot happen, to me, in a 50k car let alone the 100k this car can approach. I mean if that happened on a test drive, game over. I wouldn't buy something where the infotainment system is all over the place with consistency.

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Chevy MYLink and Buick/GMC Intellilink are just re-skinned versions of the same system, plus they retain hard buttons much more than the Cadillac.

I think there was a lost opportunity to come back fully to buttons and knobs that Lincoln did recently. While the volume slider does match the overall design of the interior....functionally the better versions of the same system are to be found in less expensive products.

But I guess complicated controls that look hi-tech and screem luxo in pics is the price of  admission of being a luxury car.

 

 

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Another MT article that, of course.. no one needed to read to see the outcome. The Chinese showed Seabaugh and his crew a good time and this is what we got from it.

 

 Let's be clear.. with $70K U could have gotten a CT6 3.0L TT with AWD that would have put the weaksauce Chinaman car on the trailer with the Kraut.

 

 In fact.. why was the CT6 in this run at all? Why not simply bring in a CTS 2.0L AWD loaded to the hilt? To MT it made sense to take a 204 inch car and put it up against 2 vehicles that were smaller than even the smaller than CT6s lil sis the CTS. 

 

Can U say BULLCRAP???

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12 minutes ago, Cmicasa the Great said:

Let's be clear.. with $70K U could have gotten a CT6 3.0L TT with AWD that would have put the weaksauce Chinaman car on the trailer with the Kraut.

The driveline was not the issues that they mentioned though. They didn't mind the 2.0T and they thought the chassis was superb. It was the interior that they didn't like and it would be the same on the TT3.0 AWD.

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5 minutes ago, ccap41 said:

The driveline was not the issues that they mentioned though. They didn't mind the 2.0T and they thought the chassis was superb. It was the interior that they didn't like and it would be the same on the TT3.0 AWD.

Actually the model they used was the LUXURY.. which is for all intents really the base model on the inside.. For the price they should have gone for the Premium Luxury. 

Bottom line is that Cadillac is penalized because it made its big car more affordable than some of its competitor's mid-size. Personally I think they should say "eff 'em" and charge people for the the CT6 at minimum Premium Luxo. To hell with the two lower trims. I would buy any but the Platinum anyway

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40 minutes ago, dfelt said:

CT6, the car everyone seems to want to use for it's whipping boy. Wonder if it is that they are all so jealous of the auto that they have to nit pick.

Or... Maybe it just isn't as good as we really want it to be.. I would put more weight into our bias than I would professional's bias. they see, sit, and drive basically EVERYTHING on the market. I think they have a better opinion on how things do work vs how they should along with what the competition does.

4 minutes ago, Cmicasa the Great said:

Actually the model they used was the LUXURY.. which is for all intents really the base model on the inside.. For the price they should have gone for the Premium Luxury. 

Bottom line is that Cadillac is penalized because it made its big car more affordable than some of its competitor's mid-size. Personally I think they should say "eff 'em" and charge people for the the CT6 at minimum Premium Luxo. To hell with the two lower trims. I would buy any but the Platinum anyway

Yes. You don't magically make a car larger and more affordable out of nowhere.. There HAS to be corners cut or sacrifices made to get to that point of a larger car being cheaper. They sacrificed interior things for a superb chassis and engine. Cadillac penalized themselves for doing that.

Does Premium Luxury change any of the issues they had with the car? CUE will still suck, the materials will still be all over the place(according to them), but they already complimented the quality of leather being used.

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3 hours ago, dfelt said:

CT6, the car everyone seems to want to use for it's whipping boy. Wonder if it is that they are all so jealous of the auto that they have to nit pick.

...or maybe GM needs to just keep bringing its A game to the table?  They are doing it with Chevy, they need to step it up with Buick and Cadillac IMHO.

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      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

      View full article
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.
    • By David
      Here you will find the latest teaser videos from Cadillac.
      Cadillac CELESTIQ
      Cadillac-CELESTIQ-Teaser.mp4
      Cadillac BLACKWING teaser
      BLACKWING-teaser.mp4
      Will add more teasers as Cadillac releases them.
       
      Here is the link for the Cadillac BLACKWING Reveal on February 1st 2021 @ 7pm EST.
      Cadillac Pressroom - United States - V-Series Blackwing
    • By William Maley
      Back in the spring, I spent some time with two different Volvo 60 series models - the S60 Momentum and V60 Cross Country. I came away impressed with the work Volvo had done, picking Cross Country as my favorite. A couple months back, another 60 series model rolled up for a week long evaluation. This one is very different.
      Unlike most performance wagons that grab a bullhorn and shout for attention, the V60 Polestar goes for a more sedate approach. From afar, it looks like your standard V60. Get closer and you begin to see the small changes such as the lowered ride height, 20-inch grey wheels that cover up the massive gold brake calipers, and the two Polestar badges. Only changes for the interior are the Polestar logo embossed on the front headrests and gold seatbelts. Under the hood is Volvo's T8 powertrain. This is the 2.0L twin-charged four-cylinder paired with an electric motor on the rear axle to produce a total output of 415 horsepower and 494 pound-feet of torque. This setup also provides all-wheel drive. It is quite shocking (pardon the pun) as to how fast the V60 Polestar goes. Step on the accelerator and it feels like you have engaged warp drive as the two powertrains work together.  But there were times where the gas engine and electric motor didn't seem to be on the same page. There would be the odd delay or surging of the gas engine when driving around town in the hybrid mode. Hopefully, this is something that could be addressed with an update to the engine software. The other party trick of the V60 Polestar is the ability to run on electric power alone. This comes from an 11.6 kWh lithium-ion battery pack underneath the cargo floor. Volvo claims a range of 22 miles on electric power alone, but I was able to stretch it out to around 23 to 25 miles throughout the week. Recharging took around eight to eleven hours if the battery was near or fully depleted.  For the week, I saw an MPGe average of 52.1. With the battery drained, I saw the average fall to around 29.1 MPG.  Volvo turned to suspension supplier Öhlins to develop something bespoke for the V60 Polestar. What was delivered is a special set of dampers that are manually adjusted by gold-colored aluminum knobs. You'll easily find the ones in the front by opening the hood - sitting on top of the shock towers. The ones in the back are slightly harder to find as they're located above the wheels in the wheel housing. This is something that feels like more of a talking point when showing off the wagon, not something you want to mess with unless you are knowledgeable on damper tuning. The V60 Polestar may be the best handling Volvo I have driven in quite some time. The Öhlins dampers do make a difference as they minimize body roll. But the dampers cannot fully hide the massive weight of the Polestar - tipping the scales at 4,522 pounds. This makes the wagon not feel as nimble. In terms of ride quality, the V60 Polestar does well on smooth roads. Take it on a road with a litany of bumps and potholes and the ride becomes very choppy. This is where I wished Volvo had gone for a computer-controlled damper system to make the ride slightly smoother. A price tag of over $68,000 is a bit much for a Volvo, but you need to take into consideration that you're getting everything as standard. That includes the premium B&O audio system, full LED headlights, Nappa leather upholstery, heated/ventilated front seats, Pilot Assist, and more. The only option on our tester is the metallic paint. Despite the price tag and rough ride, I'm happy to see Volvo venturing out and doing some wild as the V60 Polestar. This vehicle is a prime example of having your cake and eating it by delivering excellent performance and efficiency in one package. The fact that this package is in a wagon shows this for someone who doesn't want to follow the Joneses and get a performance crossover. Would this be the 60 Series model I would buy? No, that honor falls to the V60 Cross Country I drove in the early spring. But the Polestar runs a close second. Disclaimer: Volvo Provided the V60 Polestar, Insurance, and One Tank of Gas
      Year: 2020
      Make: Volvo
      Model: V60
      Trim: T8 Polestar Engineered 
      Engine: 2.0L Twincharged DOHC 16-Valve Four-Cylinder, Two AC Electric Motors
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 328 (gas), 46 (electric motor front), 87 (electric motor rear), 415 (combined)
      Torque @ RPM: 317 (gas), 111 (electric motor front), 177 (electric motor rear), 494 (combined)
      Fuel Economy: Combined MPGe/Gas - 69/30
      Curb Weight: 4,522 lbs
      Location of Manufacture: Gothenburg, Sweden
      Base Price: $67,300
      As Tested Price: $68,940 (Includes $995.00 Destination Charge)
      Options:
      Metallic Paint - $645.00

      View full article
    • By William Maley
      Back in the spring, I spent some time with two different Volvo 60 series models - the S60 Momentum and V60 Cross Country. I came away impressed with the work Volvo had done, picking Cross Country as my favorite. A couple months back, another 60 series model rolled up for a week long evaluation. This one is very different.
      Unlike most performance wagons that grab a bullhorn and shout for attention, the V60 Polestar goes for a more sedate approach. From afar, it looks like your standard V60. Get closer and you begin to see the small changes such as the lowered ride height, 20-inch grey wheels that cover up the massive gold brake calipers, and the two Polestar badges. Only changes for the interior are the Polestar logo embossed on the front headrests and gold seatbelts. Under the hood is Volvo's T8 powertrain. This is the 2.0L twin-charged four-cylinder paired with an electric motor on the rear axle to produce a total output of 415 horsepower and 494 pound-feet of torque. This setup also provides all-wheel drive. It is quite shocking (pardon the pun) as to how fast the V60 Polestar goes. Step on the accelerator and it feels like you have engaged warp drive as the two powertrains work together.  But there were times where the gas engine and electric motor didn't seem to be on the same page. There would be the odd delay or surging of the gas engine when driving around town in the hybrid mode. Hopefully, this is something that could be addressed with an update to the engine software. The other party trick of the V60 Polestar is the ability to run on electric power alone. This comes from an 11.6 kWh lithium-ion battery pack underneath the cargo floor. Volvo claims a range of 22 miles on electric power alone, but I was able to stretch it out to around 23 to 25 miles throughout the week. Recharging took around eight to eleven hours if the battery was near or fully depleted.  For the week, I saw an MPGe average of 52.1. With the battery drained, I saw the average fall to around 29.1 MPG.  Volvo turned to suspension supplier Öhlins to develop something bespoke for the V60 Polestar. What was delivered is a special set of dampers that are manually adjusted by gold-colored aluminum knobs. You'll easily find the ones in the front by opening the hood - sitting on top of the shock towers. The ones in the back are slightly harder to find as they're located above the wheels in the wheel housing. This is something that feels like more of a talking point when showing off the wagon, not something you want to mess with unless you are knowledgeable on damper tuning. The V60 Polestar may be the best handling Volvo I have driven in quite some time. The Öhlins dampers do make a difference as they minimize body roll. But the dampers cannot fully hide the massive weight of the Polestar - tipping the scales at 4,522 pounds. This makes the wagon not feel as nimble. In terms of ride quality, the V60 Polestar does well on smooth roads. Take it on a road with a litany of bumps and potholes and the ride becomes very choppy. This is where I wished Volvo had gone for a computer-controlled damper system to make the ride slightly smoother. A price tag of over $68,000 is a bit much for a Volvo, but you need to take into consideration that you're getting everything as standard. That includes the premium B&O audio system, full LED headlights, Nappa leather upholstery, heated/ventilated front seats, Pilot Assist, and more. The only option on our tester is the metallic paint. Despite the price tag and rough ride, I'm happy to see Volvo venturing out and doing some wild as the V60 Polestar. This vehicle is a prime example of having your cake and eating it by delivering excellent performance and efficiency in one package. The fact that this package is in a wagon shows this for someone who doesn't want to follow the Joneses and get a performance crossover. Would this be the 60 Series model I would buy? No, that honor falls to the V60 Cross Country I drove in the early spring. But the Polestar runs a close second. Disclaimer: Volvo Provided the V60 Polestar, Insurance, and One Tank of Gas
      Year: 2020
      Make: Volvo
      Model: V60
      Trim: T8 Polestar Engineered 
      Engine: 2.0L Twincharged DOHC 16-Valve Four-Cylinder, Two AC Electric Motors
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 328 (gas), 46 (electric motor front), 87 (electric motor rear), 415 (combined)
      Torque @ RPM: 317 (gas), 111 (electric motor front), 177 (electric motor rear), 494 (combined)
      Fuel Economy: Combined MPGe/Gas - 69/30
      Curb Weight: 4,522 lbs
      Location of Manufacture: Gothenburg, Sweden
      Base Price: $67,300
      As Tested Price: $68,940 (Includes $995.00 Destination Charge)
      Options:
      Metallic Paint - $645.00
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