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No, in 2013 it was really good. Probably the best handling of the segment aside from the Mazda 6 which it shared a platform with and the Regal which was priced way higher. But that really isn't the point. You point out that if Ford can't make money on it building it in Mexico they should fail... but it's worse than that. They can't make money on it while also being the 3rd best selling vehicle in the segment. So they're using cheap labor and selling enough of them to beat GM, Nissan, Hyundai, Kia, and VW.... but they can't make a profit on them. That indicates a deeper issue in Ford's accounting department.

The 3.6 TT in the XT5 would be more than enough. It's already the second best selling vehicle in its segment and the segment leader doesn't have a high power version either. This new V8 is very pretty looking. Plus, I like the updates to the look of the CT6.

I have been saying for 10 years that Cadillac needs a DOHC V8, finally they have one, better late than never, but I feel like this car is about 3 years too late, they should have had this at launch time of the CT6. Will this engine be in the XT5? Oh wait, it won't work since the XT5 is wrong wheel drive, poor product planning strikes again! At least they got the powertrain right in the CT6 finally, I would make the 3.0TT the base engine, dump the 3.6 V6. And when CT5 arrives go with a turbo 4 base, 3.0TT V6 middle, and 4.2 V8 V-series or V-sport. I'd put this new V8 in the Escalade too, and if this is the CT6 V-sport, is there a CT6 V coming with more power? But how many of these will they sell? The world hasn't shown much demand for $100k+ Cadillac sedans, but you have to build it first and hope they will come.

I like the Continental, it's one of those cars I like a lot more after seeing in person than looking at just in pictures. I've sat in them, seems like it would be a nice comfy cruiser.

Very concise!

'Wildcat 465' = 425 CI 4bbl. That car has no A/C.

Am I weird for liking to study engine bays? It's interesting how simplistic and solid state or how complex engine compartments can be nowadays. When 350 V8s ruled the roost, I was able to tell whether the engine was built by Chevrolet, Pontiac, Olds, or Buick just by the way it was configured ... no labels or brand of car needed. Olds had the "best" looking 350 V8 while Buick had the "ugliest" looking 350 V8, IMO. Anymore, I just wipe my engine down periodically and take minor amounts of degreasing spray with the more focused pointer feature to areas far, far away from any sensors and electronics.

Shockingly effective transformation of the CT6. Fine looking engine, nice stats. Good looking, authoritative front end. Interior looks top notch. Don't like the taillight morph. Needs to remain fully vertical.

Crazy to me that a global car that probably sells 400k a year won't be replaced with a near equivalent..

Sorry I haven't been around much guys. I haven't been well for more than a month. I don't know when I'll be back here again full time. I am still going to NYC for the auto show because I booked it a while ago, but I'll be keeping a low profile.

They're thinking of canceling it without replacement. The updates are certainly not going to be enough to topple the Accord or Camry..... but maybe that's the point. Ford knows they will never topple the two kings of the segment, so they only invest minimally in the car and stay satisfied with 3rd place.

The only way to buy a Continental is in full zoot Black Label edition, but there is a lot of stiff competition at that price. The Continental can certainly hold its own for what it delivers at that price but Lincoln has done nothing to convince buyers of vehicles in that price range why they should consider the car. The Navigator is in a different boat, it has name brand recognition with those who may have bought one in the past and gives them a new reason to come back. The people who bought Continentals new in the past have a good chance of being 6 feet under.

PRECISELY! THAT is why I like them! And the performance of course. They are good looking cars. They have to performance to back up the bravado talks of their owners. They could EASILY be tuned for MORE performance. They have a history that is EQUALLY interesting as our very own muscle cars! Dfelt called them pony cars... I see them as a tad more than pony cars. I see them as their version of the American Muscle car. The Skyline did begin from family car intentions. And grew to be its own model... Plus if Im not mistaken....the early Skylines were cheap speed. EXACTLY like how the muscle cars began!

I think what SMK is trying say is that the possible exposure to this new engine is far greater in an utility vehicle than a shrinking sedan segment. But they want this engine to be hand-made at the Performance Build centre. I think when Cadillac builds their performance crossover, that it will get this engine. But they could just skip that BS. Cadillac probably plans to get make a performanc EV crossover. That's what i would do. Skip this V8 bullshit for crossovers, just get a decent sized XT5 sized thing, add dual motor like Tesla, put a 300 mile range capable battery size, a fast charging capabilty and call it a Cadillac XT_VEEEE... That's where everybody else is going anyways, and most people if you gave them pics of a performance crossover, with AMGs, Ms, and SQ's, and then a base model Tesla X, they will put the base model Telsa X as an equal to an AMG.

The XT5 being a commodity lease appliance doesn't need a V8; competitors like the Lexus RX and Nautilus don't have V8s..

I agree. This opinion, for me, would apply to most any new vehicle purchase.

Anyone who thinks Ford is even in the same dimension as Lexus in regards to reliability is delusional.

I, for one, think that the Continental is worth the money they are asking. I also think that it does what Lincoln designed it to do.... bring back American luxury in a modern way. That doesn't necessarily mean that it will workout from a sales perspective. The segment is shrinking and the marketing (beyond to most people that are not into cars) has been limited. The Navigator, on the same philosophy, is doing quite well. There certainly has been more of a marketing effort for it, but it is in a more stable segment for sales. Why would I pick the Continental over anything European or a Cadillac? Because for the money, the Continental would check off every box I would be looking for. I do not need or want all out performance in a full size (even though this is barely a full size car) sedan. It looks better, to me, than almost anything else. The Germans just don't style cars well to my eye and haven't since the 90's. It is an American car. The only other car I would seriously consider would be the Volvo.

I never got the Skyline love. Performance aside (and actually I'm not up on how well they did), they were always stylistically dated approximations of earlier muscle cars to my eye. Seems like datsun/nissan felt a chin spoiler was the cure-all for any generic family pod.

I have a few Skylines of various generations in my 1/24th kit stash.

I have 3 models that I like. The very 1st one that I saw in a Car and Driver mag and they tested a Corvette C4 that was legally transformed to be driven in Japan and the R33. Then a few years went by I learned about the successor to the R33....the R34. I preferred the R33 but I was into the R34 as well. Then the internet happened in my household and I researched its history when I fell in love with the 3rd gen Skyline. The generation just before the one you like.

Of the vintage Skyline GT-Rs, I like the KPGC110 mid 70s generation and the R32.

Yes. In disbelief. One wonders on how one could be soooo...odd???!!! Hey Mr. Blu Venkman...(Peter's long lost cousin)

Yep- Because any time the crowd gets a slight boner over something, Ford just has to get it out! They could have been much, much quicker on cashing in on the small truck craze....but no-the Ranger is coming out as things slow down...hope they don't expect these to just fly off the lots. Upside on this was that the investment was low...and I think small trucks will pick up again when they start leasing these like they do the big trucks....

Cadillac is updating the CT6 for 2019 with revised styling including a grille inspired by the Escala concept, new headlights, and reshaped trunk lid. The interior boasts an updated infotainment system with a 10-inch 1080P touchscreen and rotary dial controller with physical shortcut buttons to most used functions. But the big news is under the hood. Cadillac is introducing an all-new twin-turbo 4.2L V8 engine with double overhead cams. Making its debut in the all new CT6 V-Sport, the V8 produces 550 horsepower and 627 pound-feet of torque. Cadillac says this engine is a clean-sheet design, as evidence by the “hot-V” configuration - the turbochargers sit in between the cylinder banks to reduce turbo-lag and making the engine more compact. The V8 sends its power through a new 10-speed automatic to all four wheels. The engine will be hand-built at GM's Bowling Green, Kentucky's Performance Build Center. In 2019, a lower output version of the twin-turbo V8 will become an option on the CT6, producing 500 horsepower. The only differences between the high and low-output versions are a different ECU tune and more restrictive exhaust. Other performance goodies for the CT6 V-Sport include revised settings for the steering and Magnetic Ride Control system; limited slip differential, larger brakes, active exhaust system, summer-only performance tires, and a Track Mode setting. Exterior changes include a blacked-out grille, 20-inch wheels, "high-lumen" headlights, and integrated spoiler. The introduction of the CT6 V-Sport also marks a change in how Cadillac organizes their trim lineup. It will become forked with Luxury trim on one side and V-Sport on the other side. No word on when the 2019 Cadillac CT6 will arrive at dealers. Source: Cadillac Press Release is on Page 2 Cadillac Introduces First-Ever CT6 V-Sport New high-performance V-Performance model V-Sport model boasts all-new Cadillac 4.2L Twin Turbo V-8 First in a series of new Cadillac performance vehicles Cadillac today unveiled the CT6 V-Sport, the first-ever V-Performance model of its top-of-range sedan. The introduction of the high-performance variant coincides with a makeover of the entire CT6 lineup that incorporates the newest iteration of Cadillac’s design language featured on the Escala Concept. The Cadillac V-Sport portfolio currently includes the CTS V-Sport and the XTS V-Sport. “Cadillac V-Sport is the embodiment of our passion to deliver an exhilarating driving experience without compromises,” said Cadillac President Johan de Nysschen. “The all-new CT6 V-Sport provides the perfect balance of performance and luxurious refinement.” The CT6 V-Sport boasts an all-new Cadillac 4.2L Twin Turbo V-8 Cadillac -estimated at 550 horsepower (410 kW) and stunning 627 lb-ft of torque (850 Nm) that elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. The engine is a clean-sheet design and introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging. At the center of the Cadillac Twin Turbo V8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size. “With the introduction of the all-new CT6 V-Sport, Cadillac begins a new chapter in its performance legacy with the introduction of the brand’s first-ever twin-turbo V-8 engine,” added de Nysschen. “It is the centerpiece of the new CT6 V-Sport, an engaging sport sedan infused with DNA of Cadillac’s world-renowned and championship-winning motorsports program.” The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its broad, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway for refinement and efficiency. Narrow steps between the gear ratios also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds. OPTIMIZED FOR PERFORMANCE The first-ever Cadillac CT6 V-Sport includes a bold, dark front with a large V-inspired mesh grille and new horizontal LED headlamps with strong vertical signatures, making it distinctly Cadillac. Lower aero components and Gloss Black side window surround trim provide the performance sport sedan’s chiseled exterior with a dark and distinguished look. New, unique 20-inch V-Sport wheels with summer-only tires[1], lower aero components and spoiler further express the sedan’s performance capabilities. New, summer-only performance tires developed exclusively for Cadillac V-Sport are tuned to deliver crisp response and track capable performance while retaining isolation and comfort. Mechanical limited-slip rear differential increases traction at the limit and provides more predictable performance during spirited and track driving. V-Sport specific suspension tuning for improved roll control, cornering capability and steering response. A new 19-inch Brembo brake system developed specifically for the CT6 high-performance application. Brembo monoblock, fixed-opposed, four-piston Equipped with performance linings and air deflectors that direct air to cool the brakes during sporty, aggressive driving Modified steering and Magnetic Ride Control damper calibrations Exhaust system with active valves offering reduced back pressure and more sound character Tuned for V-Sport model, with a performance oriented exhaust note TRACK MODE, OPTIMIZED FOR PERFORMANCE Maximized Magnetic Ride Control damper control Re-mapped steering efforts for sportier, dynamic feedback Track-tuned Active Rear Steer Revised AWD torque split Unique, track-focused stability controls Track focused active exhaust valve calibration “The CT6 V-Sport was developed for driving enthusiasts who want the best of both worlds: a high-performance sports sedan and a luxury car with all the comforts and technology that come with it,” said Lyndon Lie, CT6 chief engineer. “With its lightweight architecture, an all-new Cadillac Twin Turbo V-8 coupled with the tightened suspension and revised AWD torque split, we’ve enhanced the CT6 to be well-balanced and capable of all conditions.” REFRESHED CT6 LINEUP CT6 retains a dominant vertical light signature and adds horizontal elements to give the front end a more aggressive appearance. That inspiration continues to the back with the new rear lighting graphic, which is most visible at night. "The V-Sport gave us the opportunity to accentuate the aggressive dynamics of the architecture," said Andrew Smith, executive director of Cadillac Design. "The CT6 is the first entry that incorporates cues for the new Sport and V-Sport model strategy, which allowed us to make the car look as powerful as it drives." In addition to the introduction of the CT6 V-Sport, the 2019 CT6 lineup incorporates Cadillac’s new “Y” trim strategy for its models — each model will have Luxury and Sport trims with distinct personas and features. On non-V-Sport CT6 models, new horizontal high-lumen headlights and a revised taillight design refresh Cadillac’s signature lighting, inspired by the Escala Concept. INTUITIVE TECHNOLOGIES Led by the latest Cadillac user experience — the brand’s most advanced infotainment interface — the CT6 offers a connected environment. The Cadillac user experience is a dynamic platform that offers a smartphone-like experience with an intuitive interface, faster response and improved voice recognition from previous generations. The system can be updated over time to meet a customer’s evolving connectivity needs. It leverages the cloud and available embedded 4G LTE connection to enable personalization, available connected navigation and news, marketplace and entertainment applications via the app store and a new rotary controller that offers users alternative ways to interact with the system. The new controller includes volume and seek forward/back controls for the audio system; shortcut buttons for fast access to the most frequently used apps such as Audio, Phone, Navigation (if available) and Home; and a large center dial to operate primary features of the most frequently used apps, scroll menus and lists and select other apps to be displayed. Additional CT6 technologies include: Super Cruise, the first truly hands-free driver assistance feature for the freeway, is available (non- V-Sport only)[ii]. The 10-inch diagonal Cadillac user experience interface screen has 1080p HD resolution. Next-generation, 5-watt wireless charging with larger charge area for better phone compatibility[iii]. Available Cloud-connected navigation provides real-time traffic and routing. Rear-seat Infotainment has media input through USB, HDMI or Wi-Fi connection to a phone. The second-generation Rear Camera Mirror has a new frameless design and zoom and tilt features. The full suite of available active safety features includes Forward Collision Alert, Lane Change Alert with Side Blind Zone Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, Forward/Reverse Automatic Braking, and Safety Alert Seat Available Surround Vision provides a 360-degree camera view around the vehicle, displayed on the Cadillac user experience screen, helping the driver avoid nearby objects during low-speed maneuvering Available industry-first Surround Vision Recorder video recording system can record front and rear views while driving, and 360 degrees of recording if the vehicle’s security system is activated. Night Vision helps identify people and large animals via heat signatures on a display in the driver information center. Available Automatic Parking Assist with Braking steers the vehicle and applies the brakes at idle speed to help park in parallel or perpendicular spaces while the driver follows text commands, selects gear, and overrides braking and acceleration as needed. Available Front Pedestrian Braking provides pedestrian detection indications, alerts and automatic braking to help avoid collisions or reduce the harm caused by one. New available Rear Pedestrian Detection alerts the driver, when in Reverse, of an imminent collision with a pedestrian by providing visual notification on rear view camera display. Safety or driver assistance features are no substitute for the driver's responsibility to operate the vehicle in a safe manner. The driver should remain attentive to traffic, surroundings and road conditions at all times. Visibility, weather, and road conditions may affect feature performance. Read the vehicle's owner's manual for more important feature limitations and information. Cadillac Introduces First-Ever Twin-Turbo V-8 Engine Sophisticated, all-new 4.2L Twin Turbo V-8 is at the heart of new CT6 V-Sport’s exemplary performance Cadillac begins a new chapter in its high-performance legacy with today’s introduction of the brand’s first-ever twin-turbo V-8 engine. It is the centerpiece of the new CT6 V-Sport, an engaging sports sedan infused with DNA of Cadillac’s world-renowned motorsports program. Developed as a small-displacement V-8 in the classic vein and offering exceptional power density of 131 hp (98 kW) per liter, this new Cadillac-exclusive 4.2L Twin Turbo V-8 — GM estimated at 550 horsepower (410 kW) and 627 lb-ft of torque (850 Nm) — elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. An optional 500-horsepower version will also be available. “Cadillac’s performance technology reaches new heights with the new and exclusive 4.2L Twin Turbo V-8,” said Cadillac President Johan de Nysschen. “The engineering prowess embodies the very spirt of Cadillac performance on and off the racetrack.” The new Cadillac Twin Turbo V-8 is a clean-sheet design that also introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging. “Designing an all-new engine was the best way to achieve the performance goals for the CT6 V-Sport,” said Jordan Lee, 4.2L TT V-8 chief engineer. “It builds on Cadillac’s well-established turbocharging know-how and forges new ground with innovative features that deliver exceptional performance and refinement.” At the center of the 4.2L Twin Turbo V-8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size. In a conventional turbocharged engine, the cylinder heads receive the pressurized air charge through ports at the top of the engine and the exhaust exits through ports on the lower outside of the heads into manifolds connected to the turbochargers. With Cadillac’s innovative hot V design, the intake-charged air enters through the lower outside of the heads and exits through the top inside — where the turbochargers are integrated with the exhaust manifolds — for quick spool-up that translates into more immediate power delivery. The design also allows closer mounting of the catalytic converters, for efficient packaging. Additional engine highlights: Twin-scroll turbochargers Electronic wastegate control Twin water-to-air charge coolers Twin throttle bodies Direct injection Dual-independent camshaft phasing Active Fuel Management (cylinder deactivation) Variable-pressure oiling system Stop/start technology Each engine will be hand-built at the Performance Build Center in Bowling Green, Kentucky. SMALL DISPLACEMENT, LARGE EFFECT The new Cadillac Twin Turbo V-8’s foundation is an all-new, durable and lightweight aluminum cylinder block that houses an equally robust, lightweight rotating assembly composed of a forged steel crankshaft, forged steel connecting rods and high-strength aluminum pistons. The crankshaft’s 90.2mm (3.55 inch) stroke complements the cylinder bores’ 86mm (3.39 inch) diameter to give the engine its 4.2L (255 cubic-inch) displacement. Its comparatively small bore dimension enables the reduction in the size and weight of the pistons, optimizing the engine’s geometry to match the fast-rev capability permitted by the engine’s low-inertia, twin-scroll turbochargers. The result is exceptional responsiveness and immediacy of power across the rpm band. The turbochargers produce up to 20 pounds of boost (1.38 bar) and are matched with electronic wastegate control for more precise boost management and more responsive torque production. In fact, 90 percent of the engine’s peak torque is available at only 2000 rpm, and it is carried through 5200 rpm for a confident, virtually bottomless power reserve. TWIN-SCROLL TURBOCHARGERS The turbos’ twin-scroll design broadens their performance capability, offering quicker response and greater efficiency. Rather than a single spiral chamber (scroll) feeding exhaust gas from the exhaust manifold to drive the turbine on each turbocharger, the twin-scroll design has a divided housing with two exhaust gas inlets and two nozzles to drive the turbine. Generally, one of the nozzles contributes to quicker response and boost production, while the other contributes to overall peak performance. Each of the engine’s integrated exhaust manifolds/turbocharger housings splits the exhaust channels from the cylinder head so the exhaust flows through separate scrolls based on the engine’s exhaust pulses. When matched with precise valve timing, that separation leverages exhaust-scavenging techniques to optimize gas flow, improves turbine efficiency and reduces turbo lag. The electronically controlled wastegates — one per turbocharger — are used for more precise management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each cylinder bank to balance the turbo compressors’ output, for greater boost pressure response. WATER-TO-AIR CHARGE COOLING AND DUAL THROTTLE BODIES An efficient water-to-air charge-cooling system contributes to the engine’s performance, enhancing the turbochargers’ effectiveness. Similar in concept to an engine’s radiator, the system’s intercoolers cool the boosted air charge before it enters the cylinders. Cooler air is denser, which means there is more oxygen in a given volume, resulting in optimal combustion and more power. The system features a pair of heat exchangers located above the valley-mounted exhaust manifold/turbocharger housings. The turbos pump pressurized air directly through the heat exchangers and into the cylinder heads. The heat exchangers are cooled by their own coolant circuit. The intercoolers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air. Also, the system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production. Before entering the combustion chambers, the cooled air charge flows through a pair of throttle bodies, one for each engine bank. Each electronically controlled throttle body has a 59mm diameter opening. NEW 10-SPEED TRANSMISSION The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its wide, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway, which enhances refinement and efficiency. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds. ADDITIONAL TECHNOLOGIES Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio — 9.8:1 — is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature to lessen the likelihood of spark knock. A pair of engine-mounted, camshaft-driven high-pressure fuel pumps supplies fuel to the specialized injectors at 5,075 psi (350 bar), with each pump supplying fuel to one bank of the engine. Active Fuel Management (AFM), also known as cylinder deactivation, imperceptibly shuts down half of the engine’s cylinders in certain light-load driving conditions to enhance fuel economy. Unique deactivating rocker arms are used for each of the four valves of the cylinder being deactivated. Dual overhead camshafts and a virtually silent chain-driven valvetrain contribute to the smoothness and the high output of the Cadillac Twin Turbo V-8, while dual independent continuously variable valve timing helps deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or drivability. Oil jets located in the block are employed for performance and temperature control. Four jet assemblies in the engine drench the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power without reducing long-term durability. Variable-pressure oiling system. A variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed. With it, the oil supply is matched to the engine load rather than the linear operation of a conventional, fixed-flow oil pump. The engine uses 10 quarts of General Motors’ dexos2 0W40 motor oil. Stop/start technology shuts down the engine when the vehicle stops momentarily, such as at stoplights. The engine automatically restarts when the driver takes their foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts. SPECIFICATIONS ENGINE Type: 4.2L twin-turbocharged DOHC V-8 with Active Fuel Management, direct injection and stop/start Bore and stroke (in / mm): 3.39 x 3.55 / 86 x 90.2 Block configuration: 90-degree V-8 with five cross-bolted nodular iron main bearing caps; with provisions for jet-spray oil cooling Block material: A319 sand-cast aluminum with pressed-in iron liners Crankshaft: Forged steel Pistons: High-strength hypereutectic aluminum with friction-reducing polymer skirt coating Connecting rods: Forged steel with floating wrist pins Cylinder heads: Cast aluminum “hot V”-type with 36mm intake valves and 29mm sodium-filled exhaust valves Compression ratio: 9.8:1 Valvetrain: Dual overhead camshafts; four valves per cylinder with and dual independent valve timing Firing order: 1-5-4-3-6-8-7-2 (1-4-6-7 with Active Fuel Management engaged) Ignition system: Coil-on-plug Fuel delivery: Direct injection with dual electronically controlled 59mm throttle bodies Turbocharging system: Two low-inertia twin-scroll turbochargers with electronically controlled wastegates and water-to-air intercooling Max boost: 20 psi (1.38 bar / 138 kPa) Horsepower (hp / kW @ rpm): 550 / 410 @ 5700 (CT6 V-Sport) – est. 500 / 373 @ 5000-5200 (CT6) – est. Torque (lb.-ft. / Nm): 627 / 850 @ 3200-4000 (CT6 V-Sport) – est. 553 / 750 @ 2600-4600 (CT6) – est. TRANSMISSION Type: Hydra-Matic 10L90 ten-speed electronically controlled automatic Gear ratios (:1) 4.696 – 1st 2.985 – 2nd 2.146 – 3rd 1.769 – 4th 1.520 – 5th 1.275 – 6th 1.000 – 7th 0.854 – 8th 0.689 – 9th 0.636 – 10th 4.866 – Reverse View full article

Yes; GM will use GM platforms, just as MB uses MB generic platforms. Pretty standard.

I will be sad to see it go too. No...I DO NOT understand the reasons... Why the Fusion prolly makes no money... Well...my wife's Fusion, built in June of 2013, so it missed the 1 or 2 recalls the Fusion had from the get-go, has had, I dont KNOW how many my wife's recalls has had. Honestly I dont remember how many. I could easily count them using my TWO hands for sure though. Plus there is one more I just got a week or so ago plus another one that I know is on the way... That is too many recalls....recalls cost $$$. A lot of $$$. Maybe if Ford was more careful in engineering it and launching it properly, it stick around much longer. Ford could have done many an interseting things with the Fusion. The Fusion Sport is but one tiny example... Seeing that the Fusion also shares a platform with the Edge and Lincoln products...many many interesting things...and they probably be winners at the sales department... Its a shame.

I just feel that if Ford can't make money on this car even with building it in Mexico (and it only uses like 20-40% domestic content) and with so many parts sourced overseas...it serves them right to have this car fail. The 2013 even wasn't a car that was outright a segment leader. Even then the all-new Accord was a better car in almost every way. They'll never care to make their passenger sedans actually worth buying if they aren't willing to commit to a decades long process to gain back that market. And if there really is competitiveness issue due to foreign currency valuations, it still doesn't excuse them, because atleast the import brands use far more domestic content and engineer the cars in the US for the US. The Fusion is a long delayed car that was supposed to be the direct competitor to the last-gen Passat and Opel Insignia. For the U.S. it meant a car with a roofline too sleek, and for Europe it meant a car slightly too big and heavy. There labour trouble in Belgium ruined the launch, and caused the car to be year late in Europe. The reason why the 2020 redesign was canned was probably because Ford was going to do OneFord Fusion 2.0, which proved to be a compromised approach.

I've dabbled in building and collecting model kits (and die cast) since childhood. I've got the latest releases, as well as kits that are 60 yrs old in my collection. I have a spare bedroom full of them in my house and more in my storage unit.

The Fusion styling has aged well and still looks handsome so a mild MCE is fine, but this might be a bit too mild. Ditto about the transmission.

I actually think this refresh fixes that problem with the 2017s that they looked wayyy to jelly bean when the 2013 when it came out had a bit more of an angular, teutonic look. The biggest letdown is that the 6F soldiers on. The 8F, Ford's version of the joint 9-speed is supposed to be able to be packaged into the D4, it's in the Nautilus. But it's great that they've pared down the options and made a lot more content standard features. They had to, the Fusion can no longer command a price premium. Like Camcords and Altimatics. Hyundriers. and Kiawashers are killing this car. The new 2018 Accord hybrid starts at $26,000. Seriously, Ford just can't compete. They need a car that is ahead of their competitors product cycle, and thye just don't have that. I feel bad for Ford's car group, they showed how a refresh of an also-ran could transform itself into the best car from an American company from 2009 till late 2011. This refresh changes nothing.

While recalls can be concerning, I would rather a manufacturer be proactive about it than not. Understandably, the recent news on the Fusion recalls are not for "minor" issues. However, they also are limited in their instances. What I would rather than "smarter" being the primary improvements is a focus more on keeping the Fusion around and keeping it as one of the more pleasing from a driving dynamics standpoint. I would imagine sales these days are centered around gadgetry etc and we won't be driving cars soon enough as it is... but while we are still "tilling the wheel" I would hope we could enjoy the process more and more.

In disbelief?

Buick in this broad period used engine call-outs based on torque rating instead of displacement.

A slow death this is going to have.

The two posts above made by me are NOT to be taken seriously. Its just me being me. The opinions in those posts DO have truth to them and the posts DO reflect how I feel....its just that the post content is taken to the extreme. For drama and comedic effect. Please move along. There is really nothing to see or read here.

I don't get the point of this car, I guess maybe they sell them in Asia, but for this market it really makes no sense. People aren't going to pay $70k for a Kia as shown by the sales, and Hyundai and Kia both just keep copying German car styling, but people that want to buy something that looks like a German car, will just buy a German car, not some knockoff. If anything Kia should make the K900 look radical as can be, like a concept car from 2030. At least it would stand out, this just blends in and gets forgotten.

Yeah, who would want a drop dead gorgeous N/A V8 GT with bullet-proof Lexus reliability and resale when you could get a slightly quicker, slightly cheaper E Class that is devoid of character and looks like just like the base $450 lease special C Coupe that every secretary aspires to own to show she's made it??

We took a road trip in a friends Renegade Trailhawk. loaded down with 500 lbs of a Planer I ahd purchased for my wood shop and 600 lbs of a large industrial sander we had picked up on the same trip, we made 23 miles per gallon across the blue ridge mountains running 80+ MPH and passing semis uphill on the inter state highways. I like the degree of personalization also. It has made me forget all about those MINI's and such...

I just don't get why Kia is making models that are redundant with Hyundai and Genesis models..it's like as a company overall, Hyundai-Kia doesn't seem to clearly delineate their 3 brands. The Kia Stinger is one that stands out, but so many of the models across the brands seem redundant.

The pricing on the Continental is terrible, I just went to their website, the Black Label 2.7L is $70k and there are some options you can add to that. This car is easily $15,000 overpriced for what it is. Probably what Lincoln should do to salvage some of this, is put this car's body, powertrain, interior, and features, etc and shorten overall length by 10 inches and make it the new MKZ, and cut the base price to $37,950 and make the Black Label $49,950 with the 400 hp V6.

MKS was well below the target but at least it wasn't a cartoon show like this is. the exterior i can live with but the interior just doesn't qualify as luxury. it's a cobbled together discombobulated interior that maybe would be considered luxury compared to a 90's hyundai. if ford replaces this it can only be good

At lease some of the price of the Terrain comes from the powertrain. You get your choice of a naturally aspirated 4-cylinder with a 6-speed auto or a Hybrid 4-cylinder with a 6-speed auto. The Terrain at the higher prices gets you a 2.0t and 10-speed or the new Turbo-diesel. I have an issue paying $34k for a naturally aspirated 4-cylinder in a economy crossover

I am sorry but there is no way in hell Terrain worth close to $50k in any shape or form.

$37k for a RAV4 and $47k for a Terrain is overpriced.

i have a dark theory.... as some buyer groups get younger and younger, and some of them buy their first cars even, the percentage of buyer pool that sees the American brands as tainted (despite them being quite good) increases, and in particular, the love for BMW, Audi, Mercedes continues......... the side point is that GM in particular has few market bullseyes these days. and many of its new models are overpriced or non discounted.....

Ford SUV sales down 12% when SUVs are what sell is a bit shocking, not shocked to see some of the cars slide. Lincoln is a disaster, those dressed up Fords aren't cutting it. Continental doesn't surprise me at all, they sold about 1,000 a month when it was new, and now people that wanted one got one, I wouldn't be surprised if they sold 500-600 a month next year.

SUBARU OF AMERICA, INC. ANNOUNCES FEBRUARY SALES Best February ever – monthly sales increase 3.8 percent over February 2017 75 consecutive months of yearly month-over-month growth Best February ever for Crosstrek and Outback 48 consecutive months of more than 10,000 Outbacks sold 55 consecutive months of more than 10,000 Foresters sold March 1, 2018 , Cherry Hill, N.J. - Subaru of America, Inc. today reported 47,249 vehicle sales for February 2018, a 3.8 percent increase over February 2017, and the best February in the history of the company. These results continue the company’s sales momentum from 2017 where Subaru achieved nine consecutive years of record sales and exceeded 647,000 annual sales – a first in company history. February marked the 48th consecutive month of 40,000+ vehicle sales for the automaker. Crosstrek and Outback sales were notably strong as each model achieved its best February ever. Crosstrek and Outback sales for February 2018 increased 60.7 percent and 4 percent, respectively, over the same month in 2017. Earlier this month, the 2018 Subaru Crosstrek was awarded “Best Compact SUV/Crossover” in Kelley Blue Book’s annual 5-Year Cost to Own Awards. “During February, the Subaru brand celebrated its 50th year in the United States and our retailers joined in our golden jubilee anniversary by establishing yet another sales record,” said Thomas J. Doll, President and COO. “Special thanks to our customers, retailers, distributors and all of our colleagues who have been on this epic journey with us and for joining us as we embark on our next 50 years.” “The Crosstrek continues to exceed expectations and will continue to deliver impressive results as its availability improves,” said Jeff Walters, senior vice president of sales. “Based on initial pre-orders, the Subaru Ascent, arriving this summer, will be our next success story bringing new customers the best in safety and versatility.” Carline Feb-18 Feb-17 % Chg Feb-18 Feb-17 % Chg MTD MTD MTD YTD YTD YTD Forester 11,640 12,820 -9.2% 22,488 25,673 -12.4% Impreza 5,130 5,826 -12.0% 10,481 10,931 -4.1% WRX/STI 2,244 2,498 -10.2% 4,163 4,640 -10.3% Legacy 3,319 3,924 -15.4% 6,607 7,806 -15.4% Outback 14,021 13,477 4.0% 27,300 26,663 2.4% BRZ 270 344 -21.5% 505 548 -7.9% Crosstrek 10,625 6,611 60.7% 20,062 13,118 52.9% TOTAL 47,249 45,500 3.8% 91,606 89,379 2.5%

The small crossover niche seems to be really a fast growing market... saw the CH-R up close at the auto show, I guess it will fill the void left by the Juke for oddest looking small SUV...