William Maley

No, I didn't get the chance to try it out.

Subaru's parent company, Fuji Heavy Industries has a plan to increase to increase overall value by 2020. To help them out, Subaru has plans on expanding their performance arm, STI in the U.S. "The United States is the highest priority for STI. We'd like to create a car that drivers can control like their own legs so they can push the car to the limit," said STI President Yoshio Hirakawa to Automotive News. STI has three parts to its business: Complete vehicles, performance parts, and motorsports. At the moment, the U.S. is STI's biggest market for vehicles. 2014 saw 6,500 WRX STIs be sold in the U.S. How does Subaru plan on expanding STI in the U.S.? We got a sneak peek at New York earlier this month when the automaker showed off STI Performance Concept which takes the BRZ coupe ands and number of parts from STI including a new body kit and suspension pieces. Subaru spokesman Michael McHale said a BRZ STI will be coming in a couple years. Subaru will also wind down their SPT (Subaru Performance Tuning) line of performance parts and replace it with STI parts. Source: Automotive News (Subscription Required) View full article

When was wide-track used by Pontiac? Mid-sixties?

1: Ocnblu is right on the money. That is a Volkswagen prototype to replace the Beetle. What made it unique aside from using a water-cooled engine was that it was mid-engine. 3: Facel Vega used a HEMI. Jensen used Chrysler V8s, but I don't think any were HEMIs. I think the other was Monteverdi in a sports car from the 70's.

If you have ever looked at the sales charts for Cadillac, you begin to notice a trend. While most of their models are seemingly downward or climbing back up slowly, only two models have been somewhat constant; the SRX and the Escalade. We have taken a look at the SRX and have delved into why it's a big seller. Now it's time to take a look at the Escalade and ask why does it do so well? After the first-generation Escalade, Cadillac has been working on separating the it from the Chevrolet Tahoe/GMC Yukon in terms of design. The second-generation saw an angled front end, distinctive side molding, and a new rear tailgate. The third-generation went a step further with a new grille design, bigger wheels, and other design touches. For this generation, Cadillac decided to sharpen the lines of Escalade to give it a more striking look. Pair this with the large, five-bar grille and vertical LED headlights up front, and the thin LED taillights in the back and the Escalade may have to be one of the best looking full-size SUVs. My only complaint on the Escalade is the new emblem as it looks a bit out of place. The separation continues inside as the Escalade features the same dashboard as seen on Cadillac’s passenger car lineup. The driver faces a screen which provides the instrument cluster. Cadillac’s implementation of this is one of the best as the screen is clear and vibrant. Also the choice of four different layouts and being able to customize what information is displayed adds a nice touch. That also means Cadillac’s CUE system is present in the center stack. Like other Cadillac models I have driven, the CUE system had its share of slow response time and not recognizing inputs. I’m wondering what Cadillac has in store for the next-generation of CUE and if it can improve its share of problems. Luxuries are top notch with the Escalade featuring quite the assortment of leather, wood, and piano black trim throughout the interior. Leather wrapped seats provide excellent support for long drives. Front seat passengers get 12-way power adjustments to find that perfect position, while ventilated seats provide an added level of comfort dependent on the season. Second row passengers are treated to captain chairs with heat. Headroom I found to be excellent, while legroom is a little bit tight. Like the Tahoe I drove last year, the Escalade’s third row is best reserved for small kids or to be folded into the floor.For powertrain and ride impressions, see page 2 You only have one choice of engine for the Escalade: A 6.2L V8 with 420 horsepower and 460 pound-feet of torque. The engine makes quite the statement of its intention when you first start it up; sounding more like a Corvette than a truck engine. Despite the Escalade’s curb weight of 5,840 pounds, the 6.2L shrugs it off like nothing. Power is seemingly available through the rev range. Helping matters is a new eight-speed automatic which provides buttery smooth shifts and is barely noticeable. As for fuel economy, the EPA rates the Escalade 4WD at 15 City/21 Highway/17 Combined. My average for the week landed around 13.2 MPG, mostly due to below zero weather and driving in stop and go traffic. The Escalade’s underpinnings are very much an old-school truck with a live rear axle and body-on-frame construction. But you wouldn’t know that if you took it out onto the road. The ride is very smooth, and no road imperfections make their way in. This is partly due to the Magnetic Ride Control system which quickly adjusts to provide the best ride quality as possible. Also helping is an independent front and five-link rear suspension setup. Steering has excellent weight and feel which makes you feel a little bit more in control with the Escalade. Also Cadillac should be given props for providing a very quiet interior that could rival a library. A noise cancellation system and loads of sound deadening make the Escalade a perfect long distance partner. My only concern with the Escalade’s driving are the brakes. They don’t inspire much confidence. With a mushy pedal feel and having to push farther on the pedal than should be expected, I felt at times that I wasn’t going to be able to stop it in time. This is something I hope GM addresses in the near future.Why is the Escalade one of Cadillac’s top sellers? I think it comes down to a few reasons. One is that the Escalade is one of the elder statesmen of the class, alongside the likes of the Lincoln Navigator and Range Rover. It also helps that the Escalade is part of the pop culture lexicon. Consider how many pictures or movies/TV shows have stars and music artists driving/riding in an Escalade. That does a lot for a vehicle’s rep. Final reason? The Cadillac Escalade is just a dang good SUV. The fourth-generation model shows how much work Cadillac put into this. But it should be noted that all of this work and refinement does come at a cost. A 2015 Escalade starts at $72,970, while my Premium 4WD tester rings in at $89,360. That may put some people off, but I feel Cadillac can very much justify it. In this class, it's about the style, the image, and the luxuries. The Escalade delivers on all three. Disclaimer: Cadillac Provided the Escalade Premium, Insurance, and One Tank of Gas Year: 2015 Make: Cadillac Model: Escalade 4WD Trim: Premium Engine: 6.2L EcoTec3 V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 420 @ 5600 Torque @ RPM: 460 @ 4100 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,840 lbs* Location of Manufacture: Arlington, Texas Base Price: $84,070 As Tested Price: $89,360 (Includes $995.00 Destination Charge) *Note: Weight is for Escalade 4WD equipped with 20-inch wheels Options: Kona Brown with Jet Black accents - $2,000 Power Retractable Assist Steps - $1,695 22-inch Dual 7-Spoke Aluminum Wheels - $600.00 View full article

I would expect some changes, but I think this is a good indication of whats coming.

Nope. I've been keeping an eye out though.

While New York was the home of the Cadillac CT6 debut, Cadillac still had something up their sleeve for Shanghai - the CT6 Plug-In Hybrid. The Plug-In Hybrid is comprised of a 2.0L turbocharged four-cylinder engine and a two electric motors. A new rear wheel electric variable transmission and 18.4 kWh battery finish off the powertrain. Total output is rated at 335 horsepower and 432 pound-feet of torque. Fuel economy numbers are expected to "more than double that of the car’s conventional engine offerings, as measured by miles per gallon equivalent." Range is unknown at this time, but Cadillac says that most buyers will be able will be able to travel using battery power for “most daily commutes.” Like the ELR, the CT6 Plug-In Hybrid will offer three different drive modes which varies the output of the powertrain. Normal: Designed for everyday commuting. Provides ideal balance of comfort, performance and maximized EV range and fuel economy. Sport: Provides more aggressive pedal mapping for improved off-the-line feel and a stiffer steering response. Hold: Allows owners to select when the CT6 PHEV uses its engine, reserving the remaining battery charge for later use. This feature helps enhance efficiency because owners who mix city and highway driving can save the battery charge for city travel, where the CT6 EV mode operates most efficiently. No word when the Plug-In version will arrive in showrooms at this time. Source: Cadillac Press Release is on Page 2 Cadillac CT6 to Offer Plug-In Hybrid Electric Technology PHEV system expected to achieve fuel economy more than double that of conventional engine Total system power estimated 335 hp and 432 lb-ft of torque Includes Regen-on-Demand system SHANGHAI - Cadillac announced today at the Shanghai Auto Show that it will add an available Plug-In Hybrid Electric (PHEV) propulsion system to its upcoming range-topping CT6 sedan. The new PHEV system is expected to more than double the fuel economy of the conventional powertrain offerings. The CT6 PHEV takes advantage of the car’s advanced lightweight structure to create a unique formula for the prestige sedan. “The first-ever CT6 is a technological showcase throughout, making it an ideal platform for Cadillac to offer its first plug-in hybrid,” said Cadillac President Johan de Nysschen. “In the CT6, Cadillac presents a new formula for prestige luxury. The advanced Plug-In Hybrid system is a key addition, providing a combination of exceptional fuel economy, crisp acceleration and strong electric-driving range.” The CT6 Plug-In Hybrid system is designed to provide all-electric driving for most daily commutes, while maximizing fuel efficiency by providing blended power from the engine and battery at higher speeds and higher loads, even when energy is stored in the battery. Battery Technology The CT6 PHEV leverages General Motors’ proven battery technology. An 18.4 kWh lithium-ion battery pack is located between the rear seat and the trunk. The battery system is comprised of 192 prismatic pouch cells, which use the latest generation cell chemistry found in other GM plug-in vehicles. With industry-leading quality levels of fewer than two problems per million battery cells produced, more than 20 million battery cells have been made for more than 73,000 GM plug-ins on the road today. The CT6 PHEV battery system will use the company’s proven active thermal control system that maintains electric range over the battery system’s life. The battery system can be charged using a 120V or 240V charger. Range estimates will be provided closer to U.S. launch of the PHEV option. Electric Variable Transmission Delivers Exceptional Performance All-electric launch performance is one of the key purchase considerations for PHEV and EV owners. The Cadillac CT6 PHEV combines an all-new rear wheel electric variable transmission (EVT) with exclusively designed motors to provide smooth, spirited acceleration. The two-motor EVT also uses three planetary gears and is mated to a 2.0L turbo 4-cylinder engine with spark-ignited direct injection and variable valve technology. The use of a two-motor system provides smooth and seamless power through the entire driving range. The combined system is capable of producing total system power of 335 hp (250 kW) and 432 lb-ft (586 Nm) of torque. “The CT6 PHEV will deliver exceptional smooth, responsive acceleration that Cadillac and luxury sedan owners demand,” said Travis Hester, Cadillac CT6 executive chief engineer. “We have managed to achieve superior drive quality when compared to our PHEV competitors due to our exclusively designed EVT.” Cadillac expects the fuel economy of the CT6 PHEV to be more than double that of the car’s conventional engine offerings, as measured by miles per gallon equivalent. Standards for measuring vehicle fuel economy differ between China and other global regions. Full details on the CT6 PHEV efficiency in the U.S. and other markets outside China will be released closer to the car’s introduction in those markets. Regenerative Braking The CT6 PHEV will feature iBooster and Electronic Stability Program tailored for hybrid electric vehicle regenerative blended braking to provide maximum energy recovery combined with reduced stopping distance and improved fuel economy over traditional regenerative braking systems. The iBooster and ESP-hev technology balance the use of the CT6 electric motors to act as generators to slow the vehicle and capture as much kinetic energy as possible during low-demand scenarios, while blending the traditional hydraulic brakes with the motors in high-demand scenarios. As expected from a driver’s car like the CT6, the system provides improved brake pedal feel and enables increased opportunity for engine stop-start operation. Operating Modes and Regen on Demand CT6 PHEV drivers will be able to select among three distinct operating modes: Normal, Sport and Hold. Normal: Designed for everyday commuting. Provides ideal balance of comfort, performance and maximized EV range and fuel economy. Sport: Provides more aggressive pedal mapping for improved off-the-line feel and a stiffer steering response. Hold: Allows owners to select when the CT6 PHEV uses its engine, reserving the remaining battery charge for later use. This feature helps enhance efficiency because owners who mix city and highway driving can save the battery charge for city travel, where the CT6 EV mode operates most efficiently. The CT6 PHEV will also feature Regen on Demand, which allows the driver to temporarily regenerate energy from vehicle momentum into electricity and store in the battery pack for later use. Regen on Demand supports a more-engaging driving experience by slowing the vehicle when entering a turn to better position it on the exit, much like downshifting with a manual transmission. Regen on Demand is engaged via steering-wheel paddles adapted from traditional performance cars. View full article