deanh8

Anyone here actually have a Corvette? I do and my seats and steering wheel work perfectly fine for the aggressive driving I need to do. I can give a rats ass who else uses the same steering wheel. It works, and it works well.. I didn't buy a corvette to look at in my garage and contemplate how my interior is styled. I bought one to DRIVE and RACE, you know... what the car was designed for... I cant believe you guys are seriously arguing about a steering wheel. Let alone one that works amazingly well and is very comfortable. All you guys with steering wheel complaints must care more about how your hair looks then your car hooks.... Im glad GM doesn't think like that, hold on the fancy interior Chevy, keep building those cars that perform way beyond their target market on a super budget. WE LOVE IT!

/\ owned

Given that Cadillac plans to offer the new CTS-V in overseas markets for the first time, they felt they had to up their game in order to compete with the likes of the M5 and the AMG E63. The new engine offers so much more torque at all speeds than the V10 in the M5 that driveability should be much better regardless of whether the manual or automatic transmission is installed. For those who prefer to handle the gear selection process on their own, the same Tremec 6060 used in the ZR1 is paired up with a dual plate clutch. The dual plate clutch provides the necessary torque capacity with a lower pedal effort. Drivers who spend more of their time stuck in traffic jams or who just prefer two-pedal driving will be able to select the Hydramatic 6L90 six-speed automatic. For those times when you feel like being a Schumacher, tap shifting is available either through the steering wheel-mounted paddle shifters or with the console shift lever. The automatic also has driver selectable shift modes including a Performance Algorithm that changes the shift points and firmness based on the driving conditions that are measured from vehicle sensors. Nineteen-inch wheels are used at both axles with 9-inch wide units used in front, 9.5-inch in the rear. The wheels are wrapped in customized Z-Rated Michelin Pilot Sport 2 tires. Another place where the CTS-V borrows from the ZR1 (and before that the STS) is the use of Magnetic Ride Control. The dampers filled with magneto-rheological fluid are adjusted based on sensor readings that happen at 1ms intervals. Of course, all of this fancy hardware needs a stiff chassis to push back against. To help accommodate this, a massive aluminum cross-brace connects the front strut towers. Any tire only offers its maximum grip within a narrow range of slip. Not enough and you don't move. Too much and the wheels just spin helplessly. To keep the tires working at their best, the Performance Traction Management uses the same sensors normally used for stability control, but the control is optimized to get the most performance out of the powertrain. The control algorithms used by the PTM were developed during the CTS-V race program over the last few years. Sooner or later every car has to slow down and here Brembo again comes to the rescue. Like the ZR1, six-pot Brembo calipers do the work up front with four-piston units at the back. In this case, though, the 15-inch front and 14.7-inch rear composite rotors are made of steel with aluminum hubs and slotted surfaces instead of carbon ceramic. Following the pattern of previous V-Series Cadillacs the CTS-V gets a mesh grille to set it apart visually, but it doesn't end there. That powerhouse engine and the cross-brace need some extra head-room, which is provided by a bulging hood. On the inside, 14-way adjustable Recaro seats keep the driver firmly planted in front of the steering wheel. Those seats, along with the shifter and steering wheel, are wrapped in a micro-fiber material that looks like suede but is easier to keep clean and isn't sensitive to moisture. As the top end CTS, the V also has all the expected luxury goodies including a Bose digital audio system with a 40GB hard drive and a navigation system. The new CTS-V goes on sale this fall, but until then you can check out these pics provided by GM until we meet this crazy Caddy in person next week. PRESS RELEASE: 2009 CTS-V: CADILLAC'S ULTIMATE EXPRESSION OF PERFORMANCE AND LUXURY DETROIT - As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand's ultimate expression of performance and luxury. Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac's acclaimed V-Series of high-performance models, CTS-V delivers an estimated 550 horsepower (410 kW). More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control. "The CTS-V represents the full extension of our design, technology and performance capabilities," says Jim Taylor, Cadillac general manager. "The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world's most exclusive and capable cars." As an all-new version of the CTS sport sedan was prepared for 2008, Cadillac engineers and designers began to scheme a new CTS-V that would reach much higher in terms of performance and luxury. Through the original CTS-V, Cadillac proved it could develop a very potent, high-performance sedan. The challenge for the 2009 model was enhancing every aspect in a comprehensive manner, along with reaching higher performance limits. Several key technical and design elements combine to transform the already highly capable CTS into the new V-Series. Like the existing CTS, the V-Series is the product of an intensive development process across North America and Europe, including famed test tracks and millions of miles of road. Supporting Cadillac's ongoing global expansion, the 2009 CTS-V is planned to be offered outside North America for the first time, including exports to Europe, the Middle East and Asia. Sophisticated technical enhancements The 2009 Cadillac CTS-V features the world's fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally "read the road" every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers. MRC technology first appeared on the Cadillac STS performance sedan and has been used on some of the world's most celebrated cars, including the Chevrolet Corvette and a select few European sports cars. Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch. Performance Traction Management uses the same sort of electronics as stability control programs such as Cadillac's StabiliTrak system, but applies it in a different manner. Rather than monitoring and controlling wheel slip to assist in stopping or slowing the car, PTM regulates torque delivery to instantly match the available tire grip for maximum acceleration. CTS-V also includes sophisticated braking and tire systems, in partnership with two companies renown for high-performance technology: Brembo and Michelin. Brembo brakes are at all four corners and include powerful, six-piston calipers in the front and four-piston calipers in the rear. Michelin worked with Cadillac engineers to develop its acclaimed Pilot Sport 2 (PS2) summer tire for CTS-V and its 19-inch wheels. And, of course, there is the matter of power. It has increased nearly 35 percent for the '09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 hp (410 kW) and 550 lb.-ft. (745 Nm) of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance. Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steering-wheel-mounted paddle shifters. It is the first automatic offered on the CTS-V. Accentuated design elements The 2009 CTS-V extends Cadillac's acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan's well received cabin, while adding some elegant and purposeful accents. V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seats include pneumatic bolster controls in the seat cushion and backrest. A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede's inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high-performance driving. The car's integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a "pop-up" screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability. The exterior of the new CTS-V amplifies the assertive stance and elegant details of the standard car, and communicates the car's remarkable capabilities. The dihedral Cadillac grille is larger to enable more air intake and features a satin finish. The raised hood encompasses the supercharged engine, and new front and rear fascias identify the vehicle as a V-Series. The car's 19-inch wheels enhance its stance on the road. The founding member of the V-Series, CTS-V was initially offered in 2004 and sold primarily in North America through the 2007 model year. The supercharged STS-V and XLR-V were added in 2006 to make the V-Series an exclusive trio of models all capable of zero-to-60 acceleration in less than five seconds with enhanced overall performance and luxury features. 2009 CADILLAC CTS-V: PRELIMINARY SPECIFICATIONS Overview Model: 2009 Cadillac CTS-V Body style / driveline: rear-drive four-door high-performance luxury sedan Construction: unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension assembly EPA vehicle class midsize car Manufacturing location: Lansing Grand River Assembly, Lansing, Michigan Key competitors: BMW M-5, Mercedes Benz E55 AMG, Mercedes Benz E63 AMG Engine Type: 6.2L supercharged V-8 (LSA) Displacement (cu in / cc): 376 / 6162 Bore & stroke (in / mm): 4.06 / 103.25 x 3.62 / 92 mm Block material: cast aluminum Cylinder head material: cast aluminum Valvetrain: overhead valve, 2 valves per cylinder; 0.492-in (12.5 mm) lift Supercharger: Gen. 6 R19 with single brick intercooler; 1.9L displacement w/4-lobe rotor design Fuel delivery: SFI; center feed Ignition: direct-mount ignition coils; extended-life dual platinum-tipped spark plugs Compression ratio: 9.0:1 Horsepower (hp / kW @ rpm): 550 / 410 @ 6200 (est) Torque (lb-ft / Nm @ rpm): 550 / 745 @ 6200 (est) Recommended fuel: premium recommended but not required Maximum engine speed (rpm): TBD Additional features: pan-mounted oil cooler; cast pistons; high-flow cylinder heads; block-mounted piston squirters; steel crankshaft w/ 8-bolt flange; close-mounted converters; acoustic engine cover; E67 engine controller Estimated fuel economy: TBD Transmissions Type: Tremec TR6060 six-speed manual; fully synchronized with single overdrive Hydra-Matic 6L90 six-speed electronically controlled automatic overdrive with torque converter clutch Gear ratios (:1) First: 2.66 4.02 Second: 1.78 2.36 Third: 1.30 1.53 Fourth: 1.00 1.15 Fifth: 0.80 0.85 Sixth: 0.63 0.67 Reverse: 2.90 3.06 Final Drive Ratio: 3.73 3.73 Chassis & Suspension Front suspension: independent SLA; 29-mm hollow stabilizer bar; elastomeric handling and ride bushings; 65-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks Rear suspension: independent SLA; 24-mm solid stabilizer bar; elastomeric trailing arm bushing; 90-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks Wheels: 19 x 9-inch; forged alloy, 5-lug (front) 19 x 9.5-inch, forged alloy, 5-lug (rear) Tires: 255/40R19 Michelin PS2; summer Z-rated (front) 285/35R19 Michelin PS2; summer Z-rated (rear) Brakes: four-wheel disc with four-channel ABS, hydraulic brake assist and dynamic rear brake proportioning front rotors: vented; co-cast; 380 mm x 32 mm rear rotors: vented; 373 mm x 28 mm front calipers: aluminum; six-piston rear calipers: aluminum; four-piston Steering: power-assisted rack-and-pinion; Steering ratio 16.1:1 Turns lock-to-lock TBD Turn radius (ft / m) 37.9 / 11.55 Additional features: standard: StabiliTrak (four-channel, four mode); traction control; engine drag control optional: Performance Traction Management Dimensions Exterior Wheelbase (in / mm): 113.4 / 2880 Overall length (in / mm): 191.6 / 4866 Overall width (in / mm): 72.5 / 1842 Overall height (in / mm): 58.0 / 1472 Track (in / mm): front: 61.8 / 1570 rear: 62.0 / 1575 Curb weight (lb / kg): manual: 4200 / 1905 (est) automatic: 4300 / 1950 (est) Weight distribution (% front / rear): 54 / 46 Approach Angle (deg) 10.4 Departure Angle (deg) 18.3 Tumblehome (deg. 24.6 Interior Headroom (in / mm): front: 38.8 / 986 rear: 37.2 / 944 Leg room (in / mm): front: 42.4 / 1078 rear: 35.9 / 913 Shoulder room (in / mm): front: 56.7 / 1441 rear: 57.4 / 1390 Hip room (in / mm): front: 55.1 / 1400 rear: 54.1 / 1375 Capacities EPA passenger volume (cu ft / L): 98 / 2775 EPA trunk volume (cu ft / L): 13.6 / 385 Trailer towing maximum (lb / kg): TBD Fuel tank (gal / L): 18.0 / 68 Engine oil (qt / L): TBD Cooling system (qt / L): TBD Seating Capacity (front / rear) 2 / 3 Drag Coefficient 0.355

Yeah that definitely sounded like an LSx starting up

May I ask where you get to see all these cool cars?

Just checked out car domain, Only one rainer owner and none of the Rendezvous on there have navi.

Wow, Thanks. I never even thought about that. I forgot all about cardomain. B)

I could always make it fit, even if its a little too big you can cut the hole out a little. I just wonder how wiring and stuff would go. I would also like to find out which one has the closest size to the stock regal radio so I can do less cutting if needed.

Regals radio is 4" high, and 7" wide. I need to see how big the one in the Rainier is.

Anyone with a Rainier, Rendezvous, or Lucerne can you measure the navigation/radio unit? Im trying to see if I can get it to fit in my regal easier. I wonder how hard it would be to wire it up. I think the Rainier looks like the best fit, but I need to know how big it is. Stock Radio.. Buick Rainier... Buick Rendezvous... Buick Lucerne...

Well I got my valve covers all smoothed out, and almost ready for paint. Can anyone help me here? Or at least find out what the buick font is?

It wouldnt stay stock either. I have a problem keeping cars stock. So I might be able to get a little more power out of it to help the towing.

It wouldnt stay stock either. I have a problem keeping cars stock. So I might be able to get a little more power out of it to help the towing.

Only thing I dont like is the straight on view, the girlle looks a little high