Cadillac CTS-V, Jeep Grand Cherokee named 2011 Internet Car and Truck of the Year

The Internet Car and Truck of the Year voting jury has just announced its pair of winners for 2011, and top honors go to both the Cadillac CTS-V and Jeep Grand Cherokee. For 2011, the CTS-V is offered in a trio of body styles, all of which boast a 556-horsepower supercharged V8 and seriously good driving dynamics. Likewise, the 2011 Grand Cherokee remains one of the best off-road vehicles in its class, and points the way forward for the "new Chrysler."

In addition to the vehicles picked by the Internet Car and Truck of the Year jurors, the motoring public was able to cast its vote for the "Average Joe" awards. Unlike the professional jury, the public voters named the 2011 Ford Mustang GT as Car of the Year, its new 5.0-liter V8 and reworked suspension geometry making it more of a true sports car than a stereotypical muscle car. However, both the "Internet Pros" and "Average Joes" saw eye to eye on the Truck of the Year award, with the Grand Cherokee taking the cake from both segments of voters.



Vehicles aside, the ICTOY jury also honored recently deceased and legendary automotive journalist Jerry Flint with the 2010 Journalist of the Year award. Flint, who died on August 7th of this year, covered the automotive beat for over 50 years, and was once named one of the 100 most prominent business reporters of the 20th century.

[Source: Internet Car and Truck of the Year]

INTERNET PROS AND AVERAGE JOES PICK THEIR FAVORITE NEW CARS AND TRUCKS

Jerry Flint Posthumously Honored as Internet Automotive Journalist of the Year

Boston (Dec. 1, 2010) - The Internet Car and Truck of the Year website has announced the winners from the Internet Pros and Average Joes votes for their favorite new cars and trucks. Domestic brands swept all four categories.

The winners, announced from the New England International Auto Show today, are:

Internet Pros:
Car of the Year: 2011 Cadillac CTS-V
Truck of the Year: 2011 Jeep Grand Cherokee

Average Joes:
Car of the Year: 2011 Ford Mustang GT
Truck of the Year: 2011 Jeep Grand Cherokee

The Internet Pros are comprised of a select team of 15 online writers from some of the leading automotive Internet sites, while the Average Joes consisted of thousands of votes from the motoring public. Complete biographies of the jury members are available at www.internetcarandtruckoftheyear.com.

So while the Internet Pros and Average Joes agree on the Truck of the Year (for the second year in a row) they have slightly differing opinions when it comes to their favorite car. The Pros like their speed in the form of a luxury sports car with the Cadillac CTS-V while the Average Joes voted for classic American muscle with the Ford Mustang GT (with only a 1 percent margin of victory over the Cadillac CTS-V). However, both groups demonstrated their respect for the vastly improved Jeep Grand Cherokee by wide margins.

Internet Automotive Journalist of the Year

The Internet Automotive Journalist of the Year award was given to Jerry Flint for his long body of work in automotive journalism, most recently as a columnist for Forbes – both in print and online. It will be presented to his widow, automotive journalist Kate McLeod, at the Dec. 9 International Motor Press Association meeting in New York City.

A prolific award winner, including the Gerald Loeb Award for Distinguished Business and Financial Journalism in 2003, for his Forbes "Backseat Driver column," Flint was not afraid to point out when the Emperor was wearing no clothing. That insight, and his grasp of the automotive industry, earned accolades that included his naming by Business News Reporter as one of the 100 most prominent business reporters of the 20th Century.

The 2010 Automotive Journalist of the Year was John Neff, editor of Autoblog.

The Internet Car and Truck of the Year awards were created by Keith Griffin, the Guide to Used Cars for About.com, a writer for TorqueNews.com, and the National Hyundai Examiner for Examiner.com, as well as a print automotive journalist and vice president of the New England Motor Press Association.

Cadillac CTS-V Lab At Palm Beach International Raceway

If you’ve read my review of the 2010 Cadillac CTS-V, it’s pretty clear that I loved the car. My only complaint was that I didn’t have an opportunity to drive it on a racetrack, and no sane individual is willing to explore the handling limits of a 565 horsepower sedan on public roads. I had to sum it up by saying the CTS-V was a “stunningly quick but well-behaved sedan”.

At the press introduction for the CTS-V Coupe, Cadillac announced a series of public test days, called the CTS-V Lab. Based upon market research, select members of the general public would receive an invitation to attend a track day session to drive the CTS-V Coupe at the limit. Journalists, we were told, would get a similar opportunity on a different day.

Your mission? Drive this car, as fast as the instructor tells you to.

Imagine my surprise when I received an invite to both sessions. Any guilt I may have had at “double dipping” was quickly offset by the opportunity to drive two track days instead of one; without a moment’s hesitation I jumped at the chance and signed up for both the public and the press test days.

Cadillac knows it needs to attract a different demographic if they’re to be successful with the CTS-V line, and their market research was evident by the vehicles in the parking lot. As you’d expect, there were quite a few BMWs, Porsches and Mercedes, and even an Aston Martin DB9 in the session I attended. Some of us were driving more mundane rides, but one thing was clear – GM was under-represented by the cars in the parking lot. Chatting with a few attendees on the way into the presentation, there was a certain cynicism among them. Did Cadillac really think they could build a car that was the performance and handling equal of the Germans? Going into the session, consensus would have been, “no”.

After presentations from a variety of Cadillac and GM staffers (including John Heinricy, the “godfather of the CTS-V” and the man who drove the 7:59 lap on the Nürburgring), we were given a safety briefing by a senior Skip Barber instructor. We were told to have fun, but respect the capabilities of the car and the concrete walls of the racetrack. We were also told to listen to the instructor who’d be driving along with us, as their job was to keep drivers of various abilities safe. As a former instructor myself, I didn’t envy them at all.

CTS-V Wagon was on display, but wasn't available to drive.

Module one was a drag race and braking exercise with the CTS Coupe in “regular flavor”, with the 304 horsepower, 3.6 liter V6. On a short course (probably 1/8 mile), you lined up against another CTS-V Coupe, launched and raced to a braking chute where you stomped the brakes as hard as you could. Next, you progressed to an avoidance maneuver at instructor designated speeds, before flooring the brake pedal in another panic stop. The exercise was repeated three times, giving drivers a chance to get used to the feel of the car. Even without the Brembo brakes of the CTS-V, stopping distances were impressive, and there was no brake fade or loss of pedal feel throughout the exercise. Handling of the base coupe was surprisingly neutral, and Stabilitrack kept the rear in check even when the driver dialed in a sudden directional change. I’d stop short of calling the CTS Coupe a sports car, but it’s a very capable and sporty coupe, well worth the $38,165 price of admission.

Module two transitioned us to the CTS-V sedan. This time we launched the car from a stop, repeated the heavy braking exercise, then worked into a slalom course. The first run was at a relatively low speed, with the suspension in “Touring” mode. Successive runs were done with the suspension in “Sport” mode, and I’ll say this – the Magnetic Ride Control Suspension developed by GM is an engineering wonder. Think of it as using infinitely adjustable shock absorbers; you just need to tell the car if you want a comfortable ride (Touring mode) or if you prefer maximum handling (Sport mode). The Magnetic Ride Control then monitors your driving and adjusts shock stiffness (using a magnetic fluid and an electromagnetic charge) in milliseconds. There was a significant difference between Touring mode, which had noticeable body roll but neutral and predictable handling, and Sport mode, which virtually eliminated body roll. I was impressed by the suspension in street driving, but I was amazed by the suspension on the racetrack.

Module three put us into the CTS-V Coupe, and turned us loose on a half-track course of PBIR. With the guidance of an on-board instructor (and cones marking braking points, turn in, apex and corner exits), were allowed three laps at whatever speed we were comfortable driving. With a chicane in place on the back straight and a reduced track length, maximum velocity was probably around 100 mph. Still, it was enough to feel how hard the Coupe pulled to redline, as well as how good the Brembo brakes and Magnetic Ride Control suspension worked on the track.

Each track exercise was either preceded or followed by a classroom session with a Skip Barber instructor. I found the sessions informative and well presented, and I have to give Cadillac an enthusiastic thumbs up on the quality of their program. Track time and Skip Barber instruction is hard to beat, especially when it’s free of charge.

There was a noticeably different attitude from the attendees by the end of the day. Every single person who drove the CTS-V came away impressed, and I’d bet that more than a few would consider a CTS-V as their next ride. Cadillac has been so successful with the CTS-V that it’s outsold the BMW M5 and the Mercedes Benz E63 AMG combined, and the CTS Coupe is now second in it’s segment, outsold only by the BMW 3 Series Coupe. Impressive stats, especially since the CTS Coupe has only been on the market for about six weeks.

If I had the bank, I’d certainly consider a CTS-V; in fact, if I have any wealthy fans who want to surprise me for Christmas, I’ll take a White Diamond Tricoat Sedan with the Dark Graphite Wheels, the Recaro seats and the suede steering wheel, please. To make things easier for you, here’s a picture below.

So what about the press track day? I’ll write that up for tomorrow and may even give you some in-car camera footage. Just to keep you interested, I’ll tell you this: my maximum velocity at the end of the PBIR back straight was 133 miles per hour, and that wasn’t pushing the car to the limit. If you can think of something that’s more entertaining while wearing clothes, I’d love to hear about it.

First Drive: 2011 Cadillac CTS Coupe is audacity in motion

There was a time when General Motors was a design leader. Before the Aztek, before the Catera, before the Sunfire and before the Citation, GM was synonymous with bold, strong, emotional automotive design. The General was so good at it that in the 1950s it was able to flood dealerships and stress factories just by tweaking a given model's sheetmetal a few shades. Imagine anyone caring about a new rear end on a 2011 Chevy Malibu. Yet the revised bodywork of the 1956 Bel Air was a major cultural phenomenon.

The name Harley Earl – the legendary head of GM design from 1927 until 1958 – still strikes reverence into the hearts of many. One glance at his famed Buick Y-Job, a 1949 Cadillac or the original Corvette is enough to see why. Earl's parting shot was the 1959 Cadillac Eldorado – the one with the tail fins that could nearly touch the moon. Then you have Earl's successor, Bill Mitchell, the man responsible for the third generation Corvette, the 1966 Toronado and the magnificent boattail Buick Riviera.

For a variety of reasons, in the 1970s General Motors and striking design parted ways. GM's styling wandered through the desert, swapping glitz, purpose and chrome for tighter profit margins, increased badge engineering and a large patina of plain ol' dull. All you need to do is take a gander at the third-generation B-bodies to see how far GM went in the wrong direction. Let's not even mention cladding.

For the last decade or so there have been signs of hope. Vehicles like the Chevrolet SSR, Pontiac Solstice, C6 Corvette and the new Camaro were proof that GM and great design are on the road to reconciliation. As a division, Cadillac has made the biggest strides with their Art and Science design motif, showing great signs of life. The front end of the second generation CTS is fantastic. From a pure design point of view, and with the possible exception of the now dead Pontiac Solstice, no General Motors product has been world class since Mitchell retired in 1977.

It's difficult to describe just how striking the CTS Coupe is in the flesh. Fresh, crisp, bold, sexy, smart, savvy and even – to quote Cadillac – audacious. We hate to swallow marketing pabulum of any sort, but in this situation, with this car, the descriptor "audacious" rings absolutely true. What other word could we use to explain the dramatic, emotional and complex combination of lines, angles and curves that make up this new Cadillac? "Brave" perhaps, but regardless of the adjective, the CTS Coupe is a shot across the design world's bow.

The CTS Coupe is not simply a two-door version of the four-door CTS. Instead, Cadillac opted to shorten the car by two inches, widen the rear track by two inches and chop the roof by two inches. Naturally, if you take away two inches of height you have to give it back somewhere else, right? Cadillac says that's not really so, noting that it was able to simply lower the CTS Coupe's seats by nearly two inches making no one the wiser. Caddy also raked the Coupe's windshield back, producing a much racier profile than either the CTS sedan or Sport Wagon. They also yanked the door handles off, instead favoring two pushbutton Corvette-style openers hidden in the doors' metal. When the decision was made to, "Build the concept car," that entailed keeping the dual center-mounted tail pipes where they were. We freely admit that they look quite good, however be prepared to burn the front of your calves when getting groceries out of the trunk.



The most audacious (there's that word again) aspect of the Coupe's design is its rear end. It looks like nothing else on the road. At once muscular yet avant-garde, the straight-on and rear three-quarter view of the CTS Coupe's haunches is mesmerizing. We found ourselves muttering, "That's a good looking car," every time we stopped and looked. From its vertical, LED-filled taillights to the third brake light that's angled up enough to double as a downforce-generating spoiler to more points than a star fish, the CTS Coupe is Tertris meets tangrams meets sophisticated industrial design. It all works fabulously; the Coupe is an aspirational shape, one that simultaneously signifies a suddenly reborn brand. Once again and for the first time in a while, we're talking world-class.

The Coupe's interior is a different chapter from an older book. While there's no question that the second generation CTS' innards are a large step in the right direction, you won't find yourself thinking "The Standard of the World" while sitting in the captain's chair. The wood is nice, and there's leather trim here and there, but there is also a whole mess of fake leather and real plastic. Competitive with Lexus or the Hyundai Genesis, sure, but in no way does the Coupe's interior approach the luxury level of recent, resurgent Mercedes-Benz. And thirty-seconds spent in the new Porsche Panamera will leave you shaking your head in terms of Cadillac's take on luxury.



The wood-capped steering wheel is thick and fully adjustable, and is now heated, but for an exterior design of such sporting pretensions, it still errs on the side of your Uncle Al's Caddy. Cadillac has seen fit to include shift-buttons on the back of the helm (left for down, right for up), but serious drivers will prefer actual paddles. That said, it's a step in the right direction, especially as the CTS' gear-shift manual mode is activated by flopping the lever over to the right, into the passenger's knee space. Curiously, the new SRX's shifter flops to the left, towards the driver. As for the rear seats, they are on par with the space provided by Benz's E-Coupe or the Audi A5, though ingress and egress can be a bit of a squeeze. Really, no worse than the competition, though the front seats in the Mercedes do automatically slide when the seatback is flipped forward.

Then there's the matter of the slide up navigation screen. A nifty trick, but like similar moving parts in the new crop of Jaguars, we're left anxious in anticipation of the day when those little electric motors stop working. However, unlike the Jaguar's gearshift puck and air vents, the CTS Coupe will still be drivable when the nav-screen refuses to rise. When it's up, the display's quality is (again) not nearly up to snuff with what the competition is selling. Actually, forget other luxury cars, a Sync with Sirius Travel Link-equipped Ford Focus features a screen that's roughly five times better. To their credit, the Cadillac folks acknowledged that the interior isn't world class – yet. They suggested several times that we should wait 18 months before issuing final judgment, whatever that means.



On the road, everything that's good about the four-door CTS is amplified in the coupe. You're lower to the road, the wider rear-track and sticky 19-inch summer tires provide gooey gobs of grip and the view out over the hood is definitely sporting. The only available Coupe engine is the more potent 304 horsepower, 274 pound-feet of torque 3.6-liter V6, as opposed to the sedan which can also be had with a less powerful 3.0-liter V6. Well, we shouldn't say "only available" as the full-mental patient 556-hp supercharged LSA motor will be available in the CTS-V Coupe when both models go on sale later this summer. However, Cadillac chooses to view the V Coupe as a separate model, and for the purposes of this review, so shall we.

The direct-injection 3.6-liter V6 provides adequate if not good forward thrust, though introducing a new model into such a hyper-competitive segment and not being the most potent in class can be viewed as a bit of a head-scratcher. For instance, the Coupe is more powerful than the E350 Coupe and Audi A5, but is nearly thirty ponies down on the Infiniti G37 Coupe. Likewise, both the Merc and the Audi can be had with more powerful mills – the E550 Coupe and S5, respectively. We asked Cadillac if they planned to offer a CTS Coupe with the 6.2-liter LS3, with its 425 or so ponies and 420+ lb-ft of torque (depending on tune) or even the (slightly) less potent L99 6.2-liter V8. Our thinking being that a butt-kicking V8 would endow the CTS Coupe with performance worthy of its looks while smothering the competition without breaking the bank like the CTS-V is sure to do. For their part, Cadillac said "no," but we observed more than one suspicious smirk while they were answering. Either way, more power would do the Coupe wonders.



For the launch, Cadillac only had automatic-equipped Coupes on hand. A pity, sure, but we should point out that there's a less than thirty-pound weight penalty should you opt for the slushbox version (the manual Coupe weighs about 3,900 pounds, the automatic about 3,930, while the all-wheel drive Coupe, which is automatic-only, tips the scales at a hefty 4,100 pounds). The six-speed cogswapper performs quite well in both low-speed traffic situations and on back roads, where a heavy right-foot will convince the transmission to hold a gear until near redline. The wheel-mounted button-shifters work fine, and for the first time in a Cadillac, you don't need to move the gearshift into manual for the buttons to work. A very handy feature. If you do select a gear while in auto, the transmission moves in manual-mode for about ten seconds before reverting back to full-auto. The shifts, however, are on the slow side, and as far as we can ascertain, no dual-clutch transmission is in the immediate future.

As mentioned, the grip is copious if not prolific, in part due to the well sorted chassis and wider rear-track, though mostly, we suspect, because of the super-sticky Continental summer tires (245/19/40 front, 275/19/35 rear). For such a heavy two-door, the Cadillac is able to admirably change direction. At least as well as the G37, Audi A5 and E-Coupe, though its moves are not nearly as graceful and athletic as the thoroughbred BMW 3 Series. This is still good news, and a touch surprising when you compare the Coupe to the same-engined, similarly hefty Chevy Camaro. Again, this points to the inherent sportiness of the CTS' Nürburgring-tuned chassis. Remember, too, that come 2015, both the CTS and the Camaro is expected to ride on GM's new Alpha chassis, along with the upcoming Cadillac ATS, a dedicated 3 Series fighter.



The Coupe's ride isn't quite up to its handling. Cadillac has decided to go with floaty as opposed to tight and tied down. That makes the CTS Coupe something of a handful when the going gets really twisty. In fact, Cadillac made a point of offering us motion sickness hand wraps that they had procured after the previous day's drive. In fairness, we were turned loose on some rather excellent roads in California's Napa, Sonoma and Lake counties that would surely upset several stomachs no matter what car we were driving. We didn't get sick, nor did our passenger, but we found ourselves begging for firmer dampers and less bounce. Unlike the upcoming CTS-V Coupe, the regular flavor Coupe isn't available with GM's excellent MagneRide suspension, which is a shame.

At the end of the day, however, ride and handling, acceleration and even the interior aren't the point of the CTS Coupe. Style is, and in that regard Cadillac has grand-slammed it. Take a look at the competition. All of the previously mentioned Germans and Japanese two-doors simply can't hold a candle to the Coupe's glorious lines. The shape and the shape alone is what will attract buyers. And really, by taking the bold way out and "building the concept car," Cadillac has accomplished something we think is really, truly special. With the already gorgeous front end of the CTS coupled to the sculpted, athletic profile and sleek, groundbreaking rear, the Coupe is a powerful statement. Announcing that not only is GM on the road to recovery, but that Cadillac is once again ready to compete with the world's best.

Cadillac jumps into free maintenance game with 2011 models

Cadillac has decided to jump into the free scheduled maintenance game with a four-year/50,000-mile deal for all buyers of 2011 models. Cadillac's announcement comes just days after Lincoln decided to provide free service to anyone that buys or leases one of its vehicles between now and Labor Day.

The Premium Care Maintenance program is part of Cadillac's revamped customer service program that includes advanced dealer training in conjunction with the Ritz-Carlton hotel chain. Premium Care goes beyond Lincoln's offer with a longer term that will run for the full model year, but doesn't cover wear items like brake pads and wiper blades, as the Lincoln program does. Like similar programs from BMW, Volkswagen and Lincoln, Premium Care Maintenance covers oil changes, tire rotations, filters and inspections. Cadillac undoubtedly hopes to bolster sales of its previous volume leader, the CTS, with this new program. While sales of the SRX have been soaring recently, the CTS is down more than 14 percent so far this year.

[Source: General Motors]

Beijing 2010: Mitsuoka Galue Convertible is all kinds of wrong

If ever there was proof that just because you can, it doesn't mean you should, it's Mitsuoka Motors. Case in point - the Mitsuoka Galue Convertible, which we've finally gotten to see in person here in Beijing. Sadly, we cannot un-see it. Why anyone would take a perfectly serviceable contemporary Mustang convertible and transform it into this is beyond us. Then again, this is the same company that created the Orochi.

The Galue 'vert's front end apes an older Bentley while the tail is lifted straight off a late-1990s Cadillac DeVille. It's all terribly wrong in so many ways. Just be happy that we've opted to spare you the sea monster-like Orochi, which was sitting on an adjacent turntable. It was so awful that the unfortunate model standing next to it collapsed from embarrassment.

New York 2010: Cadillac CTS-V Sport Wagon

The world's automakers are introducing around 20 new vehicles this week at the 2010 New York Auto Show. Some of those cars are pretty interesting, but here's the juice: In 20 years, there is exactly one car being shown here today that people will still be whispering about. That car? The Cadillac CTS-V Sport Wagon. You're reading this correctly. Cadillac, former maker of landau-roofed Boca Rotan retirement sleds will soon be offering a station wagon stuffed with a 556-horsepower, supercharged and Corvette-derived 6.2-liter V8. If that's not loony enough for you, yes, you can order it with a six-speed manual. Wowza.

We first glimpsed the V Wagon last night at a fairly gala Cadillac cocktail reception, complete with GM design boss Ed Welburn and none other than Maximum Bob Lutz, the man who may have single handedly willed pistonhead fantasy into production. The CTS-V Sport Wagon took center stage flanked on either side by the plain old CTS-V and our Detroit Show favorite CTS-V Coupe. To put the spectacle in photographic terms, even though it was surrounded by some pretty desirable metal, the newest V managed to "pop."

We pressed the flesh and asked our full battery of penetrating, hard hitting questions ("Can I go to the launch?"), but the general theme from Cadillac seemed to be this: They known they're not going to sell many, and they just don't care. Sometimes doing what logic dictates you shouldn't do makes the most sense. Remember the Buick GNX? There was simply no rational reason for GM to allow that monster off a production line. Yet 23 years later, what Buick are we still talking about? To our minds, the CTS-V Sport Wagon has a similar, skull-cracking je ne sais quo about it.

But should a recently Chapter 11 company be in the business of building small volume, high-performance station wagons? Well.... yes, absolutely. Here are all the reasons why that we can think of. First, when was the last time an American luxury brand offered a full line of anything? For decades now, BMW has been happy to sell you a 3-Series coupe, sedan, wagon and convertible. Cadillac has had... the CTS four-door. Until now. Besides, having a low production halo version of your halo vehicle is the stuff that builds legends.

Or how's this, BMW sells a hopped up M3 coupe, convertible and sedan, but no wagon. Sure, BMW makes the M5 Touring (i.e. wagon), but they won't sell it to Americans. And Audi won't sell us either of its hot rod grocery haulers, the RS4 and RS6 Avants. We know Mercedes-Benz will be making an E63 AMG Wagon, but will they sell it here? Dunno.

But Cadillac will happily sell you a CTS-V Wagon for just a small premium over the Sedan. Figure about $65,000 or so. And if you haven't been reading between the lines, a bangin' five-door might help Cadillac strengthen its tenuous foothold in Europe, especially if this show car's leather/Alcantara interior and massively bolstered Recaro sport seats make it to production. Either way, Caddy just dropped a mighty big gauntlet.

Cadillac to set up new distribution network in Europe, diesel dead

Amidst all the turmoil at General Motors last year, Cadillac lost a large chunk of its European distribution with the collapse of its partner, the Kroymans Group. General Motors has now decided to make a renewed push into the continent with its premium brand and is setting up its own distribution network to handle sales and service.

Cadillac Europe will handle the task of marketing the CTS and SRX in all of their various incarnations. The CTS Sportwagon and Coupe will join the sedan following the coupe's European debut in Geneva next week. Europe was actually intended to be the primary market for the Sportwagon since drivers there don't seem to have the aversion to that body style that Americans do. Later this year, the SRX joins the party and Cadillac will continue to offer the big Escalade hybrid to the three of four people that are interested.

Unfortunately, according to Cadillac spokesman Nick Twork, the much-anticipated 2.9-liter turbodiesel V6 that was announced three years ago at the Geneva Motor Show is no longer part of the plan.

Detroit 2010: Cadillac XTS Platinum concept

Let's just call this one the Cadillac XTS Platinum "Concept." For reals y'all, this is one of, if not the most production ready "concepts" we've ever seen. For its part, Cadillac stuck to the "It's just a concept" mantra. Though they might as well have all been nodding, elbowing and winking. If When the new XTS sees production it, will replace both the STS and the DTS.

For you tech geeks out there, this new Caddy is fairly intriguing. The all-wheel-drive powertrain is motivated by a plug-in two-mode hybrid consisting of the brand's 3.6-liter direct-injected V6 coupled to an electric motor. Cadillac was tight-lipped on the power rating, hemming and hawing before saying "around 350 horsepower."

That may not sound like buckets of oomph, but when compared to the Mercedes-Benz S400 Hybrid – the XTS's probable direct competitor – makes 295 hp. The XTS theoretically makes 295 pound-feet of torque, too. For those of you not geeked on the hybrid bandwagon, Cadillac's general manager Bryan Nesbitt posed an interesting hypothetical question, "Is the largest displacement engine the only symbol of luxury?"

As for the XTS itself, it looks like a big Cadillac., which if you stop and think about is is a good thing. Cadillacs should be big, and this sucker is large – within a couple of inches of the Mercedes-Benz S-Class, according to both Caddy and our highly unscientific eyeball-based measuring system. We also thought the XTS was significantly better looking in person than in the preview pictures that broke last night. Supposedly there are lots of design cues borrowed from Cadillac's legendary Sixteen Concept, but aside from the grille we're not seeing it.

The XTS has its own mojo going on, especially when it comes to the interior. Here's where the Platinum part comes in. Nesbitt explained that Cadillac intends the XTS Platinum to be a "personal headquarters." We're not going to buy into the CEO and wannabe CEO pandering, but lordy is the interior fabulous. Featuring intricate laser-perforated stitching on the leather and synthetic-suede bits with sharp looking burled wood covering everything else, we have to say that with the exception of the Bentley Mulsanne, the XTS Platinum Concept has the best interior at the show.

Detroit 2010: Cadillac CTS-V Coupe

Yup, we just saw the 2010 Cadillac CTS-V Coupe in the flesh and... do want. Let's make that double do want. Why? We think it's glorious looking, and with the possible exception of the Pontiac Solstice, the CTS Coupe is among the best looking American cars in a very long time. That said, while the "base" coupe is a stunner, it's the V-job that really gets our juices flowing.

If you don't know, the V-Series gets the same 556-horsepower, 6.2-liter V8 as the sedan with sir's choice of a quick-witted six-speed automatic or manual gearbox, magnetic ride control suspension and honkin' Brembo brakes. General Motors has declined to get specific about how much lighter the CTS-V Coupe will be compared to its more family-minded stablemate, but officials have confirmed that it will be marginally lighter on the scales (we're guessing less than 100 pounds).

Changes from the sedan? Well, aside the obvious lack of rear doors, a B-pillar-ectomy and much faster windshield and backlight angles, not too much. Okay, so there's a slightly wider rear track and an available Saffron interior color (a coupe exclusive), but that's about it. All that is fine by us, because the CTS-V Coupe is all kinds of muscular, angular gorgeousness. Besides, amidst the Detroit Auto Show and its burgeoning sea of feel-good treehugging solutions, the CTS-V stands alone as a beacon of tire-smokin' glory.

[Source: Cadillac]

PRESS RELEASE

Art And Science: Cadillac Premieres 2011 CTS-V Coupe

2010-01-05

o New CTS Coupe design combines with V-Series performance
o 556-hp (415-kW) supercharged 6.2L V-8
o Six-speed manual or six-speed automatic with paddle shift control
o Magnetic Ride Control and Brembo brakes
o New Saffron interior trim accent color
o On sale in early summer

DETROIT – Cadillac today announced the 2011 CTS-V Coupe, which debuts at the 2010 North American International Auto Show in Detroit. It combines the new CTS Coupe's dramatic design with the 556-horsepower (415-kW) supercharged V-8 engine from the CTS-V sedan. The result is a luxury sports coupe aimed at driving enthusiasts.

"The CTS-V Coupe marries our most potent and sophisticated technology with our most dramatic production design," said Bryan Nesbitt, Cadillac general manager. "This combination of visual and technical attributes is designed to create a very compelling choice for luxury sports car consumers."

The CTS-V Coupe begins production this summer. Its suite of technical and performance elements includes Magnetic Ride Control, racing-bred Brembo brakes and an available automatic transmission with paddle-shift control.

The V-Series Coupe includes a unique grille that doubles the car's air intake volume, an important enabler for its high-performance capabilities. It is also visually identified by a raised center section of the hood that provides clearance for the supercharger, as well as specific front and rear fascias. Like the CTS Coupe, its exhaust is centered inside the rear fascia, but with unique twin outlets. The car rolls on 19-inch cast aluminum wheels, available in either painted or polished finishes, and Michelin Pilot Sport 2 performance tires.

The CTS-V Coupe's rear track is nearly an inch wider than the CTS-V Sport Sedan, adding to the car's aggressive stance and enabling an extra measure of handling capability. The current CTS-V Sport Sedan has quickly established itself among the world's highest performing luxury sedans, becoming the first production four-door on street tires to break the legendary 8-minute barrier at Germany's famed Nürburgring. The new V-Series Coupe's sleeker shape and slightly lower mass ensure a similarly high level of performance.

Inside, the 2+2 cabin combines performance and luxury. A new Saffron interior trim color is offered, with contrasting microfiber seat inserts, door trim inserts and stitching on the upper trim areas.

Form follows function

The CTS-V Coupe's design is a clear visual statement of the technical precision and performance intent of the car.

The Coupe has the same wheelbase as the CTS-V Sport Sedan, but its overall height is about two inches (51 mm) lower and its overall length is two inches (51 mm) shorter.

Key design features include:

* Classic hardtop styling, with no conventional B-pillar
* Touch-pad operation for the doors removes the need for conventional door handles
* Faster windshield angle (62.3 degrees) and a nearly horizontal backglass enable an aerodynamic profile
* Signature vertical lighting, highlighted with LED light pipes
* Signature center high-mounted stop lamp functions as a rear spoiler
* Aerodynamic roof-mounted antenna for OnStar and XM Satellite Radio

Supercharged powertrain

The CTS-V Coupe employs the LSA 6.2L supercharged V-8 engine also found on the CTS-V Sport Sedan. Rated at 556 horsepower (415 kW) and 551 lb.-ft. of torque (747 Nm), it is the most powerful engine offered in Cadillac's history and propels the CTS-V Coupe from 0-60 mph in 3.9 seconds.

The LSA engine features an intercooled Eaton supercharger system, premium aluminum-alloy cylinder heads and numerous details designed to ensure it makes its power as quietly and smoothly as possible. The supercharger, for example, has a unique, four-lobe rotor design that enhances quietness while also optimizing the performance parameters of the engine.

A pair of six-speed transmissions is offered in the CTS-V Coupe: a Tremec TR6060 six-speed manual with a dual-disc clutch and a Hydra-Matic 6L90 six-speed automatic with paddle-shift control. Performance Algorithm Shifting is part of the 6L90's programming and provides a performance-oriented shift pattern during sustained high-performance driving. As with many Cadillac models, the driver needs only to slide the shifter into the manual "gate" to put the transmission into that more aggressive mode.

The steering wheel shift controls require no shift lever movement and allow immediate and quick tap up/tap down gear selection.

Magnetic Ride Control

The V-Series reaches elite levels of road-holding performance, but also maintains the poise of a luxury car in "regular" driving conditions. The technical enabler of that dual-mode driving character is Cadillac's landmark Magnetic Ride Control. It is standard on the CTS-V Coupe and is the world's fastest-reacting suspension technology. It uses shocks controlled by advanced magneto-rheological technology, rather than mechanical valves, to greatly accelerate response time and precision.

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 car because it helps keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

The Magnetic Ride shocks also enable a broader range of damping control to optimize the ride and handling for all driving conditions. In the CTS-V Coupe, an extra measure of control is offered, with two selectable modes (Tour and Sport), enabling the driver to tailor the suspension for grand touring or more spirited performance driving.

Braking and tire systems

CTS-V includes sophisticated braking and tire systems, in partnership with two companies renowned 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.

Large vented rotors enable strong initial braking force while optimizing heat resistance and eliminating fade. The brake rotors from Brembo employ a "dual-cast" technology that combines cast iron and aluminum, resulting in excellent performance and weight reduction. CTS-V also includes an electric parking brake, enabling more legroom for the driver, key for high-performance driving

Michelin partnered with Cadillac engineers to develop its acclaimed Pilot Sport PS2 summer tire for CTS-V and its exclusive 19-inch alloy wheels. The tires support high levels of grip in track conditions, while also affording good performance on the road.

Interior amenities

Recaro performance driving seats are optional in the CTS-V Coupe and provide excellent support for spirited driving. These 14-way adjustable performance seats include pneumatic bolster controls in the seat cushions and backrests.

The CTS-V Coupe also includes an exclusive new Saffron color option for the interior, providing a contrasting color accent carried on the seat inserts, door trim, as well as the stitching, which highlights the craftsmanship of the instrument panel, center console, door trim and seats.

The steering wheel, seat inserts and shifter are covered in microfiber, providing the luxurious character of suede without suede's inherent drawbacks of difficult care and moisture sensitivity. These accents are elegant to the touch and help support high-performance driving.

The car's integrated center stack is trimmed in Obsidian black 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 extend to the V-Series. They include a 40-gigabyte hard drive, advanced navigation system with a deployable screen and Bose digital surround audio, as well as factory-installed Bluetooth phone integration, all standard features on the V-Series.

About Cadillac

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and global expansion. More information on Cadillac can be found at media.cadillac.com.

Review: 2010 Cadillac CTS Sportwagon

In Europe, the humble station wagon holds a big-time slice of the family driver demographic, partly because ridiculous petrol prices make big SUVs and crossovers far too uneconomical. Americans, on the other hand, have a fundamental problem with the station wagon. We're not sure if the wagon is uncool because it was our parents' preferred family vehicle or if the aesthetics of it are just too boxy for our fashion forward culture. The only subset of the American public who has consistently called for more wagons are automotive enthusiasts, though even we seldom seem to vote for the Griswald Family Truckster with our pocketbooks.

Cadillac is all too aware of America's disdain for the wagon, as evidenced by the fact that General Motors' luxury brand has never built a squat two box for the U.S. market. That changes for 2010 as the Wreath and Crest begins production of its 2010 Cadillac CTS Sportwagon. This Caddy begins life with hot-to-trot sheetmetal and the underpinnings of the excellent CTS sedan, but does it have the chutzpah to change our less than flattering opinions about the station wagon? We gave the CTS Sportwagon some time in the Autoblog Garage to see if the first-ever U.S.-market Caddy wagon has the goods to make Americans stop their loathing and get to loading.

When Cadillac set out to build a wagon version of the popular CTS sedan, the goal was to export a considerable volume overseas where wagons are welcomed with open arms. A new 2.9-liter diesel powertrain was rumored to be the engine of choice for our European allies, giving car buyers the oil burners they expect across the pond. By the time the production CTS Sportwagon was ready for prime time, though, General Motors was prepping for bankruptcy and its Europe-based Opel brand was on the auction block. Gas prices had also dropped considerably here in the States, making the prospect of an expensive diesel engine in the U.S. market even more unlikely.

After months of careful planning, GM's plan to build many CTS Sportwagons for overseas markets is looking as hazy as the Southern California skyline. The Caddy wagon may now have to survive mainly by its success or failure in North America, and GM is clearly hoping that high style with a dash of functionality will win the day.



At first glance, the CTS Sportwagon is a real eye-catcher. It's bold, form-over-function sheetmetal catches the eye, then details like three-foot-long tail lights and 19-inch wheels help keep onlookers fixed on the prize. Cadillac has astutely dialed back its chrome quotient over the past couple years, and the CTS Sportwagon manages to stand out without mimicking a pimp's dental work.

What makes the CTS Sportwagon really look special is its raked roofline, which gives it an athletic appearance. Cadillac will tell you that the 58-cubic-feet of cargo capacity with the rear seats folded flat are within one foot of the much taller SRX, but we'd argue that the smallish rear hatch opening and steeply raked roofline makes that space far less usable. For example, we couldn't fit a kid's bike in the back (with the rear seat up) without removing the handle bars. We're talking about a six-year-old's bike, but the low roofline of the CTS Sportwagon doesn't abide by awkward-shaped objects.



The Sportwagon does have some strong utilitarian points, though, including a power liftgate that adjusts its opening height at the touch of a button (to accommodate short drivers or low garage clearances) and an ingenious cargo management system that allows owners to corral their groceries in a manner that prevents them from sliding all over the place. There is also a cargo door on the rear floor that reveals a recessed area with a rubber floormat to secure more valuable items from public view.

But any shortcomings the CTS Sportwagon has out back is more than made up for with a brilliantly laid out cabin that mirrors that of the CTS sedan. Cadillac designers have included soft touch materials throughout accented by the brand's well-regarded cut-and-sew stitching. The seats in the CTS are terrific, with firm foam to keep backsides happy even on long drives, along with lateral bolstering suitable for a luxury vehicle that just happens to have some moves. The Caddy's center stack doubles as an infotainment command center, with an available ginormous pop-up navigation screen that is easy to use, along with terrifically executed MP3 player integration that works without the need to hit a bunch of buttons.



Of course, the minute we discovered that we could simply call On-Star and tell them where we wanted to go and they'd map out our destination for us, we got lazy and stopped entering info into the navigation system ourselves. Using On-Star is safer and arguably easier, as you interact with an actual human being who can help determine exactly where you need to go, even if you're traveling at 70 mph. That said, not everyone is interested in interacting with an actual human being – or adding another monthly fee to their stack of bills – and will be perfectly happy with Cadillac's nav system that forgoes joysticks, knobs and other crazy controllers for simple onscreen executions.

While the CTS Sportwagon is impressive inside, it certainly isn't perfect. Lack of driver legroom is the largest issue. That command center of the center stack is so wide that it intrudes upon the driver's right knee space. It's almost impossible for an average-sized driver to find an ideal driving position unless the seat is moved uncomfortably far away from the steering wheel. Cadillac could partially alleviate the pain of this encroachment by adding some cushy padding to the sides of the stack, as what's currently there doesn't give enough to coddle our caps. Another more minor annoyance is that the car's high beltline narrows the view outside and makes the cabin feel isolated.



As a luxury wagon, Cadillac delivers the style and comfort that customers expect. But since Cadillac has decided to go the extra mile and call its newest ride a Sportwagon, we expect an engaging driving experience as well. To examine the SW's performance chops, we first look at hardware. Our tester came equipped with a direct injected 3.6-liter V6 engine capable of 304 horsepower and 273 lb-ft mated to a slick-shifting six-speed automatic transmission. Our rear-wheel drive Sportwagon also came equipped with 19-inch alloys covered with super sticky ContiSport Contact 3 summer radials, GM's taut FE3 suspension package and a moonroof, bringing its MSRP to $53,455. All-wheel drive is available at extra cost, but our tester's pricetag is otherwise representative of a fully loaded example.

On paper, the CTS Sportwagon sounds like a competent performer, and the specs are confirmed when judged from behind the wheel. When tooling around town, the 3.6-liter V6 is very responsive, with ample power available across the range. When in auto mode, a quick stab at the pedal results in a slight delay before acceleration, but head over to sport mode and you'll find that the go pedal is markedly more responsive. GM says the CTS Sportwagon will hit 60 mph in 6.9 seconds, which isn't exactly burning up the pavement but more than adequate in a two ton luxury tourer. We achieved 21 mpg while largely tooling around town in the CTS Sportwagon; a mid-pack figure that is in line with its expected 18/25 fuel economy numbers.



The sedan version of the Cadillac CTS really comes alive on the open road, but we had our reservations that the wagon's extra 200 lbs would hamper performance. We didn't worry for long. The Sportwagon has the same 191.6 inch length and 113.4 inch wheelbase as the sedan, and its hardware hasn't been dumbed down for wagon duty. Our tester's FE3 suspension held this Caddy tight in and out of curves, with minimal body roll and plenty of confidence that the ContiSport grip wasn't about to go ghost.

In our estimation, the only downside to selecting the FE3 suspension package is that it doesn't soak up bumps in the road quite as efficiently as we'd like, though we'd trade the added layer of plushness for handling any day of the week – and that's here in Michigan, where most of the road surfaces are just potholes holding hands. The Sportwagon's rack-and-pinion steering feels a bit light in stop-and-go traffic, but get its veins pumping and feedback and precision increases with speed. Interestingly, there was quite a bit of brake pedal travel on our tester, a condition that happens occasionally with aggressively driven media vehicles. We still had no problem bringing the two-ton wagon to a quick stop when the need arose, but we'd be curious to see if a fresh-from-the-line example would still show the same pedal characteristics.



It isn't hard to figure out what enthusiasts want out of an entry-level luxury vehicle. Bold, attention-grabbing styling, plenty of power and the latest tech advances are all part of the docket, and the Cadillac CTS Sportwagon delivers on all fronts. The CTS Sportwagon may well be the best looking vehicle in the Cadillac lineup, and it helps that it is also blessed with the soul of its brilliant sedan stablemate. In all, the Cadillac CTS Sportwagon offers plenty to love at a price that starts at $40,655 (including $825 for in destination charges). Add a capable, 304 hp 3.6-liter V6 and the added cargo capacity that comes with a 21st century station wagon, and the CTS Sportwagon may actually be the kind of wagon that wins over the finicky American consumer – it did the trick with us.

[Source: Autoblog]

First Drive: 2010 Cadillac SRX 2.8T

Last month, we sampled the 2010 Cadillac SRX in naturally aspirated, 265-horsepower guise, and after a week behind the wheel we are convinced General Motors' luxury brand finally has a competitive crossover to take on the segment-defining Lexus RX. Along with Cadillac's unique angular styling and a full complement of amenities, the SRX surprised us with an edgy chassis that wasn't afraid to cut the rug when pulled onto the dance floor.

But while the SRX has some moves, the direct injected 3.0-liter V6 isn't exactly Fred Astaire. It provides just enough motivation for daily driving, but for customers that need more – particularly for those who want to fully enjoy the SRX's underpinnings – Cadillac has decided to offer a second, more aggressive engine to the mix. But with 300 horsepower, the 2010 SRX 2.8T – the first production Cadillac in the US fitted with a turbocharger – aims to please buyers looking for more pop in the pedal... a bit more skip in their step. Does the boosted Caddy deliver?

While Cadillac has high expectations for the sporting performance of the SRX 2.8T, its sales goals are far more modest. Cadillac expects only 10% to 15% of SRX buyers to opt for the turbocharged version, and those that do will pay a premium for its increased capabilities. The 2.8T option will only be available in Performance and Premium trim, and all-wheel drive, moonroof and navigation are all standard.



The turbo'd SRX utilizes the same FE3 suspension found in uplevel 3.0-liter models, though it has its own Aisin-Warner six-speed automatic transmission. We'd estimate the 2.8T's extra power will yield a 0-60 time of 7.5 seconds; about a second faster than the 3.0-liter model. Even with the 2.8T's improved performance, Cadillac still expects similar fuel economy to the 17/23 numbers of the non-turbo 3.0-liter mill, with city/highway numbers of 16/23. Although final pricing hasn't been announced, Cadillac tells us the 2.8T will carry a $3,000 premium versus a similarly equipped 3.0-liter model, so the MSRP is likely to max-out around $53,000 if all the boxes are checked.



Normally, when we get an invite from The General to test one of its more subdued offerings, we're relegated to a test track normally used to evaluate suspension setup, NVH (noise, vibration and harshness) and general driveability. With the SRX 2.8T, we received a bit of a surprise. Instead, we were escorted to the Chevrolet Corvette ZR1's stomping grounds, affectionately referred to as the "Lutz 'Ring."

Bob Lutz' signature track takes cues from some of the world's most impressive circuits, combining hairpin turns, significant elevation changes, blind crests and aggressive straightaways into a course designed to test the mettle of GM's high performance offerings. A select group of test drivers are qualified to attack the track at full throttle, and the training regimen requires pilots to cut their teeth with a Pontiac Solstice before graduation to bigger game. If they come within a few tenths of John Heinricy's times, they get certified. Needless to say, not an easy task.



Evidence of the track's victims are peppered throughout the course, with long, thick skid marks exiting the cement surface and disappearing into the grass. Our track guide (and certified badass) Matt Satchell told us some of the markings were the result of ABS failures on test mules and other pre-preproduction issues, although we're sure that's only part of the story. Regardless, those black stripes gave us pause. We've tackled the Lutz 'Ring in Chevy's world-beating, 638-hp ZR1, but a luxury crossover? This was going to be interesting.



After Matt gave us a quick tour of the grounds, we settled in behind the wheel and headed out on the track with the gearbox set to automatic. No surprise, the extra 74 lb-ft of twist provided by the turbocharged 2.8-liter V6 was a revelation over the torque-challenged 3.0-liter mill. Turbo lag is minimal, and with 295 lb-ft available from 2,000 RPM, any mid-corner temerity (or stupidity) can be wallpapered over upon exit thanks to the SRX's newfound thrust.




And when the time came to attack those bends, we were greeted by the same dynamic chassis we enjoyed in the standard SRX. Although the crossover's relatively high center of gravity dolls out minimal body roll in both the tighter turns and high-speed sweepers, the suspension and chassis feel at home when driven aggressively. When we overstepped the boundaries of physics and the rear tires lost adhesion, the Haldex AWD system quickly regained traction before the stability control stepped in to govern our fun. Unfortunately, the SRX's thrones aren't bolstered enough for track duty, so staying firmly behind the wheel requires plenty of forearm exercise.

On our next go 'round, we slipped the SRX into Sport mode by bumping the shifter into its Manual setting, allowing us to pick our preferred ratio or let the transmission figure it out. In Sport, the SRX becomes slightly racier. Shifts are held longer, downshifts are more aggressive and the suspension reacts accordingly. We didn't notice any major differences with the steering or throttle, but the higher revs make the SRX easier to drive quickly.



After seven runs around the L-Ring, we left the Milford Proving Grounds to get a sense of how the SRX handles real-world conditions. On public roads, the SRX showed its civic side, staying comfortable and compliant across a myriad of surfaces in stereotypical Caddy fashion. Again, the extra oomph provided by the boosted six was more than welcome, and cracking the window let the 2.8's siren song into an otherwise quiet cabin. Although the force-fed V6's note is slightly more refined in the Cadillac than it is when installed in the (less-powerful) Saab 9-3 Turbo X, the added gruff of the exhaust urges you to push a little harder, something noticeably missing in the segment.



Even with its advanced capabilities, the SRX 2.8T has little business on a high performance test track, yet it never embarrassed itself (or us) around the circuit. When we reviewed the naturally aspirated SRX, we felt it was an aggressive powertrain away from being outstanding. With the addition of the 300 hp 2.8T to the SRX llneup, Cadillac's new crossover has taken its game to the next level. There are plenty of luxury crossovers with "me-too" styling and the driving feel of a Barcalounger, so it's refreshing to see Cadillac has taken the road less traveled with the SRX 2.8T.

[Source: Autoblog]