Cadillac CTS Coupe

Having earned critical acclaim, industry awards and brisk sales, Cadillac CTS has moved into the vanguard of contemporary design. In doing so, Cadillac designers faced the question of what to do next. Their answer celebrates that design legacy with the exhilarating Cadillac CTS Coupe Concept, which premiered at the North American International Auto Show.The CTS Coupe Concept takes Cadillac’s acclaimed Art and Science design language and adds more of both. More expressive, more technical and very personal, the CTS Coupe Concept extends the dramatic design of its sedan predecessor with all-new sculpted bodywork aft of the front fenders.
“The CTS Coupe Concept is pure design,” said Ed Welburn, vice president of global design. “We did not create it because market research demanded it, nor is its shape trimmed to suit the input collected at a consumer clinic – it is emotion on four wheels and the very essence of what defines Cadillac today.”

The CTS Coupe Concept has a classic 2+2 interior layout, highlighted by black leather and Alcantara microfiber trim that is complemented by yellow ochre-colored seat inserts and leather stitching. It is designed to accommodate a range of engines for the global luxury market, including Cadillac’s popular 3.6L Direct Injection V-6, as well as a new 2.9L turbo diesel currently in development.
“This Coupe Concept is a natural extension of our design language, and of the CTS itself,” said Jim Taylor, Cadillac general manager. “Very simply, the dramatic design of the sedan begged the question of what it would look like in the unbridled form of a Coupe.”

Generated from the spark of the CTS design team’s imagination, the CT Coupe Concept casts a profile unlike anything else on the road. Its fast-rake styling – it has the same wheelbase as the CTS, but an overall height that is approximately four inches (101 mm) shorter – blends with hand-sculpted bodywork that bulges around the wheels, giving the vehicle a ready-to-pounce stance that is dramatic, powerful and sleek.

“Just about every decade, Cadillac designs a landmark car that becomes synonymous with the brand’s character of the period, such as the 1938 60 Special, the 1959 lineup and 1975 Seville,” said John Manoogian II, director of exterior design for Cadillac. “The CT Coupe Concept is the next great design, carrying the baton from the Evoq Concept that ushered in the Art and Science era in 1999.”

Among the CT Coupe Concept’s signature design cues are a number of elements that suggest the look of a carefully cut diamond – particularly at the rear. These elements are seen in everything from the chrome header above the rear license plate holder to the indents that comprise the basic form of the rear fascia.
“The diamond-cut elements enhance the sleek profile of the car,” said Manoogian. “The CT Coupe Concept uses the elements, along with other nods to classic Cadillac cues – such as vertical headlamps and taillamps – to acknowledge the brand’s heritage without resorting to nostalgia. It is a forward-looking design in every sense of the term.”

Although based on the sedan, the CT Coupe Concept shares only the headlamps, front fenders and grille with the production model. Unique elements include:
# Classic hardtop styling, with no “B” pillar
# CTS production windshield laid at a faster angle to create a sleeker profile
# Chrome, split seven-spoke wheel design; 20-inch front wheels and 21-inch rear wheels
# Sculpted lower front fascia with unique brake-cooling vents
# Slim-profile outside mirrors
# XLR-type hidden door handles with proximity remote opening
# Unique front fender vents
# Diamond-cut rear fascia with mesh lower grilles and center-outlet exhaust
# Taillamps with a subtle fin profile and are highlighted with LED lighting technology with light pipes
# Rear spoiler integrated into the center high-mounted stop lamp
# Sculpted roof-mounted antenna for OnStar, XM Satellite Radio, etc.

“The cliché is to say that there were no compromises in the design, but that is absolutely accurate in the case of the CT Coupe Concept,” said Manoogian. “Each line and angle of the bodywork was carefully honed and the final design’s proportions were judged by the eyes of the design team, not computer-generated math data.”

The surfaces of CT Coupe Concept are complex, inviting careful inspection. The rear fenders, for example, were sculpted by hand in the design studio until they provided a perfect, muscular form that wrapped tightly over the wheels. At the top, the rear fenders are beveled – owing to the diamond-cut theme – and become part of a horizontal plane that runs from the leading edge of the taillamps and merges into the roof.

“At first glance, the design appears effectively simple, because there are no extraneous moldings, spoilers or other protrusions, but the more you look at it, the more complex it becomes,” said Manoogian. “The angles and bevels were carefully carved to enhance the cars sleek shape, but aren’t ‘busy’ or distracting – there’s really nothing quite like it.”

Personal passenger environment A classic 2+2 interior environment enhances the CT Coupe Concept’s personal feel. It shares the hand cut-and-sewn instrument panel and center console with the CTS, but features unique front and rear seats, a continuous console running between the front and rear seats, and custom door panels.

“The CT Coupe Concept is a personal car – something a customer would choose to reward him or herself – and the passenger environment reflects that,” said Eric Clough, interior design director. “The interior uses the already excellent CTS design and takes it to a new, bolder level.”

Custom-trimmed sport seats from Recaro are located in all four positions. They support the grand-touring nature of the car and are covered in rich, black and suede-like Alcantara microfiber material, with yellow ochre-colored inserts. The yellow ochre color provides dramatic contrast with the black surrounding trim, but is a subdued hue consistent with the interior’s overall feeling of refinement. Yellow ochre stitching also is used throughout, including the seats, instrument panel, shifter knob and more.

Black Alcantara covers the front armrest, as well as an armrest located between the rear seats. The armrests are part of a continuous console that stretches from the instrument panel to rear seats. Carbon-fiber trim accents the console. The interior also features ambient lighting throughout, creating a distinctive environment at night.

Like the sedan, the CT Coupe Concept’s interior is home to a host of technologies, including a premium Bose audio system, 40-gigabyte hard drive and XM Satellite Radio. OnStar with Turn by Turn Navigation enhances the vehicle’s onboard navigation system, which – like the CTS – features a screen that rises out of the center of the instrument panel.

Performance-bred powertrain and suspension systems As is the case with its design, the CT Coupe Concept extends the acclaimed capabilities of the sedan in terms of performance technology. This includes the capability to support a broad engine range of gasoline and diesel engines.

The CT Coupe Concept of course ascertains the sedan’s 3.6L V-6 engines, including the 304-horsepower (227 kW) Direct Injection power plant. The Coupe Concept also is designed for a new 2.9L turbo diesel being developed for international markets. This new engine, tailored for use in the CTS, will deliver an estimated 250 horsepower (184 kW) and 406 lb.-ft. of torque (550 Nm).

A six-speed manual transmission backs the engine, sending torque to an independently sprung rear axle. The CT Coupe Concept’s sport-tuned suspension gives it a slightly lower ride height than a production CTS – a look enhanced by the car’s rakish shape and large, 20-inch front and 21-inch rear wheels.

Behind the chrome, split-spoke, aluminum alloy wheels is a set of high-performance brakes, featuring cross-drilled rotors. Six-piston calipers clamp down on the front rotors, while four-piston calipers grab the rear rotors. All of the rotors have a distinctive, yellow-painted finish.

Specifications
Vehicle type: two-door, four-passenger rear-wheel-drive coupe
Wheelbase (in / mm): 113.4 / 2880
Length (in / mm): 187 / 4750
Width (in / mm): 73.6 / 1870
Height (in / mm): 54.7 / 1390
Track (in / mm): 61.8 / 1570 (front); 62 / 1575 (rear)
Powertrain: 2.9L turbo diesel; six-speed manual transmission
Suspension: four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, monotube shock absorbers
Brakes: four-wheel disc; crossed-drilled rotors
Wheels: cast aluminum; 20-in front, 21-in rear

We don’t usually report on the shenanigans of the show-biz glitterati, but that doesn’t mean we don’t participate in them. Such was the case when we popped our heads into GM’s annual pre-Oscar fashion show/benefit/star brawl “Ten” event in Hollywood, which involves film, TV and music stars, donated designer duds, a concert, and a relatively impressive smattering of the General’s concept, production, and custom cars. We go because it’s one of those rare instances where a carmaker throws a lavish party for Hollywood influencers that isn’t completely cheesy. Still, it isn’t exactly full of automotive news.

So imagine our surprise when Oscar nominee (later to become Oscar winner) Jennifer Hudson strolled down the runway followed by Hollywood’s favorite guilty pleasure, the Cadillac Escalade, this time wearing discreet little “Hybrid” badges on the doors and tailgate. Then we remembered last year’s Detroit auto show, when GM showed us the upcoming 2008 Chevrolet Tahoe Hybrid, and told us that it intended to produce a hybrid Cadillac Escalade as well. However, we don’t usually believe these kinds of things until we see them. And so there it was at Ten, which marks the first time GM has publicly shown the big ‘brid to the public.
Powertrain Shared with Tahoe and Yukon Hybrids

Like the Tahoe and Yukon gas-electrics, the Escalade hybrid will be a two-mode hybrid that supplements GM’s venerable 6.0-liter V-8 with power from two electric motors. At low speeds, the vehicle can run on batteries only, the engine only, or a combination of both. At higher speeds, another operating mode engages the electric motors and the cylinder deactivation system for more efficient operation. GM claims that harmful emissions will drop significantly, and fuel economy will be boosted by some 25 percent compared with utes equipped with the 5.3-liter V-8. The fuel-economy disparity with the standard Escalade, which comes with the gluttonous 403-hp, 6.2-liter V-8, should be even more significant.

Styling Changes

The vehicle we saw was basically a working prototype that looked pretty much identical to the standard Escalade. We’re told, however, that some changes will be made to the grille and front bumper to create a distinction between the hybrid and the more hedonistic standard model. After all, what’s the point of driving a hybrid in Hollywood if you can’t show the thing off? No changes are expected for the interior, however—the wood is already fake.

The Escalade hybrid is expected to go on sale in April or May of 2008 as a 2009 model, but you can bet your spirulina-infused wheat-grass protein shake that several dozen preproduction vehicles will be available in early March to shuttle the superstars up and down L.A.’s busy boulevards during Oscar week 2008.

Ironic isn’t it; a 7,500 pound (about 3,400 kg) “hybrid” beast with a 6.0-liter V8 engine. However, on the other hand, if the Escalade manages to deliver more than a 50-percent improvement in fuel economy in city driving compared to the standard models as GM promises, it’s better than not having it at all. Cadillac’s Hybrid Escalade is powered the same 2-Mode Hybrid system as both the Yukon and Tahoe hybrids.

The 2-Mode Hybrid system consists of an electrically variable transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS) working in concert with the standard 6.0L V8 gasoline engine. According to Cadillac, the Escalade Hybrid will go on sale in the US in the summer of 2008. -Details after the jump

PRESS RELEASE: Cadillac announced the world premiere of the Escalade Hybrid, the world’s first fuel-saving hybrid applied to a large luxury SUV. Powered by an innovative, fuel-saving 2-Mode Hybrid system, Escalade Hybrid will deliver more than a 50-percent improvement in fuel economy in city driving – all while delivering the same distinctive style, segment-leading features and full-size capability that have made the Escalade an icon.

“Escalade, already the sales and style leader among large luxury SUVs, now adds the desirability of a fuel-saving, technically advanced hybrid system,” said Jim Taylor, Cadillac general manager. “The arrival of Escalade Hybrid means that consumers can now use less fossil fuel, reduce emissions and still enjoy the benefits of a full-size luxury SUV.”

The Hybrid goes on sale in the US in the summer of 2008 and is the newest example of Escalade’s technology leadership. The potential for sales of the Hybrid in Europe are currently being evaluated with a decision expected within six months.

“No other manufacturer offers a hybrid than can seat eight luxuriously while simultaneously carrying or trailering lots of cargo comfortably,” Taylor said. “And no hybrid delivers the dramatic presence that is synonymous with Escalade.”

Escalade Hybrid is available in 2WD and 4WD configurations. It delivers up to 6,000 pounds (2,722 kg) of usable towing capacity on 2WD models and 5,700 pounds (2,565 kg) on 4WD models. All of Escalade’s standard comfort and convenience features are included. This includes an eight-inch, touch-screen navigation system that displays performance readouts of the 2-Mode Hybrid system on the screen.

Escalade Hybrid extends Cadillac’s leadership in the large luxury SUV category. Escalade sales have grown in the face of changing sales trends and increased competition. In fact, Escalade sales increased 22 percent in September over year-ago sales. Other models in the Escalade lineup include the extended-length Escalade ESV and the versatile Escalade EXT luxury-utility truck. The Hybrid model is available with the standard Escalade body style.

Patented 2-Mode Hybrid technology

The Escalade’s 2-Mode Hybrid system allows it to return exceptional fuel economy in both city and highway while delivering the capabilities of a true luxury SUV. In city driving, this advanced hybrid power system enables Escalade to launch and drive low speeds on electricity alone. As additional power is demanded, the system blends output from the battery and gas engine smoothly.

GM’s patented 2-Mode Hybrid system consists of an advanced electrically variable transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS). These systems work in concert with the standard 6.0L V-8 Gen IV gasoline engine with Active Fuel Management (AFM) and late-intake valve closing (LIVC) technology. AFM enables the V-8 engine to seamlessly shut off half of its cylinders when less power is needed, such as during highway cruising. This new hybrid system not only enables the Escalade Hybrid to drive low speeds on electricity alone, it also allows the 6.0L V-8 engine to operate in its more economical four-cylinder mode for longer periods.

The key to Escalade’s 2-Mode hybrid system is that the electric power used to propel the vehicle is generated by the hybrid system itself. When the brakes are applied or the vehicle is coasting, the electric motors within the hybrid system create electricity that is stored in the 300-volt battery. This stored energy is used to move the vehicle and the regenerative braking cycle is renewed.

The 2-Mode Hybrid system provides seamless, dependable power on demand in an efficient package. In fact, its electric motor is less than half the size of those in single-mode hybrid systems. This technology was developed and is still used in fleets of hybrid transit buses on the streets today in dozens of major North American cities. Scaled-down for use in full-size SUVs, the 2-Mode system delivers fuel savings where it is needed most – in large vehicles with high levels of capability. It is a core part of GM’s energy diversity efforts, which are centered on reducing dependence on petroleum, improving fuel economy, reducing emissions and minimizing the automobile’s impact on the environment.

Cadillac’s smooth and quiet power

-Acoustic details specific to the Hybrid model ensure it delivers the superior luxury that has been an Escalade hallmark since its inception. The details include:

-A new exhaust system and resonator specially tuned for the 6.0L LIVC engine’s Active Fuel Management operation. It ensures comfortable interior acoustics and a pleasant exhaust note during both V-4 and V-8 operation

-An electrically driven, 300-volt air conditioning compressor reduces vibration and allows the HVAC system to cool the passenger compartment even when the gasoline engine is shut off. It includes the standard tri-zone climate system

-An electrically driven, 42-volt variable-assist power steering reduces vibration and provides up to a 0.5-mpg fuel economy improvement by reducing parasitic losses common in belt-driven hydraulic systems

-The Energy Storage System cooling system’s internal fan is tuned to be quiet at low vehicle speeds, when the fan could more easily be heard by the occupants.

Escalade aesthetic

The Escalade Hybrid retains the qualities that have made it the leading large luxury SUV and a standard-bearer of Cadillac’s overall product renaissance. It is instantly identifiable as a Cadillac and incorporates styling cues from the landmark Sixteen concept vehicle, including a detailed signature grille, front fender vent ports and layers of chrome accents.

The Escalade’s warm and inviting interior features a premium layout. It is available in two colors, Ebony and Cashmere. Standard features include a distinctive instrument panel; gauges with white needles and blue light inlays with continuously lit, white-LED backlighting; Nuance leather-covered seats; leather-covered door trim and center console; and a power-assisted rear liftgate that opens and closes with the touch of a button.

Mechanical Features
Engine     V8 cylinder configuration
hybrid engine
regular unleaded
cylinder deactivation
DriveTrain     rear wheel drive
Instrumentation     tachometer
clock
low fuel level warning
Comfort and Convenience Features
Convenience    cruise control
Comfort    dual zone climate controls – driver and passenger
Entertainment and Telematics
In Car Entertainment    radio data system
AM/FM stereo

SpecificationsDimensions
Exterior    length: 202.5 in.
height: 74.3 in.
ground clearance: 9.0 in.
width: 79.0 in.
wheel base: 116.0 in.
Performance Data
Performance    drive type: RWD
base number of cylinders: 8
turning circle: 39.0 ft.

Our friends over at Jalopnik say the CTS-V is officially fair game now, so here we go. Now that the second generation Cadillac CTS is on the streets and garnering largely positive reviews for its looks, performance and handling dynamics, the time has come to turn it up a notch. The 2008 Detroit Auto Show will bring us the second generation high-performance CTS-V model. Just as the original 2004 version used an engine derived from the top Corvette of the time, so too does the new model. The 2009 CTS-V leap-frogs its chief competitor – the BMW M5 – with GM’s new LSA V8 derived from the LS9 in the Corvette ZR1.

The goal of the CTS-V development team was to create a car with the poise and sophistication of the best luxury sedans melded with the outstanding performance of a high sports car. To achieve that they installed the supercharged 6.2L V-8 with an output of 550 horsepower and 550 lb-ft of torque into a heavily upgraded chassis and then went about dressing up both the interior and exterior to match. Read all about the new CTS-V after the jump.

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

Engine

Transmissions

Chassis & Suspension

Dimensions

Capacities

A joint product of GM’s North Hollywood Design studio and Jay’s own Big Dog cadre of wrenches, the Cadillac-esque EcoJet is powered by a bio-diesel quaffing Honeywell LT-101 turbine, which provides 650 horsepower and 400 pound-feet of torque. Based on a Corvette Z06 platform, the car’s angular panels are in fact Kevlar draped in carbon fiber. Turbine-themed Alcoa wheels are 22-inches in the rear and 20-inches up front. While not a pure beauty, the thrust of the EcoJet concept is an interesting one, especially in that it finds Leno embracing alternative fuel in his quest for automotive nirvana. For some reason, perhaps simply because of its long, lean profile and its far-reaching design, it also managed to remind us of some of the French concepts that we saw recently at the Paris Motor Show.

What would keep a group of automotive designers up all night? “Tonight Show” host Jay Leno, for starters, but not by his monologue or parade of Hollywood guests. This time it’s because the late-night talk show host invited the General Motors Advanced Design Studio to help design a mid-engine, turbine-powered supercar called EcoJet. Leno and Ed Welburn, GM vice president of Global Design, introduced the car at the 2006 Specialty Equipment Market Association (SEMA) show.

EcoJet’s genesis goes back to a discussion between Leno, an avid car enthusiast and collector, and Bernard Juchli, the chief mechanic and caretaker of Leno’s collection. Leno then turned to Welburn for design direction.

“A couple of paper napkins later, Ed had begun to capture the essence of the car,” said Leno. “I’ve admired the work of GM’s Design Studio in North Hollywood, Calif., and asked Ed if the studio’s director, Frank Saucedo, and his guys could continue the design study,”

Welburn agreed, and a two-week sketching frenzy commenced as GM’s designers began working after-hours with Leno’s team on the project.

“EcoJet’s esthetics were driven by aeronautical and jet-age influences,” said Welburn. “It’s a purpose-driven design that conveys power, capability and even danger, with a hint of Cadillac’s sophisticated design vocabulary.”

Borrowing design cues from jet aircraft and Formula One racecars, the supercar began to take shape under the watchful eyes of Leno and Welburn. A concurrent engineering program defined the vehicle’s proportions and mechanics.

Leno relied on Juchli and the entire Big Dog team at his garage to turn the EcoJet vision into a reality.

“We thought we pushed the creative envelope with the ‘66 twin turbo Toronado project with GM, but this turbine-powered monster is a whole new level of complexity,” said Juchli, who constructed the car at Leno’s facility.

The 650-horsepower (400 lb-ft of torque) Leno original is powered by a Honeywell LT-101 turbine engine that runs on bio-diesel fuel. The engine sits in a modified Corvette Z06 hydroformed aluminum frame with aluminum and magnesium structural and chassis components. The vehicle’s shell is an advanced construction of carbon fiber over Kevlar.

Engine
Type: Honeywell LT-101 Turbine Engine
Displacement cu in (cc): n.a.
Power bhp (kW) at turbine speed: 650(485) / 70
Torque lb-ft (Nm) at turbine speed: 400(542) / 70
Redline at RPM: n.a.

Brakes & Tires
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: 255/35 R20 – 305/30 R22
Driveline: Rear Wheel Drive
Exterior Dimensions & Weight
Length” — Width” — Height” in: 184″ — 79.4″ — 46.5″
Weight lb (kg): n.a.

Performance
Acceleration 0-60 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

We’ve already covered Cadillac’s Provoq E-Flex fuel-cell vehicle during its first public appearance at the Consumer Electronics Show last week, but GM also rolled it across the stage here in Detroit. There were no additional technical details or hints towards production plans (either for the E-Flex powertrain or the BRX crossover that this design represents), but we at least got to spend a few minutes up close and personal with the concept to snap some shots of the whiter-than-the-pure-driven-snow interior. Also note the chromed cowl vent. Oh, and the Provoq wears what has to be the skinniest tires we’ve seen on a concept car in recent memory.

Amid the cavalcade of personal media players, 1080p televisions, and GPS navigators at this week’s Consumer Electronics Show in Las Vegas, General Motors rolled out a little hardware of its own. The sharp Cadillac Provoq concept, looking altogether ready for the showroom, employs GM’s innovative E-Flex architecture (formerly known as the Sequel “skateboard” chassis), which underpins the allegedly forthcoming Chevrolet Volt. It packs a pair of 10,000-psi hydrogen tanks, which feed a fuel-cell stack under the hood, which in turn produces enough juice (up to 88kW of continuous power) to charge a lithium-ion battery pack and spin both a 70 kW co-axial electric drive system at the front wheels and two 40 kW in-wheel motors at the rear.

Naturally, the compact Provoq is stuffed to its low-drag roof rack with all manner of show-car goodies, including dual battery charging ports in the left and right front fenders, a roof-mounted solar panel to boost the electric charge, and front grille louvers that close up at highway speeds to improve aerodynamics. Fully fueled and charged, the Provoq will run 300 miles, claims GM. Sixty miles per hour arrives in a respectable 8.5 seconds, and the Provoq will press on to a top speed of 100 mph. Hydrogen safety and infrastructure questions aside, this one looks awfully good to us.

Cadillac unveils a new vision for the future of luxury transportation with the innovative Provoq fuel cell concept – a hydrogen fuel cell crossover vehicle that continues GM’s commitment to displace petroleum through advanced technology.

The Cadillac Provoq fuel cell concept is the latest example of GM’s groundbreaking E-Flex propulsion system, combining the new fifth-generation fuel cell system and a lithium-ion battery to produce an electrically driven vehicle that uses no petroleum and has no emission other than water. The concept’s fifth-generation fuel cell technology is half the size of its predecessor, yet it has been developed to produce more power and performance.

“Cadillac is a natural fit for GM’s next step in developing the E-Flex platform,” says Jim Taylor, Cadillac general manager. “Cadillac, at its very essence, is about premium luxury, design and technology, so it’s fitting that Cadillac would be propelled by the most elegant solution. This signals Cadillac’s intent to lead the industry with alternative-fuel technology.”
Fuel-cell variant of the E-Flex system

The concept can drive 300 miles (483 km) on a single fill of hydrogen – with 280 miles (450 km) from hydrogen and 20 miles (32 km) on pure, battery electric energy.

A pair of 10,000 psi (700 bar) composite storage tanks beneath the rear cargo floor hold 13.2 pounds (6 kg) of hydrogen to feed the fuel cell stack, located under the hood. There, hydrogen mixes with oxygen to generate electricity – up to 88 kW continuous power. A lithium-ion battery pack can store up to a total of 9kWh of electrical energy and also provides a peak of 60 kW of power for additional performance.

The electricity generated by the fuel cell is distributed to a 70 kW co-axial drive system for the front wheels and individual, 40 kW wheel hub motors on the rear wheels, giving the Cadillac Provoq its all-wheel-drive traction and great driving dynamics. Its 0-60 mph (approximately 100 km/h) speed of 8.5 seconds is a more than 30-percent improvement over the previous-generation fuel cell system and with instantaneous torque to the wheels, it feels even faster. Provoq has a top speed of 100 mph (160 km/h).

“This is a vision of what comes next – a fuel cell electric vehicle that delivers the driving characteristics Cadillac customers want and allowing them to do it without using a single drop of petroleum, while emitting only water vapor,” said Larry Burns, GM vice president for research and development. “This is proof that alternate fuels and advanced technologies create even greater opportunities to satisfy the luxury buyer.”
Key features

With sleek, signature Cadillac bodywork, the Provoq concept redefines luxury crossovers, offering uncompromising passenger and cargo space to match its performance and cruising range. Additional vehicle features include:

* Solar panel integrated in the roof to help power onboard accessories, such as the interior lights, audio system and more
* Brake-by-wire technology
* Front grille louvers that close at highway speed to enhance aerodynamics, and open at low speed to provide maximum cooling to the fuel cell stack

Purposefully dynamic design

The Provoq has a sleek, athletic shape that builds on the second generation of Cadillac’s design renaissance, led by the 2008 CTS, with dynamic and purposeful features that support the hydrogen fuel cell powertrain and contribute to the vehicle’s overall efficiency.

“All the people- and cargo-carrying capability customers expect in crossovers and SUVs is available in the Provoq, along with the premium attributes expected in a Cadillac,” said Ed Welburn, vice president, Global Design.

Highlights include:

* Active front grille, with grille louvers that open when the fuel cell stack requires cooling
* Full underbody aerodynamic cover
* Left- and right-hand charging ports incorporated in stylish front fender vents
* Flush door handles that feature push-to-release operation
* Wind tunnel-shaped outside mirrors with integral turn signals
* Center high-mounted rear stop lamp incorporated into full-width, wraparound spoiler
* Signature vertical taillamps with subtle fin design
* Side glass mounted flush with pillars
* Wheels with clear-covered space between the spokes, creating a sleeker profile while maintaining Cadillac’s signature bold wheel design
* Low-drag roof rack

“From the strong, shield grille and vertical headlamps to the crisp body lines, the Provoq is instantly recognizable as a contemporary Cadillac,” said Hoon Kim, exterior lead designer. “Like the new CTS, it is bold and expressive, but there is enhanced shape between the edges – it’s a new proportion for crossovers, with a fast, almost coupe-like rear.

“Everything about the vehicle reinforces the notion that great style and environmentally conscious transportation can go hand in hand,” said Kim. “We didn’t sacrifice proportion, stance or Cadillac’s iconic design cues; we used them to support the efficiency of the vehicle.

“They are the features customers expect,” he said. “The adaptability of the E-Flex architecture enabled the designers to create a great-looking vehicle, regardless of its alternative-fuel powertrain.”

Kim points to the fender-mounted charge ports as prime example. They allow overnight, plug-in charging that extends the driving range. The ports have a satin-chrome appearance that incorporates an amber light to indicate the system is charging and a green light to indicate when charging is completed.

“The ports are functional, but rather than hide them, they are design elements of the Provoq,” he said. “Sweeping body lines that culminate at the top and bottom edges of the ports suggest forward thrust, even when the vehicle is stationary.”

The vertical, neon-lit taillamps blend style with functionality, too, as their finned shape was designed to make the Provoq as aerodynamically efficient as possible.

Indeed, the Provoq has short overhangs and a sporty ride height that is complemented by large, 21-inch wheels.

The wheels are wrapped in custom Michelin tires incorporating Green-X technology. These low-rolling resistance tires feature a tread pattern that mimics the “H20” notation for water.

The tire designers and engineers at Michelin North America enthusiastically accepted GM’s challenge to create a custom low-rolling resistance tire to complement the energy efficiency and reduced environmental footprint of the Cadillac Provoq. During the past 15 years, the tire maker has developed four generations of Michelin green energy-saving tires, and the team’s no-compromises approach to the project helped reduce the Provoq’s overall fuel consumption without sacrificing road performance, grip and safety.

When used in conjunction with the other energy-efficient solutions featured on the Cadillac Provoq, the benefits of Michelin green energy-saving tires include:

* A reduction in the consumer’s overall cost of ownership
* An extended vehicle range through a more efficient use of on-board energy and its storage capacity
* A reduction of vehicle impact on the environment through lower CO2 and particulate emissions.

Uncompromising interior

Like the exterior, the Provoq’s interior blends style with function. It seats five and incorporates the comfort, convenience and infotainment features Cadillac customers seek. Most importantly, the fuel cell powertrain does not intrude on passenger or cargo room.

The hydrogen fuel tanks are mounted beneath the cargo floor, with the storage batteries located at the center of the chassis. The fuel cell stack is located under the hood, giving the Provoq the interior layout of a conventional crossover – including a full cargo area and a 60/40-split folding rear seat.

“The interior is roomy, well-equipped and offers the space people want in a crossover,” said Matt Erdey, interior lead designer. “There are no compromises inside the Provoq to accommodate the fuel cell powertrain and fuel tanks – a factor that proves the technology and real-world feasibility are growing closer together.”

There may not be compromising reminders of the powertrain in the interior, but the Provoq carries the instantly identifiable hallmarks of a contemporary Cadillac interior, with an expressive, well-crafted design.

“It picks up the cues, refinement and attention to detail of the new CTS and takes them to the next level,” said Erdey. “A contrasting color scheme, extensive use of ambient lighting technology and elements such as cut-and-sewn, hand-wrapped leather with French seams are elements seen in current Cadillac models, but they are amplified in the Provoq. ”

The interior has a contrasting, dark gray and light gray color scheme, with chrome and satin-chrome accents throughout. Ambient lighting extends across the instrument panel and into the door panels, as well as the foot wells, sills and under the seats.

A unique instrument cluster with large, reconfigurable LCD displays offers a multitude of vehicle information readouts, including fuel cell information and vehicle performance. Like the CTS, the Provoq has a prominent center stack that houses the audio and climate systems, as well as a navigation system that rises out of the top of the instrument panel. Also like the CTS, there is an integrated hard drive that stores navigation maps, thousands of songs and more.

Between the front bucket seats is a large center console with a fully enclosed storage compartment that is home to ports for USB-connected devices and other electronics. The console also has a cell phone holder with built-in Bluetooth and inductive charging. The compact shifting mechanism on the console uses shift-by-wire technology to engage the gears, resulting in more storage space within the console.

A variety of recycled and recyclable materials were used, as well. Highlights include:

* The headliner is wrapped in a fully recyclable soy-based material
* The carpet is made of recycled polyester and jute
* Leather used to cover the seats and instrumental panel is free of harmful chemicals
* Xorel material used on the door panels and instrument panel; treated to perform as a carbon-fiber-type material
* Chrome trim made with less-harmful materials

The earth-friendly interior components blend seamlessly with the more conventional materials inside the Provoq, enhancing the vehicle’s integrated, customer-focused environment. The same goes for the cargo area, which features an auxiliary power outlet and a load floor that is level with the hatch opening.

“The integration of the features and technology is remarkable,” said Erdey. “If you didn’t know there was a hydrogen fuel cell stack under the hood, you’d never know it was anything but a roomy, functional crossover.”
Specifications
Vehicle type: four-door crossover
Wheelbase (in / mm): 114.4 / 2906
Length (in / mm): 180.3 / 4580
Width (in / mm): 72.8 / 1850
Height (in / mm): 67 / 1703
Track (in / mm): 64.5 / 1639 (front and rear)
Powertrain: 88 kW fuel cell w/ co-axial electric front drive; independent rear wheel motors
Suspension: four-wheel independent; MacPherson-strut (front), multi-link (rear)
Brakes: four-wheel disc; brake-by-wire; regenerative electric
Wheels: 21-inch x 6.5-inch aluminum
Tires: 205/60R21 Michelin Green X energy-saving

Concept vehicle shown. Not available for sale.

Sources close to Cadillac spilled the beans to AutoWeek about the addition of a coupe to the CTS lineup when the sedan’s second generation debuts in 2008 as a 2009 model. While not officially approved, Lutz the car czar reportedly “really wants it” and since the lion’s share of its components, sheetmetal and powertrains would come straight from the CTS the associated costs shouldn’t be too much for the General to swallow. AutoWeek, however, expresses concern over the coupe’s size, which will be larger than potential competitors including the BMW 3-Series coupe, Infiniti G35 and upcoming Audi A5. A probable V-Series edition with 400-hp, however, would give it the grunt to keep up with most luxury two-doors.

As you may expect, the sheet metal that’s forward of the A-pillar is shared with the ‘08 CTS sedan save for a few details. The power bulge in the concept’s hood stands a bit more proud, the air extractors on the front fenders are punched out a few sizes and — for the Coupe concept, at least — the windshield rake is more extreme.

If the front-end treatment of the original CTS seemed radical when it debuted, time has softened its impact. All of the current CTS models feature a refined version of this theme, updated to lean toward the art side of Cadillac’s “Art and Science” mantra. The vertical headlamps on the CTS Coupe are bejeweled with numerous LEDs, although the number will probably be pared down for the production model.

Aft of the A-pillar, all of the bodywork is unique to the Coupe. In fact, the rear fenders have been painstakingly formed by hand until they pleased the eyes of the designers. “Our goal was to start bringing surface development back to Cadillac, and the play between the soft and edgy undiluted forms of the bodywork illustrates this,” says Manoogian. “It’s something that GM used to do so well.”

The rear bumper features a center exhaust that had been part of Munson’s original sketches. Rumors are that it won’t make production, replaced most likely by a dual exhaust setup once the bumper is retooled for federal certification. When asked about the possibility of aluminum or other exotic materials being utilized in the CTS Coupe’s bodywork, Mangoonian vaguely offers, “We’re always looking at alternative materials.”

Due in part to design liberties granted by the coupe body style, this CTS measures 187.0 inches overall and 54.7 inches high, some 4.6 inches and 3.4 inches less than the respective measurements of the CTS sedan. Its wheelbase is unchanged at 113.4 inches. Dimensionally, the sharp-edged CTS Coupe resides in the same neighborhood as the Audi A5, BMW 335i and Infiniti G37.

DETROIT – Having earned critical acclaim, industry awards and brisk sales, Cadillac CTS has moved into the vanguard of contemporary design. In doing so, Cadillac designers faced the question of what to do next. Their answer celebrates that design legacy with the exhilarating Cadillac CTS Coupe Concept, which premiered at the North American International Auto Show.

The CTS Coupe Concept takes Cadillac’s acclaimed Art and Science design language and adds more of both. More expressive, more technical and very personal, the CTS Coupe Concept extends the dramatic design of its sedan predecessor with all-new sculpted bodywork aft of the front fenders.

“The CTS Coupe Concept is pure design,” said Ed Welburn, vice president of global design. “We did not create it because market research demanded it, nor is its shape trimmed to suit the input collected at a consumer clinic – it is emotion on four wheels and the very essence of what defines Cadillac today.”

The CTS Coupe Concept has a classic 2+2 interior layout, highlighted by black leather and Alcantara microfiber trim that is complemented by yellow ochre-colored seat inserts and leather stitching. It is designed to accommodate a range of engines for the global luxury market, including Cadillac’s popular 3.6L Direct Injection V-6, as well as a new 2.9L turbo diesel currently in development.

“This Coupe Concept is a natural extension of our design language, and of the CTS itself,” said Jim Taylor, Cadillac general manager. “Very simply, the dramatic design of the sedan begged the question of what it would look like in the unbridled form of a Coupe.”

Generated from the spark of the CTS design team’s imagination, the CTS Coupe Concept casts a profile unlike anything else on the road. Its fast-rake styling – it has the same wheelbase as the CTS, but an overall height that is approximately four inches (101 mm) shorter – blends with hand-sculpted bodywork that bulges around the wheels, giving the vehicle a ready-to-pounce stance that is dramatic, powerful and sleek.

“Just about every decade, Cadillac designs a landmark car that becomes synonymous with the brand’s character of the period, such as the 1938 60 Special, the 1959 lineup and 1975 Seville,” said John Manoogian II, director of exterior design for Cadillac. “The CTS Coupe Concept is the next great design, carrying the baton from the Evoq Concept that ushered in the Art and Science era in 1999.”

Among the CTS Coupe Concept’s signature design cues are a number of elements that suggest the look of a carefully cut diamond – particularly at the rear. These elements are seen in everything from the chrome header above the rear license plate holder to the indents that comprise the basic form of the rear fascia.

“The diamond-cut elements enhance the sleek profile of the car,” said Manoogian. “The CTS Coupe Concept uses the elements, along with other nods to classic Cadillac cues – such as vertical headlamps and taillamps – to acknowledge the brand’s heritage without resorting to nostalgia. It is a forward-looking design in every sense of the term.”

Although based on the sedan, the CTS Coupe Concept shares only the headlamps, front fenders and grille with the production model. Unique elements include:

* Classic hardtop styling, with no “B” pillar
* CTS production windshield laid at a faster angle to create a sleeker profile
* Chrome, split seven-spoke wheel design; 20-inch front wheels and 21-inch rear wheels
* Sculpted lower front fascia with unique brake-cooling vents
* Slim-profile outside mirrors
* XLR-type hidden door handles with proximity remote opening
* Unique front fender vents
* Diamond-cut rear fascia with mesh lower grilles and center-outlet exhaust
* Taillamps with a subtle fin profile and are highlighted with LED lighting technology with light pipes
* Rear spoiler integrated into the center high-mounted stop lamp
* Sculpted roof-mounted antenna for OnStar, XM Satellite Radio, etc.

“The cliché is to say that there were no compromises in the design, but that is absolutely accurate in the case of the CTS Coupe Concept,” said Manoogian. “Each line and angle of the bodywork was carefully honed and the final design’s proportions were judged by the eyes of the design team, not computer-generated math data.”

The surfaces of CTS Coupe Concept are complex, inviting careful inspection. The rear fenders, for example, were sculpted by hand in the design studio until they provided a perfect, muscular form that wrapped tightly over the wheels. At the top, the rear fenders are beveled – owing to the diamond-cut theme – and become part of a horizontal plane that runs from the leading edge of the taillamps and merges into the roof.

“At first glance, the design appears effectively simple, because there are no extraneous moldings, spoilers or other protrusions, but the more you look at it, the more complex it becomes,” said Manoogian. “The angles and bevels were carefully carved to enhance the cars sleek shape, but aren’t ‘busy’ or distracting – there’s really nothing quite like it.”
Personal passenger environment

A classic 2+2 interior environment enhances the CTS Coupe Concept’s personal feel. It shares the hand cut-and-sewn instrument panel and center console with the CTS, but features unique front and rear seats, a continuous console running between the front and rear seats, and custom door panels.

“The CTS Coupe Concept is a personal car – something a customer would choose to reward him or herself – and the passenger environment reflects that,” said Eric Clough, interior design director. “The interior uses the already excellent CTS design and takes it to a new, bolder level.”

Custom-trimmed sport seats from Recaro are located in all four positions. They support the grand-touring nature of the car and are covered in rich, black and suede-like Alcantara microfiber material, with yellow ochre-colored inserts. The yellow ochre color provides dramatic contrast with the black surrounding trim, but is a subdued hue consistent with the interior’s overall feeling of refinement. Yellow ochre stitching also is used throughout, including the seats, instrument panel, shifter knob and more.

Black Alcantara covers the front armrest, as well as an armrest located between the rear seats. The armrests are part of a continuous console that stretches from the instrument panel to rear seats. Carbon-fiber trim accents the console. The interior also features ambient lighting throughout, creating a distinctive environment at night.

Like the sedan, the CTS Coupe Concept’s interior is home to a host of technologies, including a premium Bose audio system, 40-gigabyte hard drive and XM Satellite Radio. OnStar with Turn by Turn Navigation enhances the vehicle’s on board navigation system, which – like the CTS – features a screen that rises out of the center of the instrument panel.
Performance-bred power train and suspension systems

As is the case with its design, the CTS Coupe Concept extends the acclaimed capabilities of the sedan in terms of performance technology. This includes the capability to support a broad engine range of gasoline and diesel engines.

The CTS Coupe Concept of course ascertains the sedan’s 3.6L V-6 engines, including the 304-horsepower (227 kW) Direct Injection power plant. The CTS Coupe Concept also is designed for a new 2.9L turbo diesel being developed for international markets. This new engine, tailored for use in the CTS, will deliver an estimated 250 horsepower (184 kW) and 406 lb.-ft. of torque (550 Nm).

A six-speed manual transmission backs the engine, sending torque to an independently sprung rear axle. The CTS Coupe Concept’s sport-tuned suspension gives it a slightly lower ride height than a production CTS – a look enhanced by the car’s rakish shape and large, 20-inch front and 21-inch rear wheels.

Behind the chrome, split-spoke, aluminum alloy wheels is a set of high-performance brakes, featuring cross-drilled rotors. Six-piston calipers clamp down on the front rotors, while four-piston calipers grab the rear rotors. All of the rotors have a distinctive, yellow-painted finish.

CADILLAC CTS COUPE CONCEPT SPECIFICATIONS
Vehicle type: two-door, four-passenger rear-wheel-drive coupe
Wheelbase (in / mm): 113.4 / 2880
Length (in / mm): 187 / 4750
Width (in / mm): 73.6 / 1870
Height (in / mm): 54.7 / 1390
Track (in / mm): 61.8 / 1570 (front); 62 / 1575 (rear)
Power train: 2.9L turbo diesel; six-speed manual transmission
Suspension: four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, mono tube shock absorbers
Brakes: four-wheel disc; crossed-drilled rotors
Wheels: cast aluminum; 20-in front, 21-in rear

The 2004 Cadillac XLR ($75,385) comes one way, with a convertible hard top. Its 4.6-liter V8 engine is mated to Cadillac’s newest five-speed automatic transmission. XM Satellite Radio is the only option ($325). The list of standard equipment is long: side-impact airbags, a nine-speaker Bose sound system, DVD navigation and video, StabiliTrak electronic stability control, radar-controlled adaptive cruise control, keyless entry and push-button start, a head-up display, and OnStar, the highway assistance service featuring the helpful voices of genuine human beings beamed to the car by satellite.

THE first Cadillac XLR will not be delivered to its first customer until next month, but it is not too early to declare the two-seat luxury roadster a success, at least in some respects.

The 2004 XLR has contributed to a growing buzz for General Motors’ premium car division after a long lethargic period in which Cadillac seemed ready for the retirement home. In an audacious challenge that would have seemed unthinkable not long ago, the $76,200 XLR takes dead aim at one of the best cars from Mercedes-Benz, the SL500, after decades in which Cadillac essentially abandoned the high-end luxury market.

So if the XLR is a hit with customers as well as critics, it will send a signal that things have truly changed at stodgy old G.M. – that the giant company is capable of competing, when it puts its collective mind and money to the task, with the best efforts from overseas.

The initial signs are promising, and a test drive in the XLR convinced me that it compares well with the more expensive Mercedes. Some enthusiast magazines have even ranked the Cadillac higher. While I am not yet ready to go that far, at least until the technology-heavy XLR establishes a record for quality and reliability, I will concede that it is a credible alternative to luxury convertibles like the Lexus SC 430 and Jaguar XK8.

Inspired by the 1999 Evoq concept car that signaled a razor-sharp change in Cadillac’s design direction, the XLR plays on two themes from the division’s glory days of the 1930’s through the 1960’s: distinctive styling and futuristic technology.

Cadillac introduced its knife-edge “Art and Science” styling with the Escalade sport utility and CTS midsize sedan, and the XLR further refines the design. It is a confident, masculine look, and in my experience men like it more than women. (Personally, I prefer the sexy curves of the Mercedes and the Jaguar.)

But like it or not, you have to concede that the XLR is bold, distinctive and all-American. The car turned the heads of the well-dressed, well-heeled, middle-aged men who spotted a fleet of XLRs in the parking lot of an exclusive resort here.

The XLR shares its body structure with the sixth-generation Corvette that makes its debut next year, and is built in the Corvette plant in Bowling Green, Ky. The XLR doesn’t look or feel like a ‘Vette inside or out, though there are hints of that car, like the plastic-composite body panels, the prominent drivetrain tunnel that bisects the low-set cabin (and that stiffens the chassis), as well as the long, low hood.

Under that hood is a new version of Cadillac’s Northstar V-8 engine, re-engineered for its first application in a rear-drive car. The 4.6-liter dual-cam engine delivers 320 horsepower. Despite the Northstar’s extensive modifications, its powerful but graceful acceleration seemed familiar, and the exhaust has been tuned to deliver a subtle, throaty growl that fits this sporty but elegant car. A five-speed automatic transmission includes a Tiptronic-style function that lets the driver change gears manually by tapping the shifter.

My only complaint about the drivetrain involved the software that adapts the automatic shifts to one’s driving style. On downhill curves in the mountains, the transmission seemed to delay its upshifts too long.

The XLR has the longest wheelbase in its competitive set, as well as the widest track and the lowest height; all these factors enhance stability and handling. The car is also quick, thanks to ample horsepower and the lightest weight in its class. The XLR’s rock-solid body structure kept the car buttoned down on mountain curves, but judicious suspension tuning kept occupants from bouncing on the rough roads of G.M.’s proving grounds in Mesa, where the track mimics road conditions from smooth California pavement to Michigan potholes. The XLR’s ride and handling are further enhanced with standard antilock brakes, a stability system and magnetic ride control, which continuously adjusts the suspension to road conditions and helps to keep the body level even during aggressive cornering or on uneven surfaces.

The XLR strikes me as a man’s car. Aside from styling that’s more Mars than Venus, the dead pedal in the footwell is positioned for long-legged guys. There are no door handles; from the outside, you poke your fingers into a recess alongside the door and push an electronic keypad. On the inside, a simple electric door-release button is set into the door pull. In either case, the procedure is fussy and likely to undo the manicures of the well-groomed women who use this showy and expensive car.

The XLR also has keyless starting. If you approach the car with the key fob in your pocket or purse, the doors unlock automatically. Inside, there is no ignition switch, only a button that starts the car if the key fob is nearby.

The XLR’s most notable exterior feature is a retractable hardtop made of lightweight metals and plastics. (The glass rear window includes a defroster.) At the push of a button on the console, the top performs an intricate ballet of rising and folding parts as it opens or closes. (It takes about 30 seconds in either case, which is about twice as long as the SL’s similar apparatus.) And when the top is down, it eats up most of the trunk space.

Inside, the XLR environment is contemporary and classy, trimmed with inviting leather, light eucalyptus wood and woven-look aluminum. The gauges were designed by Bulgari, the Italian jeweler, and appear suspended in space, yet I had to wonder if they added much to the ambience.

A heads-up display projects the speedometer and other crucial information onto the windshield, though I found the readouts weren’t clear through my heavily polarized sunglasses. This seemed odd, since the car is likely to be driven most in sunny climates. Otherwise, operating the dazzling array of technology is mostly logical and easy.

A touch screen on the dashboard controls the DVD-based navigation system, the nine-speaker Bose audio system and even a DVD video player of the sort that usually entertains children in a minivan. This entertainment system operates only when the car is parked and, I was told, may help a driver pass the time as he (or she) waits for a companion who is shopping.

The XLR also comes with adaptive cruise control, parking-proximity sensors, seats that are both heated and cooled and the OnStar communications system. The only option, in fact, is XM Satellite Radio ($325 plus a monthly subscription of about $10), a nifty service but one whose deck-mounted antenna detracts a bit from the design.

My biggest problem with the XLR is its space shortage. The seatbacks buttress against the back of the passenger compartment with not a sliver of space behind them for even a purse (which I tossed next to my passenger’s feet) or a slim briefcase (which I had to stash in the tiny trunk). The SL500 has a bit of space behind the seats for such items, and the SC 430 and XK8 have back seats that are impossibly small for most passengers but are handy for small objects.

The XLR comes with run-flat tires, fortunately, for the presence of a spare would eliminate the meager trunk space altogether.

Cadillac’s pricing for the XLR is every bit as bold as the car’s design: at $76,200, including the destination charge, the car is $13,400 more than the SC 430, a bit more than the XK8 and $11,000 less than the SL500. G.M. notes, however, that many of the Cadillac’s standard features are options on the SL, and pegs the difference in comparably equipped cars at about $30,000.

In any case, Cadillac should have no problem selling the 5,000 XLR’s it plans to produce in the 2004 model year. Mercedes sells three times that many SL’s.

Cadillac’s general manager, Mark LeNeve, says the XLR “represents the embodiment of Cadillac’s renaissance.” The next chapter of the division’s turnaround story will be, he promised, more high-caliber vehicles like the XLR.

All new 2004 Cadillac XLR specifications include engine specs, transmission, drivetrain, bodystyle, color choices, standard features and options, and more. These vehicle specs will arm you with the knowledge you will need to shop for or compare cars.
EPA Ratings
City 17/hwy 25(4.6L engine/5-speed auto trans)
Exterior
Daytime running lamps
Fog lamps, front, integral
Glass, Solar-Ray light tinted
Hardtop, retractable, power
Headlamps, bi-functional high-intensity discharge with headlamp washers and Twilight Sentinel automatic lamp control
Mirrors, outside rearview, power heated, memory, manual folding, driver side electrochromic (light sensitive, automatic dimming)
Tail lamps, LED illumination
Wipers, intermittent, front, with Rainsense feature
Interior
Accents, interior, aluminum on center console, left-hand and right-hand door armrest, left-hand and right-hand door switch bezel, center air outlet, climate control, radio and steering wheel
Air filtration system, includes pollen filter
Antenna, integral
Cargo convenience net, trunk
Climate control, dual-zone, automatic, includes individual climate settings for driver and right front passenger
Console, floor, includes ashtray with cigar lighter, auxiliary power outlet, 2 cupholders, coin holder and accessible storage compartments in console and between seat backs
Cruise control, adaptive, sophisticated radar transceiver automatically adjusts speed to maintain preset following distance, includes telltale in head-up display
Decklid, power, push button, open and close
Defogger, rear-window, electric, front and side window outlets, driver and right front passenger
Door locks, power programmable, includes lockout protection
Driver Information Center, 20 character display including tire pressure, 5 language capability (English, French, German, Japanese, Spanish)
Floormats, carpeted
Fuel filler door release, power
Glovebox, lockable, passenger side, illuminated
Head-Up Display, includes digital readouts for vehicle speed, selected gear, adaptive cruise indicator, radio information, high-beam indicator, fuel level, six languages available (English, French, German, Italian, Japanese, Spanish)
Instrumentation, electronic, analog BVLGARI-designed
Keyless Access, includes 2 BVLGARI remote transmitters which enable automatic door unlock and open by touching door switch,
Lighting, illuminated entry and exit, includes courtesy lamps and entrance lamps in base of door
Map pockets, door storage
Memory Personalization, memory presets for two drivers, includes power driver seat, outside mirrors with parallel park assist, steering column, climate control, sound system and driver information center
Mirror, inside rearview, electrochromic (light-sensitive auto dimming), includes OnStar controls
OnStar, 1-year Directions & Connections Service, includes Automatic Notification of Air Bag Deployment, Emergency Services, Roadside Assistance, Stolen-Vehicle Tracking, AccidentAssist, Remote Door Unlock, Remote Diagnostics, Online Concierge, Remote Horn, Parking brake release, automatic,
Rear Parking Assist, Ultrasonic, includes rearview LED light bar and audible warning
Seats, front bucket, leather seating surfaces, adjustable upper and lower lumbar support, 8-way power adjuster driver and passenger, easy exit seat position, cooled and heated seat cushions and seat backs and integrated audio system
Sound system, ETR AM/FM stereo with 6-disc in dash CD changer, Bose premium 9-speaker system, DVD navigation, 6.5″ LCD color display touch screen, voice recognition (5 languages: English, French, German, Japanese and Spanish) Radio Data System, weather bar , Steering column, power tilt and telescopic,
Steering wheel accessory controls, cruise control, voice recognition and audio system,
Steering wheel, eucalyptus wood and leather-wrapped rim,
Theft-deterrent system, audible,
Tire pressure monitor system, air pressure sensors in each tire. Pressure display in Driver Information Center,
Trim, eucalyptus wood accents, includes door handles, shift knob and center console,
Universal transmitter, HomeLink, includes garage door opener, 3-channel programmable,
Visors, illuminated vanity mirrors, driver and right front passenger,
Windows, integrated automatic indexing seal system,
Windows, power, includes express up/down driver and passenger,
Alternator, 150 amps,
Battery, maintenance free, includes rundown protection,
Brakes, 4-wheel antilock, 4-wheel disc,
Engine, 4.6L DOHC V8, SFI variable valve timing, Northstar (320 HP [ 238.7 kW] @ 6400 rpm, 310 lb.-ft [418.5 N-m] @4400 rpm)
Exhaust outlets, dual chrome-plated tips
Fuel capacity, approximate, 18 gallon (69 liters)
Ignition, keyless, engaged with push button start
Rear axle, 2.93 ratio
Rear wheel drive
StabiliTrak, four-channel electronic vehicle stability enhancement system
Steering, power, Magnasteer, speed-sensitive, rack and pinion
Suspension, 4-wheel independent, with Magnetic Ride Control
Tires, P235/50R18 extended mobility, W-rated blackwall
Traction control, all-speed, electronic
Transmission, 5-speed automatic, electronically controlled with overdrive and Driver Shift Control
Wheels, 18″ (45.7 cm) aluminum, polished
Air bags, frontal, dual-stage, driver and right front passenger, side impact with head and thorax protection, driver and right front passenger (Always use safety belts and proper child restraints, even with air bags. Children are safer when properly secur
Brakes, 4-wheel antilock, 4-wheel disc
Daytime running lamps
Safety belts, 3-point, driver and right front passenger with pretensioners and child restraint provisions
Traction control, all-speed, electronic

Recall :
NHTSA CAMPAIGN ID Number: 05V046000 Recall Date: FEB 04, 2005
Component: VEHICLE SPEED CONTROL:ACCELERATOR PEDAL
Potential Number Of Units Affected: 19924
Summary:

Passenger VEHICLES FAIL TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 124, `ACCELERATOR CONTROL SYSTEMS.` IF ONE OF THE TWO ACCELERATOR PEDAL RETURN SPRINGS FAILS AND THE TEMPERATURE IS -22 DEGREES F TO -40 DEGREES F, THE ENGINE MAY NOT RETURN TO IDLE WITHIN THREE SECONDS, AS REQUIRED.
Consequence:
Warranty
Basic: 4 Years/50,000 Miles
Drivetrain: 4 Years/50,000 Miles
Corrosion: 6 Years/100,000 Miles

Statistics

A typical American car dealership in Fremont, California. Between 2002 and 2003 alone the number of vehicles in the United States increased by three million.
The United States Department of Transportation’s Federal Highway Administration as well as the National Automobile Dealers Association have published data in regard to the total number of vehicles, growth trends, and ratios between licensed drivers, the general population, and the increasing number of vehicles on American roads. Overall passenger vehicles have been outnumbering licensed drivers since 1972 at an ever increasing rate, while light trucks and vehicles manufactured by foreign marques have gained a larger share of the automotive market in the United States. In 2001, 90% of Americans drove to work in cars. New York City is the only locality in the country where more than half of all households do not own a car (the figure is even higher in Manhattan, over 75%; nationally, the rate is 8%).

According to the US Bureau of Transit Statistics for 2004 there are 243,023,485 registered passenger vehicles in the US. Out of these roughly 243 million vehicles, 136,430,651 (56.13%) were classified as cars, while 91,845,327 (37.79%) were classified as “Other 2 axle, 4 tire vehicles,” presumably SUVs and pick-up trucks. Yet another 6,161,028 (2.53%) were classified as vehicles with 2 axles and 6 tires and 2,010,335 (0.82%) were classified as “Truck, combination.” There were approximately 5,780,870 motorcycles in the US in 2004, which accounts for 2.37% of all registered passenger vehicles.
According to cumulative data by the Federal Highway Administration (FHA) the number of motor vehicles has also increased steadily since 1960, only stagnating once in 1997 and declining from 1990 to 1991. Otherwise the number of motor vehicles has been rising by an estimated 3.69 million each year since 1960 with the largest annual growth between 1998 and 1999 as well as between 2000 and 2001 when the number of motor vehicles in the United States increased by eight million. Since the study by the FHA the number of vehicles has increased by approximately eleven million, one of the largest recorded increases. The largest percentage increase was between the years of 1972 and 1973 when the number of cars increased by 5.88%.

Age of vehicles in operation
In the year 2001, the National Automobile Dealers Association conducted a study revealing the average age of vehicles in operation in the US. The study found that of vehicles in operation in the US, 38.3% were older than ten years, 22.3% were between seven and ten years old, 25.8% were between three and six years old and 13.5% were less than two years old. According to this study the majority of vehicles, 60.6%, of vehicles were older than seven years in 2001. This relatively high age of automobiles in the US might be explained through gradually declining sales figures since 1998.
The median and mean age of automobiles has steadily increased since 1969. In 2005 the overall median age for automobiles was 8.9 years, a significant increase over 1990 when the median age of vehicles in operation in the US was 6.5 years and 1969 when the mean age for automobiles was 5.1 years. Of all body styles, pick-up trucks had the highest mean age (9.4 years), followed by cars with a mean age of 8.4 years and van with a mean age of 7.0 years. As SUVs are part of a relatively new consumer trend originating mostly in the 1990s, SUVs had the lowest mean age of any body style in the US (6.1 years). The average recreational vehicle was even older with a mean age of 12.5. The mean age has increased continuously for all body styles from 1969 to 2005.

Sales
In the year 2004, 7,505,932 passengers cars were sold in the United States according to the US Department of Transportation. This figure “Includes domestic and imported vehicles.” (Department of Transportation) The number of vehicles sold in the US has been decreasing at a gradual yet continuous rate since 1999, when nearly 8.7 million vehicles were sold in the US. Looking back at history however, reveals that such decline is only part of normal market trends and most likely only a temporary affair. Overall, 1985 was a record year with cars sales totaling just over eleven million. While imports have been gaining ground in terms of units sold during the 2000s and have regained roughly the same market share they held in 1992, the sales of domestic vehicles are still more than double those of imported vehicles. It should be noted however that the US Bureau of Transportation Statistics “Includes cars produced in Canada and Mexico” as domestic vehicles as both countries are part of the North American Free Trade Agreement (NAFTA). In 2004 the sales of vehicles made in NAFTA states totaled 5.4 million, while the sale of imported vehicles totaled 2.1 million. 798,000 vehicles were imported from Japan, making it the greatest exporter of vehicles to the US. Germany was the second largest exporter of vehicles to the US, with 542,000 units exported to the US in 2004. Imports from all other nations, except Germany and Japan, totaled 809,000.

Pricing

Full-size SUVs such as the Chevrolet Suburban had an average sticker price of $42k, but were sold for an average 22% discount, bringing the net price down to $33k. Overall, large non-luxury SUVs featured the largest discounts in the SUV segment (Edmunds.com).
In July 2004, Edmunds.com published a report stating that the average sticker price on a vehicle sold in the United States was $29,746. However, in the US, passenger vehicles are commonly sold at considerable discounts and customers rarely pay the sticker price or MSRP (Manufacturer’s Suggested Retail Price). The discount is commonly determined by the company’s marketing strategies and tends to be larger the slower selling a vehicle is. Due to what many American consumers have perceived as a declining quality among the automobiles manufactured by the “Big Three” and large fixed labor and capital costs, discounts tend to be larger on domestic vehicles. In 2003 the average discount on a domestic vehicle was 20.6% below MSRP. For Japanese and Korean vehicles the average discount was 10% and 12.8%. The lowest discounts were given on vehicles from European manufacturers, where the average discount was 7.7% below MSRP. Overall, the average discount in July 2004 was $4,982 (16.8%), meaning that while the average MSRP was almost $30,000, the average buyer of a new car paid only $24,764.[9] Dr. Jane Liu, the Vice President of Data Analysis for Edmunds.com further stated that, “New models are being introduced at higher price points, but the competitiveness of the market is dramatically pushing down net prices, resulting in a record average discount.” The lowest discounts among all car segments were given on luxury SUVs, where buyers received an average 10% discount, resulting in a $43,725 net price, versus the sticker price of $48,586.
Fuel economy

A Hummer H2, with an estimated fuel economy of 9 miles per gallon, is often criticized by environmentalist groups for its abysmal fuel economy.

A Toyota Prius Hybrid, features an EPA fuel economy rating of 55 miles per gallon (45% above national average). It was recently named the most fuel efficient vehicle in the United States by the Sierra Club, and has been cited as an example by environmentalists and celebrities to make a statement in favor of more fuel efficient vehicles.
The American automobile industry became notorious for the manufacture of gas guzzlers during the 1960s and 1970s when fuel prices and consumer awareness concerning fuel economy were at an all-time low. In the 1960s and 1970s, American-made cars took on enormous proportions as consumers placed their emphasis on comfort, power and style. Large sedans from this era came to be known as land yachts, often rivaling today’s largest pick-up trucks in terms of length and width. In 1977, the Lincoln Continental Mark V was reviewed by the German automobile magazine, auto motor und sport and still holds the record for the worst fuel economy of any vehicle ever tested by the magazine with an average of seven miles to the gallon.
Following the oil crisis of the early 1970s, however, smaller vehicles, often imported from Japan, became more and more popular with the American public as these vehicles featured better fuel economy ratings. In the late 1970s, the US government passed minimum fuel economy standards and in the 1980s American automobile manufacturers drastically downsized their cars, only a few vehicles, such as those using the Ford Panther platform retained their over-sized glory. The downsizing did, however, backfire in some cases. After downsizing nearly the entire Cadillac line-up in the late 1980s, General Motors scrambled to save its most prestigious marques. Many American manufacturers again increased the size of their vehicles in the 1990s, while better technology allowed for better fuel economy ratings among sedans.
According to the United States Department of Transportation, the average motor vehicle, including light trucks, in the US had a fuel economy rating of 17.1 miles a gallon or 13.8 liters per 100 kilometers. The average fuel economy for passenger vehicles in the United States has remained stagnant throughout the 1990s and 2000s, peaking in 2001 and 2004. Overall, the past decade has seen the slowest increase in fuel economy since 1960, with fuel economy increasing from 16.4 miles a gallon in 1990 to 17.1 miles a gallon today. This is in contrast to the 1980s when the average fuel economy improved somewhat more significantly from 13.3 miles a gallon in 1980 to 16.4 miles a gallon in 1990. The lackluster increase in fuel economy during the 1990s is largely due to the rising popularity of Sport Utility Vehicles (SUVs), whose status as light trucks gains them exception from the fuel economy restrictions placed on sedans and other cars. According to the Sierra Club “In 1997 all three US automakers violated CAFE standards for light trucks.” The Sierra Club is one of many environmental organizations who warn of the low fuel economy of SUV and hold these vehicles largely responsible for the low average fuel economy of vehicles in the United States.

Average fuel economy in miles per gallon according to the US Department of Transportation.

Year 1960 1965 1970 1975 1980 1985 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
MPG 12.4 12.5 12.0 12.2 13.3 14.6 16.4 16.9 16.9 16.7 16.7 16.8 16.9 17.0 16.9 16.7 16.9 17.1 16.9 17.0 17.1
L/100 km 19.0 18.8 19.6 19.3 17.7 16.1 14.3 13.9 13.9 14.1 14.1 14.0 13.9 13.8 13.9 14.1 13.9 13.7 13.9 13.8 13.7
Vehicle and population ratios since 1960
Year Population Drivers Motor
vehicles Increase
in vehicles % Growth
1960 180 87 74 N/A N/A
1961 183 89 76 2 +2.72
1962 186 91 79 2 +2.63
1963 188 94 83 3 +3.79
1964 191 95 86 3 +3.61
1965 194 99 90 4 +4.65
1966 196 101 94 4 +4.44
1967 197 103 97 3 +3.19
1968 199 105 101 4 +4.12
1969 201 108 105 4 +3.96
1970 204 112 108 3 +2.85
1971 207 114 113 5 +4.62
1972 209 118 119 6 +5.30
1973 211 122 126 7 +5.88
1974 213 125 130 4 +3.17
1975 215 130 133 3 +2.30
1976 218 134 139 6 +4.51
1977 220 138 142 3 +2.15
1978 222 141 148 6 +4.22
1979 225 143 152 4 +2.70
1980 227 145 156 4 +2.63
1981 230 147 158 2 +1.28
1982 232 150 160 2 +1.26
1983 234 154 164 4 +2.50
1984 236 155 166 2 +1.21
1985 239 157 172 6 +3.61
1986 241 159 176 4 +2.32
1987 243 161 179 3 +1.70
1988 246 163 184 5 +2.79
1989 248 166 187 3 +1.63
1990 248 167 189 2 +1.01
1991 252 169 188 -1 -0.52
1992 255 173 190 2 +1.06
1993 258 173 194 4 +2.10
1994 260 175 198 4 +2.06
1995 263 177 202 4 +2.02
1996 265 180 206 4 +1.98
1997 268 183 208 4 +1.94
1998 270 185 208 0 +/-0
1999 273 187 216 8 +3.84
2000 281 191 218 2 +0.92
2001 281 191 226 8 +3.66
2002 288 195 230 4 +1.76
2003 291 196 231 1 +0.43
All numbers in millions;

SOURCE: US Department of Transportation
Since 1960, the number of passenger vehicles has steadily risen, and since 1972 has exceeded the number of licensed drivers. Considering the population in the United States of 293,655,404 during the 2004 economic survey,[14] there is one passenger vehicles for every 1.20 persons in the United States, meaning that there are 833.34 passenger vehicles for every 1,000 Americans. According to the Federal Highway Administration there were an estimated 196 million licensed drivers in the United States in the year 2003. Considering the slightly lower number of motor vehicles for 2003, there were an estimated 1.17 motor vehicles per licensed driver, meaning that there are more vehicles than drivers in the US, with vehicles outnumbering drivers 1.2 to one.
The number of motor vehicles in the US has risen by 157 million (212.16%) since 1960, while the population of licensed drivers grew by 109 million (125.28%). Between 1971 and 1972, the number of motor vehicles in the US increased by four million, a record at the time. Since then, the gap between the number of cars and drivers has continuously risen. While in 1972 there were only one million more motor vehicles than drivers, cars outnumber drivers by 35 million in 2003. This means that while there were 0.84% more motor vehicles than drivers in 1972, there are now 17.85% more vehicles than drivers.

Body style and size
Mainstream mid-size sedans such as the Toyota Camry or Ford Taurus are often perceived to be the typical and most common body style in the United States. While mid-size sedans are indeed among the country’s best selling vehicles, pick-up trucks currently hold the top positions, rivaling sedans in the terms of total numbers sold. In the year 2006, the best selling models were the Ford F Series with 796,039 units sold and the Chevrolet Silverado with 636,069 units sold. The Toyota Camry, Dodge Ram, and Honda Accord held the next three positions as the best selling cars

Manufacturing

The Mercury Milan, despite being manufactured in Mexico, is still considered a domestic vehicle.

The Saab 9-7X, despite being manufactured in the US by GM, is still considered an import vehicle.
The US was the largest producer of vehicles in the world in 2003, followed by Japan and Germany. While most vehicles sold in the US were manufactured by the Big Three, foreign corporations such as Japan’s Toyota Motor Company have starting manufacturing in the US and are now an integrated part of the US automobile industry. According to many sources, the extended US operations of foreign based companies now rival those of American automobile manufacturers. For example, Toyota Motor Company now operates twelve manufacturing plants in the US, producing 1.55 million vehicles, 61.66% of the roughly 2.5 million vehicles the company sells in the US each year.
A wide variety of vehicles are manufactured in the United States, from compacts to full-size luxury vehicles. The American automobile industry itself is probably best known for the manufacture of large cars, leading to the common public perception of American cars being larger than those from other countries and making the US well known for the production of so called land yachts. Currently, light trucks (including SUVs) of all sizes and full-sized sedans constitute the majority of vehicles made by workers of the United Auto Workers union (UAW).] The Lincoln Town Car is currently the most expensive and largest car made in the US by an American manufacturer, while the Cadillac Escalade ESV Platinum is the most expensive SUV (This title used to held by the Hummer H1 until it was cancelled in May 2006). The largest passenger vehicle currently produced in the United States is the Dodge Ram Extended Cab.

Domestic vehicles
While the denotation of domestic vehicle includes all vehicles made in the United States, the term Domestic vehicle in the United States is usually only applied to vehicles made by the “Big Three” and their traditional marques. The term domestic vehicle does not include vehicles sold under marques who used to be headquartered outside the United States and are now owned by the Ford Motor Company or General Motors. Ironically, vehicles made outside the US by the traditional marques of the “Big Three” are considered to be domestic vehicles, while vehicles made inside the US by foreign manufacturers are not considered domestic, but rather import vehicles.

The Mercedes-Benz R-Class is one of many vehicles that is marketed as an import vehicle due to the national origin of its manufacturer, yet is manufactured in the United States.
Import vehicles
As with the term domestic vehicles, there is a legal definition for import vehicles but popular usage of the term, and popular views of what constitutes an “import” vehicle, vary widely.
For the purposes of Federal regulations, such as Corporate Average Fuel Economy (CAFE) and the American Automobile Labeling Act of 1994 (AALA), vehicles produced in the United States, regardless of brand, are considered “domestic”, while vehicles produced outside the United States are considered “imported”.
However, many Americans view a Toyota vehicle made in Kentucky, or a Mercedes-Benz vehicle made in Alabama as an “import”, while others view a Pontiac vehicle made in Australia as a “domestic” vehicle. This perception is due to the respective brands’ longstanding association with their parent countries: Toyota with Japan, Mercedes-Benz with Germany and Pontiac with the United States.

The country of origin of any particular vehicle can be easily determined:
• The AALA requires that passenger vehicles manufactured after October 1, 1994 must have labels specifying their percentage value of U.S./Canadian parts content, the country of assembly, and countries of origin of the engine and transmission. These are typically part of, or adjacent, to the vehicle’s Monroney Label.
• Each vehicle sold in the United States carries a Vehicle Identification Number, as required by NHTSA regulation — Title 49, Part 565 of the U.S. Code. The VIN identifies the vehicle’s country of manufacture, and the company responsible for its production. Vehicles manufactured in the United States have VINs beginning with the numbers 1, 4, and 5 — regardless of where the company is based. Thus, a Toyota Camry made in the U.S. will have a 1, 4 or 5 at the start of its VIN, while one imported from Japan will begin with the letter J.
In the year 2000, according to an article in the magazine Motor BMW attempted to label its “X5″ Sport Utility Vehicle, made in Spartanburg, South Carolina with a VIN beginning with the letter W — indicating the vehicle was made in Germany. A spokesman for the Society of Automotive Engineers, the agency responsible for assigning the three-digit “World Manufacturer Identifier” that begins the VIN label, was quoted as saying “We assign (codes) according to the dirt the plant’s built on, not the headquarters of the company.”
The Big Three
“The Big Three” refers to the three largest automobile manufacturers headquartered in the United States. While there have been roughly 1,800 car manufacturers in the US over the course of the 20th century, only three large corporations with considerable sales numbers were left by the 1980s. The terms is applied to General Motors, the Ford Motor Company, and the Chrysler Corporation.
General Motors

The Renaissance Center in downtown Detroit serves as the global headquarters of General Motors.
See General Motors for a complete overview of the corporation

General Motors is the largest automobile manufacturer in the United States and the world. GM is headquartered at the Renaissance Center in downtown Detroit, employs approximately 327,000 people, sold 9.17 million cars world-wide, and had a $192.6 billion revenue for the year 2005. The corporation sells its vehicles in the United States under the following divisions and subsidiaries:
• Buick
• Cadillac
• Chevrolet
• GMC
• Hummer
• Pontiac
• Saab
• Saturn

Ford Motor Company

A Ford assembly line in 1913, ten years after the company was founded in 1903.
See Ford Motor Company for a complete overview of the corporation

The Ford Motor Company (FoMoCo) was founded in 1904 by Henry Ford, and is America’s second largest and the world’s third largest vehicle manufacturer according to total sales volume. In 2005, the Ford Motor Company had a total revenue of $178.1 billion. The corporation sells vehicles under the following brand names and subsidiaries:
• Aston Martin (Ford retains a roughly 7.7% stake[27])
• Ford
• Jaguar (also has the rights to the Daimler brand in some markets)
• Land Rover (both Land Rover and Jaguar were sold in 2008 to Tata Motors)
• Lincoln
• Mazda
• Mercury
•

Chrysler

The Chrysler 300 has become one of the best selling American sedans and has marked Chrysler’s revival, according to many critics.
See Chrysler for more detailed description

Formed in 1925 by Walter Percy Chrysler, the Chrysler Corporation has since been one of the most important American automobile manufacturers, consistently ranking as the third-biggest for most of the post-war period.
In 1998, the Chrysler Corporation officially merged with Daimler-Benz of Germany, into a new entity, DaimlerChrysler (DCX), which is headquartered both in Stuttgart, Germany and Auburn Hills, Michigan (where the pre-merger headquarters of DaimlerBenz and Chrysler, respectively, were located). This raised a dispute on whether Chrysler (or, more specifically, the Chrysler Group within DCX, which consists of most former Chrysler Corporation operations and is headquartered in Auburn Hills) can still be seen as a domestic manufacturer. Nevertheless, the term “Big Three” still applied. Chrysler is once again an independent American corporation as of 2007.
In 2005, the Chrysler Group employed 83,130 people and sold 2.83 million vehicles globally, generating $57.4 billion in revenue. Chrysler manufactures and sells vehicles under the following brands:
• Chrysler
• Dodge
• Jeep
Other automakers with manufacturing operations in United States

The best-selling passenger car in the United States is not one from the Big Three, but the Toyota Camry, although it is also manufactured in the US
BMW
See BMW AG for a complete overview of the corporation
BMW opened its American manufacturing plant in Spartanburg, South Carolina in 1994, to manufacture the Z3 roadster, later replaced by the Z4 model. Since 2000, the plant also manufactures the X5 SUV. All those models are made exclusively at Spartanburg for both the domestic market and worldwide exports (not counting CKD operations in some countries).

Honda
See Honda for a complete overview of the corporation
Honda was the first Japanese automaker to build a factory in the United States. Following the success of the Accord, the company opened a new plant in Marysville, Ohio in 1982 to assemble the model, which went on to become the most popular car in the US in 1989. Honda expanded their operations and the scope of models manufactured in the US, building the Anna engine plant and East Liberty automobile assembly plant, and in 2001 opening Honda Manufacturing of Alabama in Lincoln. Most models sold under the Honda and Acura brands in North America are currently manufactured in either the U.S. or Canada. Others, such as the Honda Fit, Honda S2000, Acura TSX, and Acura RL, are imported from Japan. Some vehicles, such as the older CR-V (in the eastern United States) and the Civic SI hatchback, were imported from the UK. Some Accord passenger cars were imported from Mexico in the early 2000s.

Hyundai
See Hyundai Motor Manufacturing Alabama for more detailed description
Hyundai Motor Company started manufacturing in the United States in 2005, when their plant in Montgomery, Alabama started the production of the Sonata sedan. It was joined in 2006 by the new Santa Fe SUV.

Mazda
See AutoAlliance International for more detailed description
Ford Motor Company and Mazda Motor Corporation jointly operate an automobile assembly plant in Michigan that currently produces the Mazda6 and the Ford Mustang.

Mercedes-Benz
See Mercedes-Benz U.S. International for more detailed description
In 1997, a year before the merger of Damiler-Benz and Chrysler, the former Daimler-Benz followed the steps of their Bavarian competitor and opened a plant in Tuscaloosa County, Alabama, to serve as a worldwide production location for the new M-Class. The M-Class has since then been replaced by a new generation and joined by the new R-Class and GL-Class, also manufactured exclusively in Alabama.

Mitsubishi Motors Corporation
See Diamond-Star Motors for more detailed description
Mitsubishi Motors entered the American market through a long-standing partnership with Chrysler Corporation, and later this partnership was extended into a 50/50 joint venture manufacturing operation named Diamond-Star Motors (DSM) in Normal, Illinois. In 1991, Mitsubishi took over Chrysler’s share in DSM and in 1995 renamed it Mitsubishi Motors North America, Inc. (MMNA) Manufacturing Division. The plant has produced a number of Mitsubishi models and their Chrysler, Dodge, Plymouth and Eagle derivatives, and currently manufactures vehicles based on the American-designed PS platform – the Galant, Eclipse and Endeavor. Manufacturing of related Chrysler-branded vehicles was taken over by Chrysler Group, and while other related Mitsubishi vehicles are sold worldwide.

Nissan
See Nissan Motors for a complete overview of the corporation
Nissan opened their first factory in the 1980s in Smyrna, Tennessee, joined in the new millennium by another plant in Canton, Mississippi. Most models sold under the Nissan brand in United States, as well as Infiniti QX56, are currently manufactured there – contrary to Toyota or Honda, the company does not have any manufacturing operation in Canada. However, Nissan maintains manufacturing operations in Mexico, from which its smaller U.S.-market cars are imported from. Most North American models are specific to this market, although some models, like the Murano and Quest, are exported to other continents.

Subaru
See Subaru of Indiana Automotive, Inc. for more detailed description
Subaru teamed up with fellow Japanese manufacturer Isuzu, forming a joint-venture called Subaru Isuzu Automotive to build and operate a manufacturing plant in Lafayette, Indiana. The plant made Subaru cars and Isuzu SUVs mostly for the American market until 2003, when Isuzu, facing faltering sales in America, decided to quit the venture selling their share to Subaru for $1. The plant continued to build Isuzu Rodeos under contract until the end of that vehicle’s production run. From then on, the production was limited to Subaru models such as Legacy and its derivatives Outback and Baja, as well as the new B9 Tribeca. The two latter models are only built in Indiana for all markets where they are sold. After Toyota acquired a stake in Fuji Heavy Industries, the parent company of Subaru, it shifted some of the Toyota Camry production to the Lafayette plant.

Toyota Motor Corporation

See Toyota Motor Manufacturing North America for more detailed description
Toyota’s first foray into automobile manufacturing in the United States was NUMMI, a joint venture with General Motors based on the latter’s production facility in California, which started in 1984 and has been manufacturing Toyota models and their versions branded as Geo, Chevrolet and Pontiac. Toyota went on to establish a number of wholly owned plants in states such as Kentucky, Indiana, California, West Virginia and Alabama, as well as in Canada. It does not, however, operate a plant in Mexico. More than half of Toyota-branded vehicles sold in the United States come from American plants. Conversely, all Scions are imported from Japan. Lexus-branded models are imported from Japan or Canada (RX only).

The Cadillac Sixteen was a prototype of a stylish and high performance automobile first presented by Cadillac in 2003.

The vehicle was equipped with a 32-valve V16 concept engine displacing 13.6cc/liters and was mated to a four-speed electronically controlled automatic transmission. The engine featured fuel-saving Displacement on Demand technology, debuting in 2004 on some 2005 GM models, which shuts down half of the cylinders during most driving conditions and automatically and seamlessly reactivates them for more demanding conditions, such as brisk acceleration or load hauling when the driver needs the engine’s full power. The engine was said to produce 1000 hp (750 kW) and 1000 ft·lbf (1350 N·m) of torque using no form of forced induction.

The car was conceptually related to the Cadillac V-16 of the 1930s. The actual design of the car was a combination of Cadillac’s current “Art and Science” design theme and 1967 Cadillac Eldorado cues. Additional original design elements were provided by an in-house design competition led by GM Vice President Robert Lutz.

The Sixteen is also known to have the steering wheel logo carved out of solid crystal and a Bulgari clock on the dashboard.

Although the Sixteen fell short (narrowly, by some accounts) of production approval, its legacy is alive in Cadillac’s future product planning. The next generation of Cadillac products is expected to incorporate elements of the Sixteen’s design. These influences are expected to range from styling cues to a possible scaled-down version of the car, which may be powered by a V8 or V12. This range-topper, which has not been formally announced, is often referred to as the ULS (ultra luxury sedan) when GM executives talk with automotive media sources. If built, it would compete with the Mercedes-Benz S-Class, the BMW 7-Series and the Audi A8 . There are plans to introduce a car very similar to this in 2009. It will have a base V8, and the top model will have a V12.

The Cadillac Sixteen is classic automotive seduction with the panache of Cadillac’s ultramodern design.

In form, power and opulence, the 2003 Cadillac Sixteen embodies the timeless qualities of an exceptionally luxurious super-sedan with its sleek, gemstone appearance. The rear-wheel-drive Cadillac Sixteen brings forth the exclusivity and grandeur of the custom-built Fleetwood coach cars of the 1930s for today’s generation of exceedingly well-heeled customers of discerning taste.

“The Sixteen is a modern interpretation of everything that made Cadillac the standard of the world and can again,” said Robert A. Lutz, GM vice chairman for product development and chairman of GM North America. “It’s a reminder of a glorious past as well as a progressive statement.

“Cadillac’s tradition is rich, but in the next several years it will be introducing vehicles as solid, dynamic and beautifully designed as anything it’s ever done. And Sixteen is a harbinger of this new era.”

The name speaks to the car’s powerful 16-cylinder, 1000-horsepower engine and Cadillac’s heritage as a maker of fine luxury automobiles. Cadillac’s reputation grew exponentially during the ’30s in no small part because of the development of the automotive industry’s first V-16. The Cadillac Sixteen’s grand exterior proportions create an unparalleled presence; its splendid interior is meticulously handcrafted and urbane.

As an exterior statement, the Cadillac Sixteen’s proportional composition is bold. The aluminum hood is long, giving the Cadillac Sixteen tremendous dash-to-axle dimension; the wheel arches were designed to accommodate the beautiful 24-inch polished aluminum wheels. The four-door hardtop incorporates an all-glass roof and is without B-pillars. Crisp-edged lines of the midnight silver aluminum body panels accentuate the Cadillac Sixteen’s striking appearance.

Even the engine compartment, with its sculpted design, has drama. With dual panels hinged about a center spine that runs the length of the expansive hood, it makes an event out of opening the engine bay. The hood panels are power-operated.

“The engine bay really pays tribute to the V-16,” said Wayne Cherry, GM’s vice president of design. “It’s like a setting for a diamond, clean and simple. The under-hood was designed with the same care and attention as the interior.
Warm luxury, contemporary style

The interior theme is evocative of the posh accommodations of 1930s-era Cadillacs, but with contemporary style. For instance, the dashboard features a center-mounted Bvlgari clock.

The hand-stitched, Tuscany leather upholstered seats nestle the occupants. The right rear seat features power adjustable slope to recline like a chaise lounge. Warm, hand-woven silk carpets the floor in a light cream color that matches the leather upholstery. The dash, door panels, and front and rear consoles are trimmed with walnut burl veneer inlays.

“The lighting is architectural, enhancing the mood and desirability of the Cadillac Sixteen’s interior space, complementing its shapes and colors,” said Eric Clough, interior designer. “Technique combines with technology for a sophisticated, pampered ambience.”

While GM designers drew inspiration from the ultra-luxury sedan’s ancestry, the Cadillac Sixteen is thoroughly modern in its powerplant and technological content.

The Cadillac Sixteen’s 32-valve V-16 concept engine displaces 13.6 liters and is mated to a four-speed electronically controlled automatic transmission. The engine features fuel-saving Displacement on Demand technology, debuting in 2004 on some 2005 GM models, which shuts down half of the cylinders during most driving conditions and automatically and seamlessly reactivates them for more demanding conditions, such as brisk acceleration or load hauling cylinders when the driver needs the engine’s full power. The engine produces 1000 horsepower and 1000 lbs.-ft. of torque.

Electronic amenities include a rear-seat DVD information system, Bose sound system, and the fifth-generation OnStar in-vehicle safety and security communication system. The head and tail lamps feature LED technology.

All told, the Cadillac Sixteen is an ultra-luxury automobile of the first order.

The Cadillac DTS (DeVille Touring Sedan) is a full-size luxury sedan from the Cadillac luxury division of General Motors. The DTS replaces the Cadillac DeVille as that carmaker’s largest luxury car for the 2006 model year, following the naming and styling direction set by the earlier CTS and STS.

The design of the DTS was introduced in a unique way. A specially designed and outfitted presidential DTS limousine was utilized during the second inauguration of George W. Bush in the January 20, 2005 parade. While details of the vehicle, codenamed Stagecoach, are highly classified, it is presumed to be heavily armored and feature advanced communication equipment. The production DTS was shown at the 2005 Chicago Auto Show on February 9.

The DTS is manufactured at GM’s Detroit/Hamtramck Assembly factory in Hamtramck, Michigan. The Luxury models are priced at US$41,990, while the Performance version is priced at US$50,490. The DTS is the best-selling full-size luxury car in North America.

One major feature change from the Deville to the DTS was the elimination of the standard 6-passenger seating configuration for non-limousine models. However, such capability remains an optional feature. A stretched version of the DTS (known as the DTS-L) has been unveiled for 2007. This will likely be a six-inch stretch of the platform giving rear passengers a more spacious environment.

The Cadillac DTS is the largest sedan that General Motors offers. The DTS incorporates the K-platform as denoted by the 4th letter in the VIN, and is powered by the 32V Northstar V8, which produces 275 bhp in luxury trim. The DTS Performance Package horsepower increases this to 292 bhp. The DTS has standard features such as eight airbags, Xenon high power headlamps, leather seating, and power seats. Options include navigation system, Magnetic Ride Control (magnetic ride control on performance models only), moonroof, chrome wheels, heated/cooled seats even a heated steering wheel is an option. A fully loaded DTS will top out at around $55,000(US) depending on your color choice and exact options. A new DTS Platinum Edition will be released sometime in mid to late 2007 with special interior trim, badging and other luxury features. No information has yet been confirmed on the engine performance. Many people believe the L37 engine will be put in, this also is not confirmed. Also the DTS-L was released with much improved rear legroom and a longer rear C-pillar reminiscent of the older Fleetwood 75 Series. Stabli-track remains standard on all but the base trim to help handling and with 3 choice of leather seating surfaces the DTS brings a new level of luxury to the Cadillac marque. A hood ornament and a digital display are also available. Coach Builders LTD of Florida manufactures a custom convertible version of the DTS.

The DTS’ main competitors include the Lincoln Town Car and Chrysler 300, both rear-wheel-drive vehicles (although the 300 was also front-wheel-drive from 1999 to 2004).

As I closed the rear door of the top spec Cadillac DTS, I watched the side light above my head literally sputter and die. And there you have it: proof positive that the bean counters have been hard at work on The General’s luxury brand. You want the lights to slowly fade up and down? Why? Anyway, we don’t have that part. What else do you need? Actually, despite the death by a thousand cost cuts, the DTS has almost enough upmarket mojo to make it. Only luxury carmaking isn’t horseshoes or hand grenades. Almost doesn’t count.

Let me be clear: Cadillac isn’t Audi, BMW, Lexus or Mercedes. Before I illustrate this point in depressing detail, here’s what I want out of a Caddy: Texaguido style, a magic carpet ride, enough room to schlep the wife and three full-grown kids, and a trunk that’ll fit two dead Mafiosi. That’s it. That’s all a Cadillac has to do to earn my respect. Anything else is nice, but surplus to requirements. The DTS fails at the first hurdle.

What IS this thing? While the brand’s nose is distinctive enough, the protruding five-mile-per-hour bumper (remember them?) indicates some kind of badly synthesized graftwerk. The four door’s rear has all the sinister charm of Joseph Stalin’s limo. The sedan’s profile offers the only side-on sheetmetal I’ve ever seen that’s more generic than a Toyota Cressida. The Performance Pack’s 18’s are lost in the wheel wells and the shiny alloys are hideous.

The DTS is based on GM’s vintage front-wheel-drive G-platform, also underpinning the phenomenally unsuccessful Buick Lucerne. Enter the cabin and the downside is immediately obvious. Although the front chairs are large enough for inveterate pasta-addicts, the limited back row width restricts capacity to two well fed paesans. On the positive side, the aniline Tehama leather is wonderfully soft and supportive– but not as fragrant as the standard cow hide. In fact, it’s odorless.

This same anodyne character and lack of attention to detail applies to the rest of the DTS’ interior. Buttons snick with all the precision of a Botswana Army drill team. The beige hard touch plastics, pedestrian-looking gauges and cheap ass door ajar bong all speak the language of rental car Hell. There are plenty of fat rich guy toys on offer: remote start, Intellibeam headlamp system (auto high beam / low beam switching), rain sensing wipers, etc. But the seat massager that gently annoys your lower spine embodies the DTS’ underlying cut rate ethos.

Fortunately, the beast drives well. Even/especially after 15 years, Caddy’s Northstar V8 is a jewel. The 4.6-liter engine’s pitted against 4000lbs. Even so, the Performance Pack’s 292hp is enough juice for mindlessly swift progress. (Though the DTS is slower than the lighter Lucerne.) Throttle response is exemplary, the brakes work and the Northstar emits a lovely little growl when provoked.

Despite its nose heavy front wheel-drive chassis, the DTS corners quickly– without 70’s cop show tire squeal or scenic understeer excursions. All praise to GM’s Magnetic Ride Control, which virtually eliminates body lean. Unfortunately, the DTS’ numb (but accurate) steering is a killjoy, and the flat, puffy seats ensure that rapid left hand corners leave cheek marks against the laminated glass.

In a straight line, bump suppression is brand compliant– though not without a slight jarring effect over bad surfaces (and noticeably less Novocained in the lower spec models). At 80mph, the DTS cruises serenely– except for some wind noise around the front window and a strange pulsing feeling through the tiller. With only a four-speed Hydramatic gearbox swapping cogs, highway overtaking means lots of noise and little alacrity.

And so to the trunk, whose lid swings as freely as members of The Black Key Club. Yes, it’s big (the trunk). But it’s ugly. Perhaps the only thing nastier than the DTS’ mouse pelt headliner is the rancid rabbit fur covering the rear cavern. And then there’s the trunk mat. Good idea: rancid rabbit fur on one side, rubber on the other (for “wet work”). But the colors don’t match.

And therein lies the tale. Never mind the DTS’ po-faced design. Never mind the lack of interior refinement. It’s obvious Cadillac can’t be bothered to sweat the small stuff. If you clock the DTS’ price against a same sized, similarly equipped German or Japanese rival, the $41k and up Caddy will be the lowest-priced alternative, by a large margin, without incentives. So what? The DTS is not as good a car. Even within its own remit, it falls short.

Unless GM stops stiffing Cadillac’s designers and engineers, unless they start with a clean sheet of paper, once again, the brand has peaked.

The Escalade moved to the new GMT900 platform for the 2007 model year. Its introduction was accelerated as sales began slipping. The regular Escalade was again joined by a stretched ESV version as well as a new EXT pickup truck. The 2007 Escalade was the official vehicle of Super Bowl XL, with MVP Hines Ward being awarded one of the first Escalades produced.

The Escalade uses an all-aluminum 6.2 L Vortec V8. This pushrod engine includes variable valve timing, a first in a mass-produced non-overhead cam engine. The system adjusts both intake and exhaust timing between two settings. The engine produces 403 hp (301 kW) and 417 ft·lbf (565 N·m) of torque. A new six-speed 6L80 automatic transmission is used. The new body completes a 0.363 drag coefficient, though the large frontal area badly effects aerodynamics.

One major new feature absent from the production vehicle is American Axle’s “I-Ride” rear independent suspension module. Instead, a conventional five-link suspension is used.

Production of the redesigned Escalade began at Arlington Assembly in January 2006. It is priced from US$57,280, though the rear-wheel drive version at this price was not produced until August. The more expensive all-wheel drive version was produced first, followed by the long wheelbase ESV and EXT pickup (the latter sourced from the Silao, Mexico, plant) in June.

The Escalade EXT has been outsold by the Lincoln Mark LT luxury pickup truck right from its launch for the 2006 model year. The new 2007 EXT, however, has gained consistently on its Lincoln competitor and edged past the latter in March and May 2007 sales, although still lagging slightly year-to-date. A special Platinum ESV model will follow in 2007. GM’s Active Fuel Management will come in 2008.

The Escalade can accelerate to 60 mph (97 km/h) in 6.8 seconds. Fuel economy is rated at 14 mpg (16.8 L/100 km) in the city and 19 mpg (12.4 L/100 km) on the highway.

* 2007-present — 6.2 L Vortec 6200 V8, 403 hp (298 kW)
* 2007 Escalade EXT — US$54,210
* 2007 Escalade (Rear Wheel Drive) — US$54,725
* 2007 Escalade (All Wheel Drive) — US$57,280
* 2007 Escalade ESV — US$59,680

The Escalade EXT pickup truck (released alongside its twin, the Chevrolet Avalanche) was introduced in 2002 from the Cadillac division of General Motors. It features a “Convert-a-Cab” composite pickup bed that can be expanded into the truck’s cab through a bottom-hinged door. Like the Avalanche, the EXT has four full-size doors and seating for five. The EXT was only offered with the 6.0 L High Output engine. high-intensity discharge headlights were offered for 2003. The Escalade EXT also appears in the movie, The Matrix Reloaded along with the CTS in product placement ads. All Escalade EXTs are built in Silao, Mexico.

The Escalade EXT (based on the Cadillac Escalade) was created as a direct compet

1931 Cadillac Fleetwood V-16 Phaeton For Sale
This is the finest example of an extremely rare 1931 Cadillac “All Weather Phaeton” on the planet. This is the V-16 Fleetwood model with the divider glass, dual side mounts and long wheel base. Only a small number these Phaetons were produced and only a handful have survived.

If you are a serious collector you will appreciate the style and elegance this Cadillac represents. This car was recently judged over 99 Points at the Senior CCCA Grand, and is considered a full Show Quality nut & bolt restoration of an all original classic. This car was professionally restored by Alan Taylor Restorations in San Diego, California.

Allan has restored numerous first place winners at the annual Pebble Beach Concourse Show and is considered by many to be the best in the world at pre-war restorations. The owner of this car has decided to sell this vehicle and his 1934 Cadillac Convertible Coupe. This is an opportunity to own one the most desirable cars ever produced. The owner will accept the best offer over $295,000. If you want to be the envy of the collector world do not hesitate to add this classic to your collection.

The Cadillac SRX is a luxury crossover SUV aimed at family-oriented buyers looking for an upscale, convenience-laden vehicle that’s fun to drive. Some people might be tempted to label it a station wagon, but Cadillac marketers like to refer to the SRX as a “luxury utility vehicle” in hopes of avoiding any possible connotations of blandness.

A crossover may look like a traditional SUV, but in fact it uses components and construction more often associated with cars. The idea is to provide a more comfortable ride and better handling since many consumers don’t need the tougher, truck-type construction that is advisable for heavy-duty chores such as towing or off-road travel.

The SRX’s swept-back and angular styling suggests sporting intent, and thankfully, this vehicle has the goods to back that up as it’s based on the mechanical underpinnings of the well-regarded Cadillac CTS sport sedan. Powered by a V6 or V8 and available with rear-wheel or all-wheel drive, the SRX offers handling and performance that is neither boring nor common. For a driver whose priority is a responsive, luxurious people hauler, a new or used SRX is worth a look.

The Cadillac SRX midsize luxury SUV is available in rear-wheel-drive or all-wheel-drive format. Buyers have a choice of a 260-horsepower 3.6-liter V6 or a 320-hp 4.6-liter V8.

With an impressive 41 inches of legroom in the second row, the Cadillac SRX will comfortably carry four 6-foot adults. An optional fold-flat third-row seat is available. However, its 24 inches of legroom makes it suitable for only the smallest of children. Plus, with that third row in use there is no meaningful cargo capacity. Nevertheless, the third row is ideal for families who occasionally need to tote an extra child or two on short trips.

As one would expect from a luxury SUV, there is a comprehensive amount of safety and luxury-themed equipment. For big-sky fans, a huge, optional sunroof gives the Cadillac SRX a more open feeling. One option that maximizes the ride and handling is GM’s Magnetic Ride Control. It basically changes the suspension’s performance. While cruising straight down the interstate, the ride can be comfortable. But head up a curved exit ramp at a brisk speed and the Magnetic Ride Control reduces body lean for better handling.

In reviews, we’ve found the Cadillac SRX enjoyable to drive. The combination of the Northstar V8 and six-speed automatic transmission provides strong acceleration. The V6 is the more popular choice among SRX buyers, however, and it should be adequate for most drivers. It also returns better fuel economy than the V8.

The Cadillac SRX was introduced for the 2004 model year. Cadillac has yet to introduce a second-generation SRX but it has made small improvements each year. Used SRX buyers should be aware that Cadillac made significant interior updates for the current (2007) model year. Vehicles previous to this year were criticized for their cheap interior materials. Past V8-equipped SRXs also have a five-speed automatic rather than the more efficient six-speed on the current model.

Introduced in 2002 for the 2003 model year, the CTS rode on the new rear-wheel drive GM Sigma platform. It was a return to rear-wheel drive, as well as being the first Cadillac with a manual transmission since the 1988 Cimarron. It replaced the mid-size rear-wheel drive Catera. The CTS was nominated for the North American Car of the Year award for 2002. The CTS is built at GM’s Lansing Grand River plant in Lansing, Michigan. The CTS was assembled in China in 2006, but assembly was discontinued shortly thereafter due to poor sales in that market. The CTS in China is now an exported model once again.

Originally powered by a 3.2 L LA3 V6 producing 220 hp (164 kW), the CTS received a 3.6 L DOHC V6 with variable valve timing in 2004, producing 255 hp (190 kW) and 252 ft·lbf (342 N·m) of torque. The 3.2 L engine went out of production in 2005, when a new 2.8 L version of the DOHC V6 debuted in an entry-level version of the CTS. In Europe, the 2.8 L replaces the previous entry level 2.6 L.

Production 2003-2007
Layout FR layout
Engine(s) 2.8 L LP1 V6
3.2 L LA3 V6
3.6 L LY7 V6
5.7 L LS6 V8
6.0 L LS2 V8
Transmission(s) 5-speed 5L40-E automatic
5-speed Getrag 260 manual
6-speed Aisin AY-6 manual
6-speed Tremec T-56 manual
Wheelbase 113.4 in (2880 mm)
Length 190.1 in (4829 mm)
Width 70.6 in (1793 mm)
Height 56.7 in (1440 mm)
Curb weight 3568 lb (1618 kg)

The CTS originally offered either a 5-speed 5L40-E automatic transmission or 5-speed Getrag 260 manual transmission. The Getrag was replaced with an Aisin AY-6 6-speed for 2005.

The redesigned 2008 CTS debuted at the 2007 North American International Auto Show.

Production 2008-
Layout Front-engine, rear-wheel drive/Four-wheel drive
Platform GM Sigma II
Engine(s) 3.6 L LY7 V6 (258 hp)
3.6 L LLT V6 (302 hp)
Transmission(s) 6-speed 6L50 automatic
6-speed Aisin AY-6 manual
Wheelbase 113.4 in (2880 mm)
Length 191.6 in (4866 mm)
Width 72.5 in (1841 mm)
Height 58 in (1472 mm)

On April 2, 2006 in a 60 Minutes interview with Bob Lutz, part of a prototype Cadillac was revealed to audiences. The car appeared to take design influences both inside and out from the Cadillac Sixteen concept from 2003. Prototype models caught testing at the Nürburgring in Germany also carry many of the design features from the car showcased in April nearly unmasked. Spyshots from the Nürburgring prototypes also show that the car will still have a manual transmission. The CTS will also have an all-wheel drive option.

At the North American International Auto Show in January 2007, GM introduced the all-new CTS that will go on sale as a 2008 model. The base model will feature a 3.6-liter variable valve timing V6 with 258 hp and 252 lb-ft of torque. A second version will be offered, a new 3.6-liter direct-injection V6 VVT engine with approximately 300 horsepower and 270 pound-feet of torque using regular unleaded gas. A six-speed manual transmission will be standard on all models. The six-speed Hydra-matic 6L50 automatic transmission will be optional. Also on-demand all-wheel drive will be offered with both engines when equipped with an automatic transmission.

The new model is wider and longer, measuring 191.6 inches (4766 mm) long, 72.5 inches (1841 mm) wide and 58 inches (1472 mm) in height. Wheelbase is unchanged at 113.4 inches (2880 mm), but with a wider front/rear track of 61.8 / 62.0 inches (1575 / 1585 mm).

Like its predecessor, the 2008 CTS is offered with rear- or, new for 2008, all-wheel-drive. Some suspension, braking, and steering improvements from last year’s CTS-V have been added to the standard CTS.

Nine-spoke, 18-inch wheels surround larger high-performance brake calipers and rotors.

Side air extractors are located forward of the front doors.

Optional features include iPod integration, swiveling headlights, Bose premium audio, and remote start.

According to a recent issue of Motor Trend, a coupe and station wagon version of the CTS may be produced and sold in the USA, although GM feels that they may be more successful in Europe. Also, an American model of a Cadillac based on the soon to be Saturn Astra may be in the USA as well in Sedan or 4-door hatch form.

The 2008 CTS will be going into production during the summer with a late August/early September release in order to directly compete with Mercedes-Benz’ all new 2008 C-Class being released around the same time frame according to Cadillac dealers on the east coast.

The Cadillac CTS’s success was credited to its appearance in The Matrix Reloaded. When creating the film, the creaters of the film were looking for a car for a chase scene for the film, and were looking for a car that would fit the atmosphere of the film. General Motors heard about this, and suggested the CTS to the filmmakers. They also suggested the Escalade, but the filmmakers rejected it. They showed more interest in the Escalade EXT, but it wasn’t scheduled to go into prototype stage until 2001. Because of this, General Motors took production Chevrolet Avalanches and converted them into Escalade EXTs using prototype parts. Joel Silver, the creater of The Matrix stated, “We selected Cadillac to play a major role in The Matrix Reloaded because we knew the CTS and EXT could handle our rigorous production demands, as well as fit seamlessly into the innovative, hyper-stylized world of the Matrix.” Ten CTS prototypes were used for the film, each showing different extents of damage.

After a large battle, Morpheus and Trinity run into a parking garage with the keymaker. They are followed by the Twins. Before the Twins can enter the parking garage though, Morpheus slams the door, trapping one of the Twins’ arms in the doorway, which Trinity repeatilly shoots. The Twins become translucent and move through the door as well as the other twin healing his arm. One Twin then takes Trinity hostage and puts a knife to her throat. Morpheus kicks the knife away, and a battle between Morpheus and the Twins ensues. While all this was happening, the Keymaker used one of his keys to start a silver CTS which was parked amung many Cadillacs of many vintages. Trinity orders the Keymaker into the back of the car, and drives the car up to Morpheus. Morpheus rolls across the hood and gets in, and they take off, leaving Neo behind.

The Cadillac CTS at the beginning of the chase

The CTS roars through the exit of the garage, and onto the streets. Morpheus and Trinity then drive through the streets, but while Moepheus is asking Link for directions, the Twins ram the back of the CTS with their Escalade EXT. One of the twins then stands up in his seat, and starts to shoot the CTS with a Machine gun through the Escalade’s sunroof. The CTS comes upon an intersection, and Trinity steers the CTS around a Cable car and to the next street. The Twins smash a BMW 7 Series with the Escalade while trying to maneuver through the busy intersection. During this, they attract the attention of the police. Trinity drives into a vacant lot to avoid a police roadblock, with the Twins following close behind and the police in hot pursuit. Trinity drives through another lot and into a tunnel, which leads to the freeway. While driving through the tunnel, the police officers chasing Trinity and Morpheus are transformed into Agents.

They drive onto the freeway, and dodge through heavy traffic under gunfire from the Twins. Trinity has the CTS drive right next to a Chevrolet Suburban to dodge gunfire, but the twins shoot it down causing it to roll repeatally and cause a multi car pile up. Trinity and Morpheus continue to speed along the freeway, using Semi trucks to dodge gunfire from the twins. They duck next to a semi and behind an Oldsmobile Intrigue to effectively dodge gunfire from the twins, but the twins shoot down the Intrigue. While doing this, they run out of ammo, so one of the Twins throws the machine gun on the back seat of the Escalade, and turns translucent to float out of the Escalade and into the CTS.

Inside the CTS, the Twin tries again to assassinate the keymaker, but insteads gets into a battle with Morpheus inside the car. While Morpheus and the Twin are battling inside the car, Agent Johnson, who is also trying to assassinate the keymaker, jumps off of an Oldsmobile Aurora and onto the hood of the CTS. While the CTS continues to speed off with Johnson on the hood, a large multi car collision takes place due to the Aurora rolling onto its roof. The other twin, still in the Escalade, manages to maneuver through the carnage. Back with Morpheus and Trinity, Agent Johnson tears off the roof of the CTS and dodges gunfire from the other Twin. Trinity slams on the brakes and manages to knock the agent off of the hood. Morpheus then stabs the Twin with a sword he had gotten from the house where the scene started, which causes the Twin to become translucent and float out of the CTS. He then gets picked up by the other twin in the Escalade.

Morpheus with the mangled CTS at the end of the chase scene

Trinity and Morpeus continue along the freeway, then they encounter gunfire from another Agent. After the Agent runs out of ammo, he slams his Chevrolet Caprice police car into the side of the CTS, shoving it up against the wall of the freeway. the CTS manages to maneuver onto a freeway exit, while the Caprice crashes into the water barrels at the start of the exit. They stop the car and get out, and Trinity takes the keymaker while Morpheus stays behind to take care of the Twins. The twins drive onto the freeway enterance and attempt to run Morpheus over. Morpheus rolls out of the way and drags his sword up against the side of the Escalade, puncturing the tire and taking out the left rear taillight. The Twins try to stop the Escalade so they won’t hit the CTS, but fail and flip the Escalade onto its side. Morpheus then begins to repeatilly shoot the undercarriage of the Escalade, causing it to explode, effectively killing the Twins.

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