Cadillac CTS-V 2016
King crush and caesar of geezers used to not too concerned with fidelity steering, gradient coils, lateral grip, and the like. A four-door Corvette with a 640-hp CTS-V Nürburgring is not a natural descendant of the house Cadillac. It is figuratively and literally a foreign concept, as a modern luxury car-sharp in clipping a peak as comfortable on the highway-is largely a European vanity.
In 2003 Cadillac CTS finally turned the corner with the first. Since then, the brand has been hellbent on topping German rival. 2016 CTS-V, which debuted at this year's Detroit auto show, Cadillac is the best opportunity yet to do so. The third generation CTS on the Mercedes-Benz E-class and BMW 5-series (though while taking second place for the Audi A6). Starting from the same basis, the new CTS-V should have three major hospitals cowboy-German Audi, BMW M and Mercedes-AMG-reaching nervously for their lederhosen.
The new V Vette binds more tightly with the machine lifted from ballistic Corvette Z06. This machine is very light changed to a task that the company could be called Cadillac's CTS-V06 cars. The 6.2-liter supercharged V-8 retains 4th floor and packaging Z06 moniker is forged aluminum pistons, forged powder metal connecting rods, titanium intake valves, and Eaton blower push 1.7 liters of air per rotation. Aside from the intake and exhaust arrangement, the main differences between the Corvette and CTS-V is the engine lubrication system. In the Corvette, low hood and high supercharger that dictate a dry sump and remote oil reservoirs. Relatively high Cadillac does not have a hood-issue the same height, so that oil starvation kept at bay in the high-g angle by a deep sump, reducing complexity and weight.
Given the differences in the cooling system and how the two cars breathing (plus horsepower lurks hierarchy dictated by the brand management), all of the Z06's 650 horsepower and 650 pound-feet of torque will not be realized in a Cadillac. Instead, the CTS-V is rated at 640 horsepower and 630 pound-feet. We are projecting blitz zero-to-60 of 3.7 seconds to travel a quarter mile ET of 12.0 seconds. These figures will essentially match the BMW M5, but lagged behind those of four-wheel-drive Mercedes-Benz E63 AMG and Audi RS7 with a quarter to half a second.
top speed V stands to be more impressive. CTS chief engineer Tony Roma are coy at first, saying only that his team aims to "large number", but he finally let on that they expect cars to exceed 200 mph. In our interview, the closest we come to the CTS-V in the movement to fire small-block V-8 engine. Its eight-cylinder comes to life with the skin crazy bounce off the walls coved from our photo studio before settling into a 6.2-liter hoarse unemployed, fast and hard. Sounds incredible as it was emphatic, though your neighbors may think otherwise when you leave the driveway at 6 am For a chance, you'll want to start the car in the tour mode, which makes exhaust-bypass valves are closed to calm a snap.
GM 8L90 eight-speed automatic is the only transmission, a step which is disappointing but there is no way of surprising us. Rome offers peace possible: "If there is enough community spirit of enthusiasm, we will consider doing a manual." Do not hold your breath. By coming ATS-V to go toe-to-toe with the BMW M3, the CTS-V is now assuming the role of cramped. There will be no coupe or wagon, and bloated price of $ 65,825 for the 2014 CTS-V sedan for about $ 85,000. chassis follows the usual formula to create a sporty sedan, including stiffer springs, anti-roll bars are larger and firmer bushings. In the front suspension, using two lower links, not the control group quicken steering response. Magnetorheological dampers standards, such as electronically controlled limited-slip differential on the CTS Vsport borrowed and modified with a heat exchanger connected to the cooling circuit of this transmission. Iron disc brakes mounted on aluminum caps measure 15.4 inches in front and 14.4 in the rear. They are squeezed by six-piston calipers and four, respectively, borrowed from the Camaro Z / 28 is a carbon-ceramic brake package. Rear discs are so great, they will Verboten in the World Challenge series where the current CTS-V coupe to compete. Rem certainly would not shed enough heat as carbon discs, but additional surface area of the front disc rotor means running 200 degrees Fahrenheit cooler than cars while working out.
Adjusted Michelin Pilot Super Sport tires 265 / 35-19 front and 295 / 30-19 rear on the car, and the tire out of the mold of their own bespoke. Two different rubber tread compound balancing the contradictory objectives extend tire life and maximize cornering grip.
CTS-V is one of the cars with a suspension. No upgrade, no big wheels optional, and no carbon-ceramic brakes add-on. The only option that is associated with the wheel chassis coming to the finish. "These cars are meant to be the victim of a boutique," Roman explains. "We feel as good either, so we've tuned the chassis and you get the good stuff. You do not have to check a box-song package. This is a package track."
Those who venture into the street circuit will benefit from the first use of the CTS-V Performance Traction Management (PTM) system. The first show at the 2010 Corvette ZR1 and is now offered on all Corvette, PTM five modes-from wet to race-progressive loosening the stability control system supervision. Songs mice can also record their exploitation of the optional Performance Data Recorder, which overlay the vehicle on the video data captured by a camera mounted in front of the rearview mirror.
If the CTS Vsport is any indication, V-scale must be delivered some of the most pristine steering feel out there-not just among the competition, but in all luxuryland. For the Cadillac team, it was more of a product philosophy of engineering challenges. "If you look at the fundamental parts that many of our competitors have in their cars, you'll find a component architecture that will you put in the car to get what I call a good steering feel," said Roma. "So when we go driving is generated, a lot of times we went, 'Whoa, this is very isolated." Obviously many of our competitors support travel and isolation because there are trade-offs to be made. "
CTS lineup benefits from an electric power-steering motors connected to the rack via a belt instead of gears or ball-circulation system. When the car passes the pavement imperfections, there is enough compliance in the belt for jostling in the tires to reach the steering wheel without damped by the inertia of the motor assist. In V, the steering should be more direct when PTM system is set to the highest level, turn off the electric power steering damping and self-centering function.
The V Series looks the part of a street racer factory-tuned by pressing the hole louvered carbon fiber hood, front fenders are wider and slightly lower stance. Fender vents, originally requested by the design team, was only approved on condition that they become functional. Although they are not important, vent connected to the engine bay, providing an escape for the hot underhood. Our car was photographed wearing the optional carbon fiber package with splitter again next higher spoiler, a carbon rear diffuser, and a Gurney flap front of the front wheel wells.
This package does not reduce weight measured by any measure, but it does not reduce aerodynamic lift, help balance high-speed handling of the CTS-V. Unfortunately, high tensile impose additional downforce, so the car is equipped with this option is unlikely to reach 200 mph. While affected weave giving us this $ 85,000 Cadillac-made-it-to-SEMA vibe, at least live up to the quality of the price. Look closely and you'll see that the carbon fiber is placed at an angle and book-matched so that weave creates a "V" in the middle of the car. Whether you book a package of carbon or not, the CTS-V comes with a video system edge-new view using two cameras facing down mounted along the upper edge of the grille lower to help the driver nestle up to the roadside without wrinkling the lower track. This is a useful feature that should be shared with the team in exchange for a 4th floor Corvette V-8.
Weight-saving measures and the V-specific bit limited, but the Alpha platform where CTS is based has a slender bone structure to begin with. Cadillac claims the weight of 4,145 pounds for the CTS-V, a drop about 100 pounds from the previous car. And while 4150 pounds is not light, less than 4300 pounds of M5, the E63 AMG 4400-pound and 4500-pound RS7.
Less weight is one of the advantages of Cadillac has never been held in the previous comparison. We will soon find out whether the claim holds, and more importantly, if the pursuit of long-running Cadillac's ultimate German sports sedan has finally paid off.
- VEHICLE TYPE front engine, rear-wheel-drive, 5-passenger, 4-door sedan
- PRICES (EST) $ 85,000
- ENGINE TYPE supercharged and intercooled 16-valve pushrod V-8, aluminum block and heads, direct fuel injection
- Displacement 376 cu in (6162 cc)
- POWER HP @ RPM 640 @ 6400
- TORQUE LB-FT @ RPM 630 @ 3600
- TRANSMISSION 8-speed automatic with manual shift mode
- SIZE
- Wheelbase 114.6 inches
- LONG 197.6 inches
- WIDTH 72.2 inches
- HIGH 57.2 inches
- CURB WEIGHT (C / D EST) 4200 lb
- PERFORMANCE (C / D EST)
- 0-60 MPH 3.7 seconds
- 0-100 MPH 8.5 seconds
- STANDING fourth-MILE 12.0 sec
- TOP SPEED 190-200 mph
- PROJECTED FUEL ECONOMY (C / D EST)
- EPA CITY / HWY 14/22 mpg
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