ApocalypseCL

yeah that is quicker than the current M5 the current one runs 13.3. WOW that is a quick sedan but im sure the new M5 will outdo it with ease.

gavriil

CTS-V's LS6 engine is mated to the Tremec T56 transmission

The Tremec T56 6-speed manual transmission features:
Limited slip rear differential carries a performance final drive ratio of 3.73:1 to improve acceleration
Dual mass flywheel for reduced noise and vibration
Heavy-duty, increased diameter, 70-mm prop shaft, for CTS-V's higher torque requirements

------------------------------------------------------------------


CTS-V's impressive braking enhances performance

Following extensive research at the Nurburgring test track, the CTS-V is equipped with a robust brake system for high-performance driving.
Vented front 4-piston caliper Brembo brakes with 355mm x 32mm 14-inch rotors
Vented rear 4-piston caliper Brembo brakes with 365mm x 28mm 14-inch rotors
Stopping distance: 122.7 feet


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CTS-V achieves superb stability and handling with StabiliTrak and suspension tuning

Chassis refinements:
Four-channel StabiliTrak with four driver select modes including one for performance environments
Large front and rear stabilizer bars to handle the high horsepower and torque
Increased diameter shock absorbers
Tower-to-tower cross bar brace enhances steering precision and responsiveness
Seven-spoke, 18 X 8.5 inch aluminum wheels with 245/45 Extended Mobility Tires
Lateral g: .91

gavriil

gavriil

No question about the new one. With a 500HP+ V10. But that's about a year away. Possibly 1.5 years.

ApocalypseCL

Interior is nice love to see an actual manual (benz....cough....)
and the exterior is not to hot but its nice.

gavriil

Note: The above price includes destination and delivery. That could be up to a thousand sometimes. If it were BMW, you know it would not have been included.

gavriil

Road & Track's review:

2004 Cadillac CTS-V
This Corvette-engined Caddy is a true "Ringer"

By Douglas Kott
September 2003

"They didn't quite know what to make of us at first," says Ken Morris, Program Engineering Manager of the Cadillac CTS-V, "but I think we've earned their respect now."

Cut to the Karussell's exit, as Morris expertly flicks the CTS-V out of this concrete-lined cereal bowl, perhaps the most famous turn on this automotive developmental playground known as the Nürburgring's Nordschleife. The car unweights out of the transition and Morris countersteers, then upshifts with the sort of hummingbird quickness you might expect from a wiry F1 driver, not a soft-spoken engineer with a linebacker's build. A lap later, through a scary-fast, plunging downhill kink known as Fuchsröhre, both he and the car are pillars of composure. Blind, stomach-knotting crests at more than 100 mph? His throttle foot doesn't flinch (I do, though).
A Cadillac at the Nürburgring? Hallowed testing ground of BMW and Porsche, and sanctuary of European performance? You betcha. The CTS's rear-drive Sigma platform was fine-tuned here, and the development continues with the CTS-V, a muscled-up, hunkered-down M5 fighter with a V-8 heart straight from a Z06 Corvette.

Now you may be thinking, why didn't Cadillac use some variant of its Northstar V-8 here? Well, Morris explains that a supercharged version was tried but was too wide. The Vette's slimmer 5.7-liter pushrod V-8 slipped in without any sheet-metal changes.



Potent LS6 V-8 is a neat fit within the CTS-V’s bay.

The engine's accessory drive was squeezed about 1.5 in. closer to the block for proper longitudinal fit, and the deeper oil sump and cast-iron exhaust manifolds are new for packaging purposes. The intake tract from the airbox to the manifold is redone, and incorporates three separate inlets to keep the charge as cool as possible. On the exhaust end, 2.5-in. stainless-steel pipes merge into a substantial central resonator, then branch back out to dual mufflers and oval tips, for a throaty, mellow sound that's like driving a Corvette with cotton balls in your ears.
The LS6's considerable force — 400 bhp at 6000 rpm, 390 lb.-ft. of torque at 4800 — channels through a Tremec T56 6-speed manual transmission, a variant of the Corvette's gearbox. A sturdier propshaft, CV joints and halfshafts deliver the torque, aided by a clutch-pack-type limited-slip differential whose aluminum case has been strengthened and modified with 3-in. cooling fins.

At 3833 lb., the CTS-V weighs 264 lb. more than a base CTS, the V-8 accounting for 60 lb. of that. The rest is high-quality hardware: 4-piston Brembo fixed calipers clamping enormous (14.0-in.!) Italian rotors, Speedline wheels mounting P245/45ZR-18 Goodyear Eagle F1 Supercar run-flats, thicker-gauge steel subframes with double-thickness attachment points for the suspension; revalved 46-mm monotube shocks, bigger anti-roll bars, and 27- percent-stiffer springs. The only change to the basic structure is a bolt-on shock tower brace that spans the engine bay.

It's weight well spent, as our small group of journalists found during our 10 or so glorious laps of the Ring. The CTS-V feels impressively locked down when you need it, yet thoroughly chuckable thanks to a 50/50 weight distribution and chassis tuning that yields only mild steady-state understeer. Ride is taut, yet compliant enough to bounce off the curbs without upsetting the chassis. The V-8 pulls with locomotive-like authority (Cadillac claims a 4.7-sec. 0-60 sprint is possible) and the firm-pedal brakes encourage you to try deeper and deeper forays into corners. Steering is nicely weighted and copes well with the extra unsprung mass; revised valving here reduces the low-speed effort, but not at the expense of high-speed feel.

Dynamically, this is an extremely satisfying car, with a couple of exceptions — the shifter's throws are on the long, loopy side, especially when you're used to the delicate, precise throws of the 3.2-liter CTS's Getrag 5-speed, and the seats could use more side bolstering to cope with the increased cornering forces the CTS-V is capable of.

Perfect, no, but this hot-rod Caddy is a highly desirable performance sedan that should sell in the "mid to high forties," in any color as long as it's black or silver. Expect to see the CTS-V in Cadillac showrooms by November or December.





Such speeds require commensurately big brakes, and the CTS-V stops quite confidently with its big Brembo 4-piston fixed calipers all around.



The CTS-V employs sturdy aluminum control arms for its front suspension. The subframe has been reinforced to cope with increased cornering loads.



A Botts dot's view of the CTS-V's rear suspension and exhaust. Check out those 2.5-in. stainless-steel pipes and the impressive central resonator.

gavriil

!!!!!!!!

Now you may be thinking, why didn't Cadillac use some variant of its Northstar V-8 here? Well, Morris explains that a supercharged version was tried but was too wide.

!!!!!!!

They really wanted to go all out these guys...

1SICKLEX

50k for a CTS. I dunno, that is expensive more or even with a M3 with options. It is FAST though wow! I still like this car for some weird reason in V form. The interior is worse than a Corollas though.

gavriil

Next Caddy CTSv To Nudge 500 HP

By Paul A. Eisenstein

While the new, 400-hp Cadillac CTSv sedan is still a half-year away from market, the resurgent General Motors division is already aiming its sights even higher as part of a planned mid-cycle update. The '04 CTSv will debut with the 5.7-liter LS6 under the hood, a version of the big V-8 currently powering the Chevrolet Corvette.

In 2006, several sources tell TheCarConnection.com, an upgraded LS6 will grow to 6.0-liters displacement. And as for horsepower? "We haven't determined where that would take us yet," said one well-placed source. But Caddy knows where it needs to go if it sticks with plans to make the CTSv a credible contender to the likes of BMW's vaunted M models and the likes of Mercedes' AMG lineup. Where 400 ponies was long an industry target, 500 hp is the new benchmark. Well-placed sources expect a limited-edition version of the next Corvette, dubbed C6, to nudge past that magic number, and the CTSv is likely to follow close behind.

For '06, both the base CTS and the V-Series version will get new, more lavish interiors. And Cadillac will add its computer-controlled MagneRide suspension, at least on the CTSv. Like all perform plans, insiders caution, future fuel-economy regulations could lead to a change in plans. -

gavriil

6 liters! Cool. That means more torque than BMW's rumored 5.5 liter V10. I can safely assume.

cusdaddy

Awesome!!! Great to see Caddy finally being a true competitor to the "big boys"

BEETROOT

I like to see this. Cars are just getting more and more powerful and adding so many cool features...and it seems like every year some new model just blows my mind. A few years back I was worried about the future of cars, thinking they were going to start getting wimpy and efficient...at this rate we should see 1,000 hp on everyday cars within a decade....

rondog

iTrader: (1)

the most recent cts=v had a plain looking interior, just black with a little syude on the seats and a little a,uminum on the wheel. Maybe it was just the picture, but pales in comparisson with the new tl's interior.

1SICKLEX

Wow, that means it will be 60k. I am glad they are addressing that sad excuse for a luxury car interior. GM is really doing it with the CTS, great work.

kansaiwalker1

The CTS-V is a giant step forward for Cataracts but for 50k? I love the power, but hate the exterior and interior. Hmmm, I'd probably go elsewhere. But if I see one on the road it will certainly get my attention.

danny25

14 in rotors... front and rear. wow

Imagine the sound of that car with custom Corsa exhaust...

danny25

with 500hp that car will be at the top of my wish list, odd exterior or not.

heyitsme

i like it, they kept the interior clean, nothing to get in the way. 50k doesn't seem too high, competitive with the s4 and if the performance is really beyond the current m5 then i guess it has every right to be 50k.

heyitsme

nice, cadillac vs bmw, who woulda thought.

gavriil

Hehehehe.... It all makes sense now ah guys?

danny25

the Z06 is 50K and doesn't offer near as much convenience for everyday driving.

Red Nj-s

I would get that over anything in the price range. Best looking, performing american sedan ever. GO GM!

Red Nj-s

It looks like they improved the interior too....

Maximized

Hmmm....LS6 with head/cams.....Can you say sleeper!

gdubb

These cars will sell like hot cakes. This just adds another car to the wish list

Loseit

iTrader: (1)

that is the way it should have been....cadillac used to be "the" car to own. It is nice to see american companies trying to remove their head from their asses.

Red Nj-s

GM is back finally.

gavriil

And this is only the beginning.

We will see V series for the XLR, the SRX, the new Cadillac sedan offerings (Deville, Seville - names will change to 3 letter denotations). It's all out at Cadillac for the next 3 years. And you know Cadillac is at the top "Dealer Satisfaction" ratings. And their reliability is ONLY improving (already at the top). I think Lexus will be affected first, before Mercedes and BMW (as far as loss of market share).

gavriil

By RICK KRANZ Automotive News

Despite a favorable dollar-euro exchange rate that makes U.S. exports a bargain in Europe right now, General Motors continues to study the case for building Cadillac models in Europe.

"We believe that if we want the brand to get real big in Europe, we need left-hand drive, right-hand drive, two-wheel drive, four-wheel drive, gasoline and diesel," said GM Vice Chairman Robert Lutz.

"We're trying to figure out what's the best way to get all of that and where would we build them," Lutz said in an interview at the Frankfurt auto show.

GM used the show for the European debut of the 2004 Cadillac SRX sport wagon, which shares its architecture with the CTS sedan. The CTS is sold in Europe, and the SRX will be added soon.

The low-volume, two-passenger XLR roadster and the truck models would not be part of the European production plan if approved, GM sources have said.

Right now it is profitable to sell Cadillacs in Europe, said Lutz.

"But if the euro and dollar flip again," he said, "then it will be unprofitable."

gavriil

The reason I think this move is important is because, if Cadillac decides to go full force into the European market, we, here in the USA, will ONLY gain! You will see Cadillac cars even better prepared to compete with the 3 German luxury marques. I hope they do and I hope they give them a good run.

gavriil

Right now it is profitable to sell Cadillacs in Europe, said Lutz.

"But if the euro and dollar flip again," he said, "then it will be unprofitable."

------------------------------------------------

ANd that's what I think will happen. The Dollar cannot possibly continue to be weak against the Euro for another 2-4 years.

MJMeucci

Yes, Lexus might be affected first, however as both a Cadillac and Lexus owner, Caddy has a long way until they can even come close to the quality, service and reliability of Lexus. That is not to say that Caddy does not make a good car, in fact they make a great car, our Esclade is nicely built with awesome power, however the interior leaves something to be desired. Our Lexus, GX470, was not only cheaper than our Caddy, but it has a plush interior, excellent fit and finish, and adaquate power, but not power like the Esclade.

Red Nj-s

My opinion:

Cadillac will take a long time to catch on in Europe, but it will be the #1 luxury car company in America in around 10 years.

This is the perfect time for cadillac, because BMW is making some hard to accept designs, and Benz has quality issues.

gavriil

2004 Cadillac CTSv
The “V” is for velocity.
by Paul A. Eisenstein (2003-09-22)










That's "V" as in velocity, or so said General Motors "car czar" Bob Lutz, as he unveiled a prototype of the Cadillac CTSv at last spring's New York Auto Show.

Based on the striking CTS sedan that's already scored a hit for GM's flagship brand, the CTSv is the first in what's expected to be a series of high-performance Caddy cars and trucks. If that gets you thinking Mercedes-Benz's AMG, or BMW's M range, you've got the idea. So-called "halo cars," like the M3, serve as a technological showcase for the brand. And that's precisely what Caddy has in mind for the V-series.

The CTS has already done a good job for the U.S. automaker. Along with the big Escalade SUV, it's got people talking about the brand again, and after a long, downward spiral, Cadillac sales are suddenly running hot on the heels of luxury segment leaders BMW, Mercedes and Lexus.

The edgy look of the CTS, a design theme dubbed "Art & Science," was self-consciously controversial. You either love it or go shopping somewhere else. But critics also faulted the base car for its performance. Its 3.2-liter V-6 is acceptable, but certainly won't launch you to the head of the pack when the light turns green. A new 3.5-liter V-6 appears in '04 with Caddy's automatic transmission, and will be offered with a new six-speed stick a year later. But even with an extra 35 hp, that package is no world beater. With the CTSv, Cadillac finally has something to offer those who take performance seriously.

V-8 goodness

Originally, the automaker insisted there'd be no room for a V-8 under the hood of the compact CTS. More precisely, no room for Caddy's primary powertrain, the big Northstar V-8. There turned out to be just enough space to squeeze in the LS-6, the same engine you'll find in the Chevrolet Corvette. It took a few tweaks and adjustments: a shorter dipstick, for one thing, and some modifications to the accessory drive, which had to be moved about 1.5 inches. But it fits, and it rolls down the same assembly line as the standard CTS.

Once it rolls onto the street, you discover a very different beast. The V delivers 400 horsepower and a tire-spinning 395 pound-feet of torque - an amazing 82 percent increase over the original 3.2-liter V-6.

The CTS is based off the Sigma architecture, a platform shared by a variety of other Caddy products, including the new SRX crossover and the next-generation STS sedan. Even in base trim, it's a surprisingly stiff and robust chassis, and that's underscored by the modifications Caddy engineers made - or more precisely, how few were made - to handle the added power. The only structural change up front is the cross-brace connecting the two front shock towers. The hydroformed rail in the rear cradle was thickened, as well.

There's a new induction system designed to maximize engine breathing. And a new, dual exhaust system designed to reduce back pressure. Happily, the combination generates a deeply resonant engine note that will bring a smile to anyone who recalls the golden age of American muscle cars.

A quick walk-around reveals a variety of visual cues. Two will immediately reveal that this is no ordinary CTS. There's the V-Series badge to the left side of the trunk, and the bright chrome mesh that replaces the base car's egg-crate grille. The front fascia's have been dropped, making room for the larger engine intake ports, as well as brake cooling ducts below the front fog lamps. A key goal was to make the CTSv stop as fast as it starts. To that purpose, there are four-piston, 355 mm front Brembo brakes, and 365 mm rears.

To complete the package, the retuned CTSv suspension includes 27 percent stiffer springs. And the standard, all-season tires have been replaced by high-performance Goodyear Eagle F1 245/45 run-flats. There's no spare shipped with the car.

All told, the CTSv weighs in at 3833 pounds, compared with the base car's 3600 lb. Considering all the changes, it's less than one might have expected, and you certainly don't feel it on the road.

American dream

To get a sense of what the V is like to drive, TCC traveled to Road America, the twisting, four-mile track north of Milwaukee. An alternating series of straights, kinks and curves, Road America requires plenty of horsepower and an equal amount of stopping power.

Firing up the engine, the LS-6 responds with a satisfying burble. Dropping the clutch, we leave a long patch out of the pits, with a satisfying chirp as we shift into second - just in time for a sharp right-hand turn. The Brembos easily scrub off speed, and though the added weight of the CTSv shifts the car's balance a bit forward, there's no sense of understeer.

It's easy to let the tail slide out a bit as we dive into the track's challenging carousel, feathering the throttle to maintain a smooth line. It's easy to forget a downshift. The engine has so much torque you're almost always in the power band. On track, the CTSv is a definite confidence builder. Each lap seems to go a bit faster as we push a bit nearer the car's 163-mph top speed on the straights. Oh, and for the record, Caddy is claiming a 0-60 time of 4.6 seconds.

The CTS already offers a trick electronic stability control system. With the V, you get a special "Competition Mode" that, in the words of development engineer Ken Morris, "only comes in when you're completely out of shape."

Now, the reality is that few folks will ever log track time in the new V. For them, the real test will come at the stoplight, or while trying to merge onto a crowded interstate.

There's no question, you accept some sacrifices with a car like this. The stiffer springs and suspension bushings will deliver a notably harsher ride, something any potential buyer needs to keep in mind if they live in the potholed Midwest. But driving on the back roads of rural Wisconsin, we find the package nowhere near the unacceptable level. The CTSv project team has recognized reality and has delivered a car that's just as much fun to drive on the street as it is on track. Part of the fun is watching the reaction when other folks hear that menacing engine burble.

Premium pricing

At $49,995, the CTSv carries a nearly $20,000 premium over the base car. That's in line, though, with what European performance models, like the BMW Ms and Mercedes AMGs, tack on. Caddy also throws in a navigation system, power lumbar controls, and a power passenger seat. The seats themselves are a bit different, with grippy suede inserts designed to keep you from sliding around when you charge a corner.

The gauge cluster is unique to the CTSv, a more sporty set of instruments, with easy-to-read white-on-black lettering. There's a digital display providing far more detail to scroll through. You can even track how well you're doing in the corners, with a read-out of real-time as well as your best left and right G forces. (The only available option is a sunroof.) With the V, Cadillac even adds slick sill plates, a nod to the sophisticated European marques the new car goes up against.

Unfortunately, even with all these changes, the car's interior just doesn't have the refined look and feel of its import competition. It's still got a bit too much K-Mart-class plastic and is, without question, the weakest point on both the CTS and now, the CTSv. We'll have to wait until 2005 for a major upgrade to the car's cabin.

Despite its shortcomings, it's hard not to be impressed with the CTSv. The car delivers incredible power and a platform that can handle it. Detroit automakers like to talk about "American luxury," hoping to provide a raison d'etre in a market increasingly dominated by imports. This is the first car to truly define what American luxury with a performance bent is all about. It's too early for Cadillac to flash a V for victory, but with this high-performance sedan, the automaker has taken a giant step closer to being a truly world-class contender.

2004 Cadillac CTSv
Base price: $49,995
Engine: 5.7-liter V-8, 400 hp/395 lb-ft
Transmission: Tremec T56 six-speed manual, rear-wheel drive
Length by width by height: 191.5 x 70.6 x 57.3 in
Wheelbase: 113.4 in
Curb weight: 3833 lb
EPA City/Hwy: 17/26 mpg (est.)

Safety equipment: Dual front airbags, side airbags for front seat, seat belt pretensioners, anti-lock brakes, traction control, electronic stability control with Competition Mode
Major standard equipment: Dual-zone climate control, power driver and front passenger seats, steering wheel-mounted audio and cruise controls, multi-function CD/AM/FM audio system, fog lamps

Warranty: Three years/36,000 miles

gavriil

2 things:

1. The person who designed the central dash needs to, not only be fired, but prosecuted for unpatriotism...

2. What is up with: "Warranty: Three years/36,000 miles" Is it a typo? I'd expect a minimum of 4/48K from a Premium marque.

gavriil

2 typos:

1. The Warranty is a typo. It is 4 years or 50K miles whichever comes first

2. The new engine is not a 3.5 liter engine but a 3.6 liter engine.

I feel like erasing the thread.

gavriil

I wrote the writer an email:


"Subject: 2 typos in your article about the CTS-V

1. The new engine is not 3.5 liters but 3.6 liters.

2. The warranty is not 3/36K but 4/50K.

What's the matter?

Gabriel
Chicago, IL"

gavriil

A little dissapointed with the car's top speed. 163 mph which is 262 k/h. With an engine like that, you'd expect more since (I assume) there is no speed limiter. On the other hand, it's higher than most, if not all, German competitors, since they govern the top speed to 155mph.

BEETROOT