Cadillac – Automobile Magazine http://www.automobilemag.com No Boring Cars! | Reviews, Auto Shows, Lifestyle Fri, 24 Feb 2017 00:07:19 +0000 en-US hourly 1 https://wordpress.org/?v=4.5.4 By Design: Cadillac Escala Concept http://www.automobilemag.com/news/cadillac-escala-concept-by-design/ http://www.automobilemag.com/news/cadillac-escala-concept-by-design/#respond Mon, 12 Dec 2016 11:00:35 +0000 http://www.automobilemag.com/?p=1010088 Not one of the people running Cadillac as a separate General Motors entity out of a trendy Manhattan coffee bar appears to know what Cadillac was ­— irrelevant, they say, we want to be a luxury brand, not just a car company — or what it should be. There have been many fumbling attempts to...

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Not one of the people running Cadillac as a separate General Motors entity out of a trendy Manhattan coffee bar appears to know what Cadillac was ­— irrelevant, they say, we want to be a luxury brand, not just a car company — or what it should be. There have been many fumbling attempts to conceptualize a successful 21st-century Cadillac, some of them well back in the 1980s (remember the Voyage?), but not a single good concept has been followed by a worthy product. No Ciel four-door convertible, no Elmiraj, and — above all — no Cadillac Sixteen. I’m not an unstinting Bob Lutz admirer as so many journalists are, but the guy does indeed know and love cars and had truly great instincts as to what should be built. His Sixteen was a near-perfect modern Cadillac, but thanks to inept, bankruptcy-bound mismanagement, it was not to be.

I can say with certainty that, to me, no Cimarron, no BMW-imitating ATS, nor any hard-riding, noisy, Corvette four-door hot rod in a CTS-V costume is a real Cadillac, however good the last two may be purely as cars. A Cadillac has to be big and powerful, capable of being fast but not really a fast car, and above all it has to be comfortable. Escalade, you say? That’s what keeps the people running Cadillac today with cash to pay their baristas, but the highly successful Chevrolet Suburban in luxury disguise is not a real Cadillac either.

Neither is the Cadillac Escala Concept. While a very nicely styled if excessively generic sedan, it looks more to me like a well-executed Chevrolet than a Cadillac. Its grille shape is a smiling trapezoid, not the severely rectilinear grid that has said Cadillac for decades, and its Silverado-style headlamps are more Bow Tie than wreath and crest (or just crest now). Not to mention the twin bumps on the hood, like 60-year-old Corvettes.

You know just by gazing at it that this good-looking car probably won’t be a best-seller, especially since Cadillac’s marketers, such as they are, are almost bound to price it too high, as they have most recent new Cadillacs. You can’t look at a German manufacturer’s price list and choose your window-sticker figure accordingly when you have nothing left of Cadillac’s true heritage. And that heritage never encompassed front-wheel drive, short hoods, and self-effacing front-end compositions.

At least the Escala Concept doesn’t suffer from the first two of those negative — for a luxury brand — attributes, and it does have in its favor a name you can pronounce and almost surely remember, not a quasi-Germanic collection of letters and numbers signifying nothing of interest. But why truncate the name of the one money-making vehicle in your lineup by removing a few suffix letters? Could there be a plan to bring back more shortened names? Eldora, Coupe de Vil, or Eldo Bro?

Cool. Those would probably go over well with the baristas.

By Design Cadillac Escala rear three quarter

1. The short, BMW-style front overhang is agreeable, if not terribly Cadillac-like.

2. There’s a substantial downward plunge of the front-end surfaces outboard of the tall center section.

3. Tiny mirrors or large multi-million pixel CCD or CMOS sensors for rear-view cameras?

4. This windshield and roof centerline section is an impressive, elegant, long, gentle curve.

5. The chrome piece delineates the quarter-glass profile with its sharp-pointed termination on the C-pillar.

6. Backlight on this successful fastback is actually big enough to give the driver some rear vision.

7. A well-executed undercut section below the spoiler lip gives some definition to the rear …

8. … which is further emphasized by the sharp-edged surface change on the rear fascia. This is framed in chrome and nicely done.

9. T-shaped taillights keep the vertical emphasis expected of Cadillac, but they pick up a bit of the transverse red favored by rival German marques.

10. A very slim transverse chrome piece across the full rear, just above the low-mounted license plate, is reflected in accent pieces on the two corners. Altogether a nice rear composition.

11. What in the world is this tiny hockey-stick trim piece supposed to do? It recalls some false Formula 1 trickery on other considerably less-distinguished makes.

By Design Cadillac Escala front three quarter 1

12. Chrome accents outline the simple frontal composition, altogether too much like a Chevrolet.

13. Truck headlamps again makeyou think of Chevrolet, not Cadillac, at first glance.

14. And wouldn’t a chrome-and-gold Bow Tie emblem look right at home?

15. Twin bumps on the hood don’t particularly identify this as a Cadillac.

16. This concave groove helps define the fender and runs out in a fade on the rear door skin.

17. The A-pillar in paint is deceptively thin, but you see a thicker structure behind the windshield perimeter black paint in parallel.

18. The usual bulge to the wheel opening is nicely done, and we are spared a wide vertical surface. It’s there but subdued.

19. Behind the hockey-stick trim is an area inflected to reflect light from above, another indication of real mastery of surfaces on this nice but undistinguished body.

20. A nice little point in the center carries up onto the hood and through the grille texture. Very Bill Mitchell.

By Design Cadillac Escala interior 1

21. The gently indented surface in the door gives a visual impression of extra interior space.

22. This steering wheel with mini-airbag housing looks very Cadillac to me—and very attractive.

23. Framing the side-by-side screens with thin bright lines is elegant.

24. The nine piano-key switches are elegant as well, but they must be an ergonomic nightmare: all identical making it difficult to rememberwhat each does.

25. This sweeping curve across more than two-thirds of the IP is elegant and reminds me favorably of the advanced Citroën CX of the late ’70s.

26. The soft-looking panel up the side of the tunnel looks comfortable, but the hard edge on the right side does the passenger no favors. Altogether, the interior is simple, clean, and
quite elegant.

Cadillac Escala concept front end three quarter 2 Cadillac Escala concept front end 2 Cadillac Escala concept rear side profile 2 Cadillac Escala concept grille 2 Cadillac Escala concept front three quarter e1471538897265 1 Cadillac Escala concept rear taillights 2 Cadillac Escala concept front grille 2 Cadillac Escala concept front quarter panel 1 Cadillac Escala front three quarter 02 Cadillac Escala rear three quarter 01 1 Cadillac Escala front three quarter 01 Cadillac Escala Concept Wheel Cadillac Escala Concept Trunk Badge Cadillac Escala Concept Front Three Quarter Cadillac Escala Concept Rear Plate Cadillac Escala Concept Front End Cadillac Escala Concept Front Three Quarter 2 Cadillac Escala rear three quarter 02 Cadillac Escala Concept Rear Cadillac Escala Concept Rear Three Quarter Cadillac Escala Concept Left Side Cadillac Escala Concept Front Cadillac Escala Concept Debut 1 cadillac escala concept left mirror Cadillac Escala concept rear taillight 1 cadillac escala concept door accent Cadillac Escala concept interior 2 Cadillac Escala concept rear screens 2 Cadillac Escala concept cargo with bags 2 Cadillac Escala concept rear cargo seatbelts 2 Cadillac Escala concept rear end bags 3 Cadillac Escala concept rear interior bag 1

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Cadillac Returns to Prototype Racing in 2017 http://www.automobilemag.com/news/cadillac-returns-prototype-racing/ http://www.automobilemag.com/news/cadillac-returns-prototype-racing/#respond Thu, 01 Dec 2016 00:30:46 +0000 http://www.automobilemag.com/?p=1028049 After a 14-year hiatus, Cadillac announced it will return to endurance racing and unveiled its entry, the 2017 Cadillac DPi-V.R. This unexpected return comes as a shock and possible boon for the company as other endurance racing names like Audi have left, potentially giving Cadillac a fighting chance in their return. The DPi-V.R was constructed in...

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After a 14-year hiatus, Cadillac announced it will return to endurance racing and unveiled its entry, the 2017 Cadillac DPi-V.R. This unexpected return comes as a shock and possible boon for the company as other endurance racing names like Audi have left, potentially giving Cadillac a fighting chance in their return.

The DPi-V.R was constructed in conjunction with chassis builder Dallara, the company that manufactures IndyCar, Formula E, GP2, GP3, and many of the Daytona Prototype racecars. The chassis, Dallara’s 2017 P2 spec unit, looks to be heavily influenced on Audi and Porsche’s outgoing prototype monocoques, with similar front and rear fascias, and similar intakes throughout.

When developing the DPi-V.R, Cadillac went with a race-prepped, normally aspirated V-8 built by ECR Engines, the same company that preps Chevrolet’s NASCAR, XFINITY Series, Camping World Truck, and IMSA Corvette engines.

The engine itself isn’t derived from any of the company’s current V-lineup; rather, it’s built off similar 6.2-liter V-8 architecture from the last generation CTS-V and fifth generation Escalade. In this guise, the engine produces 600 horsepower with the restrictor plate mandated by IMSA regulations. However, unlike the last generation CTS-V, the DPi-V.R’s V-8 is able to rev to 8,000 rpm.

2017 Cadillac DPi VR side profile

It’s worth noting that last year, when Cadillac introduced its new ATS-V.R, the company was firm in its belief that the new 3.6-liter twin-turbocharged motor was the future of the company’s racing efforts, making it interesting that it switched back to a small-block V-8.

The DPi-V.R uses an X-TRAC paddle shift transmission to send its 600 horsepower to the rear wheels. It’s a similar unit to the transmission used in Cadillac and Chevy’s other racecars, the ATS-V.R and C7.R.

Speaking about the DPi-V.R, Cadillac’s president, Johan de Nysschen said, “Cadillac is proud to return to the pinnacle of prototype racing in North America after a 14-year absence. Cadillac’s V-Performance production models — the ATS-V and CTS-V — are transforming our brand’s product substance and earning a place among the world’s elite high performance marques. The Cadillac DPi-V.R further strengthens our V-Performance portfolio, placing Cadillac into the highest series of sports car racing in North America.”

As the DPi-V.R is only planned for racing in North America, the company has not committed to returning to world endurance racing such as the 24 Hours of Le Mans. Between 2000-2002, Cadillac fielded entries in the historic race, but only managed to achieve a best overall finish of 9th and that was with the help from the man who helped design Mazda’s Le Mans winning 787b, Nigel Stroud. However, the name of Cadillac’s new racecar, DPi, stands for Daytona Prototype International, which could hint at a possible future racing across the globe.

Two teams will field the DPi-V.R in the 2017 IMSA season, Wayne Taylor Racing and Action Express Racing. The car will debut January 28-29 during the WeatherTech SportsCar Championship season opener at the Rolex 24 Hour at Daytona.

2017 Cadillac DPi VR top view side profile 2017 Cadillac DPi VR side profile in motion 2017 Cadillac DPi VR side profile 02 2017 Cadillac DPi VR rear view 2017 Cadillac DPi VR front view 2017 Cadillac DPi VR front view in motion 02 2017 Cadillac DPi VR front three quarter 2017 Cadillac DPi VR rear end 2017 Cadillac DPi VR rear three quarter in motion 2017 Cadillac DPi VR side profile 2017 Cadillac DPi VR top view 2017 Cadillac DPi VR dash cam 2017 Cadillac DPi VR front three quarter 02 2017 Cadillac DPi VR front three quarter in motion 02 2017 Cadillac DPi VR front view in motion 2017 Cadillac DPi VR front three quarter in motion

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Ed Welburn Drives the Cadillac Cyclone http://www.automobilemag.com/news/cadillac-cyclone-ed-welburn-drive/ http://www.automobilemag.com/news/cadillac-cyclone-ed-welburn-drive/#respond Tue, 29 Nov 2016 11:00:56 +0000 http://www.automobilemag.com/?p=1015190 We all drew cars on the backs of our school notebooks when we were kids, though very few of us with the fervor, ambition, or skill of Ed Welburn. “I’ve been drawing since I was 2 and a half, maybe 3. I was drawing all the time and nothing but cars,” says Welburn, who retired...

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We all drew cars on the backs of our school notebooks when we were kids, though very few of us with the fervor, ambition, or skill of Ed Welburn.

“I’ve been drawing since I was 2 and a half, maybe 3. I was drawing all the time and nothing but cars,” says Welburn, who retired from General Motors recently after 44 years with the company, including the last 13 as GM’s sixth design chief.

Welburn’s parents took their car-crazy son to the Philadelphia Auto Show when he was 8. That fateful visit ignited a passion in him that led to one of the top jobs in automotive design.

“I’ll never forget this, walking in, and my mother was on my right, and my father was on my left,” he says. “It was a dream car, and it was unbelievable. It was, like, a pearl white. And I just loved that car, and I told my parents, ‘When I grow up, I want to design cars. I want to draw cars for that company, General Motors.’”

The car? The Cadillac Cyclone XP-74 Concept, a two-seat, bubble-topped convertible designed to wow the crowds at GM’s Motorama shows, which ran from 1949 to 1961. It was officially revealed to the world February 1, 1959, as part of the inaugural Daytona 500 festivities.

Cadillac Cyclone rear view

“First time I saw it, they had it on a bed of angel hair,” he says of his initial encounter with the Cyclone at the Philly show, “which was used quite a bit in those days.”

The car was developed late in Harley Earl’s reign as GM’s first design chief just as his successor, Bill Mitchell, transitioned into the top job. Both Earl and Mitchell often drove Motorama cars during their commutes to and from work, so the Cyclone was built to run farther than your typical auto-show catwalk. They began their project by grabbing a standard chassis off the Cadillac assembly line (225 inches long on a 130-inch wheelbase for the ’59 model year) and shortened it dramatically to 196.9 inches on a 104-inch wheelbase. Interestingly, the Cyclone is just 1.4 inches longer and rolls on a wheelbase 10.6 inches shorter than the 2016 Cadillac CTS.

The Cyclone’s 390-cubic-inch, OHV V-8 was detuned a bit, to 325 horsepower, with an estimated 430 lb-ft of torque. A two-speed rear differential was coupled to the conventional three-speed Hydra-Matic transmission, effectively doubling the available forward gear ratios to six. The bubble top was designed to automatically raise and lower from behind the clamshell-style rear deck, though in reality, it’s operated manually, making top-up motoring cumbersome. (“Gun slots” in the doors allow for toll payment, although given the Cyclone’s 44-inch height, you’d need some seriously long arms.)

Cadillac Cyclone front three quarter

GM was experimenting with an early form of autonomy at the time, and the Cyclone was touted as a technologically advanced machine. Among its most forward-thinking features were the radar-based “proximity devices” located in its front nosecones, designed to scan the road ahead and audibly warn the driver of objects in its path. Pretty far-out stuff back then, but similar tech has become commonplace on today’s cars. In order to be ready for the Daytona 500, it was built without the two-speed rear, autonomous technology, or the power mechanism for the bubble top.

Earl had already begun enjoying his retirement by the time the Cyclone was finished, although he was on hand at Daytona for the car’s reveal. Meanwhile, Mitchell was moving fast to get beyond the be-finned, chrome-laden prairie schooners of his predecessor. As it was trucked back to Michigan from Florida, Mitchell called for the Cyclone to be fitted with the missing high-tech gizmos, to be repainted Silver Pearlescent Lucite, and to have its tailfins cut down to something more tasteful. When Welburn first saw the car in late 1960, it was still white, with the NASA-esque GM Air Transport logos still adorning the rear quarter-panels.

A series of memoranda on file at GM’s Heritage Center outlines delay after delay in getting the serious pieces of XP-74’s “Phase II” design off the ground and how Mitchell eventually lost interest in the project. GM installed a locking mechanism for the bubble canopy and Delco radar components for the nosecones, but otherwise the Cyclone made the auto-show circuit rounds looking as-is through early 1964. The lower fins near the bottom of the car’s “fuselage” rear fenders already hinted at 1961-’62 Cadillac styling, and they would remain untouched.

Later in 1964 GM finally cut off the Cyclone’s big upper fins and fabricated new ones more reminiscent of a 1963-’64 Cadillac. It repainted the car Mitchell’s prescribed shade of silver, added a new egg-crate radiator grille, new knockoff center hubs for the wheels, and revised the backup and brake lamps. It then used XP-74 to replace XP-777, the 1962 Chevrolet Monza GT Coupe, on the United Delco display at the 1964/1965 New York World’s Fair.

Cadillac Cyclone and Ed Welburn 03

Meanwhile, sometime in 1963, Welburn, then 11 years old, famously wrote a letter to GM and said he wanted to be a designer when he grew up. “I asked for information, schools, training,” Welburn told me in 2011. “They sent good information.”

Welburn never stopped pursuing his dream, even interning with GM Design while finishing up his degree, not at the Art Center College of Design in Pasadena, where so many American designers studied, but at Howard University in Washington, D.C. GM hired him for its Advanced Design Studios in 1972, and he moved to the Oldsmobile Exterior Studio in 1975, where he went on to draw his most famous creation, the mid-’80s Olds Aerotech speed-record car. After matriculating through Saturn, global advanced design in Germany, and body-on-frame (trucks), he replaced GM’s fifth design chief, Wayne Cherry, in 2003.

“I’m not supposed to drive it,” Welburn exclaims. One of the handlers yanks the Cyclone’s fuel filter and cleans it as dark storm clouds gather over the Design Dome.

Welburn was Bob Lutz’s choice. Rick Wagoner was CEO at the time, and his futile job was to stop GM from bleeding red ink and losing market share. While the near future didn’t work out so well for Wagoner, in 2005 Welburn was promoted to the new title of vice president for global design. He reopened GM’s super-secret Studio X and retired from the company having revived the sort of design exuberance for which the Earl and Mitchell studios were known.

Eight years into Welburn’s tenure as design chief, I drove his dream car for the Summer 2011 issue of Motor Trend Classic. My assignment was simple: Get good photography of the car with the fabulously mid-century modern GM Tech Center as a backdrop, drive the car within the confines of the Tech Center to get an impression of what it’s like to pilot the thing, and interview Welburn about the car.

Cadillac Cyclone and Ed Welburn 02
The first time Welburn saw the Cadillac Cyclone at a 1959-’60 auto show in Philadelphia, it was pearl white with taller, ’59 Cadillac-style fins.

When we arrived early that morning, Welburn didn’t want me to get behind the wheel. I told him I would treat it with kid gloves, that I’ve driven many other priceless cars, that we’ll attempt no 0-60-mph runs or skidpad tests. Later that day, he gave in.

“Just keep in the back of your mind that you’re driving my childhood dream,” he reminded me.

It wasn’t in the back of my mind. It’s all I could think of as I piloted the earthbound fighter jet of a dream car at speeds up to 40 mph. I even had the handler raise the bubble top. Later, during the interview, Welburn explained why he didn’t want me to drive the Cyclone: He never had.

“I worry that driving it will take away a bit of the magic.”I understood where he was coming from. After all, it’s essentially a cut-down, two-seat 1959 Cadillac, with all the handling that description implies. There’s nothing particularly magical about it in that sense. But neither is there anything that should disappoint Welburn.

Fast forward five-plus years, shortly after he officially announced his retirement date. A drive of the car is arranged for Welburn as a sendoff present. We meet on the 60th anniversary of GM’s Global Tech Center, the Eero Saarinen-designed campus that houses the company’s design facilities. After a brief conversation inside the Design Dome, Welburn steps outside, where a trio of vehicle handlers are trying to start the Cyclone. It has been used sparingly since I last drove it, and it’s not going well — as you’d expect of a 57-year-old car that sat in a garage for much of its life.

“It was worth the wait, 44 years at GM, never driving it.”

Cadillac Cyclone front three quarter in motion

After all these years since that day in Philadelphia, after all that’s happened at GM good and bad, after his illustrious career, the car that started it all for him is right there, waiting to be driven, but the automotive gods are conspiring against him. The engine is coughing and sputtering.

“I’m not supposed to drive it,” Welburn exclaims.

One of the handlers yanks the Cyclone’s fuel filter and cleans it as dark storm clouds gather over the Design Dome. After it is reinstalled, the V-8 finally cooperates and turns over, but now it’s raining, and with the manual bubble top folded under the rear deck, the handlers quickly pull the Cyclone under an awning. A few minutes later, the clouds mercifully break and the sun shines again.

Let luck be a Cyclone today. Welburn runs out to help dry the car.

“The rain added to it all. Because I was out there with a rag, wiping it off. And I really enjoy washing a car. You understand the form, the shape, the details,” he offers.

Welburn finally slides behind the wheel. He selects drive. Looking like a lost member of the Rat Pack in his sharp navy plaid suit, with a smile as big as GM’s profits (circa 1959 and 2016), he drives up and down the road in front of the Design Dome. He wheels the car to an outer road within the Tech Center, takes it for a real spin, then returns to pick me up. The V-8 suddenly starts another coughing fit, and I get no more than 50 feet of my reprise run. But Welburn got his drive, and that’s all that matters.

“It was worth the wait, 44 years at GM, never driving it. It was just so cool … just me and that car driving … it was so cool.”

Cadillac Cyclone front three quarter in motion 03 Cadillac Cyclone front three quarter 02 Cadillac Cyclone rear three quarter in motion Cadillac Cyclone side profile Cadillac Cyclone hood Cadillac Cyclone front three quarter in motion 02 Cadillac Cyclone front view Cadillac Cyclone cabin Cadillac Cyclone rear three quarter Cadillac Cyclone badge 02 Cadillac Cyclone badge 01 Cadillac Cyclone engine Cadillac Cyclone windshield and hood

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2017 Cadillac CT6 Plug-In Hybrid Starts at $76,090 http://www.automobilemag.com/news/2017-cadillac-ct6-plug-hybrid-starts-76090/ http://www.automobilemag.com/news/2017-cadillac-ct6-plug-hybrid-starts-76090/#respond Wed, 16 Nov 2016 20:00:56 +0000 http://www.automobilemag.com/?p=1020935 The Cadillac CT6 Plug-In Hybrid looks to finally be on its way. Caddy has announced that the range-topping PHEV will hit dealer lots in spring of 2017 sporting over 400 miles of total driving range. Power comes from a combination of two electric motors working and the tried-and-true 2.0-liter turbocharged four-cylinder found in other Cadillac...

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The Cadillac CT6 Plug-In Hybrid looks to finally be on its way. Caddy has announced that the range-topping PHEV will hit dealer lots in spring of 2017 sporting over 400 miles of total driving range.

Power comes from a combination of two electric motors working and the tried-and-true 2.0-liter turbocharged four-cylinder found in other Cadillac models. Each electric motor provides 100 hp and total system output is 335 hp and a stonking 432 lb-ft of torque.

2017 Cadillac CT6 Plug In Hybrid Overhead

On a full battery, the CT6 Hybrid can cover 30 miles on electric power alone, reaching a top speed of 78 mph, regardless of battery charge level. Once the battery runs down, or when 60 percent throttle is applied, the car acts as a traditional hybrid, utilizing the 2.0-liter to power the wheels in conjunction with the electric motor. The CT6 Hybrid will receive an official EPA rating next year, but Cadillac expects the Hybrid to return 65 mpge.

Thanks to the tire-roasting torque, the PHEV’s straight-line performance is on par with the CT6’s 3.0-liter twin-turbocharged V-6. The PHEV cracks 60 mph in an impressive 5.2 seconds, on its way to a top speed of 150 mph.

Prices begin at $76,090, including destination. Deliveries of Cadillac’s only PHEV begin in spring of next year.

2017 Cadillac CT6 Plug In Hybrid Powertrain in Car Illustration 2017 Cadillac CT6 Plug In Hybrid Plugged In 2017 Cadillac CT6 Plug In Hybrid Taillight 2017 Cadillac CT6 Plug In Hybrid Door Badge 2017 Cadillac CT6 Plug In Hybrid Charge Port 2017 Cadillac CT6 Plug In Hybrid Charge Port With Plug 2017 Cadillac CT6 Plug In Hybrid Grille 2017 Cadillac CT6 Plug In Hybrid Gauge Cluster 2017 Cadillac CT6 Plug In Hybrid Infotainment Screen 2017 Cadillac CT6 Plug In Hybrid Center Console 2017 Cadillac CT6 Plug In Hybrid Sensor Green 2017 Cadillac CT6 Plug In Hybrid Sensor Orange 2017 Cadillac CT6 Plug In Hybrid Door Sill 2017 Cadillac CT6 Plug In Hybrid Powertrain Illustration 2017 Cadillac CT6 Plug In Hybrid energy flow illulstration

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SEMA 2016: Ringbrothers’ Custom 1948 Cadillac http://www.automobilemag.com/news/sema-ringbrothers-unveils-1948-cadillac-ats-v-bits/ http://www.automobilemag.com/news/sema-ringbrothers-unveils-1948-cadillac-ats-v-bits/#respond Wed, 02 Nov 2016 17:00:59 +0000 http://www.automobilemag.com/?p=1011269 Custom car builder Ringbrothers has done it again for SEMA. This creation is an interesting fusion of old and new: a 1948 Cadillac fastback with an ATS-V engine and technology. To create the “Madam V,” Ringbrothers started with a chassis of the 2016 Cadillac ATS-V and lengthened it by 14 inches to accommodate the longer...

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Custom car builder Ringbrothers has done it again for SEMA. This creation is an interesting fusion of old and new: a 1948 Cadillac fastback with an ATS-V engine and technology.

To create the “Madam V,” Ringbrothers started with a chassis of the 2016 Cadillac ATS-V and lengthened it by 14 inches to accommodate the longer body of the 1948 Cadillac. The company was careful not to disturb the complicated workings of the 2016 ATS-V and kept the fuel systems intact, lengthening the car’s existing wiring with GM approved connectors. In total, pieces from four different cars were melded together to create the SEMA show debut: two 1948 fastbacks, a 2015 ATS-V, and the aforementioned 2016 ATS-V.

“Madam V” gets the same 464-hp 3.6-liter V-6 twin-turbo engine as the ATS-V. The show car also retains most of the car’s exhaust system. The ATS-V’s signature hood vent is still there, sitting on top the carbon fiber hood that took more than 600 hours to create by hand. The radiator shrouding is made from aluminum, but gets a special coating to make it look like it’s plastic. Look inside the cabin, and it’s a modern day Cadillac. You’ll find the ATS-V’s full color display, rear view camera, push button start, rain-sensing wipers, and OnStar technology.

Other features include Flowmaster tail pipes, a rich Vivi White paint job, and a roof mounted 360-degree camera that integrates into the satellite radio antenna. It rides on 19-inch wheels up front and 20-inch wheels in back, wrapped with Michelin Pilot Super Sport tires.

1948-Madam-V-Cadillac-by-Ringbrothers-engine-cover-1 1948-Madam-V-Cadillac-by-Ringbrothers-fender-1 1948-Madam-V-Cadillac-by-Ringbrothers-front-end-detail-1 1948-Madam-V-Cadillac-by-Ringbrothers-front-end-1 1948-Madam-V-Cadillac-by-Ringbrothers-front-three-quarter-detail-1 1948-Madam-V-Cadillac-by-Ringbrothers-oil-label-1 1948-Madam-V-Cadillac-by-Ringbrothers-rear-end-1 1948-Madam-V-Cadillac-by-Ringbrothers-rear-three-quarter-detail-1 1948-Madam-V-Cadillac-by-Ringbrothers-rims-01-1 1948-Madam-V-Cadillac-by-Ringbrothers-rims-02-1 1948-Madam-V-Cadillac-by-Ringbrothers-seat-detail-1 1948-Madam-V-Cadillac-by-Ringbrothers-headlamp-1 1948-Madam-V-Cadillac-by-Ringbrothers-seats-1 1948-Madam-V-Cadillac-by-Ringbrothers-rear-three-quarter-1 1948-Madam-V-Cadillac-by-Ringbrothers-side-profile-detail-1 1948 Madam V Cadillac by Ringbrothers cabin 1 1948 Madam V Cadillac by Ringbrothers seats 1948 Madam V Cadillac by Ringbrothers seat detail 1948 Madam V Cadillac by Ringbrothers grille

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This 1973 Cadillac Eldorado Convertible is Driven by a Peru-Based Scottish Geologist http://www.automobilemag.com/news/1973-cadillac-el-dorado-convertible-petrolicious-peru-scottish-geologist/ http://www.automobilemag.com/news/1973-cadillac-el-dorado-convertible-petrolicious-peru-scottish-geologist/#respond Wed, 12 Oct 2016 01:00:33 +0000 http://www.automobilemag.com/?p=1003172 On this week’s Petrolicious episode, the series turns its focus on Peru, a Scotsman, and his 1973 Cadillac Eldorado Convertible. This convergence seems so deliberate; When Owen Miller made his way to Peru seeking employment as a geologist, he knew he had to find a car. He first settled on a 1965 Ford Mustang, and...

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On this week’s Petrolicious episode, the series turns its focus on Peru, a Scotsman, and his 1973 Cadillac Eldorado Convertible. This convergence seems so deliberate; When Owen Miller made his way to Peru seeking employment as a geologist, he knew he had to find a car. He first settled on a 1965 Ford Mustang, and cut his way through the usual big-body suspects, including an Oldsmobile Toronado and a Buick Riviera.

“A buddy of mine said, ‘You need a Cadillac,’” Miller remembers. “I was like, ‘Of course, who doesn’t?’” Miller imported his Caddy, as there weren’t many classic cars to pick from in Peru. A few American automakers had manufacturing plants in Peru, but people predictably used these cars not as collectibles but as their everyday drivers. As a result, the classics that do exist have been run into the dirt.

He ended up importing his ’73 from the U.S. and had it mechanically reconditioned before it made the transcontinental trip. Peru does not allow the importation of used automotive parts, so Miller says sourcing replacement components can sometimes be tricky, given the lack of OEM support for this model.

In the end, it’s all worth it. Miller says he loves the car for how happy it makes onlookers. “it makes other people laugh,” he says.

Check out the newest episode of Petrolicious in the video below.

Photography by Jeremy Helsup for Petrolicious

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Cadillac Announces Japan-Only “White Edition” for 2017 ATS, CTS http://www.automobilemag.com/news/2017-cadillac-ats-cts-white-editions-japan-packages/ http://www.automobilemag.com/news/2017-cadillac-ats-cts-white-editions-japan-packages/#respond Tue, 06 Sep 2016 19:04:11 +0000 http://www.automobilemag.com/?p=986900 While Cadillac remains moderately successful in the U.S., the luxury brand has struggled to gain traction overseas. A lack of dealer network, brand recognition, and past reliability and quality issues stunt international appeal, but that hasn’t stopped General Motors from trying. As part of this pursuit, Cadillac created the special “White Edition” for the CTS and ATS....

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While Cadillac remains moderately successful in the U.S., the luxury brand has struggled to gain traction overseas. A lack of dealer network, brand recognition, and past reliability and quality issues stunt international appeal, but that hasn’t stopped General Motors from trying. As part of this pursuit, Cadillac created the special “White Edition” for the CTS and ATS.

As you might glean from the name, the White Edition’s special features are limited to simple aesthetic changes. All three iterations of the package arrive draped in Crystal White Turi Court Paint, contrasted well with bright 19-inch wheels. Inside, all three cars carry a leather package and an electric sunroof.

2017 Cadillac ATS Coupe White Edition rear three quarter

Pick either the ATS sedan or coupe, and the interior will arrive with Light Platinum and Jet Back touches, accompanied by some handsome Sapele wood trim pieces. The CTS’ interior is trimmed in Kona Brown with the same Jet Black pieces. In place of the Sapele, the CTS is fitted with Elm trim.

No matter the configuration, buyers will receive the same 2.0-liter turbocharged four-cylinder under the front hood, sending power to the rear wheels in the ATS’ and all-four wheels in the CTS.

2017 Cadillac ATS Coupe White Edition cabin

The White Edition is limited to 20 units, with no word on numbers for the individual models. Prices range from roughly $57,300 for the ATS Sedan White Edition to roughly $78,400 for the CTS White Edition.

Don’t want to drive a white car after Labor Day? Cadillac Japan offers the ATS Luxury Sport Edition in either Sable Black or Crystal White. On the opposite end of the spectrum, you can also grab the keys to the ATS Coupe and CTS Blue Edition.

The Cadillac ATS and CTS White Editions won’t make landfall on our shores, but it’s likely you can pick one of the two models up in a similar spec.

2017 Cadillac ATS Sedan White Edition front three quarter 2017 Cadillac CTS White Edition front three quarter 2017 Cadillac CTS White Edition side profile 2017 Cadillac CTS White Edition interior overview 2017 Cadillac CTS White Edition cabin 2017 Cadillac ATS Sedan White Edition side profile 2017 Cadillac ATS Sedan White Edition interior overview 2017 Cadillac ATS Sedan White Edition cabin 2017 Cadillac ATS Coupe White Edition sunroof 2017 Cadillac ATS Coupe White Edition rear three quarter 2017 Cadillac ATS Coupe White Edition front three quarter 2017 Cadillac ATS Coupe White Edition cabin

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Cadillac Launches V-Performance Academy http://www.automobilemag.com/news/cadillac-launches-v-performance-academy/ http://www.automobilemag.com/news/cadillac-launches-v-performance-academy/#respond Tue, 06 Sep 2016 19:00:50 +0000 http://www.automobilemag.com/?p=986938 Public roads are no way to learn what exactly your V-Series Cadillac is capable of. Following the launches of the potent ATS-V and CTS-V, Cadillac will begin offering a two-day track school for its customers who purchase either. However, unlike other track schools where cost is tacked onto the price of the vehicle, Cadillac will...

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Public roads are no way to learn what exactly your V-Series Cadillac is capable of. Following the launches of the potent ATS-V and CTS-V, Cadillac will begin offering a two-day track school for its customers who purchase either. However, unlike other track schools where cost is tacked onto the price of the vehicle, Cadillac will include the track days free of charge, though there are caveats.

2017 model year Cadillac customers will be the first to experience the new V-Performance Academy, for which they can register online after their purchase is complete. For those who already own a V-Series car, Cadillac will offer a purchasable option so that no V-Series customers miss out. However, the normal program is offered only to those customers with keys to the 2017 ATS-V sedan, ATS-V Coupe, and CTS-V sedan—no dice for lower tier V-Sport customers.

Unlike many performance driving schools, the V-Performance Academy won’t travel to different tracks. Instead, it will make its home at Spring Mountain Motor Resort and Country Club located in Pahrump, Nevada, outside Las Vegas. Cadillac will also offer a single-day V-Performance Lab, which will travel to other racetracks across the country, but it will be far less intensive. The V-Performance lab will be offered at Lime Rock Park and Circuit of the Americas.

Cadillac V Performance Academy 10

Owners will be responsible for arranging travel to Nevada, but Cadillac will cover ground transportation to and from Spring Mountain if you’re flying into Las Vegas. Also included are two nights lodging at Spring Mountain’s luxury condos, breakfast and lunch, and an on-site courtesy vehicle if owners want to travel into the city at night.

As for the track instruction, it has been tailored to “extract” the driver’s skill and push the car’s and the driver’s limits. New V-Series owners will be instructed in the exact model they’ve bought, while guests who bought older V-Series models will be given their choice of model.

Nathan Tan, associate director of Brand Partnerships and Experiences at Cadillac, said “Cadillac is a brand of passionate people, by passionate people. V-Series customers are in many ways nearest the core of the Cadillac brand, and we are proud to offer this valuable training with our thrilling products.”

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Cadillac Boss Says Flagship is Coming, Isn’t a Four-Door Sedan http://www.automobilemag.com/news/cadillac-boss-says-flagship-is-coming-isnt-a-four-door-sedan/ http://www.automobilemag.com/news/cadillac-boss-says-flagship-is-coming-isnt-a-four-door-sedan/#respond Tue, 30 Aug 2016 20:00:13 +0000 http://www.automobilemag.com/?p=983710 Cadillac President Johan de Nysschen has been known to freely express himself online. This time, the Cadillac chief took it upon himself to correct an article from The Detroit Bureau, and in the process he revealed some interesting future product plans. A commenter claiming to be de Nysschen wrote a lengthy rebuttal to The Detroit...

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Cadillac President Johan de Nysschen has been known to freely express himself online. This time, the Cadillac chief took it upon himself to correct an article from The Detroit Bureau, and in the process he revealed some interesting future product plans.

A commenter claiming to be de Nysschen wrote a lengthy rebuttal to The Detroit Bureau report, which detailed the cancellation of the rumored flagship sedan project among other cuts at Cadillac. The commenter, who we believe is indeed the Cadillac president and GM executive vice president, says that while the article is correct in its reporting of a change in the flagship plan, the project has not been cancelled. The flagship will no longer be a “Lux 5 sedan,” but the brand is still cooking up something to sit at the top of the lineup.

“There will be a flagship, but given the segment development, it will not be a large four-door sedan,” de Nysschen said.

Cadillac Escala concept rear end bags

Cadillac Escala concept rear side profile 2 Cadillac Escala rear three quarter 01 1 Cadillac Escala concept rear cargo seatbelts 2 Cadillac Escala concept cargo with bags 2

So if the flagship isn’t a four-door sedan, then what is it? Remember that the Escala concept that just debuted for Monterey Car Week had a liftback trunk like the Audi A7 and Porsche Panamera. That technically makes it a five-door, which could mean the Escala is still in the running for Cadillac’s future flagship. The executive could also be referring to the rumored Cadillac supercar, which would be based on the upcoming mid-engine Chevrolet Corvette Zora. De Nysschen says the product plan has been submitted for review and is awaiting approval, but that GM’s top management and board of directors have “repeatedly expressed their support and endorsement of the Cadillac strategy.”

In addition to a flagship, that strategy is also confirmed to include a large crossover beneath Escalade, a compact crossover beneath XT5, a “Lux 2 sedan” (likely ATS replacement), a “Lux 3 sedan” (likely CTS replacement), a “major refresh” for XTS, and a “comprehensive enhancement” to CT6 later in its life cycle. That enhancement could include a new twin-turbo 4.2-liter V-8. The exec also says new powertrain applications, including “New Energy applications,” are part of the plan.

“These programs are secure and development work is well underway, with very substantial costs already committed,” de Nysschen said.

So there it is straight from the horse’s mouth: a flagship is on the way, and it’s not a four-door sedan. Stay tuned for more details on what it actually is.

Cadillac Escala concept grille 2 Cadillac Escala concept front quarter panel 1 Cadillac Escala concept front grille 2 Cadillac Escala concept front end 2 Cadillac Escala concept front end three quarter 2 Cadillac Escala concept interior 2 Cadillac Escala concept rear screens 2 Cadillac Escala concept rear taillights 2

 

 

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One Week With: 2016 Cadillac CT6 Luxury 2.0T http://www.automobilemag.com/news/2016-cadillac-ct6-luxury-20t-one-week-review/ http://www.automobilemag.com/news/2016-cadillac-ct6-luxury-20t-one-week-review/#respond Mon, 29 Aug 2016 12:55:52 +0000 http://www.automobilemag.com/?p=983390 It’s an admittedly annoying habit among auto journalists of a certain age. We like to think of where modern models fit into the automotive landscape based on the histories of the brands in question. This is why we often complain about model names like ATS, CTS, and CT6. What happened to such cool names as...

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It’s an admittedly annoying habit among auto journalists of a certain age. We like to think of where modern models fit into the automotive landscape based on the histories of the brands in question. This is why we often complain about model names like ATS, CTS, and CT6. What happened to such cool names as Calais, DeVille and Fleetwood Brougham?

Maybe not Fleetwood Brougham.

Anyway, now there are rumors that the next Cadillac ATS will grow in size and squeeze out the midsize CTS. That leaves Cadillac’s new CT6 as the standard-bearer passenger car for the brand that’s trying to reestablish itself as a viable competitor with Mercedes-Benz, BMW, and Jaguar.

2016 Cadillac CT6 2 0T rear three quarter 02

After driving a 2016 Cadillac CT6 Luxury 2.0T RWD and a twin-turbo, 3.0-liter AWD Premier, that strategy, if General Motors’ flagship brand adapts it, will work very well. For much of the 1950s and ’60s, one body shell served a variety of Cadillac models, from the “base” Series 62 (later, Calais) to the heart-of-the-market Series 60/DeVille to the Fleetwood Broughams.

As equipped, our CT6 Luxury is the modern-day Series 62/Calais. Equipped with a 265-hp turbo 2.0-liter four, eight-speed automatic, and rear-wheel-drive, and made with GM’s patented aluminum-to-steel welding process, the big Caddy bests the midsize CTS by 1 mpg city. Highway numbers are the same.

2016 Cadillac CT6 2 0T seats 01 2016 Cadillac CT6 2 0T seats 03 2016 Cadillac CT6 2 0T infotainment 2016 Cadillac CT6 2 0T rear view mirror 01

The CT6 weighs less than the CTS, after all. It seems unlikely that designing the next CTS for the same sort of aluminum-intensive construction would pay off with a proportionate advantage in weight reduction and fuel efficiency. The CT6’s wider track and longer wheelbase, in fact, can take advantage of the Corporate Average Fuel Economy standard’s “footprint” calculation. Therein lies the brilliance of the Cadillac CT6: It’s a modern take on the traditional large sedan, one that can be fitted to meet the needs and desires of a wide variety of luxury consumers.

What’s it like?

“Everything about the CT6 2.0T ranks for me as ‘almost there,’” says road test editor Eric Weiner.

Yes, it’s that same damnation with faint praise that has marked Cadillac’s long climb from mediocrity to competitiveness that began about the time GM began to reverse the brand’s switch to front-wheel drive nearly two decades ago.

The “almost there” relates mostly to interior and exterior styling. The inside is nicely appointed but is still playing catch-up against the Germans, while the outside is watered down from the American exuberance of the Sixteen concept and second-generation CTS, in part to pander to the Chinese market.

“Inside, the CT6 has a lot of the right pieces, but it doesn’t add up to something that can take your breath away,” Weiner continues. “The seats are extremely comfortable and would be perfect for long commutes and road trips, and the materials and design are far ahead of the CTS, but it doesn’t have that distinct flavor of being top of the line.”

Nonetheless, your humble author easily impressed his visiting sister-in-law and her teenage daughter—accustomed to the family Mazda CX-9—with the car’s twin sunroofs, power rear sunshade, rear armrest with media controls and 10-inch diagonal screens that retract into the front seatbacks. The rear seat has far more legroom and headroom than the CTS. Unlike its older midsize sibling, the CT6 places equal emphasis on backseat passengers, so our visitors were treated as well as driver and passenger. Sis-in-law also was impressed with the car’s quietness and its comfort over Metro Detroit’s rough roads. The CT6 does it without driver-adjusted electronic chassis settings (Magnetic Ride Control is available), a refreshing departure from the German luxury sedan standard.

2016 Cadillac CT6 2 0T side profile

The Caddy’s suspension is the antithesis of the latest BMW 7 Series. It combines a compliant ride that absorbs expansion strips with controlled, minimal lean in the corners. This is what BMW used to be before models like the 7 Series began to rely on multiple settings that let you choose between too stiff and too floaty. It’s fully appropriate for the car and doesn’t cry out for an enthusiasts’ CT6-V variant. Leave that to the ATS replacement.

“I really tip my hat to Cadillac for making a car that’s almost the size of an S-Class and yet weighs less than a CTS,” Weiner says. “You can really feel it, too, when you throw the CT6 into a corner. It feels a lot more eager and lively than any of the Germans and still tracks beautifully on the highway with that sense of stability and heft you want in a big sedan.”

The 2.0-liter turbo is adequate for powering the full-size, lightweight luxury sedan—but it’s only adequate. Other engine options include the new 3.6-liter V-6 and the 3.0-liter twin-turbo V-6, either paired only with all-wheel drive. There’s a new overhead cam V-8 on the way, but that’s at least a couple of years into the future. Downsized turbo engines are quickly becoming status quo even in larger cars, and the Cadillac’s engine is better than most in terms of its lag.

2016 Cadillac CT6 2 0T badge 03

“The turbo-four makes 295 lb-ft of torque, which is the perfect amount to make the CT6 smoothly gain momentum without ever really waiting for boost to build,” Weiner says. Though not an autobahn stormer, the tiny turbo moves the car out into traffic nicely, paired with its eight-speed automatic, which never prompted Eric to sample the shift-paddles.

Cadillac’s CT6 is a large luxury sedan that uses the most advanced body construction of any car in its class, and you can buy a base model for barely $8,000 more than the midsize CTS. It’s a fine vessel for a variety of equipment levels that make it anything from a large premium economy-size competitor for the E-Class/5 Series to a bargain S-Class/7 Series/A8, and it has even greater potential with SuperCruise semi-autonomy (some time in calendar 2017) and the OHC V-8 on the way. The CT6 represents Cadillac’s best chance of reviving its Standard of the World reputation by setting a new, higher standard for the brand.

2016 Cadillac CT6 2 0T front end

2016 Cadillac CT6 Luxury 2.0T Specifications

On Sale: Now
Price: $59,390/$65,315 (base/as tested)
Engine: 2.0L turbo DOHC 16-valve I-4/265 hp @ 5,500 rpm/295 lb-ft @ 3,000-4,500 rpm
Transmission: 8-speed automatic
Layout: 4-door, 4-passenger, front-engine, RWD sedan
EPA Mileage: 22/31 mpg (city/hwy)
L x W x H: 204 x 74 x 57.9 in
Wheelbase: 122.4 in
Weight:
0-60 MPH: N/A
Top Speed: N/A
2016 Cadillac CT6 2 0T front three quarter 03 2016 Cadillac CT6 2 0T badge 04 2016 Cadillac CT6 2 0T rear end 2016 Cadillac CT6 2 0T exhaust 2016 Cadillac CT6 2 0T badge 01 2016 Cadillac CT6 2 0T rear three quarter 01 2016 Cadillac CT6 2 0T engine 2016 Cadillac CT6 2 0T front three quarter 01 2016 Cadillac CT6 2 0T wheel 2016 Cadillac CT6 2 0T audio speaker 2016 Cadillac CT6 2 0T cabin 01 2016 Cadillac CT6 2 0T rear three quarter 03 2016 Cadillac CT6 2 0T tail lamp 2016 Cadillac CT6 2 0T climate control 01 2016 Cadillac CT6 2 0T front end detail 2016 Cadillac CT6 2 0T center console detail 01 2016 Cadillac CT6 2 0T center console vent 2016 Cadillac CT6 2 0T climate control 02 2016 Cadillac CT6 2 0T climate vent 2016 Cadillac CT6 2 0T engine start button 2016 Cadillac CT6 2 0T badge 02 2016 Cadillac CT6 2 0T center console detail 03 2016 Cadillac CT6 2 0T cabin 03 2016 Cadillac CT6 2 0T grille 2016 Cadillac CT6 2 0T seats 03 2016 Cadillac CT6 2 0T shifter 02 2016 Cadillac CT6 2 0T moonroof 2016 Cadillac CT6 2 0T door trim panel 02 2016 Cadillac CT6 2 0T seats 02 2016 Cadillac CT6 2 0T door trim panel 01 2016 Cadillac CT6 2 0T instrument panel 2016 Cadillac CT6 2 0T navigation 2016 Cadillac CT6 2 0T rear view mirror 02 2016 Cadillac CT6 2 0T seats 04 2016 Cadillac CT6 2 0T shifter 01 2016 Cadillac CT6 2 0T steering wheel detail 2016 Cadillac CT6 2 0T steering wheel

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