#2020 Cadillac ATS-V Changes

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2020 Cadillac ATS-V Design, Changes and Price Rumor

2020 Cadillac ATS-V Design, Changes and Price Rumor – The 2020 Cadillac ATS-V will endure one of the strategies in the class. This model arrived as a sport ATS. This model came as a sedan, and it is also available in a coupe. It is a compact car with a high-performance rivaling with BMW’s M and Mercedes’s AMG. This model was very properly recognized. Now company readies some updates, like new…

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One Week With the 360-HP 2020 Cadillac CT5-V

“The Cadillac CT5 is one of those cars that I can’t recommend to people shopping in this class,” I said during our last Car of the Year discussion. “I just don’t see anything special or attractive here.” Pretty much everyone agreed the Cadillac didn’t have a chance of moving forward as a finalist. It simply didn’t handle like its predecessors, the ATS and CTS.

A few months later, my colleague Jonny Lieberman got to drive the 2020 Cadillac CT5-V during its launch in Palm Springs and came back stunned. “This thing drives fabulously,” he wrote.

So when I took delivery of the CT5-V, my expectations were still low. Not that I don’t trust Jonny, but my personal experience with the non-V was nothing extraordinary.

The CT5-V changed my mind.

But before I tell you why, let me reiterate what the CT5-V is doing here. It is essentially replacing the CTS V-Sport, not the CTS-V. The 2020 CT5-V will compete against the Audi S4, BMW M340i, and Mercedes-AMG C 43. It’s sort of in that middle bracket—more powerful than the base, but not the high-performance variant. Of course, with the nomenclature Cadillac has adopted, it looks silly going from the CTS-V with a supercharged V-8 and 640 hp to a CT5-V with a twin-turbo V-6 and 360 hp. But that’s the game Cadillac decided to play. We know, however, that the recently announced CT5-V Blackwing is coming soon and that car will fully replace the CTS-V. When exactly that high-performance variant is coming, we still don’t know. But maybe next year.

2020 Cadillac CT5-V: The Drive

Powered by a 3.0-liter twin-turbo V-6 with 360 hp and 405 lb-ft of torque, the CT5-V feels quick. There’s plenty of power for a car this size, and as a result you get a sporty experience at the wheel. Simply press down the throttle, and you’ll hear an artificial roar coming from the rear speakers as your back is pushed against the seat and the speedo’s needle rises. Whether you’re in the corners or on the freeway, the CT5-V is a fun car to drive. Based on the Alpha 2 platform, which is the evolution of the Alpha platform that served as the base for some Car of the Year winners like the CTS and Chevy Camaro, the CT5-V brings the sportiness that we missed on the regular CT5. The steering is very direct and precise, and with the 10-speed automatic sending all that power to the rear wheels the drive becomes even more fascinating.

That 10-speed automatic is the one co-developed by GM and Ford. The gearbox is quick to shift and pretty smooth, and when you press down the throttle, it will downshift immediately. All-wheel drive is available on the CT5-V, but we’d recommend staying with the rear-wheel drive, as it’s fun and sportier.

What’s even better is the suspension. We’re big fans of the MagneRide dampers, which make the ride sporty when it needs to be, but comfortable when you want it to be. I stayed in Tour mode for the majority of the week, as I was driving in the city most of the time. The ride was cheerful yet composed, and I never felt beat up by the suspension. The ride is a bit stiffer in Sport mode, but it was still comfortable.

Interior

Things didn’t change much in the interior compared to the regular CT5. Like other GM products, the CT5-V’s cabin design is bland. Our tester’s black-on-black interior lacked wood or any other contrasting trims, but we like the carbon-fiber trim on the door panels.

Unlike the Germans, who use different badges to remind the occupants that they are riding in a performance vehicle, Cadillac avoided placing V logos all over the cabin, but left the interior unchanged from the regular CT5. To me, that seems like a missed opportunity. Not because I like logos all over the interior, but because there’s not a single indication that this is a special model. Cadillac doesn’t even offer cool options for the interior, like red or cognac leather, which we’ve seen in Audis and BMWs. For a brand that’s trying to attract younger buyers, those details matter.

One of my favorite features is the standard 10-inch touchscreen, which is equipped with the new infotainment system that’s easy to use and quick to respond. The screen is standard across all CT5-Vs and supports Apple CarPlay and Android Auto connectivity. The navigation system has new graphics that look similar to Google Maps, and you can use it just like your smartphone—pinch to zoom or drag your finger to move the map around.

I found the optional Bose premium audio system to be phenomenal. Music, even when you stream it, sounds crisp and sharp. The color head-up display was also practical and reminded me to slow down when going through a school zone.

Safety

It’s a shame Super Cruise isn’t offered in the 2020 CT5-V. Reportedly, 2021 models will get it, and per our previous reviews, it’s worth the wait. We’re sure Cadillac will charge more for Super Cruise than what it currently charges for the Driver Assist and Advanced Security package ($1,950), but it will be worth it.

In terms of standard safety techs, the CT5-V includes rear park assist, rear cross-traffic alert, forward collision alert, blind-spot monitoring, and automatic emergency braking. To get adaptive cruise control, you must get the aforementioned $1,950 package, which is a bummer given that you can get a $20,000 Honda Civic with that technology.

Conclusion

Our loaded 2020 Cadillac CT5-V came with a $61,540 sticker price, including almost $13,000 in options. That price falls right in line with a loaded rear-wheel-drive M340i (although the BMW has a much higher starting price), but it’s lower than a loaded S4. Are you getting a lot of bang for your buck? Yes, if you don’t check all of the boxes. And given that there’s only one trim for the CT5-V, you won’t be giving up anything in terms of performance.

The CT5-V really changed my mind from my bad impression of the CT5 we drove at Car of the Year, and that’s a good thing for Cadillac. As a performance car, it brings a lot to the brand, but we can’t wait to find out what Caddy has in store for its new high-performance sedan that will truly replace the mighty CTS-V.

2020 Cadillac CT5-V PRICE $48,690-$51,290 LAYOUT Front-engine, RWD/AWD, 5-pass, 4-door sedan ENGINE 3.0L/360-hp/405-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed automatic CURB WEIGHT 4,000-4,150 lb (est) WHEELBASE 116.0 in L x W x H 193.8 x 74.1 x 57.2 in 0-60 MPH 4.6-4.8 sec (mfr est) EPA FUEL ECON 17-18/25-26/20-21 mpg ENERGY CONSUMPTION, CITY/HWY 187-198/210-222 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.93-0.98 lb/mile ON SALE Currently

The post One Week With the 360-HP 2020 Cadillac CT5-V appeared first on MotorTrend.

https://www.motortrend.com/cars/cadillac/ct5/2020/one-week-with-the-2020-cadillac-ct5-v/ visto antes em https://www.motortrend.com

[superautoreviews]

2021 BMW 4 Series Convertible Release Date, Redesign, Engine

New Post has been published on https://www.bmwcartrend.com/2021-bmw-4-series-convertible-release-date-redesign-engine/

2021 BMW 4 Series Convertible Release Date, Redesign, Engine

2021 BMW 4 Series Convertible Release Date, Redesign, Engine – 2021 BMW 4 Series is among the most debatable vehicles, as is the current BMW coupe version has still left your 3-series empire along with its individual series like a marker of your new age regarding BMW. Though BMW 4 coupe was basically proven over 4 years in the past, the trickling out from some versions in the version with time signifies the auto continue to seems refreshing. Nevertheless, in 2020, this company provides the upgrade on this deluxe vehicle. Then its expected this during 2021 BMW 4 may feature a tiny bit changes. Subsequently, you will discover the critiques listed below.

2021 BMW 4 Series Redesign

Exterior And Interior Design

There exists a small upgrade to offer a fresh, clean design inside interior regarding 2021 BMW 4 series. It will be the brand-new gloss-black colour cut adorns the actual heart unit, the particular sprinkle has contrasting twice sewing, and also, using menu, typically the infotainment process includes a new graphical user interface together with configurable floor tiles. This facelift also introduced the grippier controls, about three different natural leather colour choices, as well as the carbon as mentioned earlier dioxide-appear toned. The newest natural leather colouration alternative is among the interior upgrades on this series.

2021 BMW 4 Series Exterior

And then, all the exterior design you could possibly take a peek about the lighting fixtures and colour, the top as well as the machine. Very first, in regards to the shade, it appears as if in a present version. There are 2 brand-new exterior painting colours particularly Stones Azure and Sundown Orange.

2021 BMW 4 Series Interior

Another is around the sunshine. The presently BMW 4 series during 2020 supplies the new advancement with this. The top fascia is created by characteristics of ordinary fog lighting and broader oxygen intakes, as well as the back fender also provides happen to be tweaked. Then only, if you go through the automated-resolve wand inside iOS’s Images application, it is possible to be aware of trough the particular dissimilarities whenever you placed the outcome near the before picture. It is actually just that fundamental issue. In addition to, Both your head- as well as taillights happen to be up-graded to total Light emitting diodes, together with the front lights achieving a twin, available-hexagonal style and design this recalls the first 4-series principle.

2021 BMW 4 Series Engine

As you may know that it 4 series regarding BMW will come to us with all the 8-rate auto transmission, the back-tire-travel 440i edged the 435i xDrive you analysed during 2015, scoring a new 4.4-secondly time for you to 60 miles per hour. In the comparison, the two-turbocharged V-6 Infiniti Q60 Red-colored Sport 400 do no to 60 throughout 4.5 mere seconds, the particular 321-hp Cadillac ATS V-6 auto essential 5.6, and also the 306-hp Lexus RC350 F Sports activity happened to run it during 5.7. Coming from 70 miles per hour, the actual BMW ceased in a good 166 ft.

2021 BMW 4 Series Engine

Using the urge of that particular velocity provided with the straightforward flex of any ankle joint, one particular may well anticipate fuel economy for taking favourite. However, the 440i nailed it is 25-miles per gallon EPA merged physique while in our tests (EPA city/freeway quotes happen to be 21/32 miles per gallon). And then in regards to the home suspensions is forecasted to become comfy revocation, but it can be nonetheless fitness. The actual engine is actually marital life fabric, as well as the reasonably comfortable style seems much better following every day put in along with 2021 BMW 4 Series.

2021 BMW 4 Series Release Date And Price

The brand new 2021 BMW 4-series will probably be for sale in the past due 2020 and even early in 2021. It is going to use a bottom price connected with $44, 495. When you decide on some deluxe or simply performance characteristics for that auto, this specific price goes up drastically.

[enginerumors]

2020 Cadillac ATS Coupe, Colors, Configurations

2020 Cadillac ATS Coupe, Colors, Configurations

2020 Cadillac ATS Coupe, Colors, Configurations – The particular 2020 ATS is definitely the entrance inside Cadillac, which represents your American expensive brand’s most inexpensive version. Readily available as being a sedan or perhaps coupe, your 2020 Cadillac ATSusing well-known admittance-stage management autos much like the BMW 3 Series, Audi A4 in addition to Lexus IS. Although all those…

[actutrends]

Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features

Two years ago, analysts predicted that upwards of 10 million self-driving cars would hit the road by 2020. They weren’t the only ones — in 2015 and 2016, respectively, The Guardian and Business Insider proclaimed that people would become “permanent backseat driver[s],” riding in fully autonomous cars from 2020 “without needing any interaction from [drivers].”

Fast forward to today. Despite assurances that as many as 8 million driverless cars will be added to the road in 2025, even operations like that of Alphabet’s Waymo have yet to expand beyond selected metros. The reasons are regulatory as well as technological in nature, but expense plays a role. Conservative estimates peg the cost of outfitting cars at between $100,000 to 250,000 per car.

So why not go the do-it-yourself route? That’s the question George Hotz posed five years ago — he’s the American hacker best known for developing exploits that targeted Apple’s iOS operating system and reverse-engineering Sony’s PlayStation 3. In September 2015, Hotz founded Comma.ai with the goal of developing a semi-automated system — OpenPilot — that would improve cars’ visual perception and electromechanical motor control. Unlike most full-stack solutions in testing, it’s intended to replace OEM advanced driver-assistance systems, effectively imbuing cars with self-driving capabilities.

For the first time in its history, Comma.ai has an official presence at the Consumer Electronics Show. The company this week invited members of the press (including VentureBeat) to test-drive the latest version of its system — and to show off the Comma Two.

OpenPilot

OpenPilot’s development had a bit of a rocky start. The first version’s reveal in a Bloomberg article and video prompted a cease-and-desist letter from the California Department of Motor Vehicles, which accused Comma.ai of testing a self-driving car in the state without a license. Subsequently, OpenPilot was packaged into a shippable device dubbed the Comma One, which again ran afoul of the authorities because of noncompliance with U.S. Federal Motor Vehicle Safety Standards. Under pressure from the National Highway Transportation and Safety Administration, Comma One was canceled, and Comma.ai open-sourced OpenPilot on GitHub.

Much has changed. In the roughly three years since Comma.ai made OpenPilot available to the public, over 1,500 users have racked up more than 14 million autonomous miles collectively, half of which were driven autonomously. (That’s up from 10 million miles as of May 2019.) Moreover, they’ve forked the GitHub repository over 2,300 times, adding features like automatic lane change and support for older Tesla, Chrysler, and Jeep models.

Comma Two

Comma.ai previously sold the Eon Devkit, a self-contained and windshield-mounted modified OnePlus phone. It started at $599, and once OpenPilot was installed to it, it automatically recognized car models by analyzing CAN network traffic. (The presence of certain CAN messages and their lengths is an indication of the model year, car brand, car model, and trim.) Companion devices dubbed the Panda and Giraffe plugged into cars’ OBD-II ports to track RPMs, MPG, cornering G-force, battery life, and more, and to provide access to the communication buses and enable the Eon to interface with the car.

The Comma Two replaces the Eon, but it retains all of the Eon’s features and then some. That said, it ditches the Panda for a single-cord solution, and it’s slightly pricier at $1,000 (though it’s available on a payment plan through Affirm).

The first batch of 300 units are available for purchase today. They’ll begin shipping later in the month, Hotz says.

The Comma Two is powered via OBD-C as opposed to by battery, which Hotz says was a top complaint among current Eon owners, and it has a larger mount as well as a custom fan-based hardware cooling solution. Like the Eon, which used a camera to recognize drivers’ faces and decelerate if it detected those drivers were distracted, the Comma Two performs facial recognition. In point of fact, it’s in improved in that it leverages two infrared sensors as opposed to an RGB sensor, enabling it to work during nighttime.

Other highlights include front and back cameras, as well as a fourth CAN bus to connect the OBD-II port and a low-power mode that automatically shuts off the Comma Two after three days to save car battery.

The Eon was equipped with cellular service and a SIM card supplied by Comma.ai. Data was unlimited (though capped to 512Kbps), and users could spring for Comma Prime if they so chose, a $24 per month service that enables remote access (via T-Mobile) from anywhere and online storage of 14 days’ worth of drive data (compared with the standard three days). The Comma Two also taps cellular for connectivity and plays nicely with new and existing Comma Prime subscriptions, and it comes with a year’s worth of storage.

By default, OpenPilot uploads driving data in real time from the road-facing camera, CAN, GPS, inertial measurement unit, magnetometer, thermal sensors, and operating system to Comma.ai’s servers for machine learning training and development purposes. Much of this data can be accessed locally through the Comma Connect app for iOS and Android or through Explorer, an online dashboard of recent drives from which disengagements (i.e., instances when a driver took control from OpenPilot) can be annotated to help improve the system.

From within the app, Comma Two owners can remotely wake up the Comma Two and snap a picture from either the front- or rear-facing cameras. Additionally, they’re able to switch among multiple units on the fly and to view their real-time geographic locations.

Compatibility

OpenPilot isn’t compatible with every car under the sun. It only works with these models and model years:

Acura ILX (2016-2018) and RDX (2016-2018)

Buick Regal (2018)

Chevrolet Malibu (2017)

Volt (2017-2018)

Cadillac ATS (2018) and Pacifica (2017-2018)

GMC Acadia Denali (2018)

Holden Astra (2018)

Honda Accord (2016-2019), Civic (2017-2019), Civic Hatchback (2017-2019), CR-V (2015-2019), CR-V Hybrid (2017-2019), Fit (2018), Odyssey (2018-2019), Passport (2019), Pilot (2016-2019), and Ridgeline (2017-2019)

Hyundai Elantra (2017-2019), Genesis (2018), and Santa Fe (2019)

Jeep Grand Cherokee (2016-2019)

Kia Optima (2019), Sorento (2018), and Stinger (2018)

Lexus RX Hybrid (2016-2019) and ES Hybrid (2019)

Subaru Crosstek (2018) and Impreza (2019)

Toyota Avalon (2016-2018), Camry (2018-2019), C-HR (2017-2019), Corolla (2017-2020), Corolla Hatchback (2019), Highlander (2017-2018), Highlander Hybrid (2018), Prius (2017-2019), Prius Prime (2017-2020), Rav4 (2016-2019), Rav4 Hybrid (2017-2018), and Sienna (2018)

Equally critically, OpenPilot isn’t capable of fully autonomous driving on all road types in all conditions. It can currently handle lane centering on roads without clear marking thanks to machine learning algorithms trained with user data, and it can maintain a safe follow distance and drive in stop-and-go traffic without supervision.

But it’s complicated. On all supported cars, OpenPilot’s automated lane centering and lane keep assist replace the stock systems. Only on specific supported cars does the system’s adaptive cruise control and forward collision warning slot in for default, however, and on no model does OpenPilot take over things like auto high-beam, blind spot warning, and side collision warning.

Driving experience

So how’s the driving experience with the Comma Two? “Smooth sailing” sums it up. OpenPilot indeed maintains its lane position even when the markings aren’t obvious — or aren’t visible. In a construction site with cones on either side and on an unpaved road without dividing lines, we watched OpenPilot deftly keep centered and maintain a comfortable following distance from the car in front of it.

It doesn’t much matter whether the road ahead is straight or severely curved. OpenPilot used to scrape OpenStreetMap for road curvature and traffic data, but it doesn’t any longer — now, it’s smart enough to calculate the trajectory in real time and to ensure it doesn’t speed along that trajectory too violently.

In this respect, OpenPilot is akin to Nissan’s ProPilot Assist, Volvo’s Pilot Assist, and GM’s Super Cruise, the last of which is one of the few systems that offers hands-free driving thanks to an eye-monitoring infrared camera. But in contrast to Super Cruise, which only engages on about 130,000 miles of U.S. and Canadian highway that GM has mapped, OpenPilot theoretically works anywhere there’s a discernible road.

OpenPilot can change lanes automatically, but it requires signaling from drivers before it does so — they have to first switch on a turn signal and nudge the steering wheel in the direction they’d like to go. It smoothly merging while keeping pace with the traffic ahead in our brief experience. But Hotz noted that OpenPilot won’t prevent lane changes when cars are to the immediate left or right, in the Comma Two’s blind spot.

Of course, Comma Two and OpenPilot can’t anticipate every situation. An SUV rear-ended a hatchback during our driving demo, forcing Hotz — who was behind the wheel — to tap the brake and disengage the system. And OpenPilot doesn’t handle things like red lights or stop signs — at least not yet.

Safety

Whether OpenPilot can be considered truly safe is a semantics question, in part. The driverless car industry lacks an agreed-upon metric for safety — Noah Zych, head of system safety at Uber’s Advanced Technologies Group, told Wired in an interview that miles traveled isn’t a particularly insightful measure without context like location. Derek Kan, U.S. secretary for policy at the U.S. Department of Transportation, echoed that sentiment in remarks at a conference two years ago.

Companies like Intel’s Mobileye and Nvidia have proposed mathematical models that aim to codify good habits like giving other cars the right of way. Essentially, they’re decision-making policies in a motion-planning stack that monitor unsafe actions by analyzing real-time sensor data.

Comma.ai has a safety model of its own, which Hotz said involves several forms of regression testing. Commits aren’t merged to the OpenPilot codebase before they’ve met the test suite’s muster.

This aside, Comma.ai problematically hasn’t committed to regularly publishing any sort of statistics beyond miles driven, like disengagements or accidents. California’s Department of Motor Vehicles mandates that all companies testing autonomous cars report disengagements, but because Comma.ai doesn’t have a permit to test cars, it’s exempt from this requirement.

Hotz for his part asserts that the infrared sensors in Comma Two will improve safety substantially, as will the onboarding video customers are required to watch before they launch OpenPilot for the first time. On the subject of the former, a warning appears on the Comma Two’s screen if a driver diverts their eyes from the road for four seconds, and after six seconds, OpenPilot disengages and begins to slow down. (Unclicking the driver-side seat belt or opening the car door also disengages the system.)

For what it’s worth, we encountered only one disengagement — Hotz’s stop to avoid the accident — over roughly 7 miles and 25 minutes of driving  “We pushed on nuance [with this latest version of OpenPilot],” said Hotz. “Intersections have no lane lines — it’s unclear where you should go. [OpenPilot] follows the path that the human would follow.”

Backend improvements

On the backend side of the OpenPilot equation, new is a simulation environment called the Small Offset Simulator that loads in real-world routes and simulates deviations of them. “You can’t just take a lot of data and train a model to mimic the data, because that model doesn’t realize that if it takes action, the world will change,” said Hotz. “The only way to really do that is to build a simulator.”

Using a technique called projected geometry and generative adversarial networks (GANs), or two-part AI models comprising generators that synthesize data samples and discriminators that attempt to distinguish between the synthesized samples and real data, the simulator redraws scenes meters to the left or right or with curvature and other perturbations. Hotz said that the models within the Small Offset Simulator are now training on 200,000 minutes of driving data collected by Eon users.

It’s similar — but not quite the same — as the simulation environments deployed internally by Uber, Waymo, and others. GM’s Cruise, for instance, leverages a replay approach that involves extracting real-world sensor data, playing it back against the car’s software, and comparing the performance with human-labeled ground truth data. Cruise also engages in planning simulation, which lets the company’s data scientists create up to hundreds of thousands of variations of a scenario by tweaking variables like the speed of oncoming cars and the space between them.

Future developments

Going forward, Comma.ai plans to release new hardware on roughly a yearly cadence — Hotz believes its business model of selling devices at profit and eating the cost of software development is sustainable. (Comma.ai has raised $8.1 million in venture capital to date across two funding rounds, the most recent of which closed in April 2018.) As for OpenPilot, achieving a better end-to-end driving experience remains an acute area of focus for the engineering team.

“What we want to do is move away from [lead car following] and move to an end-to-end longitudinal [model],” he said. “One of the problems we as a company have trying to convey is, when it works well, you don’t even notice it. Our company mission is to solve self-driving cars while shipping intermediaries.”

But Comma.ai isn’t discouraging rivals from cloning its hardware and piggybacking off of OpenPilot. In fact, Hotz encourages it, just as he encourages those with proprietary solutions to compete with Comma.ai.

One such challenger — former Yahoo CTO John Hayes’ Ghost Locomotion — emerged from stealth last November promising an aftermarket self-driving kit to retrofit existing cars. Another — Cambridge, U.K.-based Wayve — claims its driverless cars self-improve by learning from safety driver interventions. Mobileye doesn’t sell a consumer product, but like Comma.ai, its driverless tech leans on cameras for autonomous decision-making. And then there’s Tesla, which recently release a preview of an active guidance system (Navigate on Autopilot) that navigates a car from a highway on-ramp to off-ramp, including interchanges and making lane changes.

Hotz is unconcerned. “Mobileye is the Windows [of autonomous driving] that’s going to do Microsoft-style business development deals with big companies, Tesla’s the Mac that’s going to ship sexy hardware to consumers, and we’re the Linux,” he said. “Everybody should use us for whatever they want.”

The post Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features appeared first on Actu Trends.

[caddyedge]

Cadillac Unveils CT5 and CT4 'V-Sport' Models - Tries to Call Them V-Series

On May 30, Cadillac finally unveiled the V version of the, not yet on sale, CT5. They also took this opportunity to debut the next sedan in the line-up, the CT5’s baby brother, the CT4.

Now, Cadillac will say that these are V-Series. Don’t buy that hype.

These V’s are straight down the middle the ‘V-Sport’ versions of both cars. The CT4, essentially an ATS replacement, is packing over 140hp less than the ATS-V it replaces. The CT5 is packing is down 285hp from the CTS-V it replaces. Both are packing turbo engines, (a 2.7L inline-4 and 3.0L V-6 respectively). They are also automatic (10-speed) only and available in both rear and all-wheel drive.

Additionally, Cadillac rebranded the CT6 V-Sport as the CT6 V-Series - showing in no uncertain terms that Cadillac is changing what V-Series means in their line-up…a step up from the Sport trim while not packing the track-ready credentials that have been the hallmark of the V-Series since the very first model (the 2004 CTS-V).

Now, as V-Sports, these are solid entries. But we can’t wait to see the CT4-V that brings the missing power to bear and comes with a manual (a true ATS-V replacement). The CT5 should also get a true V-Series trim in the future, probably packing the Blackwing V-8 and well over 500hp - though we’d prefer to see something well over 600 since that is what we enjoyed in the last CTS-V. Chances are that both of the ‘real’ V-Series trims will be rear-drive only…unless Cadillac decides the all-wheel drive BMW M5 is worth matching feature for feature.

But, the communication from Cadillac could have been significantly clearer than what they chose to put forward this time.

Read on for the press release:

Driven by Cadillac’s latest turbocharging technology and building on more than 15 years of performance credentials, the first-ever 2020 CT4-V and CT5-V were unveiled today, expanding choices for the brand’s V-Series performance sub-brand.

Following the 2019 CT6-V, they grow the V-Series family with even more levels of performance, while preserving the lineage established by the original V-Series lineup introduced in 2004.   

“The new V-Series sedan lineup defines modern sophistication by combining luxury appointments with thoughtful technology and athletic refinement for the discerning enthusiast,” said Brandon Vivian, Cadillac executive chief engineer. “We are inviting even more customers into the V-Series family by adding a new level of elevated performance between our Sport models and the ultimate, high-performance track capability that the V-Series has grown to represent.”

The first-ever CT4 and recently introduced CT5 represent Cadillac’s realigned sedan portfolio, characterized by new proportions, innovative technologies and more appearance and performance choices. Each is built on Cadillac’s award-winning rear-wheel-drive Alpha architecture, with the V-Series models developed to deliver the ultimate blend of performance, presence and road-going refinement.

Both share the latest standard V-Series performance technologies, including Magnetic Ride Control 4.0, which is tuned specifically for V models to enhance comfort without sacrificing performance-oriented responsiveness, and drive modes that include new V-Mode personalization. Each model is available in RWD or AWD and features a 10-speed automatic transmission, Brembo front brakes with eBoost electronic assist and a limited-slip rear differential on CT4-V and electronic limited-slip differential on CT5-V.

Cadillac’s exclusive Super Cruise1, the first true hands-free driver assistance feature for the freeway, is available on more than 130,000 miles of limited-access freeways in the U.S. and Canada. It will be available on both new V-Series models.  

“The new lineup expands the V-Series ethos, drawing more customers into the Cadillac Performance family, and the newest Vs are focused on elevated athleticism and luxurious refinement for customers wanting a dynamic daily drive,” said Mark Reuss, GM president. “And this is only the beginning of the V family. Cadillac’s passion for performance shines on a racetrack. Stay tuned.”

Vehicle highlights CT5-V — The first-ever CT5-V builds on the precision-focused details of the all-new luxury sedan introduced earlier this year to offer elevated road performance and an engaging driving experience.  

Powered by Cadillac’s high-output 3.0L Twin Turbo V-6 engine, which uses low-inertia turbochargers to enhance power production across the rpm band. It is rated at a Cadillac-estimated 355 horsepower (265 kW), pending SAE certification.

10-speed automatic transmission.

Electronic limited-slip rear differential.

Standard RWD and available AWD.

V-Series performance chassis with Magnetic Ride Control 4.0.

Performance Traction Management.

Vehicle Control Mode with customizable V-Mode.

Brembo front braking system.

19-inch wheels and summer-only performance tires2 (all-season tires available with AWD).

Dark exterior accents and V-Series mesh grilles; unique rear diffuser and quad exhaust tips.

Super Cruise1 available.

Unique performance persona instrument cluster and V-Mode steering wheel control.

CT4-V — Developed for a new generation of sedan customers, the first-ever CT4 blends nimble handling and Cadillac’s signature technology. The CT4-V takes these traits further, infusing the brand’s racing DNA for a dynamic, responsive and exhilarating driving experience.   

Powered by Cadillac’s high-output 2.7L Turbo engine featuring a unique three-step sliding camshaft that helps optimize performance at all speeds. It is rated at a Cadillac-estimated 320 horsepower (239 kW), pending SAE certification.

10-speed automatic.

Limited-slip rear differential.

V-Series performance chassis with Magnetic Ride Control 4.0 (on RWD) or ZF MVS passive dampers (on AWD).

Vehicle Control Mode with customizable V-Mode.

Brembo front braking system.

18-inch wheels and summer-only performance tires2 (all-season tires available with AWD).

Near-perfect 50/50 weight distribution for an exceptional feeling of balance and control.

Dark exterior accents and V-Series mesh grilles; quad exhaust tips, unique rear spoiler design that helps reduce rear lift while increasing grip for the rear tires.

Super Cruise1 available.

Unique performance persona instrument cluster and V-Mode steering wheel control.

MORE TO COME The CT4-V and CT5-V go on sale early in the 2020 calendar year, with production at GM’s Lansing Grand River facility in Michigan. Additional product information, as well as details on additional V-Series variants and CT4 Luxury, Premium Luxury and Sport models, will be announced at a later date.

[crarsports]

The 20 Reasons Tourists Love Cadillac Ats Price In India | cadillac ats price in india

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[jonathanbelloblog]

First Drive: 2019 Cadillac XT4

SEATTLE, Washington — We’ve been herded into a ballroom at the Four Seasons hotel in Seattle, where we’re listening to Cadillac reps explain the why behind their new ‘Y’ trim-level strategy, augmented by a fancy PowerPoint presentation. Listed on the left arm of the slide’s Y graphic are the Premium Luxury and Platinum trims, with Sport and V-Series on the right. At the base of the Y is the Luxury level. Y should you care? Because the 2019 Cadillac XT4, the marque’s all-new compact crossover we’ve come here to drive, represents the first implementation of Cadillac’s Y approach, that’s Y.

Cadillac says it’s aiming the XT4 at the entry-luxury, compact crossover set (think Audi Q3, BMW X1, Mercedes-Benz GLA, Volvo XC40, etc.), though it feels at least a half-size bigger than any of those vehicles. The Cadillac team says it focused on providing more usable interior volume than the competitive set, and indeed, the XT4’s 39.5 inches of rear seat legroom beats all the players mentioned here, and its 22.5 cu-ft of cargo space with rear seats up, 48.9 with them down is better than most.

As for how it stacks up in the exterior looks department compared to the competition, we’d say pretty well, especially from the direct front or rear view. The 2019 XT4 sports a version of Cadillac’s new, thinner grille that first debuted on the CT6 sedan, with sleek and slim vertical headlights and similar taillights that echo one of the old CTS Wagon’s best styling traits. Let’s just say the profile isn’t its good side, with a generic appearance not unlike that of its General Motors stablemates. Standard wheels are 18 inches all trim levels, though each varies slightly in color.

That brings us back to the Y strategy. The base Luxury model checks in at $35,790 to start and features aluminum-color interior accents, leatherette seats, and satin aluminum exterior trim. For $40,290, buyers can veer either to the left or right side of the Y with the Sport or Premium Luxury trims. Choose the Sport path, and you get carbon-fiber interior and gloss black exterior trim, body color door handles, leatherette seats with sport accents, carbon-fiber or wood interior trim, a thicker steering wheel and unique pedals, and gloss black roof rails among other features. Premium Luxury takers get leather seats, wood or aluminum interior trim, satin aluminum exterior trim and roof rails, and nickel-finish door handles. Both upscale trims also receive front and rear park assist, lane change and side blind zone alerts, and rear cross traffic systems. A power liftgate, driver’s seat memory, and an auto-dimming interior rear-view mirror are also part of the Premium Luxury package.

After reading all that you may be asking yourself, “Self, where are the V-Series and Platinum models at?” Not every Cadillac will get those treatments, but we suspect the XT4 will be at least going Platinum soon enough. All XT4s regardless of trim get Cadillac’s new 8.0-inch infotainment screen with the marque’s redesigned Cue system that does away with the frustrating haptic feedback switchgear in favor of a center-console mounted rotary knob controller. Located behind the gearshift lever, it’s further augmented by a volume knob and various quick key buttons. We had limited time to explore the setup in depth, but our cursory experience is that it’s an improvement over the outgoing Cue, mostly in terms of usability. We’re told this new rotary-knob system will find its way to other Cadillac models and is already being implemented on the CT6 sedan.

Under the hood of the XT4 is an all-new 2.0-liter turbocharged four-cylinder engine, producing 237 hp and 258 lb-ft of torque. While that’s down significantly from the old 2.0T’s 272 hp and 295 lb-ft, Cadillac says the engine is far more efficient thanks to a twin-scroll turbocharger, cylinder deactivation, and the engine’s trick “Tripower” valvetrain system, which utilizes a shifting groove that effectively “slides” the cam lobe profile to one of three settings depending on driving condition. At the low end of the profile spectrum is the Active Fuel Management groove, which disables two cylinders and is designed for very light, freeway cruising; low valve lift is set up for balanced power and efficiency; and high valve lift engages when you need to put the hammer down in passing or hill climbing situations, for example. Additionally, the new engine’s peak torque comes on between 1,500-4,000 rpm compared to the outgoing engine’s 3,000-4,600 rpm, meaning in routine cruising conditions you’ll typically see the tach needle stay under 2,000 rpm, further optimizing fuel economy.

The XT4’s transmission is all-new too, a 9-speed automatic with a broader ratio than the outgoing 6-speed unit (7.6:1 vs 6.0:1) and a 4.69 first gear along with a 0.62 top gear to get that sub-2,000 rpm cruise speed. A twin-clutch all-wheel-drive setup is available on all XT4 models for an extra $2,500 and features a front disconnect to run in FWD at the push of the drive mode button. Other drive modes are AWD and Sport, both of which activate the all-wheel-drive system, while the latter also boosts steering effort and throttle response, allowing for higher shift points. Suspension is strut-type up front, and five-link a la XT5 in the rear. Sport models are available with an optional Active Sport Suspension.

We had a chance to wring out both Sport and Premium Luxury versions of the XT4 over a smorgasbord of Washington state highways and rural backroads, and we came away impressed. Both XT4 trims exhibited a sporty feel for a crossover thanks to a combination of precise steering and throttle inputs and good body control. Slowing things down are strong electro-hydraulic assist brakes that we’re told were benchmarked for feel against the ATS. This means the pedal is firm and not over-boosted like several other crossovers we’ve driven. It took a little getting used to initially, but ultimately rewarded us with excellent modulation.

The XT4’s 2.0T engine felt lively and eager to rev through the midrange, though it starts running out of breath above 5,000 rpm. That said, in normal driving, plenty of low-down torque and the 9-speed transmission conspire to keep revs low while not feeling like the XT4 is bogging in the slightest. This is possibly the best 9-speed we’ve experienced to date, with little gear hunting and silky smooth shifts that are almost imperceptible at times. That said, the XT4 is no rocket—258 lb-ft of torque only goes so far when there’s nearly 4,000 lbs of crossover to push around. Given that the XT4’s target demographic is young urban dwellers, this shouldn’t matter in the least though when tooling around the nation’s cityscapes.

Both XT4s we drove were equipped with the optional all-wheel drive system. Switching between FWD and AWD is seamless, but it takes a few seconds to complete. In FWD mode on dry pavement, a firm boot of throttle from a stop led to a bit of wheel spin and light torque steer, while the XT4 moved out confidently under heavy acceleration in AWD mode. We wonder how many buyers will actually toggle between the FWD and AWD settings, but they should keep it primarily in FWD if they want to optimize fuel economy and lessen drivetrain wear.

We’re looking forward to getting more seat time in the XT4 and seeing how it compares with its rivals. But for now, we can safely say we enjoyed our first encounter with what’s bound to become a volume seller for Cadillac. And there’s more where the XT4 came from. Cadillac is promising a new model launch every six months through 2020, and if the XT4 is any indication, we’re betting the American luxury brand is in for more successes to come—especially now that we know more of the what behind the Y.

2019 Cadillac XT4 Specifications

ON SALE October 2018 PRICE $35,790 (base) ENGINE 2.0L turbocharged DOHC 16-valve I-4/237 hp @ 5,000 rpm, 258 lb-ft @ 1,500-4,000 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 22-24/29-30 mpg (city/hwy, FWD/AWD) (est) L x W x H 181.1 x 74.1 x 64.1 in WHEELBASE 109.4 in WEIGHT 3,660 lb (FWD Luxury) (est) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

IFTTT

[jesusvasser]

First Drive: 2019 Cadillac XT4

SEATTLE, Washington — We’ve been herded into a ballroom at the Four Seasons hotel in Seattle, where we’re listening to Cadillac reps explain the why behind their new ‘Y’ trim-level strategy, augmented by a fancy PowerPoint presentation. Listed on the left arm of the slide’s Y graphic are the Premium Luxury and Platinum trims, with Sport and V-Series on the right. At the base of the Y is the Luxury level. Y should you care? Because the 2019 Cadillac XT4, the marque’s all-new compact crossover we’ve come here to drive, represents the first implementation of Cadillac’s Y approach, that’s Y.

Cadillac says it’s aiming the XT4 at the entry-luxury, compact crossover set (think Audi Q3, BMW X1, Mercedes-Benz GLA, Volvo XC40, etc.), though it feels at least a half-size bigger than any of those vehicles. The Cadillac team says it focused on providing more usable interior volume than the competitive set, and indeed, the XT4’s 39.5 inches of rear seat legroom beats all the players mentioned here, and its 22.5 cu-ft of cargo space with rear seats up, 48.9 with them down is better than most.

As for how it stacks up in the exterior looks department compared to the competition, we’d say pretty well, especially from the direct front or rear view. The 2019 XT4 sports a version of Cadillac’s new, thinner grille that first debuted on the CT6 sedan, with sleek and slim vertical headlights and similar taillights that echo one of the old CTS Wagon’s best styling traits. Let’s just say the profile isn’t its good side, with a generic appearance not unlike that of its General Motors stablemates. Standard wheels are 18 inches all trim levels, though each varies slightly in color.

That brings us back to the Y strategy. The base Luxury model checks in at $35,790 to start and features aluminum-color interior accents, leatherette seats, and satin aluminum exterior trim. For $40,290, buyers can veer either to the left or right side of the Y with the Sport or Premium Luxury trims. Choose the Sport path, and you get carbon-fiber interior and gloss black exterior trim, body color door handles, leatherette seats with sport accents, carbon-fiber or wood interior trim, a thicker steering wheel and unique pedals, and gloss black roof rails among other features. Premium Luxury takers get leather seats, wood or aluminum interior trim, satin aluminum exterior trim and roof rails, and nickel-finish door handles. Both upscale trims also receive front and rear park assist, lane change and side blind zone alerts, and rear cross traffic systems. A power liftgate, driver’s seat memory, and an auto-dimming interior rear-view mirror are also part of the Premium Luxury package.

After reading all that you may be asking yourself, “Self, where are the V-Series and Platinum models at?” Not every Cadillac will get those treatments, but we suspect the XT4 will be at least going Platinum soon enough. All XT4s regardless of trim get Cadillac’s new 8.0-inch infotainment screen with the marque’s redesigned Cue system that does away with the frustrating haptic feedback switchgear in favor of a center-console mounted rotary knob controller. Located behind the gearshift lever, it’s further augmented by a volume knob and various quick key buttons. We had limited time to explore the setup in depth, but our cursory experience is that it’s an improvement over the outgoing Cue, mostly in terms of usability. We’re told this new rotary-knob system will find its way to other Cadillac models and is already being implemented on the CT6 sedan.

Under the hood of the XT4 is an all-new 2.0-liter turbocharged four-cylinder engine, producing 237 hp and 258 lb-ft of torque. While that’s down significantly from the old 2.0T’s 272 hp and 295 lb-ft, Cadillac says the engine is far more efficient thanks to a twin-scroll turbocharger, cylinder deactivation, and the engine’s trick “Tripower” valvetrain system, which utilizes a shifting groove that effectively “slides” the cam lobe profile to one of three settings depending on driving condition. At the low end of the profile spectrum is the Active Fuel Management groove, which disables two cylinders and is designed for very light, freeway cruising; low valve lift is set up for balanced power and efficiency; and high valve lift engages when you need to put the hammer down in passing or hill climbing situations, for example. Additionally, the new engine’s peak torque comes on between 1,500-4,000 rpm compared to the outgoing engine’s 3,000-4,600 rpm, meaning in routine cruising conditions you’ll typically see the tach needle stay under 2,000 rpm, further optimizing fuel economy.

The XT4’s transmission is all-new too, a 9-speed automatic with a broader ratio than the outgoing 6-speed unit (7.6:1 vs 6.0:1) and a 4.69 first gear along with a 0.62 top gear to get that sub-2,000 rpm cruise speed. A twin-clutch all-wheel-drive setup is available on all XT4 models for an extra $2,500 and features a front disconnect to run in FWD at the push of the drive mode button. Other drive modes are AWD and Sport, both of which activate the all-wheel-drive system, while the latter also boosts steering effort and throttle response, allowing for higher shift points. Suspension is strut-type up front, and five-link a la XT5 in the rear. Sport models are available with an optional Active Sport Suspension.

We had a chance to wring out both Sport and Premium Luxury versions of the XT4 over a smorgasbord of Washington state highways and rural backroads, and we came away impressed. Both XT4 trims exhibited a sporty feel for a crossover thanks to a combination of precise steering and throttle inputs and good body control. Slowing things down are strong electro-hydraulic assist brakes that we’re told were benchmarked for feel against the ATS. This means the pedal is firm and not over-boosted like several other crossovers we’ve driven. It took a little getting used to initially, but ultimately rewarded us with excellent modulation.

The XT4’s 2.0T engine felt lively and eager to rev through the midrange, though it starts running out of breath above 5,000 rpm. That said, in normal driving, plenty of low-down torque and the 9-speed transmission conspire to keep revs low while not feeling like the XT4 is bogging in the slightest. This is possibly the best 9-speed we’ve experienced to date, with little gear hunting and silky smooth shifts that are almost imperceptible at times. That said, the XT4 is no rocket—258 lb-ft of torque only goes so far when there’s nearly 4,000 lbs of crossover to push around. Given that the XT4’s target demographic is young urban dwellers, this shouldn’t matter in the least though when tooling around the nation’s cityscapes.

Both XT4s we drove were equipped with the optional all-wheel drive system. Switching between FWD and AWD is seamless, but it takes a few seconds to complete. In FWD mode on dry pavement, a firm boot of throttle from a stop led to a bit of wheel spin and light torque steer, while the XT4 moved out confidently under heavy acceleration in AWD mode. We wonder how many buyers will actually toggle between the FWD and AWD settings, but they should keep it primarily in FWD if they want to optimize fuel economy and lessen drivetrain wear.

We’re looking forward to getting more seat time in the XT4 and seeing how it compares with its rivals. But for now, we can safely say we enjoyed our first encounter with what’s bound to become a volume seller for Cadillac. And there’s more where the XT4 came from. Cadillac is promising a new model launch every six months through 2020, and if the XT4 is any indication, we’re betting the American luxury brand is in for more successes to come—especially now that we know more of the what behind the Y.

2019 Cadillac XT4 Specifications

ON SALE October 2018 PRICE $35,790 (base) ENGINE 2.0L turbocharged DOHC 16-valve I-4/237 hp @ 5,000 rpm, 258 lb-ft @ 1,500-4,000 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 22-24/29-30 mpg (city/hwy, FWD/AWD) (est) L x W x H 181.1 x 74.1 x 64.1 in WHEELBASE 109.4 in WEIGHT 3,660 lb (FWD Luxury) (est) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

IFTTT

[artificial-happyness-of-a-heart]

2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

(adsbygoogle = window.adsbygoogle || []).push();

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.

[cunt-punching]

2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

(adsbygoogle = window.adsbygoogle || []).push();

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.

[danielasarahy]

2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.

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[enginerumors]

2020 Cadillac ATS Coupe, Changes, Price

2020 Cadillac ATS Coupe, Changes, Price

2020 Cadillac ATS Coupe, Changes, Price – The latest 2020 Cadillac ATSoffers to offer you her A language like german competitors a work for his or her cash since it arrives designed with modern-day capabilities and much more systems. From the anticipations from the producer, your style of the brand new Cadillac could have a relatively sought after about the Western marketplace, then this producer…

[pwcrooks]

2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

(adsbygoogle = window.adsbygoogle || []).push();

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.

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2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.

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2019 Cadillac CT5

New Post has been published on https://digitaltrendi.com/2019-cadillac-ct5/

2019 Cadillac CT5

Reports are distributing that General Motors will dump a number of plates, perhaps the Buick LaCrosse and Chevrolet Impala and Sonic, to make space for crossovers. While GM did not comment on these reports, Cadillac employer Johan de Nysschen sets the record straight on his brand’s strategies.

(adsbygoogle = window.adsbygoogle || []).push();

Speaking with Reuters, Nysschen said that a single new car called the Cadillac CT5 will change the existing XTS, CTS and ATS sedans. The 3 models, which will not have direct replacements, end their life process in 2019. The Cadillac CT5 is anticipated to be a new addition to the lineup sometime in 2019 or 2020.

2019 Cadillac CT5 Design

The 2019 Cadillac CT5 will be slightly smaller sized than the CT6, so it’s not unexpected that the CT5 changes the CTS, however it’s a little shocking that when the CT5 shows up, the smaller sized ATS and the Larger XTSs will exit the range when the life process of their existing versions ends. The ATS will not have a direct replacement, but there is a new smaller luxury sedan prepared in the near future that will be positioned under the CT5 in the brand name portfolio. In other words, while the CT5 and the new small sedan would not technically change the CTS, XTS and ATS, these three vehicles will not continue in a new generation while the CT5 and the little unnamed sedan will fill the slots under the CT6.

2019 Cadillac CT5 Price

CT5 and CT4 will be built at GM’s Lansing Grand River assembly plant, where STCs and STAs are being constructed. The CT5 will target sedan buyers in the variety of $ 35,000 to $ 45,000. And below $ 35,000, there will be CT4.

2019 Cadillac CT5 Engine

At the moment, it’s uncertain exactly what Cadillac has in mind in regards to engines and performance. In the mid-$35,000 range, the ATS features a 2.0-liter turbocharged engine producing 272 hp. A 3.6-liter V6 is likewise readily available with 335 hp starting from around $45,000.

The CTS is presently used with a variation of the 2.0-liter turbo making 268 hp, in addition to the exact same V6 as the ATS. Prices begin at simply under $47,000 for the 2.0-liter and $55,000 for the V6. Nevertheless, a more powerful 3.6-liter twin-turbo V6 is offered in V-Sport models producing 420 hp that peaks at over $71,000.

Nothing authorities has been announced concerning the fate of the performance-oriented ATS-V and CTS-V, which start at just under $64,000 and $87,000, respectively. Both use track-ready performance from a 3.6-liter engine making 464 hp in the ATS-V and a massive 640 hp in its big bro courtesy of a 6.2-liter V8.