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[perksofwifi]

2020 Cadillac CT5-V First Drive: Fighting Assumptions

I believe I can be forgiven for my quite negative preconceived notions going into this drive. See, at our annual Car of the Year brouhaha, we drove the non-V version of the CT5. We did not like it. It was one of the first cars we culled from the field, as I recall, and one that led to almost every judge muttering a version of, “What is Cadillac thinking?”

It’s not like we’re Cadillac haters, either. When the CTS—one of the cars the CT5 replaces—was new in 2014, we named it our Car of the Year. But when it came to the CT5, among the many things we dinged it for were its “overworked turbo-four engine” and “lackluster driving dynamics.” Surely the upcoming V version would be the CT5’s savior? Not the way Cadillac initially pitched it.

The new CT5-V does have a 3.0-liter twin-turbo V-6 that makes 360 horsepower and 405 lb-ft of torque. Thing is, the recently deleted CTS-V had a 6.2-liter supercharged V-8 that made 640 hp and 630 lb-ft of torque. Sacre Bleu!

Here comes a bushel full of caveats that I’m being forced to make on behalf of Cadillac. Although way too similar (especially for copy editors), the CT5-V is not a replacement for the CTS-V. The CT5-V is a quasi-replacement for the ATS-V and a replacement for the CTS V-Sport. Wut? Yeah, Cadillac never did a good job of marketing its middle-tier performance offering. In truth, it was the 420 hp, 430 lb-ft V-Sport model that won us over back in 2014. Had Cadillac just sent out the 2.0-liter turbo-four and 3.6-liter V-6 CTS trims six years back, we likely would have picked the Mercedes-Benz S-Class as our COTY.

What’s going on? Think German. Audi makes the A4, S4, and RS 4 (even though you can’t buy an RS 4 in America). BMW makes the 330i, M340i, and M3. Mercedes-Benz makes the C 300, while Mercedes-AMG makes the C43 and C63.

It’s those middle models that are worth comparing to the CT5-V. The S4 makes 349 hp and 369 lb-ft of torque. The M340i produces 382 hp and 369 lb-ft of torque. The C43 is good for 385 hp and 384 lb-ft of torque. I’m aware this has turned into a numbers-fest, but bear with me: The CT5-V’s engine creates 360 hp and 405 lb-ft of torque. Not the most (or the least) powerful, but it’s the torquiest by a healthy margin. As former GM vice chairman Bob Lutz said, “Americans buy horsepower but drive torque.” Cadillac will be employing a similar strategy with the upcoming CT4, CT4-V, and unnamed range topper (probably CT4-V Max).

The CT5-V then becomes Cadillac’s midgrade performance car, with a more powerful and yet-to-be-named range topper coming. That car (I’m guessing it will be called something like CT5-V Max) will be first seen in April at the New York auto show. Will it have the 6.2-liter supercharged V-8 and 10-speed auto powertrain combo currently powering the Chevy Camaro ZL1? Yeah. I’d guess power levels at around 650 hp/650 lb-ft, just like the big Camaros.

GM’s President Mark Reuss caught a bunch of well-earned flak when he explained the drop in power from CTS-V to CT5-V, saying, “There were, frankly, some people who were intimidated by the cars.” But see, he was just vamping, filling dead air because Caddy hadn’t (and still hasn’t) officially announced the big dog V Max car. Not to ever admit that an auto executive is right about anything (shudder), but anecdotally a buddy of mine is getting rid of his 2017 CTS-V because it’s too much car for him.

Now that you have a crystal-clear, product-planner-level understanding of Cadillac’s sedan naming strategy, let’s talk CT5-V. Riding on the second generation of GM’s game-changing Alpha platform—called simply Alpha 2—the CT5-V is stuffed to its funny-looking C-pillar with all sorts of go-fast GM parts. A performance iteration of the 10-speed automatic transmission co-developed by GM and Ford is the only gearbox for now, though don’t act too shocked if a six-speed manual shows up for model year 2021.

The fourth generation of MagneRide handles damping at all four corners. Brembos do the braking via the same brake-by-wire system found on the new mid-engine Corvette. Traction control is handled by GM’s unheralded PTM system—that’s short for Performance Traction Management. GM’s comically named (think drugs) but fiendishly effective eLSD electro-mechanical locking differential puts the power down out back.

Identically sized and vehicle-specific Michelin PS4S rubber wraps all four wheels, clocking in at 245/40ZR19. An all-season tire is available, but as a Californian I say, “Who cares?” For the first time ever, a Cadillac V product is available with AWD, but the fine folks at Cadillac are quick to point out that they’re talking AWD for bad weather (whatever that is), not as a performance enhancer.

With all these items working together, Cadillac claims the CT5-V will hit 60 mph in 4.6 seconds, with the AWD version a touch slower. Prices start at $48,690 for the rear-driver and $51,290 for the all-wheel drive version. Insanely, Super Cruise—Cadillac’s game-changing, best-in-the-business, hands-free, sorta-autonomous driving mode—isn’t available on the 2020 models. However, the 2021 CT5-Vs are coming sooner than you think, and they will have it. It’s such a great technology that I recommend waiting.

A quick word about design before we get to how the thing drives. Certain cars look way better in the metal than in photographs. One recent example that leaps to mind is the Land Rover Defender. In pictures, the reworked icon appeared more toy car than macho off-roader. I finally ran into one and declare it much better and tougher looking than the press shots led me to believe.

Same story here with the CT5-V. First of all, Cadillac has a new exterior strategy where sporty models get de-blinged. I’m a fan. You can even see this at work on sport versions of the new Escalade. The brightwork is replaced with black trim, and aesthetically the cars are much better off. The CT5 was the first Cadillac to use the Escala concept car’s design language, and the V version takes it a positive, though iterative, step farther. I like the front end of the CT5-V better than the Escala’s. But of course there’s that C-pillar.

I cornered GM’s vice president of global design Mike Simcoe for 30 minutes just to pick his brain about the C-pillar. If you don’t know what I’m talking about, it’s the area behind the rear door of a car. On the CT5, it’s covered by a bent triangle-shaped black plastic graphic. I’m not going to quote him (he never, no matter how hard I tried to make him, said the word “compromise”), but essentially Cadillac wanted as large of a back seat as possible while at the same time maintaining the arcing, sloping, coupelike, hatchbacklike roofline from the Escala. Something had to give, and it was the C-pillar.

Why not just put a piece of glass there? Because the rear doors are so large (the CT5 has a 1.4-inch-longer wheelbase than the CTS, all of which goes to the rear seat) that Cadillac had to split the rear door glass into two pieces to ensure that the large piece lowered all the way down. Four panes of glass on a single side of a sedan would look frumpy. Did the design team try many other iterations before settling on what they settled on? Yeah, and I imagine they must have looked real bad. C’est la vie. I’m going to think of the C-pillar as a beauty mark. Feel free to pretend along with me because otherwise I dig the looks.

Now we drive. The big difference between a normal car and a performance car (especially a real performance car) is found during a corner. In a regular car you worry about the turn you’re in. With a performance car, because it handles so damn well, you get to worry about the next corner coming at you.

I am happy, stoked, elated, and surprised to tell you that the CT5-V is squarely in the latter camp. This thing drives fabulously. Again, my surprise is simply due to how underwhelmed we were with the CT5 at Car of the Year. From behind the wheel, you would have a difficult time believing that the V version is in any way related to the standard car. We’re talking vast differences in every way that a car performs.

Breaking it down, the engine is sweet. Its 360 horsepower is plenty, especially because the CT5-V is relatively light. We haven’t weighed one, but we have weighed the four-cylinder CT5: 3,693 pounds. Figure another 100–150 pounds for the V model. OK, light is the wrong word, but (probably) less than the 3,875-pound Mercedes-AMG C43 4Matic.

Really, though, it’s the CT5-V’s healthy torque curve that makes it feel so good, especially when coupled with the closely spaced gears of the 10-speed auto. Yes, there’s a manual shift mode, but the 6,000-rpm redline is too low for that to be much fun, and in slower corners the computer still won’t allow you to select second gear (it’s a slushbox, not a twin-clutch). It’s frustrating.

My advice is to leave it in manual or wait for the (maybe happening) manual. That said, acceleration is plentiful and strong, and thanks to all sorts of deceitful wizardry coming out the speakers, it sounds good, too. Yes, some of what you’re hearing is fake. I’m too old to be outraged.

Ride quality is good. As typical with magnetic shocks, you don’t feel too much of a difference between Tour and Sport modes, though Cadillac did mention that experiencing such a difference was one of the goals of the fourth-gen MagnaRide shocks. There’s also a Track mode, which does feel noticeably flintier, but in a good, sports car way.

I’d like to take a second and praise the brakes. As mentioned, they are of the brake-by-wire persuasion, shared with the C8 Corvette. But they were developed after the C8’s stoppers were finished, and these stoppers feel much, much better. Hard to believe you’re not pushing fluid with your toes.

Handling is just sweet. Look, every single performance car built off the Alpha platform (ATS-V, CTS-V, Camaro) has been dynamically wonderful, and the CT5-V is no exception. This Cadillac V is just as great to drive as I should have expected. Sure, the new Bosch Premium EPAS (electric power steering) is probably a skosh better, but hammering this Caddy on a bitchin’, twisting desert road felt not just great, but familiar. It felt like a proper Cadillac V. There, I said it. Happy? More ATS-V than CTS-V, but remember, this car is also effectively replacing the ATS-V.

The next day Cadillac turned us loose(ish) on the Desert Circuit at Thermal Motorsport Club just outside Palm Springs. The Desert Circuit is the 1.4-mile track with the green curbing at the northern most end of the facility. It’s the curviest and the most technical. Last time I drove it was for the double-launch of the Subaru WRX STI Type RA and BRZ tS. It’s that kind of track.

I suppose this is a good time to talk about the all-wheel-drive CT5-V. Like Cadillac told us, the AWD ain’t there to help performance. Braking distances felt longer, and the wonderful steering of the RWD car is gone, as there’s now another 100 or so extra pounds on the snout. The car feels slower and sloppier. A bit of this showed up on the road the day before. But as is always the case on racetracks, all the warts were exposed once we were allowed to really push the cars. Northerners, I’d advise against the AWD version and just buy a nice set of winter tires.

The RWD CT5-V remained excellent on track. Actually, I liked it even better on the track than on the road. I tried out two of the five PTM settings. Sport 2 turns off most of the nannies. Race basically turns everything off, but after the rear end drifts past some rotation threshold, it brings it back in line before finally just turning everything off.

It is, frankly, criminal that Cadillac (and GM in general) is still burying all of this amazing functionality in its cars. Porsche and AMG have clearly marked scrolling wheels that let you click between modes while simultaneously being able to glance at the knob and visually confirm what mode you are in. Cadillac still uses a rocker switch that’s confusing (Is it up? Or down?) and buried behind the gear lever. Worse, to use the five PTM modes, you need to double click the traction control button twice. But not just twice. You have to be in Track mode and then double click it just so. And the traction control button is even more hidden than the modes button. It’s as if someone at Cadillac is embarrassed that the car has so much fantastic performance stuff on board.

Once I was able to navigate this traction control menagerie, with everything off, the CT5-V was a joy and sweetheart. Every single corner of the Desert Circuit is late apex, so odds were good (especially for me) that getting on the power too early would overcook the rear meats and send the V drifting. So what? With the trick eLSD doing its thing and an unflappable yet delicate chassis as my co-pilot, such hoonishness was easy to catch. Let me restate that: It was an easy joy to catch.

The Cadillac seemed to be perfectly specced for the track. Had we been on a bigger track, would we have craved more power? Yes, I know we would have. And that car is coming. Here’s the thing: When you think about the cars the CT5-V is directly targeting—S4, M340i, and C43—you conclude that Cadillac’s got them all beat, not just on price but also on what really matters in this segment: performance. None of those three Germans drives like this thing. Even though I shouldn’t be, what with the recent history of Cadillac V lineup, I am impressed and surprised.

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 3,850-3,950 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 2020 Cadillac CT5-V First Drive: Fighting Assumptions appeared first on MotorTrend.

https://www.motortrend.com/cars/cadillac/ct5/2020/2020-cadillac-ct5v-first-drive/ visto antes em https://www.motortrend.com

[mobileautorepairpros]

Two Chevrolets and two Cadillac cars will be recalled for power steering failure. General Motors will recall later this month the 2017 Chevrolet Camaro and Corvette, and 2016-2018 Cadillac ATS and CTS models for the fault. GM filed documents with the NHTSA on Feb. 7 and said it would begin recalling 26,772 cars beginning in March. Of the total... Sean SzymkowskiChevy Camaro, Corvette, and Cadillac ATS, CTS recalled over power steering failure https://ift.tt/2CojhVW

[bestcaritems]

Chevy Camaro, Corvette, and Cadillac ATS, CTS recalled over power steering failure

https://bestcaritems.com/?p=7252&utm_source=SocialAutoPoster&utm_medium=Social&utm_campaign=Tumblr Two Chevrolets and two Cadillac cars will be recalled for power steering failure. General Motors will recall later this month the 2017 Chevrolet Camaro and Corvette, and 2016-2018 Cadillac ATS and CTS models for the fault. GM filed documents with the NHTSA on Feb. 7 and said it would begin recalling 26,772 cars beginning in March. Of the total, 2,875 CTS, 3,694 ATS, 13,944 Camaros, and 6,259 Corvettes are included. 2017 Cadillac CTS GM said in its filing that the cars may lose electric power steering and the problem may last as long as the car is on. The problem may be resolved by turning the car off and on. GM says the loss of power steering may increase the risk of a crash, especially at lower speeds. The affected cars don’t lose steering altogether, just power assistance. The problem is rooted in a manufacturing error from the power steering supplier. Owners may hear a warning chime and see a message displayed on the driver information center in the dashboard to show a problem has occurred. 2017 Chevrolet Corvette Grand Sport, yellow GM will instruct owners to bring their cars to the dealer where the power steering gear assembly will be replaced. For owners who made the repairs before the recall was announced, the automaker will reimburse them. Owners should find a recall notification in their mailboxes late this month. Via MotorAuthority

[motorsporthq]

GM Recalling 27,000 Vehicles, Including Chevrolet Camaro and Corvette, Cadillac ATS and CTS

GM Recalling 27,000 Vehicles, Including Chevrolet Camaro and Corvette, Cadillac ATS and CTS

Automotive website Motor Authority reports that GM will issue a recall later this month of four models over a problem with the power steering system.

The models affected by the recall are the 2017 model-year Chevrolet Camaro and Corvette, as well as 2016-2018 ATS and CTS cars from Cadillac.

Motor Authority reports that General Motors filed documents with the NHTSA (National Highway Traffic Safety…

[robertkstone]

Chevy Camaro, Corvette, and Cadillac ATS, CTS recalled over power steering failure

Two Chevrolets and two Cadillac cars will be recalled for power steering failure. General Motors will recall later this month the 2017 Chevrolet Camaro and Corvette, and 2016-2018 Cadillac ATS and CTS models for the fault. GM filed documents with the NHTSA on Feb. 7 and said it would begin recalling 26,772 cars beginning in March. Of the total... from PerformanceJunk WP Feed 3 https://ift.tt/2CojhVW via IFTTT

[jeromeblinder]

CADILLAC ( 19V086000 )

Dated: FEB 07, 2019 General Motors LLC (GM) is recalling certain 2016-2018 Cadillac CTS, and 2017 Cadillac ATS, Chevrolet Camaro, and Chevrolet Corvette vehicles. The electric power steering (EPS) assist system may fail.... CADILLAC ( 19V086000 )

[safetyrecalls]

CHEVROLET ( 19V086000 )

Dated: FEB 07, 2019 General Motors LLC (GM) is recalling certain 2016-2018 Cadillac CTS, and 2017 Cadillac ATS, Chevrolet Camaro, and Chevrolet Corvette vehicles. The electric power steering (EPS) assist system may fail....

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[gregcoatscarstrucks]

Used 2015 Cadillac ATS 4dr Sdn 3.6L Premium AWD in Louisville, KY 40213 for sale at Greg Coats Cars & Trucks via GregCoatsCars.com

Used White 2015 Cadillac ATS 4dr Sdn 3.6L Premium AWD with Memory Package recalls 2 driver and exit position "presets" for power driver seat, and outside mirrors,Engine, 3.6L V6, DI, DOHC, VVT (321 hp [239 kW] @ 6800 rpm, 275 lb-ft of torque [371 N-m] @ 4800 rpm) (E85 FlexFuel capable where regulations allow.),Rear axle, 3.27 ratio,Drivetrain, all-wheel drive,Battery, maintenance free with rundown protection,Recovery hook, front or rear location,Suspension, Sport,Steering, ZF premium rack-and-pinion, electric,Brakes, Brembo front, performance 4-wheel antilock, 4-wheel disc,Exhaust, dual stainless-steel with bright tips,Fascias, front and rear body-color,Moldings, rocker panel, body-color,Grille, galvano chrome accented,Grille, active aero (Deleted when (Y66) Driver Assist Package is ordered.),Lamp, LED center high-mounted stop/brake (CHMSL),Mirrors, outside heated power-adjustable and driver-side auto-dimming bodycolor, manual folding with integrated turn signal indicators and puddle lamps,Glass, Solar-Ray light-tinted,Glass, solar absorbing, windshield,Door handles, illuminating,Audio system feature, Bose surround sound 10-speaker system,Audio system, SiriusXM and HD Radio SiriusXM Satellite Radio is standard on nearly all 2015 GM models. Enjoy a 3-month All Access trial subscription with over 150 channels including commercial-free music, plus sports, news and entertainment. Plus you can listen to SiriusXM Internet Radio everywhere on your computer, smartphone or tablet. Welcome to the world of SiriusXM. (IMPORTANT: The SiriusXM Satellite Radio trial package is not provided on vehicles that are ordered for Fleet Daily Rental ("FDR") use. If you decide to continue listening after your trial, the subscription plan you choose will automatically renew and you will be charged according to your chosen payment method at then-current rates. Fees and taxes apply. To cancel you must call us at 1-866-635-2349. See our Customer Agreement for complete terms at www.siriusxm.com. All fees and programming subject to change.),Bluetooth for phone/audio, uplevel phone/audio with natural voice recognition,Wireless Charging,Antenna, integral front and rear,Headlamps, IntelliBeam auto high beam control,Seats, performance includes (AE8) seat adjusters content, plus driver and front passenger manual cushion length adjustment and driver power side bolster adjustment,Seat, rear split-folding with armrest and trunk pass-through access door,Headrests, rear, outboard seats, adjustable 2-way,Console, front with shifter,Shift lever, center console mounted,Receptacle, power, 110V, located in rear of front center console,Armrest, front center,Armrest, rear center with cupholders,Steering wheel, leather-wrapped rim,Steering column, power tilt and telescoping,Steering wheel mounted Paddle Shift controls includes thick rim sport steering wheel,Engine oil indicator,Instrument cluster, electroluminescent,Driver Information Center, 5.7" color display includes driver personalization, warning messages and vehicle information,Windows, power with front express-up and down, and rear express-down with passenger lockout feature,Retained accessory power power windows, sunroof (when equipped) and audio system remain operational for 10 minutes after the ignition is switched off or until the driver's door is opened.,Pedals, Sport aluminum alloy,Trunk release, power, remote,Climate control, dual-zone automatic,Defogger, rear-window, electric with front and side window outlets for the driver and front passenger,Air filtration system,Console, overhead includes reading lamps and OnStar controls,Lighting accent, LED spotlights in doors and overhead console,Coat hooks, driver- and passenger-side rear,Visors, driver and front passenger illuminated vanity mirrors,Lighting, interior, front and rear reading lights, and cargo area lamp,Daytime running lamps,Air bag, Passenger Sensing System (Always use safety belts and child restraints. Children are safer when properly secured in a rear seat in the appropriate child restraint. See the Owner's #Louisville #KY #usedcars #usedtrucks #forsale #PrestonHwy #affordablecars #autoloans #Indiana

[jesusvasser]

Woodward Dream Cruise: Cruising With GM’s Tom & Adrienne Peters

Tom Peters has spent 35 years in GM’s design organization, amassing a portfolio of design icons that includes the first Saturn vehicles, the Corvette Indy, the Pontiac Banshee, the Cadillac Sixteen concepts, the Cadillac XLR, and the C6 Corvette. Today Tom serves as director of design for rear-wheel-drive and performance vehicles. Adrienne, his daughter, inherited all the car-lust chromosomes and now serves as marketing manager for GM performance, essentially helping peddle the fantastic stuff her dad designs. We had the distinct pleasure of cruising with both of them at the 2017 Woodward Dream Cruise, and we shot photos of the cars that moWost interested the pair. Herewith: the Peters’ picks of the Woodward litter.

Tom’s 1965 Chevrolet Impala SS396

“Big-block, stick, air!” That’s the rare combo that drew Tom to this particular ’65 Impala, but the impetus to seek one out was the fact that a neighbor had one back in the day, and it made a big impression on Tom. He’d grown up liking GM cars, though his dad was not in the business and did not have any car-guy genes to pass along to Tom. “Everything was amped up in those days of absolutely herculean cars—Cobra Jets, 427s, 396s,” he said. Tom and his friends all got the car magazines and compared notes. He built loads of model cars and began drawing cars almost obsessively. He got good enough at depicting the iconic customized cars of the day, such as Ed “Big Daddy” Roth’s Rat Fink, that he’d sell small original sketches for a quarter or draw them in permanent marker on a T-shirt for $3.50. It was clearly time well spent.

Adrienne’s ’70/’72 Chevrolet Monte Carlo

OK, the VIN identifies this car as a 1972 model, but Adrienne prefers the simpler, finer lines of the ’70. When the best body she could get was a ’72 model, she simply replaced all the trim items that differentiate the styling with 1970 bits. At the start of the project in 2009, while she was still in college, she sat at the kitchen counter with her dad. “I talked,” she said. “He sketched.” They came up with a murdered-out matte black minimalist look with a cowl-induction hood, no badging (her dad debadged even his company lease cars), and tall-sidewall wide rubber all around. The frame was blasted, boxed, minitubbed (to accept 14-inch-wide rear wheels and tires), and signed by Adrienne in welding rod. The engine is an LS6 short-block dressed with a GM Performance top end, mounted to a THM400 automatic spinning a 3.73:1 Positraction axle.

1968 Chevrolet Chevelle 327

Adrienne first set out to find a ’68 Chevelle. She was particularly drawn to the way the narrow taillamps stretched around the side of the car. “I always wanted to build one, but you see a lot of them,” she said. “I wanted something uncommon and unexpected.”

1966 Chevrolet Corvette Stingray

When Tom was a kid during a stint living in the greater Twin Cities region in Minnesota, he recalls one of the kids at his school being dropped off every day in one of two C2 Corvettes. They looked similar except one of them had a TV screen in the dash. He presumes the dad in question might have been a Honeywell exec.

Dodge Vipers

As we pass a gathering of Vipers, we ask the man who’s worked on multiple Corvettes what he thinks of the Viper design. “I like the first one the best,” he said. “With the second one it seemed like they were looking at the Corvette too much. I wouldn’t want to own one, but I appreciate it.”

1969 Chevrolet Nova 502

Ate up with motor! If you zoom in on the engine identifier ahead of the front side marker lamp on this “No. 2” Nova, you’ll see it has been customized to match what it is that has forced the big bulge in that hood: one of the five 502 big-block offerings from the Chevrolet Performance catalog. Tom is friends with the driver’s dad—big-block owners unite!

1961 Chevrolet Corvair Lakewood

“Boy, you don’t see one of those every day.” Tom said as we rolled up on this nicely preserved station wagon example of Ed Cole’s rear-engine VW rival. As we pulled alongside the driver’s window, Tom shouted, “You’ve got the coolest car on the street!”

1999 Chevrolet Camaro

As a GM exec’s daughter, Adrienne was fortunate enough to hop on the company car bandwagon pretty early. Her first car, which she got at the age of 16 and still remembers quite fondly, was a 1999 Camaro. “That might have been a bit too much car for her—she got in a bit of trouble with that one,” Tom said. (Only speeding tickets! Nothing serious.)

1965 Ford Thunderbird

“I’ve always loved those,” Tom said as we rolled by this red beauty. “You mean even before Thelma and Louise?” we asked (and yes, they ruined a perfectly good ’66, not a ’65). “Yeah, I’ve always considered that car a symbol of California cool.”

1965 Chevrolet Impala 283

Tom and this guy exchanged the customary pleasantries, which is extremely easy at the low-n-slow pace of traffic during Woodward Dream Cruise week. The Avenue was lousy with ’65s, but we never saw a single ’63 Impala. We were looking for one because Tom is especially fond of the sculpture on that car, some of which was likely imprinted on him during his childhood when he fondly and frighteningly recalls riding along with older 17-year-old friends and tearing up the back roads at blistering speeds.

1950 Chevrolet DeLuxe

When we asked Adrienne if she had any particular fondness for cars born well before she was, she instantly identified “those fun shoebox cars” such as the 1950 Chevy. They must still be popular because we saw several shoebox-era Chevys on the Avenue, including this little cutie standing guard outside the Sprint store.

C2 Corvette Grand Sport Custom Clone?

This quasi Corvette Grand Sport knockoff had even Corvette expert Peters scratching his head. It featured the radical wheel flares, a rear diff-cooler, contoured clear lenses covering fixed headlamps, and an extreme big-block clearance hood of a Grand Sport, but also this six-lamp rear treatment. And it’s black, not blue and/or white. Alas, you’re likely to see anything on Woodward!

1971 Camaro Z28 RS

“When that generation of Camaro first came out, I didn’t like it,” Tom said. “But over the years, it’s grown on me. Now I really like its almost Ferrari-like lines.” We agree wholeheartedly, and a Z28 with the split bumper and Endura nose would be exactly the one we’d seek out.

1971 Ford Torino GT

As we passed this hidden-headlamp, pointy-nosed Torino, we all agreed that its design, which was inspired by the Jaguar Pirana concept (which led directly to the Lamborghini Espada four-seater), was one of the higher points of Ford styling in its time.

1951 Chevrolet De Luxe convertible

See, matte black isn’t just for murdered-out race cars and bucks-up supercars—it can also make “shoebox” cars with chrome and wide whites look totally cool!

1968 Dodge Super Bee

As we were turning off the Avenue at the end of the evening, Tom spotted a ’68 Dodge. “Man, look at that Super Bee,” he said. “There are some beautiful shapes on that car. It’s one of my favorite non-GM cars.” Like father, like daughter. Adrienne said almost the exact same thing, adding her appreciation for classic, expressive Mopar.

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2018 Buick Grand National Interior, Price, Engine

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2018 Buick Grand National Interior, Price, Engine

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2018 Buick Grand National Interior, Price, Engine – Buick allegedly had intends to restore the Grand National and high-performance GNX sedan being a 2018 design soon after his long sleep at night for practically 30 many years. Possibly there is certainly an excessive amount of nonsense available, as well as conjecture about GM’s strategies in recent years. However, our places assume that General Motors will, in fact, bring back this renowned automobile.

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Based on some leaked information and facts, the 2018 Buick Grand National may come as several door sedans and two-doorway coupe, and also will be constructed on GM’s Alpha Foundation which nowadays is utilized from the 2016 Chevrolet Camaro, 2014 Cadillac CTS, and ATS sedans. In reality, General Motors has reportedly sent in his patent for the U.S. Patent and Hallmark Office. Needless to say, this provides you with outside air for Buick supporter on the market.

2018 Buick Grand National Price

This plan undertaken by General Motors to improve its sales later on, with the recent Buick Regal models use GM’s Epsilon II program having a top engine layout. Moreover, as you may know, given that 2011 Buick Regal might become a rebadged model from the 2018 Opel Insignia and much better referred to as Vauxhall type of Insignia within Britain industry, which seems to be much less desirable from the marketplace.

2018 Buick Grand National Design and Specs

2018 Buick Grand National GNX

With regards to design, the 2018 Buick Grand National is anticipated to adopt an imposing as well as other design when compared to the recent Regal design, because of GM’s Alpha Foundation with back end-tire push format. It might be a bit encouraged with the other three General Motors types which utilize the same program, including the sixth era 2018 Chevy Camaro, 2018 Cadillac CTS and 2018 ATS. Even so, of course, the original Buick inhale will still be there, although the auto makes use of GM’s new design.

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2018 Buick Grand National Engine

2018 Buick Grand National Engine

As for the engine possibilities, the following technology vehicle is going to be presented in 3 several engine options whenever it hit the North American marketplace and will likely be borrowed from the existing Cadillac ATS. The 1st choice is a turbocharged 2.-liter inline 4-cylinder engine efficient at making a minimum of 272 horsepower at 5,500 rpm and 295 lb-ft of torque at 3,000-5,500 rpm. If consumers are not happy, they may trust funds at the second alternative that accompanies a by the original means-aspirated 3.6-liter V6 engine which is professed to spew out 321 horsepower at 6,800 rpm and 274 lb-feet of torque at 4,800 rpm.

2018 Buick Grand National Interior

Recall, the past engine solution is only readily available for the top-performance of 2018 Regal GNX sedan. Buick said that they will give you a freshly-designed 3.6-liter two-turbo V6 engine, that is allegedly capable of crank out more than 400 hp and 350 lb-ft of torque. However, three transmission options are offered, such as a six-rate auto, six-rate guidebook, and 8-10-velocity auto Hydra-Matic gearbox.

Release Date and Price of 2018 Buick Grand National

2018 Buick Grand National Concept

Referring to release date, the 2018 Buick Grand National will likely be unveiled from the US market at the end of 2017, then a GNX variant shortly soon after. The price label for that foundation model is anticipated to start close to $29,000, while the high-performance GNX design might be listed close to $42,500. This new model will allegedly be developed at GM’s Lansing Grand River Set up grow in Michigan, as it doesn’t use the different Alpha program like the Camaro, CTS, and ATS.

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