Showing posts with label Cadillac. Show all posts
Showing posts with label Cadillac. Show all posts

Sunday, August 21, 2011

Cadillac Ciel Concept 2011 Review and Spec


Cadillac Ciel Concept 2011 Review and Spec

Cadillac today unveiled the Ciel concept, an elegant, open-air grand-touring car inspired by the natural beauty of the California coast.

The Ciel – pronounced “C-L,” the French translation for sky – is a four-seat convertible that opens a new chapter in Cadillac’s design and product ascent, pushing the brand’s Art & Science philosophy into a new stratum. Ciel is a new expression of Cadillac’s historical grandeur, as well as a celebration of open-air motoring.

“Large, expressive luxury is innate to Cadillac and the Ciel recalls that heritage, while suggesting where the brand can go in the future,” said Clay Dean, global design director for Cadillac. “Authentic luxury is driven by experiences, not just products, and Ciel is about the experience of the journey.”

[Source: Cadillac]





Cadillac Ciel Concept 2011

The spacious and elegant Ciel is a grand gesture that explores themes driving Cadillac’s explorations into range-topping flagship luxury. It is powered by a twin-turbocharged version of the 3.6-liter Direct Injection V-6 engine, paired with a hybrid system using lithium-ion battery technology.
Coastal inspiration
Driving California’s Highway 1 in an open car while the sun sets, from Big Sur north to Monterey, is the type of journey the Ciel team envisioned during its design.
“The Ciel is about the romance of the drive,” said Dean. “It emulates the great touring cars seen on the greens at Pebble Beach, but with a modern flair that projects Cadillac’s vision for the future.”
The four-door Ciel embraces the social aspects of a recreational journey, with generous room for two couples. It evokes the spirit of the classics with a long, low proportion. The doors are French-style, with the rear doors hinged at the rear – there is no B-pillar – to reveal a sweeping view of the dramatic interior. Distinguishing fender lines run from nose to tail, and nickel-plated bright work accents the body lines, enhancing the visual length of the car and honoring Cadillac touring cars of the past.
Ciel’s exterior flows seamlessly into the cabin, with the body color rolling over on top of the interior door panels. Like the exterior, the passenger space is accented with sweeping nickel-plated trim. It divides the body-color upper sections from a complementing beige lower color. Italian Olive wood, machined aluminum and hand-tipped leather are elements that flow through the interior, complementing the primary colors with warm, rich tones.
“There is authentic craftsmanship in the way the exterior and interior elements meld, much like a vintage wooden boat,” said Gael Buzyn, interior design manager. “It is romantic, not only in its form, but the materials – nothing smells as good as real wood and leather. It blends together for a rewarding feeling of uncompromising luxury.”
Ciel literally and figuratively reflects the driving experience along the California coastline. The Cabernet paint color, developed specifically for Ciel, is inspired by the rich translucence of a glass of red wine held up to the sunlight.
A prominent, polished aluminum windshield frame serves as in important structural element of the vehicle, as well as aesthetic one, recalling classic open cars of the past. Additional exterior cues, including a shield grille and vertical lighting elements, are pure Cadillac, but suggest a more organic interpretation of the brand’s signature design language that emphasizes the artistic and natural sides of it. The body sides, for example, are more rounded, sweeping upward. Bright work is used to bring contrast to the deep paint color, but plays a more supporting role.
The car rides on large, beautifully finished wheels that feature brushed nickel plating over milled billet aluminum, matching the materials and appearance of other trim. Carbon ceramic brake rotors are visible behind the 22-inch rims, a visual clue to the Ciel’s foundation of performance.
And owing to Cadillac’s heritage of advanced technology, the headlamps and taillamps feature LED lighting elements – including a unique daytime running light graphic on the front of the vehicle that is generated with gradated LED lighting.
Elegant, authentic details
Simplicity, authenticity and spaciousness were the guiding principles when it came to developing the Ciel’s interior.
“With the Ciel, the journey is the thing, so the interior is a place of uncompromising comfort and elegance, with technology that only makes the journey more enjoyable,” said Buzyn. “Simplicity and lightness ensure nothing distracts from the open driving experience, while the color and materials lend the feeling that the vehicle’s environment blends with the surroundings.”
A wheelbase of 125 inches – about 12 inches longer than a CTS sedan – provides generous space. Luxurious seats are bisected by a “floating” center console that runs from the instrument panel to the rear of the interior. It effectively creates a very personal space for each passenger and houses access to hidden connectivity portals for each person in the vehicle – allowing them to make dinner reservations, check the weather at their destination or even upload photos of the trip via social media site s.
Simplicity is also the watchword with the Ciel’s instrument panel, which features a minimalist gauge cluster that doesn’t impede or distract from the outward view. But while reserved in its form, it exemplifies Cadillac’s attention to details and its priority on authentic materials. The climate vents, for example, are mostly hidden and their airflow is distributed indirectly.
Transparent gauges deliver their information within a detailed, brushed-aluminum housing that has the intricate depth of a high-quality chronograph. They offer dual readouts – analog and digital – as well as an information hierarchy. Additional interior features include:
  • Sloping bolsters on the seats that allow passengers to slide into the seats more comfortably


  • A personal device storage area on the front of the console with inductive charging and Bluetooth connectivity


  • A power-assisted transmission shifter that deploys as soon as the engine is started


  • Lighting in the armrests that combines a natural light well for daytime driving and ambient lighting for nighttime drives


  • Door storage areas that are inspired by premium fashion accessories and open with high-quality zippers


  • Pull-out blankets are available for all three passengers and retract automatically


  • All the seats have heating and cooling features, along with a drawer containing sun lotion, sun glasses and towels, as well as aromatherapy that is controlled from the rear armrest.


But perhaps the defining element of the Ciel’s cabin is the incorporation of Italian Olive wood on the doors, instrument panel, console and the front seatbacks, adding warmth and craftsmanship to a car designed to provoke an emotional response.
“Milled solid wood delivers richness and a sensual feeling of authenticity in the visual impact of the grain, its feel and aroma, which a veneer simply cannot,” said Buzyn. “Even in our high-tech, connected world, luxury customers crave touches of old-world craftsmanship – the Ciel simply reflects that with a blend of the latest technology.”
Italian Olive wood is a premium yet sustainable material and the material used in the Ciel came from a single fallen and recycled tree, from a west coast producer of premium olive oil. It was painstakingly prepared, including drying in a kiln, before it was cut for the concept vehicle. The numerous pieces were then photographed so that the grain could be matched precisely. Each component was hand-milled and finished by expert woodworking craftsmen.
The rear seating area is detailed with elegant flourishes. The rear seat passengers can pull a leather tab, which reveals a cashmere blanket that stretches across the seating area to ward off a chill. The wood trim in the rear center console opens to reveal a small humidor, stocked with a few cigars.
“From the materials used to create it to the space and experience it offers passengers, the Ciel represents a unique perspective on luxury, but not the only one,” said Dean. “Along with other concepts, such as the ULC, Cadillac is demonstrating that the bandwidth of the Art & Science philosophy is wide, indeed – and we’re going to make it even wider.”
The Ciel was developed at GM Design’s North Hollywood Design Center, which is managed by Frank Saucedo. Niki Smart was the lead exterior designer, with Buzyn leading interior development..
SPECIFICATIONS

Sunday, August 7, 2011

Cadillac SRX (2012)[Reviews]



A new 3.6L V-6 - the most powerful production engine in the segment - Updates values ​​in the 2012 Cadillac SRX. Enhance a combination of performance, technology and sophistication that is resonating with more luxury crossover customers.

Cadillac SRX retail sales grew by 17.7 percent in the first half of 2011 based on record 2010 net sales increased by 150 percent.

The new 3.6 liters - known by its codename "LFX" engine - the engine is only offered on the Cadillac SRX offers a power of 16 percent (308 hp / 230 kW) than the previous V-6 offers more. . high torque at low revs the reactivity of the vehicle has been improved considerably in all operating conditions - the release of a stop near the town of maneuver in traffic, passing maneuvers and the acceleration is at full speed. is matched with the Hydra-Matic 6T70 six-speed automatic transmission, which has a function driver-selectable Eco-changing shift points and increase the throttle to help maximize fuel economy.

Cadillac SRX also provides enhanced features for 2012, and updates that make it quieter and more refined - including new absorbent materials placed strategically in the car. The basic suspension system and Sport have been revised to improve ride quality.

"The improvements we've made to the 2012 SRX luxury crossover to the already great even better, to give our customers greater performance and functionality," said Don Butler, vice president of marketing for Cadillac. "Many changes are a direct response to feedback from consumers, demonstrating the commitment of Cadillac to total customer satisfaction."

Inside the LFX
Cadillac
SRX: LFX the new direct injection 3.6 V-6 delivers 308 hp SAE certificate (230 kW) and 265 Nm of torque (359 Nm), where efficiency, improve features such as direct injection and distribution Continuously variable valve timing. The maximum torque is reached only at 2400 rpm and maintained at 5300 rpm. LFX is also E85 ethanol-compatible.

"The development team was challenged to reach 300 horsepower in the SRX and surpassed the goal," said Liz Pilibosian, chief engineer. "The horsepower and torque at low engine speeds of 3 L 0.6 provides more power demand at the launch, on steep slopes and overtaking. LFX The engine range also contributes to a better sense of displacement." To help them achieve their performance goals, the engineers redesigned Cadillac SRX exhaust system with dual motor runners collection point further back in the vehicle. The diameter and length of the pipes have been specially optimized to improve low-end torque of 1200-3000 rpm.

Pulses of high pressure exhaust of each engine cylinder are timed to arrive at the collection point for all the phase accurately. This setting effect, which is literally called out the analysis engine exhaust timing pulses of high and low pressure of each cylinder. Maximum torque is now produced in a very low 2400 rpm and stays high over 5300 rpm. Improvements in torque and power is achieved by maintaining quiet operation.
"No stone was left unturned when it came to LFX optimize the flow of air from the moment it enters the engine until it is expelled through a muffler," said Pilibosian. "The exceptional flow characteristics we were able to exceed 300 horsepower goal, but a careful calibration of the continuously variable valve timing and engine exhaust system contributes a great low-end torque."

The engine is coupled with an LFX Hydra-Matic 6T70 electronically controlled six-speed automatic with tap up / tap down control of the driver. A report broadcast wide range of 6.04:1 allows a "steep" first gear, and a "great" Top Gear Overdrive for highway cruising at low revs. The maximum acceleration is so fuel economy. Engine noise is also lower during the cruise. Because of the widespread report (6.04:1), the first a very high gear, giving a smooth acceleration from a stop. Sixth, however, is an overdrive ratio keeps the engine speed as low as possible for highway cruising, which reduces the friction of the engine and improve fuel economy.

A driver-selectable feature modifies Eco crossing points of the 6T70 to improve fuel economy up to 1 mile per gallon. A clutch was added to the variable displacement compressor air conditioning air to improve fuel economy. The compressor runs only when needed and offers no resistance when turned off.

Chassis and suspension

Cadillac SRX is a four-wheel independent suspension and rack and pinion hydraulic steering mechanism of the standard system - and offers an effort varies depending on the speed steering - partial development sports sedan driving style and a feeling of strong center. StabiliTrak electronic stability control is standard, and braking is standard four-wheel-disc/four-channel-ABS system.For 2012 Base suspension provides more driving comfort, which is to maintain an excellent driving characteristics, shock thanks to new media in the pocket, Tuning greater security, a new front stabilizer bar bushings glued, and the new twin-tube tunnels rear shocks that offer more road isolation.
Active sports suspension - standard on the performance and premium collections - will also improve for the year 2012, a new front strut mounts higher, new valves, shock absorbers, stabilizer bar bushings glued and revised suspension calibration for this real-time variable damping. Electronically controlled shock absorbers at each corner "read" the road constantly make changes in real time in milliseconds. They offer just the right damper interest in all road conditions, more comfort and more of a sense of control. It also increases the absorption during treatment of aggressive measures to reduce the rate of roll and pitch speed of the vehicle feel more confident.

Cadillac SRX has also offered all-wheel-drive system, which includes an electronic limited slip (eLSD) differential. It not only improves the grip on a slippery road conditions, but provides a means to side torque transfer along the rear axle for improved turning control difficult. And 'developed in conjunction with Haldex, a technology that brings all-wheel-drive and AWD system allows eLSD divides torque front and rear axle, and also in the middle to the side, the entire rear axle, sending power the grip of the big wheel.

Tuesday, July 5, 2011

2011 Cadillac CTS-V Wagon - CAR REVIEW AND ROAD TEST

http://www.automotiveaddicts.com/wp-content/uploads/2009/11/cadillac-cts-v-sport-wagon-silver.jpg


Date: June 2011
Months in Fleet: 6 months
Current Mileage: 18,334 miles
Average Fuel Economy: 15 mpg
Average Range: 270 miles
Service: $0
Normal Wear: $0
Repair: $120
Damage and Destruction: $566

It’s no surprise that we constantly fight over who gets to drive our long-term CTS-V. After all, a 556-horse punch is incredibly intoxicating, especially when it’s stabled in a station wagon and gallops through a satisfying manual gearbox.
That said, the V’s limited range has continued to be an issue, with only a couple of staffers expanding the car’s sphere of influence beyond state lines. (We’ve nursed a tank to 342 miles on the highway, but when a Lingenfelter-tuned CTS-V coupe showed up on our doorstep, one staffer cracked, “The only modification that car really needs is a bigger gas tank.”) Beyond the frequent stops for fuel, the long-haul reports were glowing. The big supercharged eight lives at the low end of the tach on the highway, which helps prevent aural fatigue, and there’s enough torque on hand that downshifts are optional, even while passing. The optional Recaro seats are firm, but four-way lumbar and adjustable bolsters mean even Inspector Clouseau could find a suitable position. Constant cruising means no annoyance at the chairs rocking in their mounts under braking and acceleration.
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So, how is it that with only two out-of-state trips, we’re on pace to cover 40,000 miles in 12 months? The answer lies in how rewarding and easy the CTS-V is to drive, even in everyday situations. Grab a jug of milk? Don’t mind if we do. Picking up the mother-in-law? Glad to. Alterman left his phone at home? Let us go get that for him. Really, we find any excuse to slide behind the V’s sueded steering wheel.
Some Service, Some Damage, All Fun
At 7000 miles, we took the wagon to the dealer for its first service, which involved an oil change and a minor inspection. There is no maintenance schedule per se, because the car calculates when the oil needs to be changed based on factors such as the number of cold starts, engine speed, and time since the last service.
The service itself cost us nothing—routine maintenance is covered for the first four years or 50,000 miles—but it was then we learned that at least one vengeful pothole had deformed the right front wheel. It was bent, big time, and the dealer couldn’t balance it. We ordered a new wheel for $566, a smokin’ deal compared with the almost $1600 we spent to replace one roller on our Infiniti M56S.
A short time later, we availed ourselves of a mobile wheel-repair shop, Alloy Wheel Repair Specialists, to see what it could do for the bent rim. As long as the wheel isn’t carrying a tire, Alloy Wheel will come to you and do its best to set it right. Because the dent was so massive, the technician wasn’t sure he could repair the out-of-round shoe, but he managed to get the wheel to within 0.02 inch of round. This service ran us $120; depending on the damage, it can cost a little more or a little less. Now we have a spare wheel if Michigan’s roads claim another victim.
Rear Window, but This Time without Jimmy Stewart
There has been one issue. Just past the 10,000-mile mark, after a carwash, the right rear window decided it liked being rolled down and that it would handle the task itself. Of course, this was on one of the long trips—to San Antonio, Texas, no less, during which technical editor Michael Austin was on a mission to find the basement of the Alamo. A Cadillac dealership got the window rolled up and disconnected the wiring to the switch; Austin returned to Michigan sans breeze. Once back home, our local dealer diagnosed the problem as some pinched wiring going to the window regulator. Techs futzed with it a little, relieving the pinch, and charged us nothing. It seemed to be fixed.
We say “seemed” because the problem appeared again some 8000 miles later for associate online editor Jon Yanca. This time, we got wet: The window dropped itself during a drive-through carwash’s rinse cycle. Yanca got the window rolled up and disconnected the wiring himself, and our dealer has ordered a new regulator. We hope its installation will exorcise this demon.

The pothole wasn’t the car’s fault, of course, and the window issue isn’t enough to dampen our enthusiasm for the mighty goodness that is our V wagon. As one (potentially jaded) staffer said, “One night in the CTS-V is worth a month of Nissan Leaf, Honda Insight, or Smart nonsense. Who doesn’t love driving this?” The only other gripes thus far involve a comment on the difficulty of casual heel-and-toe shifting and the too-quiet exhaust. Well, there is one more gripe: We have only 20,000 miles left with the CTS-V. Boo-hoo.
Source : Caranddriver.com

Sunday, July 3, 2011

2011 Cadillac CTS Coupe

               2011 Cadillac CTS Coupe
                                   2011 Cadillac CTS Coupe
                      2011 Cadillac CTS Coupe
The 2011 Cadillac CTS Coupe is powered by a 3.6L direct-injected V6 engine making 304-hp and 273 lb-ft of torque. Buyers can opt for a 6-speed manual transmission or a Hydra-Matic 6L50 6-speed automatic transmission with Driver Shift Control. A 556-hp CTS-V Coupe will join the lineup in the later part of 2010.
                      2011 Cadillac CTS Coupe
The CTS Coupe will share engine choices with the current Cadillac CTS sedan. Both vehicles use a 304 horsepower (227 kW) 3.6-liter V6 (the base 3.0-liter V6 won’t be offered in the Coupe – at least initially), and are available with either rear- or all-wheel drive.
                                  2011 Cadillac CTS Coupe
For all you two-door addicts that have longed for a CTS but couldn’t handle the family-friendly nature of the sedan, feast your eyes on the 2011 Cadillac CTS Coupe ($TBA). Coming standard with a 3.6L V-6 and six-speed manual transmission — a six-speed automatic with Driver Shift Control is an option — this stylish Caddy also offers either 18- or 19-inch rims, integrated iPod connectivity, a pop-up navigation system, Bluetooth, remote start, a rear camera system, a 5.1-channel Bose audio system, LED vertical lighting, touch-pad operated doors, and a RWD powertrain. If that isn’t enough to entice you, simply wait til later in 2010, when the beastly 556hp V-Series arrives.
                                  2011 Cadillac CTS Coupe
                         2011 Cadillac CTS Coupe
                    2011 Cadillac CTS Coupe
                    2011 Cadillac CTS Coupe

Thursday, June 23, 2011

2012 Cadillac Escalade

The Escalade lineup features integrated powertrain, chassis, safety and interior systems that deliver some of the most powerful, efficient luxury SUVs in the segment, led by a 6.2L all-aluminum V-8 engine with variable valve timing technology delivering 403 horsepower and 417 lb-ft of torque (565 Nm). The 6.2L engine is also a flexfuel engine and can run on renewable E85 ethanol.

The Escalade and Escalade ESV are available in AWD and RWD configurations. The Escalade EXT sport-utility truck features standard, full-time AWD. A strong frame and chassis support the Escalade's robust powertrain and enable exceptional responsiveness and smoothness.

Four-wheel disc brakes and an ABS system help ensure braking performance. ABS works with the StabiliTrak stability control system's rollover mitigation technology. This software algorithm technology uses sensors to proactively predict vehicle "tip-up" and apply appropriate brake force to help prevent such events.

A roster of advanced features reinforces Escalade's position as technology leader, designed to bolster comfort, convenience and safety. They include:

* Side blind zone alert
* Power retractable assist steps
* Automatic headlamps with IntelliBeam automatic high/low beams
* Ultrasonic rear parking assist
* Rear vision camera system
* Bose AudioPilot active noise cancellation technology, which continuously adjusts the music in response to background noise
* Fully functioning LED headlamps (exclusive to Escalade Platinum)
* Heated and cooled cupholders (exclusive to Escalade Platinum)
* Magnetic Ride Control
* Power-titling and heated steering wheel
* Eight-inch navigation radio with new CompactFlash memory and auxiliary jack
* Rear-seat, DVD entertainment system
* Heated and cooled front seats
* Adaptive remote start
* Power liftgate

Also available is an advanced navigation system with real-time traffic, expanded voice prompts and 3D imaging of major landmarks.

Escalade also has a full array of safety features: Front row-dual stage airbags, head curtain side airbags for all passenger rows, front row thorax airbags, and front row seat pretensioners.









Tuesday, June 21, 2011

2012 cts-v

2012 cts-v
2012 cts-v
2011 Cadillac CTS Coupe has been launched by Cadillac Manufature , the last and most dramatic series of brand new models to reach production. Arriving in dealerships in August 2010 Cadillac CTS Coupe is a new luxury sports coupe designed in the middle of the line-up for the review of the brand.

Don Butler, Vice President – Cadillac Marketing said “CTS Coupe is the new focal point of Cadillac, expressing both our design and technical capabilities,”  and “It is intended to appeal to a new generation of car enthusiasts.”
 
The CTS Coupe emerged as a proposal inside Cadillac’s dedicated design studio, where designers develop and evolve the brand’s Art and Science design philosophy. It is powered by a 3.6L direct injected V-6 rated at 304 horsepower (227 kW). The high-performance CTS-V Coupe receives the same, 556-horsepower (415 kW) 6.2L supercharged V-8 found in the landmark CTS-V Sport Sedan.


2011 Cadillac CTS-V Coupe supercharged V8 that makes 556 horsepower. It comes with a six-speed manual transmission as standard equipment. It’s under $65,000. Not only that, but the larger cojones found on the V sedan are translated into the coupe’s styling, making for a car that’s at once audacious and vicious, with a beating heart of total lunacy.

Overall exterior Cadillac CTS-V dimensions are exactly the same as the base coupe, but the V-specific styling cues, namely the bulgier hood, sharper front grille, larger fog-light surrounds and the exposed dual pipes of the exhaust, define the strong character lines and overall shape.

Monday, June 13, 2011

2011 Lingenfelter Cadillac CTS-V Coupe - Specialty File

Lingenfelter’s 700-hp Cadillac CTS-V is a study in physics and “holy crap!”
2011 Lingenfelter Cadillac CTS-V Coupe
UAC.com - Like Red Bull–quaffing preteens laying waste to digital innocents by the dozens in Grand Theft Auto, we’re being desensitized. It isn’t graphic violence we’re being hardened against, though; it’s gratuitous horsepower. Outputs that once stopped us in our tracks and slackened our jaws now merit an entitled shrug. Well, good. A Cadillac needs 556 hp to, you know, feel like a Cadillac. But 700 is one of those numbers that still widens our eyes and brings a silent “wow” to our lips. Seven hundred hp is a reality check.
Reality Checks and Real Checks
For a surprisingly small sum, the laboratories at Lingenfelter Performance Engineering will amplify the 6.2-liter LSA V-8 under the hood of the Cadillac CTS-V from the stock 556 hp to a reality-check 700. Just $11,470 gets you an increase in maximum supercharger boost from 9.0 psi to 14.5, a new camshaft, new fuel injectors, and overhauled heads. Included in the reconstructive surgery are a port and polish and new valves, springs, and retainers. Cadillac is unlikely to honor the warranty on cars that emerge from Lingenfelter’s shop in Decatur, Indiana, which is why the tuner covers the engine and its upgrades with a two-year/24,000-mile guarantee. (We want to be the guy putting 12,000 miles a year on his 700-hp Caddy.)
Although Lingenfelter lists the $1400 Corsa exhaust that was fitted to this siege engine as a separate option, go ahead and consider that a necessary expense. It’s so good we can’t share with you how good it is. Its assault on our audio equipment was so fierce that we couldn’t get a reasonable recording to share. Imagine the sound of a demon with a pair of V-8s for lungs sucking your eardrums through one of those large-volume straws you get at Burger King. (Easy, right?) At idle, you can practically hear individual combustion events, and the rollicking blub-blubblub-blub-blub will already have the faint of heart reconsidering their decision to strap in. The way the LSA rocks the car at stoplights isn’t a T-Rex-walking-by, muscle-car shimmy, but it’s still a pleasant throwback.
Hold On to Something, We’re Going Hypersonic
But no worthy pilot drives a 700-hp car for its idle. That output isn’t merely a reality check, it’s a gut check. With the stock six-speed manual slotted into first gear, throttle inputs of more than 70 or so percent get earmarked for tire smoke, but once this raging machine gets traction, it reels in the horizon like few other cars on the road. The test results might be a bit misleading. The Lingenfelter’s 3.9-second 0-to-60 time is no better than the best we recorded from a stock CTS-V coupe (with the six-speed automatic), and the 11.8-second quarter-mile bests that car by only 0.4 second. But the 7-mph increase in trap speed is telling. From 60 mph to 140, the Lingenfelter CTS-V virtually mirrors the 10-mph increment times of one of the industry’s reigning accelerative champions, the Porsche 911 Turbo. A 700-hp tuned car matching Porsche’s factory effort might not seem like a big deal, but the CTS-V is heavier by about 700 pounds. Besides, the Porsche costs a lot more, and it doesn’t sound at all like a demon.
From the driver’s seat, pushing the Lingenfelter feels abusive. The modified LSA makes so much power at 4000 rpm that the driver feels as if a shift should be imminent (it betters the stock CTS-V’s 556-hp peak from 4300 rpm on), but Lingenfelter’s changes to the engine raise its redline from the stock 6200 rpm to 6800. What the company hasn’t done is change the programming of the shift lights surrounding the tach—engineers tell us they’re looking into it—that start blinking as the normal car’s redline nears. So after being crushed, wide-eyed, into the seat for a mind-altering pull through each gear, you have to ignore the shift light for a prolonged period. (Compulsive feints toward the shifter at first blink are forgivable.)
Again, there are incredible numbers behind these awe-inspiring feats. From 2000 rpm until about 6600, this car puts out more torque than the stock V does at its peak of 551 lb-ft at 3800 rpm. Lingenfelter’s LSA makes more than 600 lb-ft from about 2200 rpm to 5900 or so. And from about 2400 rpm all the way to 5000, it’s generating more than 650 lb-ft of grunt. This engine doesn’t so much have a torque curve as it has a straight line across the dyno chart—a very high, straight line.
Six Gears, Most of Them Extraneous
originalAt highway speeds, downshifting will get you to higher speeds in a hurry, but it is entirely optional. Notice how the car is actually 1.4 seconds faster from 50 to 70 mph than it is from 30 to 50 (this test is performed with the car in top gear). The engine is just hitting its stride at 70. We don’t formally record results for higher speeds in the top-gear test, but the 70-to-90 and 90-to-110 times follow a similar pattern. Even in sixth, the pull of this engine is addictive. You don’t need cruise control for comfort; you need it because a lazy flex of the ankle could land you in the back seat of a police cruiser. It’s another reason to go with the Corsa exhaust. No change in engine load goes unnoticed.
As Hennessey did with the 707-hp CTS-V sedan we recently tested, Lingenfelter left the chassis unmodified. Although the thought of throwing a 700-hp car into a sharp bend might seem imposing, the Lingenfelter CTS-V is incredibly tractable. (We even drove it in the rain and didn’t die.) Cranking on the wheel while stomping on the accelerator at corner entry is not recommended unless you have an EMT fetish, but once the car settles in a curve, you can feed it surprising amounts of throttle alarmingly early without its getting out of sorts. On the skidpad, this car bested the stock V coupe by 0.02 g, with a 0.92 performance. And the repeatability of the 156-foot stop from 70 to 0 mph is welcome, as the next corner will be coming up in a hurry.
The CTS-V coupe’s base price of $64,535 and the cost of entry for the Lingenfelter bits mean you could be sitting behind the wheel of your own 700-hp Cadillac for $76,005. With a couple of extras installed at the factory, the car tested here sported a few of Lingenfelter’s add-ons, including the mean black anodized aluminum pedals and aforementioned exhaust system that represent an additional $1570 and shouldn’t be considered optional. Big-ticket items included a Lingenfelter carbon-fiber engine cover for $1195 and a laser-etched shock-tower brace for $350. Add in a carbon-fiber intake tube ($90), chrome Lingenfelter fender badges ($44) and license-plate frame ($35), and Brembo brake fluid ($36), and you’re looking at $80,915.
Horsepower: A Better Investment Than a Hyundai
That price could put you in a BMW 6-series, Porsche 911 (without turbos), or Jaguar XK, none of which is half as frightening or awe-inspiring as the Lingenfelter CTS-V. Or if you already have a CTS-V, the $11,470 cost of the Lingenfelter package could buy the kids a nice used car. But if it were our family, we’d get the kids a Huffy and spend that money on horsepower. Come to think of it, we’re starting to take our 556-hp long-term CTS-V wagon for granted. We could probably use a reality check.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $80,915 (base price: $76,005)

ENGINE TYPE: supercharged and intercooled pushrod 16-valve V-8, aluminum block and heads, port fuel injection

Displacement: 376 cu in, 6162 cc
Power (SAE net): 700 hp @ 6500 rpm
Torque (SAE net): 690 lb-ft @ 4000 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 113.4 in Length: 188.5 in
Width: 74.1 in Height: 56.0 in
Curb weight: 4212 lb

C/D TEST RESULTS:
Zero to 60 mph: 3.9 sec
Zero to 100 mph: 7.9 sec
Zero to 130 mph: 12.6 sec
Street start, 5–60 mph: 4.2 sec
Standing ¼-mile: 11.8 sec @ 126 mph
Braking, 70–0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.92 g
FUEL ECONOMY:
C/D observed: 12 mpg
Source :  caranddriver.com

Wednesday, May 25, 2011