New Car 2011 - Used Cars and Concept

Seen here is what is likely the Camaro SS!! It was spotted by one of our members with his cellphone in Mesa, AZ, outside the GM proving grounds. It is being tested concurrently with other similarly configured Camaros in the GM proving grounds. From what we can see, the car's distinguishing body work includes the black hood stripe and hockey stripes running down the sides of the car.Wow. Very wow. With enough treatment they can even make white tolerable. Whistling? Is someone inferring forced induction on the only V8 option available at launch? I'd be pretty surprised....

Camaros have always had striping / decals available as far as I know. I hope they take their time and don't make them tremendously cheesy like some of the new MOPAR flat black / hugely orange peel textured Stang ones (how did they mess up stickers......). I like the placement so far at least. Woulda gone with red or hugger orange on the white car but we'll wait and see. Looks great
V for Vendetta: Cadillac makes the jump from knuckle dragger to sophisticate in one leap.



You knew GM had finally gotten serious in 2004 when it offered a Cadillac that only came with a manual transmission.

In a move that probably cost the company quite a few sales to the gridlock-challenged and performance poseurs, the first-generation CTS-V (2004–07) came exclusively with a six-speed stick. Think about that for a minute. The last time a Caddy was offered without an automatic option was in 1942.

What had Cadillac wrought? In our initial road test [March 2004], we informally pitted that first-generation CTS-V against the contemporary BMW M3 and M5. Although that CTS-V lacked refinement and had its share of warts, we were suitably impressed with the GM luxury division’s first serious attempt at building a bona-fide Bavarian-style supersedan. A later comparison [“Executive Adrenalators,” November 2004] placed the CTS-V ahead of a Mercedes-Benz C55 AMG but behind an Audi S4.

Since that first CTS-V, Cadillac has rolled out other V-series products, and each one has solidified and legitimized the future of the very young performance brand. As the first of the V-series products to enter its second generation, the 2009 CTS-V is 4292 pounds of proof that the days of GM letting ordinary cars languish for years and discontinuing performance models just as they achieve a whiff of greatness seem to be in the past. The General now appears committed to evolving product, amellorating flaws, and creating competitive vehicles.



Built upon an evolution of the same Sigma architecture as the original, the CTS-V rides on the same 113.4-inch wheelbase but is fractionally larger in track, width, and length. Despite a couple of weight-saving measures—an aluminum hood and forged aluminum wheels—curb weight is up by a considerable 385 pounds, to a grand total of 4292 for our giant-sunroof-equipped, fully loaded manual-transmission test vehicle. (Fun fact: That’s a mere 109 pounds lighter than the Toyota Highlander in this issue’s SUV comparo.) And yet, like the nearly 4000-pound Nissan GT-R, the Cadillac somehow suspends the laws of gravity.

A big part of the Newtonian bitch slap is the 556-hp, supercharged 6.2-liter V-8. Dubbed LSA, the Caddy engine could be considered a slightly detuned version of the ZR1’s 638-hp LS9, but its titanium-free valvetrain and connecting rods and its conventional wet-sump oil system actually make it more akin to a supercharged version of the standard Corvette 6.2-liter.
Transmitting the power to the road is a Tremec TR6060 six-speed manual gearbox that exhibits crisp low-effort shifts and rights the wrongs of the previous generation’s shifter that had the grace of a shoulder popping in and out of its socket. The two-disc clutch offers excellent modulation and light effort that escaped the previous CTS-V. For those who’d rather let the car do the work, there is now an optional six-speed automatic with steering-wheel-mounted paddle shifters.

Cadillac is hoping to inspire wagon-mania.

Wagons are wildly popular in Europe, and the new mandate at Cadillac is to design global vehicles—ergo North America will get a CTS Sport Wagon next spring.

General Motors chose the Pebble Beach Concours d’Elegance for the world premiere of this extension of the popular CTS family.

Cadillac is now selling more CTS sedans than any other product in its lineup, says product director John Howell. “As we developed the CTS it became clear there were opportunities to do more than a sedan,” he says.

First to be confirmed was the 2010 CTS coupe, slated to begin production in the fall of 2009. But now, beating it to the punch will be the wagon when workers start building them early next year at GM’s plant in Lansing, Michigan, for shipment to dealers in the spring of 2009. Because the front end sheetmetal, powertrains, and interior are all shared, officials say there is manufacturing flexibility to switch the mix easily to meet demand of any one of these body styles.

The family wagon shares its 113.4-inch wheelbase with the sedan, but is actually 0.7 inch shorter in total length. It offers 25 cubic feet of cargo room behind the rear seats, accessible via a power liftgate. The “roof load management system” is designed to blend with the roofline and the center section of the roof panels actually angles down to hide the cross bars. Design director Dean Clay says the look was designed to create a subtle fin effect. If the nuance is lost on you, don’t worry, the important thing is that it does help disguise the roof rack.

Under the hood is GM’s direct-injection 3.6-liter V-6 cranking out 304 horsepower. It likes regular unleaded gas and GM says it will match the sedan’s 26 mpg on the highway. The base engine is the non-DI 3.6-liter that musters up 263 hp and 253 lb-ft of torque. Both mills are mated to six-speed transmission, both manual and automatic.

Once Again, Torquey Diesels Are Not For Us

A 250-hp, 2.9-liter turbo-diesel V-6 is being developed for Europe and Asia. The diesel-powered version will be shown in October at the Paris auto show, but execs say there are no current plans to offer it in the U.S.

The wagon has available all-wheel drive, unique 19-inch wheels, and an optional larger panoramic sunroof.

For Dean, this is a way to stretch the language of Cadillac and the hope is the sleek, raked look; deep slivers of taillamps that extend from the roof to the bumper; the crease across the back; chrome accent line along the roof; and LED lighting will win the favor of those who have failed to appreciate wagons in the past. We gotta admit it’s striking, and the view of the rear is arguably one of its best features.

Howell admits it will be a bit of an experiment offering a wagon in the U.S., whereas it is expected to be a slam dunk in Europe where half of the mid-size vehicles sold there are wagons. But tastes are ever-evolving and buyers are always seeking something new, Dean says, noting the trends from minivans to SUVs to crossovers. Asked about the failure of the Dodge Magnum to catch on with buyers, leading to the decision to kill it, Dean says the Magnum was a very large car, with polarizing style. The CTS wagon is a size smaller, and shares the popular design of the rest of the CTS family. As for a CTS-V wagon, executives smile and say it is an option. (Please?)

Next-Gen SRX Also Coming Next Year


It will be a busy year for Cadillac in 2009; sandwiched between the intros of the CTS wagon and coupe will be the launch of the next-generation 2010 SRX crossover. This jaunty SUV will go into production in the second quarter of 2009.