2008 Cadillac CTS

You're looking at the single most important car Cadillac will launch this decade. The new 2008 Cadillac CTS will prove once and for all whether GM's luxury division can truly deliver on the promise of its radical "Art & Science" styling revolution and run wheel to wheel with the likes of Audi, BMW, Lexus, and Mercedes-Benz. There's a lot at stake for GM with this car: prestige, credibility, and the corporation's reborn faith in the primacy of product. By definition, there's also a lot at stake for the American auto industry: "Hey, forget pickup trucks, guys. We can do this stuff, too."


With its edgy panels, wedgy stance, and bold light graphics, the new Cadillac CTS appears a straightforward design evolution of the current car. That's no bad thing: Although now in its final model year, the current Cadillac CTS is selling better than ever. But you only need to walk around the 2008, to run your hands over the surfaces, to eyeball the details to realize this is probably the most revolutionary Cadillac sedan in decades. And here's why: You can see GM has spent serious money on this thing.
The front fender is a case in point. If you look closely at where the fender meets the base of the A-pillar, you'll notice not only the die-cast metal (not plastic) chrome vent, but a near bas-relief effect around it that's as ordered and intricate as a Frank Lloyd Wright faade. "My head still has the dents in it from the clubbing I got from the manufacturing guys," laughs exterior designer John Manoogian. "They told me it would defy the laws of physics to try and stamp that thing."



But stamp it they did. Along with the rear quarter panel that includes a crisply chiseled notch wrapping around the leading edge of the C-pillar, doors with a gash like a thumb run though wet clay that starts near the bottom of the front fender and runs to a point above the rear-axle centerline, and an aluminum hood that features hypnotic combinations of positive and negatively curved surfaces, sharp creases, and soft transitions.
In terms of sheer manufacturing competence, the precise, complex execution of the sheetmetal rivals that of BMW. But it's more than just a panel engineer's masterclass: In the metal the new Cadillac CTS oozes a character and charisma the somewhat cold and clinical current model lacks. "The idea was to use a little more art and a little less science so the car didn't look so computer generated," says Manoogian of the new Cadillac CTS. "We wanted the car to look as if the surfaces were all developed by hand."

2008 Cadillac XLR-V

It idles smoother and quieter than a garden-variety Cadillac XLR. Only the 19-inch rolling stock, mesh front grille-work, stainless-steel tailpipes, and a discreet badge or two hint that this version of Cadillac's edgy two-seat roadster is different from others. But mash the throttle, and you'll know it is: The intake tract moans, the supercharger whines, and the flapper valves in the mufflers open to let the exhaust breathe free. Oh, and there's another indicator: The speedometer needle will pass the "60" mark in 4.5 seconds.


Cadillac appears serious about its "v-Series" performance sub-brand, and why not: AMG and M have worked like charms for Mercedes-Benz and BMW. Brewing up high-powered versions of mainstream models isn't a new idea. But it is a smart one that adds brand value and exclusivity, sells more cars, and pleases enthusiast drivers and lead-footed car-magazine geeks. Like us.
The Cadillac XLR already had some good stuff going for it, such as a chassis designed and built by the same gang that brings us the Corvette. A Northstar V-8 motor. Unique B2 bomber-like styling. And a trick, retractable hardtop. To that foundation, add more power, handling, braking, interior upgrades, overall 'tude--and a six-figure price tag--and you have the Cadillac XLR-v.


The heart of Cadillac's third v model is a supercharged Northstar that's been thoroughly reengineered; more of it is new or revised than is carried over from the naturally aspirated version. Displacement drops from 4.6 to 4.4 liters via a slight bore reduction. The blower is a Roots-type design, and unique manifolding places it low in the engine valley. The integrated intercooler is a neat bit of work. Instead of looking like a repurposed radiator, it's made up of extruded aluminum tubes that bristle with cooling fins.
Considerable attention was paid to noise/vibration/harshness control. Variable valve timing on intake and exhaust cams was retained to ensure a wide, flat powerband, and block and heads are aluminum. Routing the exhaust through the chassis center tunnel and squashing the oil pan enough for the Northstar to clear the Cadillac XLR's low hood account for the 26-horse deficit relative to the STS-v sedan.

2007 Cadillac Escalade

Take a walk around the '07 Cadillac Escalade and it's basically the same size as its predecessor. But the platform is completely new. Along with the 2007 Chevrolet Tahoe and GMC Yukon, this new Cadillac Escalade rides on a fully boxed frame with hydroformed rails in the front and rear. According to David Schiavone, product manager for the Cadillac Escalade, bending rigidity has improved 35 percent, and torsional rigidity is up 49 percent.

Overall length measures 202.5 inches, an increase of 3.5 inches over last year, while wheelbase, width and height are the same. Compared to the Lincoln Navigator and Infiniti QX56, the Escalade is about 5 inches shorter nose to tail, with a 5-inch-shorter wheelbase. To improve handling and smooth out the ride, engineers widened the Caddy's front track 3 inches (now 68 inches) for 2007, while the rear track is up 1 inch (67 inches).

In place of the old truck's independent torsion-bar front suspension, the '07 Cadillac Escalade gets a more sophisticated coil-over-shock design with a larger 36mm stabilizer bar. In back, there's still a five-link solid axle setup, though the rear stabilizer bar measures 28mm to last year's 32mm. All suspension mounts are stiffer this year, Schiavone tells us, and the adaptive Road Sensing Suspension remains standard fare. Rack and pinion steering is new, and it should be a significant improvement over the 2006 model's sloppy, recirculating-ball setup.



Braking has never been a strong point for the Cadillac Escalade, so engineers addressed that as well, fitting the '07 model with an all-new brake system that includes larger rotors and stiffer front calipers. The ABS is more sophisticated this year, but we would have liked to see Cadillac add Electronic Brakeforce Distribution and BrakeAssist as well.

Eighteen-inch wheels are standard, with the 22s, which come wrapped in Bridgestone performance tires (285/45R22), available as an option. Cadillac didn't originally plan to offer wheels that large, but customers wanted them. If you've read about the danger of dubs, rest assured that Cadillac has you covered on the safety front. "We designed the 22s to mate with the ride and handling of the vehicle," Sipes says.

Sirloin Under the Hood
Three hundred forty-five horsepower doesn't astound like it used to, so engineers bored out the Cadillac Escalade's 6.0-liter V8, turning it into a 6.2-liter that pumps out 403 hp at 5,700 rpm and 417 lb-ft of torque at 4,400 rpm. That gives the Caddy an easy 100-hp edge over the Navigator and allows it to take back the torque crown from the QX56 (390 lb-ft). Additionally, unlike the outgoing 6.0-liter, the 6.2-liter has an aluminum block.

More impressive than its big horsepower number is the fact that this pushrod engine uses variable valve timing on both its intake and exhaust valves to improve acceleration and efficiency — it's the first mass-produced OHV engine to incorporate this feature. Starting in 2008, Cadillac will equip the Escalade with cylinder-deactivation technology (GM's Displacement on Demand) as well, which should further improve fuel mileage.

Without DoD, Sipes says the '07 model should do 2 mpg better on its highway estimate than the 2006 model, which is rated at 17 mpg highway and 13 mpg city. If true, this is impressive considering the new truck weighs 250 pounds more than its predecessor and delivers 58 more horsepower.

Much of the credit for the improved fuel usage has to go to the new six-speed automatic transmission. With the wider gear spread, engineers were able to use a shorter first-gear ratio to give the Cadillac Escalade more off-the-line kick, while lowering the final-drive ratio from 3.73 to 3.42 to improve fuel economy. The new transmission also offers a manual-shift mode.

Look into the cabin of the 2006 Cadillac Escalade and there's leather and wood, but it's obviously tacked onto a 10-year-old pickup skeleton. In contrast, the 2007 version looks like a genuine luxury vehicle. The two-tone dash has graceful lines that easily accommodate a large navigation screen and generous walnut inlays. Soft-touch surfaces are everywhere, as they should be in this class, and they have attractive European-style grain patterns. The steering wheel is no longer an eyesore, and it frames a set of white-and-blue electroluminescent gauges. A Bose 5.1 Surround Sound audio system is standard.



Although almost all of the Cadillac Escalade's competition now use console-mounted shifters, Cadillac has stuck with the tried and true column-mounted lever.

Depending on your passenger-hauling needs, the 2007 Cadillac Escalade can be equipped to accommodate six, seven or eight. Heated front seats are standard, but you'll spend a little extra to cool your backside and heat the steering wheel.

The Cadillac Escalade has never been a safety leader, but that could change in 2007. Cadillac's StabiliTrak stability control system is standard, and as on the Navigator, it now incorporates a rollover avoidance feature that measures the vehicle's pitch angle and activates the system if necessary.

Rear park assist is included on every Cadillac Escalade, but if you order a navigation system, you get a handy rear backup camera as in the QX56 and LX 470. Standard remote start lets you make a quick getaway when you need to, and the system even automatically begins heating or cooling the interior.

Finally, the '07 Cadillac Escalade spreads some goodwill, as it's designed to do less damage to smaller vehicles in frontal and offset collisions, thanks to collapsible brackets on its front frame rails.

If you're not blinded by all the chrome and horsepower, the 2007 Cadillac Escalade is available with virtually every safety and luxury feature you could want. That doesn't exactly make it a sensible purchase, but full-size luxury SUVs have never been for sensible people anyway. And according to Jeff Kuhlman, the director of Cadillac Communications, "You can expect prices of the Cadillac Escalade to be in the neighborhood they are today."

2008 Cadillac CTS

General Motors has revealed the 2008 Cadillac CTS — an all-new version of its popular midsize sedan, on display at the Detroit auto show this week. The new model is wider and longer than its predecessor, with a 113-inch wheelbase the only unchanged measurement. Some of the most noticeable changes come to the interior, which GM promises will be extremely competitive with European rivals.

The base model features a 3.6-liter variable-valve-timing V6 with 258 horsepower. A direct-injection version offers 300 horsepower. GM is expected to introduce a high-performance Cadillac CTS-V for the 2009 model year at a later date.



Like its predecessor, the 2008 Cadillac CTS is offered with rear- or all-wheel-drive. Some suspension, braking, and steering improvements from last year's Cadillac CTS-V have been added to the standard Cadillac CTS. Optional features include iPod integration, swiveling headlights, Bose premium audio, and remote start.



The Cadillac CTS's success was credited to its appearance in The Matrix Reloaded. When creating the film, the creaters of the film were looking for a car for a chase scene for the film, and were looking for a car that would fit the atmosphere of the film. General motors heard about this, and suggested the Cadillac CTS to the filmmakers. They also suggested the Escalade, but the filmmakers rejected it. They showed more interest in the Cadillac Escalade EXT, but it wasn't scheduled to go into prototype stage until 2001. Because of this, General Motors took production Chevrolet Avalanches and converted them into Escalade EXTs using prototype parts. Joel Silver, the creater of The Matrix stated, "We selected Cadillac to play a major role in The Matrix Reloaded because we knew the Cadillac CTS and Cadillac EXT could handle our rigorous production demands, as well as fit seamlessly into the innovative, hyper-stylized world of the Matrix." Ten Cadillac CTS prototypes were used for the film, each showing different extents of damage.

Cadillac Coupe deVille 1949

The Coupe deVille was introduced by Cadillac late in the 1949 model year. Part of the Cadillac Series 62 line, it was a closed, two-door coupé, Cadillac's first pillarless hardtop. Intended as a prestige model, at $3,497 it was one of the most expensive models of the Series 62 line. It was luxuriously trimmed, with leather upholstery and chrome 'bows' in the headliner to simulate the ribs of a convertible top. The first-year Coupe deVille sold 2,150 units, but 1950 sales were more than double, and 1951 more than doubled those of the previous year. By 1961 it was one of the company's most popular models, with annual sales above 20,000.



In 1956 the Coupe deVille was joined by the Sedan deVille, a four-door hardtop sedan. The Sedan deVille would ultimately outlive its two-door predecessor. In 1959 the DeVille line was separated in a distinct Series 63.



The Coupe deVille, like other Cadillacs, grew substantially larger and more powerful from 1949 through the early 1970s. By 1973 it was 4 in. (101.6 mm) longer in wheelbase, 17 inches (431.8 mm) longer overall, and more than 900 lb (408 kg) heavier, and its standard V8 engine had grown from 331 in³ (5.4 L) to 472 in³ (7.7 L).