World Cars Motor Show

The Cadillac Provoq concept is a mid-size crossover with two rows of seating, driven by a fuel cell. It is an important vehicle to note at the North American International Auto Show in Detroit for two reasons: It takes GM??™s E-Flex powertrain technology to the next level, and it is the first glimpse of a new small SUV for Cadillac, known to date as the BRX.

The five-passenger concept (it actually made its world debut at the Consumer Electronics Show in Las Vegas), uses GM??™s E-Flex architecture that burst onto the scene at the 2007 North American International Auto Show with the Chevy Volt.

In this instance, it is a front-wheel-drive electric vehicle with all-wheel-drive capability. The Cadillac concept takes the E-Flex technology propulsion system to the next step??”and to a much larger vehicle than the compact Volt.

It also introduces the architecture to Cadillac, which is determined to brand itself as a technology leader, says Nick Zielinski, vehicle chief engineer of advanced system integration, who also worked on the Volt and is overseeing the Chevy Equinox FCV (fuel cell vehicle).

The Provoq has a 70-kW front-drive electric motor and two rear motors of 30 kW each. Zielinski claims it can run from 0 to 60 mph in 8.3 seconds and reach 100 mph.

The fuel-cell stack is fifth-generation technology. It is one-third smaller than the previous-gen stack, and it puts out 88 kW. The vehicle has a lithium-ion battery pack, good for 60 kW, and there is a plug for overnight charging.

GM??™s hydrogen-storage system of choice is two tanks that hold 13 pounds of compressed hydrogen at 10,000 psi, good for 280 miles of driving, Zielinski says. The batteries add about 20 miles to that range.

Total energy storage is nine kilowatt-hours or four-and-a-half hours of driving, Zielinski says.

There is enough power for a cold start. Once the vehicle is running, the fuel cell kicks in and can take stored energy from the battery as it idles. As the electric-only SUV begins to accelerate, it uses power from the fuel cell, grabbing more juice from the batteries if needed.

The Provoq has a brake-by-wire system and the automaker says it wants to better integrate electric drive and brake by wire, something that has been in the works since the Sequel concept, and Cadillac officials say much of the technology in the new concept was tested on the Sequel, as it is closer in size. The Cadillac is 190 inches long, has a 110-inch wheelbase, and is 65 inches tall and 75 inches wide.

GM is still working to bring down the cost of the battery pack and the fuel-cell stack, with visions of the vehicle actually being viable in 2010, Zielinksi says.

Technology aside, the concept also shows the evolving face of Cadillac, with a new grille and headlamps. But in a nod to the technology, it has active front grille louvers that only open when the fuel stack needs to be cooled; otherwise, they remain closed to improve fuel efficiency, Cadillac officials say.

Even the construction of the wheel spokes and polycarbonate fillers are smooth and flush to improve aerodynamics. To that same end, the mirrors are as small as possible and the door handles pop out with a touch.

Inside, designers set the mood with ambient lighting, and there is evidence of GM??™s continuing commitment to quality materials.

Cadillac officials were reluctant to discuss the vehicle platform underpinning the Provoq, but Jim Taylor, Cadillac general manager, confirms this is a first look at the BRX crossover. The BRX and a Saab counterpart, the 9-4X, hail from a new front- and all-wheel-drive platform dubbed TE that combines elements of the old Theta global compact-crossover architecture (the original Saturn Vue, Chevy Equinox, and Pontiac Torrent) and the Epsilon global mid-size platform. The new Vue rides on this modified architecture.

No Comments »Digg Del.icio.us Reddit
Filed under: Cadillac

When the last-generation CTS-V left the showroom, we admit we felt the 400-hp hole it left. But we??™ve already forgotten it, and you will, too, once you check the spec sheet for the 2009 version.

At the top of the list: the supercharged 6.2-liter LSA V-8, which is based on the LS9 in the 2009 Chevrolet Corvette ZR1. The ZR1??™s eight will make roughly 620 horsepower, so even lopping off an economy-car-sized chunk of output leaves the CTS-V??™s LSA with 550 horses and 550 pound-feet of torque. That??™s enough to propel the CTS-V to 60 mph in just over four seconds.

Allow us to amend Genesis 1:3: ???And God said, ???Let there be light.??™ And the light of blinding speed shone down.??? Hallelujah.

The supercharger is a sixth-generation Eaton slightly smaller than that fitted to the ZR1, and it mates to a one-brick intercooler versus the two-brick in the Vette. For the first time on the CTS-V, there is a choice of transmissions; a six-speed manual with a short-throw shifter and dual-clutch flywheel or a paddle-shifted six-speed automatic. LED flash tracers tell the driver when to shift, but obeyance is optional.

Just as Cadillac spent serious time developing the original CTS-V??™s N??rburgring credentials, this generation has spent much time incubating at various racetracks far from its Michigan home, including, of course, the Nordschleife.

The result is a ride height 0.6 inch lower than that of the base CTS, with spring rates 10 percent stiffer and magnetorheological shock absorbers like those found on the ZR1. These trick shocks read at one millisecond intervals and instantly alter the viscosity of their damping fluid to ensure that the CTS-V??™s body control always matches what the driver is doing. The car has a touring mode and a sport mode for the track.

Another unique feature helping the V to reach orbital acceleration likely to surpass 0.90 g is Performance Traction Management, which, instead of controlling wheel slip with the brakes, monitors wheel speeds and limits torque delivery to levels manageable with available traction. (There had better be an off switch for tail-out tomfoolery.) The technology is from GM’s racing program and will be available on the CTS-V near the end of the 2009 model year, joining Ferrari in offering the feature.

19-inch Michelin Pilot Sport 2s promise to find grip where lesser tires might give up. Decelerative duties fall to Brembos all around. Up front are 14.7-inch rotors squeezed by six-pot calipers, with 14.4-inch rotors and four-piston pincers in the rear.

The CTS-V??™s stance and larger wheels alone would suggest a higher performance potential, but there??™s no point in being subtle when you??™re packing this sort of firepower. Cadillac actually shrank the upper half of the CTS??™s split-level grille nearly to the size of the outgoing model??™s but enlarged the lower portion to nearly the same size. The hood is domed to clear the supercharger, and the front and rear fascias are unique to the V.

Recaro seats trimmed in a stain-resistant faux suede microfiber offer the driver a suitable throne and look the part; matching fake cowskin trims the shifter and the steering wheel. Other than a few additional trimmings, the CTS??™s excellent interior remains unchanged.

Cadillac will begin hunting BMW M5s and Mercedes E63 AMGs in the fourth quarter of 2008 for an as-yet-undisclosed price. We predict a $60,000 base. Time to get a Santa suit and a red bucket.

No Comments »Digg Del.icio.us Reddit
Filed under: Cadillac

Just when we thought Cadillac was going all Toyota on us, saving the planet??”well Planet Hollywood, anyway??”with its Escalade hybrid, we can take some solace knowing the brand still has its head right where it belongs.

Yes, Cadillac continues to introduce new embodiments of the big, showy, consumptive beasts that have made it, um, the Cadillac of automobiles for decades. And nowhere is that legacy more reverently honored than in the new Escalade Platinum edition.

According to the press release, the Escalade Platinum takes Cadillac??™s ???design, elegance, and technology to its fullest expression,??? which is saying something, since it can be argued that the standard Escalade is a pretty full expression of all that in the first place.

This is a fitting vehicle in which to debut light-emitting diode (LED) headlights among American-branded automobiles. The Platinum will feature multielement stacked LED headlamps starting in summer 2008, about four months after production of the Platinum commences.

The new lights are set inside a revised front end that mimics that of the Cadillac CTS sedan, which includes an all-chrome version of that top-to-bottom grille and a more angular, sculpted bumper.

Also new for the Escalade??”and new to a Big Three SUV maker??”is the fitment of Magnetic Ride Control, which involves the same sort of road-sensing magnetorheological shocks found on the Corvette, the Cadillac XLR, and even the Ferrari 599GTB Fiorano. We??™ve seen how effective these shocks are in smoothing out the ride of sports cars, and now we??™re curious to see how effective they are in maintaining proper body attitude in such a markedly different vehicle.

The Escalade has already gotten a thorough interior makeover for ??™08, but the Platinum appears to go a step further with serious material upgrades. The wood, for example, is real inlaid stuff and has switched places on the dash with the aluminum. The look is now downright presidential.

The dash, the door panels, and the center console feature contrasting hand-stitched materials??”much nicer. The seats and the center armrest are covered in soft Aniline leather, and we expect the latter piece will wear better than the vinyl-covered armrest in our long-term 2007 Slade, which looked like a padded toilet seat after about six months.

Pretty much everything that has ever been offered as an option??”as well as some new features??”will be standard on the Platinum, including heated and cooled cup holders, navigation, a heated steering wheel, and headrest-mounted video screens (in addition to a center flip-down screen) for second-row passengers. After all, we can??™t have any of those VIPs getting cricks in their necks on the way to that benefit party.

And, of course, getting there should be relatively expeditious, if not terribly easy on the earth, thanks to the non-Platinum Escalade??™s 403-hp, 6.2-liter V-8 and six-speed automatic transmission. No Escalade Platinum hybrid has been announced yet, but we wouldn??™t be surprised to hear Hollywood types start clamoring for one as soon as their hybrid Oscar shuttles arrive next spring.

The Escalade Platinum rounds out the series of Platinum editions, which includes the XLR roadster, the DTS, and the STS. Pricing has not yet been revealed but will likely be a few grand above a loaded Slade??™s $66,895 sticker.

No Comments »Digg Del.icio.us Reddit
Filed under: Cadillac

The sedan that jump-started Cadillac??™s recent renaissance has undergone its own renaissance for 2008. Thoroughly reworked from its cheese-grater grille to its twin tailpipes, the CTS is snappier-dressed and better endowed for ???08, with a new interior and available all-wheel drive to boot. Could we have a true BMW 3-series fighter on our hands? We??™ll have to drive it to find out of course. In the meantime, this is what we know about the newest baby Caddy.

The new CTS??™s newfound beefiness starts with a two-inch wider track front and rear that lends some real athleticism to its stance. The wheelbase is unchanged from ???07, but overall length grows by an inch and a half and width expands by two. Also contributing are the CTS??™s faster rear window, more elegantly sculpted flanks, LED ancillary lighting elements, and, oh yeah, that two-dozen-jumbo-size-egg-crate grille. Though we??™re not fond of unnecessary glitz (such as the ???side air extractors??? that are popping up on everything from the Ford Focus to the Jaguar XK), Cadillac??™s ???art and science??? design theme nonetheless seems to be maturing well, if this second version of the CTS is any indication.

Also new is the interior of the 2008 CTS, which is designed with far more elegant shapes and rendered in upgraded materials throughout. Cadillac is promising a more premium feel, thanks to hand-crafted interior fittings, French stitching, and other tokens of refinement. The former CTS??™s PC-inspired center stack has been replaced by a more cockpit-like arrangement. Rear seat legroom and shoulder room are both increased by more than an inch, though most other dimensions are roughly the same.

Always a competant, rear-drive handler but a few paces behind the leaders in the powertrain department??”the 400-hp CTS-V notwithstanding??”the first-generation CTS never mustered the strength to put up a serious fight in the compact sport sedan class, especially now that such slick sedans as the Infiniti G35 and, of course, the BWM 335i are dancing in the ring. The 2008 CTS, however, is lacing up its gloves backed by a much more comprehensive??”and competitive??”line of engines, transmissions, and now, a choice of rear- or all-wheel drive.

The current model??™s 255-hp 3.6-liter V-6 will carry into ??™08, and the 210-hp 2.8-liter six is dropped for the U.S. market. That makes the base motor for North America the 3.6, which gains 3 horsepower (to 258) and holds steady at 252 lb-ft of torque. Even bigger news, however, is an amped-up version of the 3.6 that, thanks to direct injection, produces a much juicier 300 horsepower and 270 lb-ft of torque. All motors will be available with manual or automatic transmissions, each with six forward gears (last year??™s auto was a five-speed unit). On-demand all-wheel drive will be offered with the 258-hp 3.6-liter-and-automatic combo.

A limited-slip differential will also be offered, as will a performance suspension package that will include 18-inch wheels in place of the standard 17s. The braking, suspension and steering systems have also undergone extensive changes said to increase responsiveness and feel, a claim we look forward to verifying on our own.

It is almost certain that Cadillac will offer a coupe version of the second-gen CTS, as well as a wagon. The wagon? would slip in below the crossover SRX in the U.S. market, but would be of most interest? to European Cadillac dealers? who have struggled to meet sales targets. About 18 months down the road, Cadillac will introduce a replacement for the fire-breathing, Corvette-powered CTS-V that??™s won over many a heart and mind here on Hogback Road. Expect at least 500-horsepower, because that’s the number mustered by the BMW M5 and AMG 63 Benzes. There would also be a V-series coupe, which would square up against the upcoming V-8-engined BMW M3.

No Comments »Digg Del.icio.us Reddit
Filed under: Cadillac

When cultural historians get around to sorting out the golden age of bling, we??™d bet big money this vehicle will emerge as the era??™s poster car. It??™s not a distinction Cadillac set out to achieve, and the term makes at least some folks from the engineering and product-planning ranks wince when they hear it. But there??™s no denying the Escalade??™s popularity with various high-visibility individuals ??” professional athletes, X-gamers, pop stars ??” and there??™s no denying that, as a consequence, the new Escalade had to upstage the bling quotient of its predecessor.

Looks like mission accomplished to us. Check the bigger grille, inspired, according to the divisional publicity mill, by the Cadillac Sixteen show car of 2003. Check the ???tri-element headlamps,??? with their high-intensity-discharge lights. Check the ???front fender vent ports,??? which neither vent nor port. Check the ???layers of chrome accents.??? Check the optional 22-inch chrome alloy wheels. Got bling? Oh, yeah.

Of course, Cadillac wants us to look past any perception of pandering to the 15-minutes-of-fame folks and look at vehicle virtues. Of which there are many ??” for a vehicle of this type. The foundation, for example, is the new GMT900 full-size SUV and truck platform, a whole order of magnitude stiffer than its predecessor ??” 49 percent improved in torsional rigidity, according to Cadillac. That sounds like the difference between linguine al dente and the Brooklyn Bridge, but a little time at the big Caddy??™s helm does seem to vindicate this assertion. Firmer underpinnings, a wider track (plus three inches front, one inch rear), a new coil-spring front-suspension system, stiffened suspension mounting points, a new power rack-and-pinion steering system, revised four-wheel drive, and an upgraded braking system combine to make this Escalade noticeably more responsive than the previous edition, with shorter stopping distances.

But let us not confuse ???noticeably more responsive??? with nimble. We??™re talking agility distinctions among members of a herd of elephants, perceivable within the group but hard to discern by the gazelles prancing around the periphery.

The chassis and suspension enhancements are easier to appreciate in the realm of ride quality. Cadillac publicity materials refer to this trait as an ???unwavering ride,??? which conjures up some intriguing images. Let??™s say taut but supple, with less of the up-and-down motion of the previous generation, which adds up to a stronger sense of control. The Escalade irons out unruly patches of pavement without resorting to the mushy suspension tuning that still afflicts so many big SUVs, and the steering actually lets the driver know what??™s going on, a welcome improvement on the overly assisted recirculating-ball system previously employed.

The most tangible dynamic upgrade, though, is one that will be the easiest for customers to appreciate, simply by tramping on the gas pedal. The previous Escalade offered two V-8 engine choices: a 285-hp, 5.3-liter edition in the rear-drive model, and a 6.0-liter version rated for 345 horsepower and 380 pound-feet of torque. That??™s not exactly tepid, but the ??™07 Escalade trumps it with a new 6.2-liter all-aluminum cam-in-block (the word pushrod has been banished from the GM lexicon) eight whose increased displacement is enhanced by variable valve timing. Active Fuel Management (formerly known as Displacement on Demand) isn??™t a feature yet, but GM says it??™s coming. In any case, it adds up to 403 horsepower at 5700 rpm and 417 pound-feet of torque.

Better still, the bigger, lighter engine (the previous Escalade eights had iron blocks) is paired with a new six-speed automatic transmission (6L80), a vast improvement on the previous four-speeds. It also includes a manumatic function that allows the driver to shift for him- or herself, although that sporty touch seems superfluous in a vehicle weighing almost three tons. But never mind. The added gearsets make the most of the engine??™s robust output, and the bottom line is a dramatic improvement in the fast-forward department.

Although it has slightly higher power ratings than the version of the engine used by GMC (plus 23 horsepower), our tester was a tick slower to 60 mph than the Yukon Denali we put through its paces last month, a disparity we ascribe in part to the Escalade??™s slightly higher mass (5793 pounds versus 5610) and green engine ??” there were fewer than 200 miles on the odo when the Escalade showed up at Hogback Square.

So, improved dynamics and all-around hustle. But aside from vigorous throttle response, and that unmistakable face, the update elements that will matter most to buyers are inside. And we think what they??™ll see will make them happy. The biggest single improvement is the instrument panel, which not only looks thoroughly contemporary but, at least as important, has also been moved forward and down, opening up sightlines and expanding the sense of cockpit roominess. There??™s also more fore-and-aft front-seat travel, more second-row leg- and kneeroom, and more headroom in the third row, although the accommodations back there still won??™t make adult-size people comfortable for long, and headroom in general isn??™t really scaled to NBA-size occupants.

On the other hand, there??™s more cargo space behind the rearmost seats, and the second-row seatbacks have a power-fold feature that makes it easier to load stuff or expedite entry to the third row. And getting at the post-third-row storage is easier, thanks to the power liftgate. Power-assisted elements like these may sound a little hedonistic, but like ATM cards, they??™re features that make you wonder how you managed to exist before they were invented. Besides, hedonism is part of the deal here.

More inside story. In addition to its IP, which is not shared with GM??™s other full-size utes, the Escalade??™s interior is finished in soft-touch, low-gloss materials, tight seams, and, of course, Nuance leather. Don??™t forget the three-row curtain airbags. And the giant (by in-vehicle standards) 8.0-inch flip-down rear-seat DVD option. Or the 5.1 Bose digital surround-sound audio system, with DVD, CD, MP3, and satellite-radio capabilities. Consistent with the bling mission, there??™s enough bass in this system to provoke seismic tremors.

There are other goodies ??” remote starting, rear parking assist, a heated-steering-wheel option. Still, we have questions. For example, where??™s the one-touch-up power-window feature? Why has GM failed to figure out a way to install a dead pedal in its large SUVs? Where??™s the steering-wheel telescoping feature? Why is the tilt feature manual rather than powered? Why is the ignition switch still set into the steering column, when there??™s no column lock? Why isn??™t there an entry-assist handle for the driver? Why does this pricey SUV have a heavy, removable third row that folds, but not flat, instead occupying a lot of space? The six-speed is a smoothie, but will it be worth the diminished towing capacity ??” 7400 pounds versus a max of 8100 for the previous incarnation ??” to people who drag big trailer boats across the landscape?

We also note a disparity between interior noise levels of our previous Escalade tester and the new version. Although the development team paid a lot of attention to this, achieving commendable results in the area of wind noise, our decibel meter showed across-the-board higher readings (idle, wide-open throttle, 70-mph cruise) for the new Slade versus its predecessor. And even though Cadillac is proud of the Escalade??™s fuel-consumption ratings ??” 13 city, 19 highway ??” these numbers won??™t inspire hosannas at the gas pump.

Still, there??™s no question that this is a better Escalade. And pending a head-to-head confrontation, there??™s no question ??” in our minds, at least ??” that the new Escalade visually upstages the Lincoln Navigator due in showrooms this fall. In fact, the folks at Cadillac see the Lexus LX470, Mercedes GL-class, and Infiniti QX56 as stronger competition. Predictably, they omit the GMC Yukon Denali, which is essentially the same vehicle, minus the Escalade??™s fancier interior and minus the bling. Whether those elements will be worth the extra nine or so grand that separates these two new upscale big rigs is something buyers will have to decide for themselves.

No Comments »Digg Del.icio.us Reddit
Filed under: Cadillac