German Car Zone

WOW...that is quite nice. The interior is SO copied from the DBS that it's not even funny. But I don't care, this is great. And it will be decently priced, I hope.

i wonder how it handles on the curves.

Given the recent trend from GM, I'd bet that it handles quite well.

PRESS RELEASE:
2009 CTS-V: CADILLAC'S ULTIMATE EXPRESSION OF PERFORMANCE AND LUXURY

DETROIT - As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand's ultimate expression of performance and luxury.

Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac's acclaimed V-Series of high-performance models, CTS-V delivers an estimated 550 horsepower (410 kW). More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control.

"The CTS-V represents the full extension of our design, technology and performance capabilities," says Jim Taylor, Cadillac general manager. "The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world's most exclusive and capable cars."

As an all-new version of the CTS sport sedan was prepared for 2008, Cadillac engineers and designers began to scheme a new CTS-V that would reach much higher in terms of performance and luxury. Through the original CTS-V, Cadillac proved it could develop a very potent, high-performance sedan. The challenge for the 2009 model was enhancing every aspect in a comprehensive manner, along with reaching higher performance limits.

Several key technical and design elements combine to transform the already highly capable CTS into the new V-Series. Like the existing CTS, the V-Series is the product of an intensive development process across North America and Europe, including famed test tracks and millions of miles of road. Supporting Cadillac's ongoing global expansion, the 2009 CTS-V is planned to be offered outside North America for the first time, including exports to Europe, the Middle East and Asia.

Sophisticated technical enhancements
The 2009 Cadillac CTS-V features the world's fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally "read the road" every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

MRC technology first appeared on the Cadillac STS performance sedan and has been used on some of the world's most celebrated cars, including the Chevrolet Corvette and a select few European sports cars.

Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch.

Performance Traction Management uses the same sort of electronics as stability control programs such as Cadillac's StabiliTrak system, but applies it in a different manner. Rather than monitoring and controlling wheel slip to assist in stopping or slowing the car, PTM regulates torque delivery to instantly match the available tire grip for maximum acceleration.

CTS-V also includes sophisticated braking and tire systems, in partnership with two companies renown for high-performance technology: Brembo and Michelin. Brembo brakes are at all four corners and include powerful, six-piston calipers in the front and four-piston calipers in the rear. Michelin worked with Cadillac engineers to develop its acclaimed Pilot Sport 2 (PS2) summer tire for CTS-V and its 19-inch wheels.

And, of course, there is the matter of power. It has increased nearly 35 percent for the '09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 hp (410 kW) and 550 lb.-ft. (745 Nm) of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance.

Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steering-wheel-mounted paddle shifters. It is the first automatic offered on the CTS-V.

Accentuated design elements
The 2009 CTS-V extends Cadillac's acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan's well received cabin, while adding some elegant and purposeful accents.

V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seats include pneumatic bolster controls in the seat cushion and backrest.

A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede's inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high-performance driving.

The car's integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a "pop-up" screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability.

The exterior of the new CTS-V amplifies the assertive stance and elegant details of the standard car, and communicates the car's remarkable capabilities. The dihedral Cadillac grille is larger to enable more air intake and features a satin finish. The raised hood encompasses the supercharged engine, and new front and rear fascias identify the vehicle as a V-Series. The car's 19-inch wheels enhance its stance on the road.

The founding member of the V-Series, CTS-V was initially offered in 2004 and sold primarily in North America through the 2007 model year. The supercharged STS-V and XLR-V were added in 2006 to make the V-Series an exclusive trio of models all capable of zero-to-60 acceleration in less than five seconds with enhanced overall performance and luxury features.


2009 CADILLAC CTS-V: PRELIMINARY SPECIFICATIONS
Overview

• Model: 2009 Cadillac CTS-V
• Body style / driveline: rear-drive four-door high-performance luxury sedan
• Construction: unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension assembly
• EPA vehicle class: midsize car
• Manufacturing location: Lansing Grand River Assembly, Lansing, Michigan
• Key competitors: BMW M-5, Mercedes Benz E55 AMG, Mercedes Benz E63 AMG

Engine

• Type: 6.2L supercharged V-8 (LSA)
• Displacement (cu in / cc): 376 / 6162
• Bore & stroke (in / mm): 4.06 / 103.25 x 3.62 / 92 mm
• Block material: cast aluminum
• Cylinder head material: cast aluminum
• Valvetrain: overhead valve, 2 valves per cylinder; 0.492-in (12.5 mm) lift
• Supercharger: Gen. 6 R19 with single brick intercooler; 1.9L displacement w/4-lobe rotor design
• Fuel delivery: SFI; center feed
• Ignition: direct-mount ignition coils; extended-life dual platinum-tipped spark plugs
• Compression ratio: 9.0:1
• Horsepower (hp / kW @ rpm): 550 / 410 @ 6200 (est)
• Torque (lb-ft / Nm @ rpm): 550 / 745 @ 6200 (est)
• Recommended fuel: premium recommended but not required
• Maximum engine speed (rpm): TBD
• Additional features: pan-mounted oil cooler; cast pistons; high-flow cylinder heads; block-mounted piston squirters; steel crankshaft w/ 8-bolt flange; close-mounted converters; acoustic engine cover; E67 engine controller
• Estimated fuel economy: TBD

Transmissions

• Type:
  • Tremec TR6060 six-speed manual; fully synchronized with single overdrive
  • Hydra-Matic 6L90 six-speed electronically controlled automatic overdrive with torque converter clutch
• Gear ratios (:1) Tremec / Hydra-Matic
• First: 2.66 4.02
• Second: 1.78 2.36
• Third: 1.30 1.53
• Fourth: 1.00 1.15
• Fifth: 0.80 0.85
• Sixth: 0.63 0.67
• Reverse: 2.90 3.06
• Final Drive Ratio: 3.73 3.73

Chassis & Suspension

• Front suspension: independent SLA; 29-mm hollow stabilizer bar; elastomeric handling and ride bushings; 65-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks
• Rear suspension: independent SLA; 24-mm solid stabilizer bar; elastomeric trailing arm bushing; 90-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks
• Wheels:
  • 19 x 9-inch; forged alloy, 5-lug (front)
  • 19 x 9.5-inch, forged alloy, 5-lug (rear)
• Tires:
  • 255/40R19 Michelin PS2; summer Z-rated (front)
  • 285/35R19 Michelin PS2; summer Z-rated (rear)
• Brakes: four-wheel disc with four-channel ABS, hydraulic brake assist and dynamic rear brake proportioning
  • front rotors: vented; co-cast; 380 mm x 32 mm
  • rear rotors: vented; 373 mm x 28 mm
• front calipers: aluminum; six-piston
• rear calipers: aluminum; four-piston
• Steering: power-assisted rack-and-pinion;
• Steering ratio 16.1:1
• Turns lock-to-lock TBD
• Turn radius (ft / m) 37.9 / 11.55
• Additional features:
  • standard: StabiliTrak (four-channel, four mode); traction control; engine drag control
  • optional: Performance Traction Management

Dimensions
Exterior

• Wheelbase (in / mm): 113.4 / 2880
• Overall length (in / mm): 191.6 / 4866
• Overall width (in / mm): 72.5 / 1842
• Overall height (in / mm): 58.0 / 1472
• Track (in / mm):
  • front: 61.8 / 1570
  • rear: 62.0 / 1575
• Curb weight (lb / kg):
  • manual: 4200 / 1905 (est)
  • automatic: 4300 / 1950 (est)
• Weight distribution (% front / rear): 54 / 46
• Approach Angle (deg) 10.4
• Departure Angle (deg) 18.3
• Tumblehome (deg. 24.6

Interior

• Headroom (in / mm):
  • front: 38.8 / 986
  • rear: 37.2 / 944
• Leg room (in / mm):
  • front: 42.4 / 1078
  • rear: 35.9 / 913
• Shoulder room (in / mm):
  • front: 56.7 / 1441
  • rear: 57.4 / 1390
• Hip room (in / mm):
  • front: 55.1 / 1400
  • rear: 54.1 / 1375

Capacities

• EPA passenger volume (cu ft / L): 98 / 2775
• EPA trunk volume (cu ft / L): 13.6 / 385
• Trailer towing maximum (lb / kg): TBD
• Fuel tank (gal / L): 18.0 / 68
• Engine oil (qt / L): TBD
• Cooling system (qt / L): TBD
• Seating Capacity (front / rear) 2 / 3
• Drag Coefficient 0.355

[Source: Autoblog.com]

Glad to see they are offering a manual. At 4200lbs, it is a heavy car, but probably still lighter than RS6.

What is it?

2009 Cadillac CTS-V

What's special about it?

What's special about it?! Well, how about 550 horsepower? That's pretty special, wouldn't you say?

For those of you who haven't been paying attention for the last 10 minutes or so to the horsepower war raging among carmakers, this 550 hp means the 2009 Cadillac CTS-V's supercharged 6.2-liter V8 makes 43 hp more than the 6.2-liter V8 of the Mercedes-Benz E63 AMG, 50 hp more than the 5.0-liter V10 of the BMW M5, 130 hp more than the 4.2-liter V8 of the Audi RS4 and a whopping 134 hp more than the 5.0-liter V8 of the Lexus IS-F.

You might assume from the above description that the CTS-V, which debuts at the 2008 Detroit Auto Show, is powered by a version of the Corvette ZR1's engine. And you would be correct. Indeed, the two share the same basic pushrod 6.2-liter small-block. The Eaton Roots-type supercharger nestles between the Caddy's cylinder banks and is topped with an intercooler, just as it is in the ZR1. The Cadillac runs a slightly lower compression ratio of 9.0:1 and its so-called LSA engine doesn't get the pricey titanium rods and intake valves of the ZR1's LS9. The LSA also uses more pedestrian cast pistons in place of the LS9's forged pieces, and it has a conventional wet sump instead of the Vette's racecar-inspired dry sump.

The result (which must surely be a much less expensive engine that the ZR1) is an estimated 550 hp at 6,200 rpm and an absolutely stonking 550 pound-feet of torque, also at 6,200 rpm. General Motors has been very careful of late not to overestimate engine output, so expect the final production version that goes on sale in the fourth quarter of '08 to make at least 550 hp. And if the CTS-V has its competitors covered in the horsepower race, it tramples them in torque. The M5's high-revving V10 can muster only 383 lb-ft. The E63's big V8 pumps out almost 100 fewer lb-ft for a rating of 465 lb-ft, although it does so with 1,000 fewer revs.

The CTS-V is dimensionally almost identical to the M5 or E63, but it's the fat boy of the group, tipping the scales at an estimated 4,200-4,300 pounds. That's between 200 and 300 pounds heavier than the Germans. Still the Caddy has the best power-to-weight ratios. Each horse is asked to carry 7.6 pounds in a CTS-V equipped with a six-speed manual transmission.

Unlike the first-generation CTS-V, the '09 will offer an optional six-speed automatic that includes steering-wheel-mounted shift paddles. It adds an extra 100 pounds to the car, but that's still only 7.8 pounds per hp. The Mercedes E63 brings 7.9 pounds to bear on each of its horses. And each of the M5's 500 ponies has 8.0 pounds to carry. With the most drag-strip-worthy final-drive ratio of the bunch, the CTS-V should accelerate quicker than the Germans.

What about that horrid, sounds-like-the-whole-rear-end-is-going-to-be-torn-from-the-car axle tramp that has limited the acceleration numbers of the previous CTS-V? Cadillac reckons it's got that largely taken care of through the use of asymmetrical half-shafts. In other words, one half-shaft is larger in diameter than the other. If this sounds familiar, that's because it's one of the tricks GM is using to combat axle hop on the ZR1. Tucked between these shafts is a heavy-duty cast-iron limited-slip differential. The 19-inch forged-aluminum wheels carry 285/35R19 Michelin Pilot Sport PS2 tires, identical in size to the M5's wheel/tire package. Like the BMW, the front tires are 255/40R19s.

Brembo supplies brake rotors larger than those of the M5 or E63 (a good thing, since they have more weight to deal with). The slotted and vented rotors are clenched by six-piston calipers up front and four-piston units in the back.

Also from the ZR1 box of tricks comes the Tremec TR6060 six-speed manual that debuted on the standard '08 Corvette and also on the new Dodge Viper, although the version in the CTS-V uses taller, less aggressive gearing. Like the ZR1, the CTS-V uses a twin-disc clutch.

And like the ZR1, the CTS-V comes standard with GM's magnetic ride-control dampers, which can be set in either Tour or Sport modes. There's also a new Performance Traction Management system which, the company says, "regulates torque delivery to enhance acceleration and provide an optimized launch." We presume this is something like a permissive stability and traction control system.

The CTS-V gets a unique bulged hood to accommodate the big motor. More noticeable is the front clip, which looks curiously more like the old CTS than that of the new CTS. There are two distinct mesh-covered grilles in place of the standard CTS's intricate single big-ass grille. The rear fascia is also unique to the V, although it's going to take a Cadillac wonk to notice the differences.

Inside, the CTS comes with 14-way adjustable Recaro seats that include pneumatic adjustable bolsters on the bottom and back. A suedelike microfiber material covers the steering wheel, seats and shifter. The center stack and door trim are now shiny black. And the V is the first CTS to be fitted with an electronic parking brake, removing the foot-operated unit.

What's Edmunds' take?

We badly want to drive this car. — Daniel Pund, Senior Editor, Detroit


2009 Cadillac CTS-V - 2008 Detroit Auto Show


Its a little overdone/brash, but that is Cadillac. As I look at the pics more closely it is a very good looking car, miles ahead of the previous car.


M

Some of the interior ergonomics are questionable. In particular those two poorly located independent climate controls and displays. All in all, the overall impression is one of being totally overdone.

Interesting car though...

My only quibble with the interior is how thick the Nav display is, it almost looks like they have an old CRT in there instead of a LCD. Yeah, the temp display is way down there like Hillary's boobs - sorry been watching too much election coverage.

Good job, Cadillac! It's not perfect in my eyes but the engine and the interior are very impressive!

certainly not a beaken for efficiency..... But i do like the interior even if it is a rip off-and im sure the numbers are going just as impressive as the figures we've seen so far...