Okay, You want the Cadillac CTS Coupe; now which one do you want?

Posted on by
Reply

The new 2011 Cadillac CTS Coupe will be arriving in Cadillac showrooms this summer.  So, let’s look at which one of these luxury performance sedans you want.

First, there is a choice between the V-Coupe and the V6 Coupe.  The V-Coupe is the CTS-V Coupe, with the Supercharged 6.2L 556 hp V8, Brembo Brakes, Magnetic (MR) Suspension, and other supercar goodies.  The V6 Coupe has the LLT Direct Injected 3.6L 304 hp V6 engine.   Cadillac has not announced pricing yet for the CTS Coupe.   The V-Coupe is likely to start at $65K, while the V6 Coupes might run from $45-55K.

CTS-V Coupe: If you decide on the CTS-V Coupe you are almost done.  The main options to decide on then are colors, and whether to get the Recaro Seats, and the Sapele wood trim options.  Again, I recommend both of these options as relatively worth the money after testing a CTS-V Sedan with both.  If you can’t afford them, then the “base” CTS-V Coupe is excellent out of the box, no worries.

RWD or AWD: For the V6 CTS Coupe, the next choices are between rear-wheel drive (RWD) and all-wheel drive (AWD).  If you live in an area that has snow, I would want the AWD.  The AWD does add some weight and so the RWD tends to be faster off the line and at the track.  But if you need AWD, it is a great feature to have. For other options on either the RWD or AWD, the rest of the discussion applies to either.

V6 Base: The Base CTS Coupe is the least expensive way to buy and enjoy a CTS Coupe.  It has the great looks, the great V6 engine, limited slip differential, and the FE2 Sport Suspension.  What it does not offer is the luxury packages, wood trim, or performance package with maximum rubber / wheels / paddle shifters etc.  This CTS Coupe still has all the core goodness included.

V6 CTS Performance Coupe : The CTS Performance Coupe adds electric, heated memory seats, bluetooth, garage door opener, an improved audio system, and high intensity discharge (HID) headlights.  This is also the “I want it my way” option, because it opens up a lot of available option packages.  If you don’t want everything that comes on the Premium Package, the Performance package lets you pick and choose the options that are important to you.

V6 CTS Premium Coupe: The CTS Premium Coupe is the maxed-out, fully equipped CTS Coupe.  If you don’t need the max performance features of the CTS-V Coupe, but want everything AND the economy of the V6 Coupe, this is your Cadillac.   The Premium Coupe adds to the Performance Coupe: theft deterrent, rear view camera, accent lighting, heated/vented front seats, power telescoping steering wheel, cabin air filtration, premium audio with navigation, sunroof with power sunshade, and Sapele wood trim.

The main decision available on the Premium Coupe is whether to get the Y43 Performance Package (Summer tire) option:

Y43 Performance Package: 19″ (48.3 cm) Summer Tire, includes (KB7) steering wheel mounted paddle shift controls, (P87) 19″ x 8.5″ polished wheels, (QIV) P245/45ZR Y-rated performance summer tires, (V03) performance cooling system, (FE3) performance suspension and (J55) performance brake system

This is an interesting option because it pushes the suspension to FE3, as well as adds performance brakes and additional engine cooling.  Cadillac has also said that the Recaro sport seats will be available as an option.

Summary

I like the way Cadillac has packaged the CTS Coupe.  From the Base to the Design-your-own Performance model to the Fully Optioned Premium Model, I don’t see any bad choices here, and the options are laid out in a thoughtful manner to suit a variety of buyers.

Cadillac has said the CTS Coupes will arrive in showrooms this summer.  Please contact your local Cadillac Dealer for exact timing, or to pre-order.

When Can a Single V6 work well in a Cadillac or a Camaro?

Posted on by
2

When can a single V6 engine work well in a Cadillac or a Camaro?  When it is as good as the LLT V6.

2010 GM 3.6L V-6 VVT DI (LLT) for Cadillac CTS

What are the features one would need to fit these disparate platforms?  For the Camaro, you might might focus on maximum torque, and maximum peak horsepower.  For the Cadillac, you might focus on noise, vibration, and harshness while delivering maximum power in a fluid manner.  The LLT V6 manages to fulfill both bills with aplomb.

First, the LLT V6 is a 60 degree V-angle engine.  The ideal V angle for balance alone for a 6 cylinder is 120 degrees, to time when opposing cylinders fire and offset the secondary moment.  This is determined by dividing 720 degrees (2 revolutions for a 4-cycle engine) by the number of cylinders.   Due to packaging (width of the engine) and because it results in a very smooth running engine, 60 degrees is generally accepted as the optimal V-angle for a modern V6.

Variable Valve Timing: The LLT uses variable valve timing to optimize its power range.  Dual overhead cam (DOHC) engines such as the LLT have the advantage of different cams for the intake and exhaust.  VVT engines have the further advantage of phasing the input and output camshafts to provide the optimum low rpm Torque and high RPM power.

Cam phasing also pays big dividends in reducing exhaust emissions. By closing the exhaust valves late at appropriate times, the cam phasers create an internal exhaust-gas recirculation system. The 3.6L V-6 VVT DI meets all emissions mandates without complex, weight-increasing emissions control systems such as EGR and air injection reaction (AIR).

Direct Injection is a relatively new technology that directly injects fuel into the combustion chamber at high pressure.  This results in more complete and regulated combustion.  Traditional fuel injection systems inject a fuel air mixture upstream of the intake valve.  Further, the combination of DOHC, VVT, and DI work synergistically to deliver power, fuel economy, and low emissions.

What is next for the LLT V6? This engine family was originally designed to support displacements up to 4L, and to support Supercharging or Turbocharging.   We may see the 3L variant with a power adder instead of the 3.6L  variant, but the 3.6L will always be close to my heart; I have been driving these 3.6L’s in the non-DI LY7 version for six years now and they are very reliable, flexible engines.  With the addition of forced induction they will be even better.

Performance Tires vs Performance Suspension?

Posted on by
Reply

I am hard on tires.  I enjoy driving safely but accelerating briskly from a stop, and not slowing down for corners.    In fact, an ideal passage through a corner is if you hit the apex and just scrub off enough speed to keep the car on track.   That process, scrubbing off enough speed, is part of the problem, because it also tends to means shorter tire life.

As I once mentioned to a friend, if the tires are not squealing as you proceed through the corner, you are not challenging the car.

My current 2005 Cadillac CTS 3.6L has the FE1 (soft) suspension, and the same size wheels and tires all the way around, 225/55R16s.    The car came with Goodyear tires, which I replaced with some take-off OEM Goodyear tires which then were replaced with some Kumho’s and now I have some Continental Touring tires on it.  You begin to see the problem.

Further complicating my planning is that the current performance Cadillacs have staggered wheels/tires, so the rear wheels and tires are larger than the front wheels and tires.  So one cannot rotate the tires front to rear, thus extending the life a bit.

But a key issue is that while the tires on the 2005 Cadillac CTS tend to cost around $110 each, modern high performance tires as used on the V-series tend to run $200-250 each.  Yes, they are great tires.  Yes, they put up great skidpad numbers and help acceleration.  Yes, they are expensive.  And if you are a frequent tire buyer (which I prefer to tire addict) then the expensive part can come up a lot.

Now, I have considered that part of the problem is in fact the FE1 suspension is not designed for the more sporty driving, but is designed for more comfort.  So if I move to a Cadillac that was designed with the expectation of more cornering it perhaps would lead to less tire wear.  I keep trying to find comfort in that line of thought at least.

Meanwhile, I probably need to start saving up for new tires.