1969 Buick Skylark Custom With 455 on 2040-cars

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No, Cadillac is not killing its flagship CT6 sedan

Mark Twain never actually said that reports of his death had been greatly exaggerated. But if the Cadillac CT6 could talk, those are the exact words it would use. Speaking to Jalopnik, Cadillac chief Johan de Nysschen confirmed, emphatically, "There is absolutely no plan, at all, to cancel the CT6." In fact, says de Nysschen, the CT6 will soon be the beneficiary of significant investment. "The [CT6] forms a very important part of our product strategy going forward for the brand. The car also has a very major contribution to make to the shaping of brand perceptions, and the transformational process that Cadillac is undergoing." For instance, expect the CT6 to spearhead General Motors' most advanced forays into self-driving automobile technology. Interestingly, though, the Cadillac ATS and CTS sedans probably won't live past their current generations as the automaker 're-balances its sedan portfolio.' Replacement models are "in development" right now, says de Nysschen, which will "much more clearly separate the market position, both in terms of target customer demographics, in terms of market segments and in terms of price points between these three sedan lineups." So, that's confirmation that the Cadillac CT6 is going to stick around for a while. But what of other models cited by Reuters to potentially be killed, like the Buick LaCrosse and Chevy Impala and Volt? Read our take on that here, but suffice it to say that we don't think they're in danger, either. Related Video: News Source: JalopnikImage Credit: VCG via Getty Plants/Manufacturing Buick Cadillac Chevrolet Electric Hybrid Luxury Sedan confirmed cadillac ct6

Opel to electrify all model lines by 2024, speeding PSA transition

What do you see in the Opel logo? That's right, a lightning bolt. As the German automaker dramatically restructures its future plans, electric cars are in the core of Opel's survival. With attempts to stop leaking money, Opel is speeding up its secession from GM technology, launching nine new models by 2020 with the aim to complete transition to PSA hardware by 2024, leaving only two Opel platforms. This is all part of Opel's freshly announced PACE turnaround plan, which is crucial for the company's survival, according to CEO Michael Lohscheller. "PACE will unleash our full potential. This plan is paramount for the company, to protect our employees against headwinds and turn Opel/Vauxhall into a sustainable, profitable, electrified, and global company," says Lohscheller. Competitiveness will be improved by reducing per-car costs by 700 euros, and by cutting marketing costs by 10 percent. Regarding Vauxhall's future, the statement still includes the British brand. When the Opel sale agreement was reached between PSA and GM in March, the plan was to start implementing PSA technology in 2019, completing the transition in eight years, as Automotive News says. The new business plan is noticeably faster. By 2020, with full access to PSA's electric tech, Opel would have a fully electric next-generation Corsa hatchback and a PHEV version of the Grandland X SUV, which is already based on Peugeot's 3008 model. Currently, there are nine Opel platforms and 10 engine families. By 2024 there should be two platforms and four powertrains; the number of diesel engines in use remains to be seen, and all product lines would include an electrified model. There would be an SUV and a midsize vehicle based on PSA's EMP2 architecture, with the former built in Eisenach — formerly known as the town that built East German Wartburg cars before its Opel era — and the latter built in Russelsheim, where Opel HQ is located. The Russelsheim hub will become PSA's global "competence center," where all Opel/Vauxhall vehicles would be engineered — not Paris. Plans include avoiding any factory closures or personnel layoffs. The PACE statement also mentions Opel's entrance to all of 20 new export markets, with a specific mention of China and Brazil, countries which have traditionally seen Opels sold as Chevrolets. Will the United States be included in that export plan?

Junkyard Gem: 1990 Buick Reatta Coupe

During the 1980s, General Motors worked hard to woo back American car shoppers who had defected to European luxury brands. Swanky interiors, futuristic electronics and Europe-influenced styling found their way into quite a few GM models during the second half of the decade. Pontiac had the 6000 STE, Oldsmobile offered the Toronado Trofeo, Cadillac sold the Turin-Hamtramck-built Allante, and Buick produced the sporty Reatta two-seater. Just under 22,000 Reattas were built during the 1988 through 1991 model years, and today's Junkyard Find is the fifth example I've found during my junkyard travels. The Reatta was the most expensive 1990 Buick, priced at $28,335 for the coupe and $34,995 for the convertible (or about $65,895 and $81,380 in inflation-adjusted 2022 dollars).  For that kind of money, American car shoppers in 1990 could get a BMW 325i in coupe or convertible form for $24,650 or $33,850. They could get a Saab 900 Turbo convertible for $32,995 or an Audi Coupe Quattro for $29,750. Each of those European competitors had sophisticated overhead-cam engines and grippy suspensions, but the Reatta was built on a shortened version of the chassis that went under the Barcalounger-esque Buick Riviera and its engine was the old-timey pushrod Buick V6. The 3.8-liter Buick V6 had been made quite reliable and acceptably smooth by the time this car was built, and it made 165 horsepower (just three fewer than the BMW 325i), but Buick salesmen didn't have much to brag about when showing this engine compartment to a 35-year-old youngster who had just driven a Saab 900 Turbo. The antiquated engine was problem enough, but the lack of a manual transmission served to chase off additional potential buyers. A four-speed automatic was mandatory in every Reatta. Just in case some traditional (i.e. Greatest Generation members) Buick customers might consider this glamorous two-seater, Buick scared them off with the Reatta's video-game-style digital dash and its way-ahead-of-its-time Graphics Control Center touchscreen interface. You can't win! The Graphics Control Center hardware has been grabbed from this dash (the components also fit optioned-up Rivieras and Trofeos of the same era, so junkyard shoppers pull them for resale). Naturally, a Reatta owner would want a hardwired car phone. If you really wanted to be cool in the early 1990s, you bought a Chrysler product with the amazing VisorPhone.