1957 Cadillac Series 62 on 2040-cars

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Cadillac Escalade Diesel Road Test Review | Winning us over

"Nope, I don't like it," I declared to my large son sitting in the 2021 Cadillac Escalade 600D's second-row captain's chairs. “Why?” he asked, staring in awe at the opulence around him and with his very own touchscreen staring back. “ItÂ’s too big. This thingÂ’s gonna suck to park,” I replied. And it did. Even with multiple camera angles, including a 360-degree view, the big Cadillac was a pain to navigate in parking lots. But, slowly, the big lug — the car, not my son — began to grow on me. Sometimes I had to remind myself that this was the diesel Escalade. I couldnÂ’t really hear the clunking of the motor up front or the exhaust running out the rear. I double-checked the tach for the telltale lower redline, and was reassured that I was driving the vehicle I was told would be delivered. Under the hood is GMÂ’s Duramax 3.0-liter inline six-cylinder turbodiesel engine providing a somewhat meager 277 horsepower – considerably less than the standard 6.2-liter V8Â’s 420 hp. But the Duramax boasts a robust 460 pound-feet of torque, the same torque figure as the V8. The advantage here is that peak torque is accessible from a low 1,500 rpm, while the V8Â’s full twist doesnÂ’t arrive until much higher in the rev range, at 4,100 rpm. The result is an SUV that feels eager to jump off the line and scoot about the neighborhood (if “scoot” is a word that can be applied to such a behemoth). That initial torque hit is almost instantaneous, but the dieselÂ’s staying power does have its limits. ItÂ’s on expressway on-ramps that the Duramax finally seems to labor under this EscaladeÂ’s 6,015-pound curb weight. The numbers on the speedometer just donÂ’t tick away with urgency once you approach highway speeds. That tends to happen with only 277 horsepower. While the sound deadening does a fabulous job of hiding the motor's sound when inside the Escalade, standing outside with the Duramax running leaves no doubt about the diesel mill powering this dressy brute. ItÂ’s not particularly loud or harsh, but the clatter is distinctive when youÂ’d normally expect to hear the humming of a V8 at idle. The 10-speed automatic transmission feels like a good fit for this powertrain. With a redline just over 5,000 rpm, the extra gears minimize time spent at the top of the rev range — a good thing in a vehicle for which low-end torque is king.

Cadillac ATS-V Coupe caught undisguised ahead of LA reveal

Vsport versions of the CTS and XTS sedans are all well and good, but what Cadillac enthusiasts have really been looking forward to is the arrival of the next full-on V model. And here we have it.
Spied in the nude during an apparent photo shoot ahead of its anticipated debut at the fast-approaching Los Angeles Auto Show, the upcoming new Cadillac ATS-V Coupe is set to pick up where the old CTS-V left off, only in a more compact form. Unlike previous spy shots of heavily disguised prototypes, this final version is showing a chrome-framed mesh grille, along with a deep lower air dam with what looks to be a carbon-fiber front splitter. That bulging hood with heat extractor vents is tipped to be packing a twin-turbo V6 engine, breathing out of quad exhaust tips.
The aggressive aero kit also encompasses side skirts, a reshaped rear bumper and a lip spoiler on the truck, while the upgraded rolling stock wears serious low-profile rubber and the brakes appear to be carbon-ceramic units. Peer through the window and you can even see the sport bucket seats with slots for racing harnesses. All of which suggests a serious American challenger to the BMW M4 and its ilk, and we're looking forward to seeing the vehicle in the metal in LA next month.

Cadillac CT6 uses aluminum to save 200 pounds

In Cadillac's recently launched ad campaign, the luxury brand's tagline is "Dare Greatly," and the two words suggest a brand willing to take big swings, even if they don't always connect. From what the company is promising, the forthcoming CT6 seems like an embodiment of that new motto. With an eventual range of turbocharged engines, reportedly including a turbo V8, a possible plug-in hybrid and streaming rearview mirror, the sedan is certainly pitched as tech showcase. Of course, extensive use of aluminum is practically mandatory to play in the luxury field these days, and Caddy is proving its latest creation can do that too. Despite the weighty appearance of the sedan's squared-off exterior, 64 percent of the CT6 is aluminum, including the entire exterior. Caddy claims that using so much of the lightweight metal sheds 198 pounds off the scales compared to using conventional steel. There still is some steel in the CT6; although it's predominately the high-strength variety. The engineers use the heavier metal for portions around the cabin and B-pillar for added safety. Cadillac also claims using steel "close-out panels" on lower portions of the sedan make the cabin quieter without needing as much sound deadening. The buildup to the CT6's public unveiling has been a long time coming after Cadillac pinned the flagship (for now) sedan's debut at the New York Auto Show nearly a year ago. When the sheet finally comes off on March 31, we get the first good idea about just how great Caddy's latest act of daring really is. Cadillac CT6 Elevates the Science of Mass Efficiency 2015-03-13 Technology DETROIT – Cadillac will use an advanced mixed-material approach for the lightweight body structure of the upcoming CT6 range-topping sedan. The structure is aluminum intensive, but the new Cadillac also includes 13 different materials customized for each area of the car to simultaneously advance driving dynamics, fuel economy and cabin quietness. The CT6 will debut March 31 at the New York International Auto Show and go into production late this year at General Motors' Detroit-Hamtramck assembly plant. "This is the rocket science of automobile construction and manufacturing today," said Cadillac President Johan de Nysschen.