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Cadillac is doing a 'second installment' of the CT6-V for $92,790

After being all but certain the Cadillac CT6 would begin pushing American daisies June 1, the brand said "the CT6 was never meant to be fully on the chopping block." The same day we got that news, Cadillac began taking pre-orders for the CT6-V. Limited to 275 units and costing $88,790 after destination, orders came in so quickly that order books closed only hours later. Turns out the phrase "275 pre-order slots" was another slight miscommunication. Cadillac has announced continued production of the CT6-V, this time costing $92,790. In February, Cadillac Society confirmed with the automaker that the 275 figure only applied to pre-orders. It isn't clear how many CT6-Vs will be built in what the brand calls the "second installment," but it is clear that buyers who didn't get in early will pay more. Cars Direct was privy to a letter sent to dealers that said pre-order buyers "were rewarded with a special introductory offer by quickly raising their hand." Those slow on the draw have hopefully used the extra time to fish another $4,000 from their pockets. The elevated price buys the same car that was $88,790 two months ago - nothing has changed but the bottom line. The new MSRP puts more distance between the hot CT6-V and the $89,290 CTS-V. Conversely, the CT6-V with a Blackwing V8 beating 550 horsepower and 627 pound-feet of torque is now just $4,000 less than the coming Platinum V8 trim, which costs $96,790. That Platinum version gets a detuned Blacking putting out 500 hp and 553 lb-ft. The vague phrase "second installment" phrase makes us think Cadillac's not committing to a number so it can cap production at will depending on how this more expensive go-round fares. Still, it's good news for anyone who wanted the sedan new and didn't hit the buzzer quickly enough in January. As if all that weren't surprising enough, GM Authority reported that there's a second-gen CT6 in development. The outlet's sources say the new sedan will move to GM's VSS-R platform, the modular architecture that will replace both the Alpha and Omega platforms. The platform initialism stands for Vehicle Set Strategy - Rear-wheel drive. The car even has a codename: 7ESL, where 7 represents the architecture, E the segment, S the sedan body style, and L the Cadillac brand. Looks like the CT6 will be nothing but surprises this year.

Hotter Cadillac CT5-V could use the CTS-V's 6.2-liter V8

Cadillac is in the final stages of testing the high-performance variant of the CT5, prototypes are racking up miles all over the world, and a recent report sheds light on the engine screaming between its punched-out fenders. It's a V8, to no one's surprise, but it's not the twin-turbocharged, 4.2-liter unit many believed the sedan would use. Sources familiar with Cadillac's product plan told Car & Driver the hotter CT5 — whose name hasn't been revealed yet — will receive an updated version of the supercharged 6.2-liter V8 that powered the mighty CTS-V. It developed 640 horsepower in the firm's last German-bashing super-sedan, though where engineers will peg the CT5's output remains to be seen. It will roast the rear tires through a paddle-shifted automatic transmission. The publication explained Cadillac chose the 6.2-liter because it's more compact than the 4.2-liter Blackwing engine it developed for the CT6. The former features a pushrod design, while the latter gets twin overhead cams that make it taller and wider. The CT5 is a new model, but its Alpha platform is older than Cadillac's newest V8. Cadillac hasn't announced what will power the flagship CT5. The model is tentatively due out in showrooms before the end of 2020, so we expect to learn more about it in the coming months. Seeing it in the metal for the first time during the 2020 Detroit Auto Show in June isn't entirely out of the question. What's next? If the report is accurate, the much-hyped Blackwing may end up being an orphan engine. It was developed specifically for the Cadillac brand, and inaugurated by the CT6-V that recently went out of production. The many rumors claiming General Motors will put the engine in other models to recoup its investment are falling like dominoes. It won't fit in the CT5, so there's no reason to believe it will end up in the smaller CT4; its flagship version will likely arrive with a twin-turbocharged, 3.6-liter V6 borrowed from the ATS-V. An earlier report claims the next-generation Escalade won't use the Blackwing, either, because making it fit would cost too much. Looking beyond Cadillac, the only General Motors-owned brand that could use the Blackwing is Chevrolet, since we can't imagine the GMC Yukon will get it if the Escalade doesn't. The Tahoe/Suburban duo is off the table, too.

Cadillac Super Cruise, a hands-off review

Cadillac Super Cruise won't let you eat breakfast behind the wheel, climb in the back seat or any of the other stupid human tricks displayed on YouTube by Tesla owners. It even won't allow the car to change lanes on its own, like Tesla Autopilot. But it's a big step on the road to full autonomy, a huge convenience on long-distance road trips and a substantial technological triumph for Cadillac. In the simplest terms, Super Cruise is a lane-centering enhancement to adaptive cruise control (ACC). But Super Cruise is anything but simple. Its technical complexity — hence its long delay after first being unveiled five years ago — belies its straightforward operation and intuitive user interface, which I discovered on an almost 750-mile, 11-hour drive in a 2018 Cadillac CT6 between Dallas and Santa Fe to test the system. LOADS OF LIMITATIONS First, let's dispense with the details and disclaimers. Super Cruise is standard on the 2018 CT6 Platinum and a $5,000 option on other trim levels. Because Super Cruise is supported by OnStar — an OnStar operator will call to find out if first responders need to be sent in a worst-case scenario — a three-year OnStar Super Cruise Package is included with the system. Super Cruise has loads of limitations that are probably more concerning to GM's legal counsel than they were to me during my long drive. Some are no-brainers, such as not for use in construction zones or for driving on the shoulder. But the system can also be stymied by adverse weather, poor visibility and faded lane markings. Super Cruise only works on freeways with on and off ramps and a center divider. ACC and forward collision warning also need to be engaged, and the system's cameras and radar sensors can't be obstructed. To keep drivers from looking away from the road for too long — and to keep the system active — an infrared camera on top of the steering column keeps an electronic eye on the driver's seat. GM has over 100 patents alone on this Driver Attention System, including an algorithm that triangulates the nose, eyes and ears in case the camera can't see through sunglasses to make sure you're not nodding off. In addition to the car's visible sensors, another major component of the system is something you don't see: mapping software. But not the kludgy kind that powers in-dash navigation systems.