Video: Hennessey Cadillac CTS-V

The Cadillac CTS-V has earned many accolades in the years since it was first introduced in 2002. It is indeed a four door Corvette, combining the best of both worlds with lots of performance and lots of style to boot.

Of course, having a world class four door luxury sports car still isn't enough for some folks. A market certainly exists for more, and Hennessey Performance specializes in finding more.

Enter the V700 upgrade package for the current Cadillac CTS-V. The package boosts power to an astounding 707 hp and 701 lb-ft of torque from the 6.2 liter V8. The extra 150hp comes courtesy of a cold air induction system, a smaller supercharger pulley, a new engine management system, long tube headers, three-inch exhaust system with high-flow cats, an upgraded intercooler, more aggressive cam, and high-flow heads.

All that power adds up to some equally impressive performance numbers. 0-60 comes in 3.3 seconds with top speed hitting 211 mph. Check out the video to see the performance testing for yourself and see what makes this beast the best of both worlds.

2011 Cadillac CTS-V Coupe

Cadillac snuck up on it's German counterparts back in 2008 when it decided to throw a Corvette based V8 under the hood of a CTS, add in some suspension and dress up bits, and call it a CTS-V. Ever since, every comparison you see leaps praise on the American sedan that preys on Germans.

And now Cadillac is expanding it's lineup of V cars with the addition of a CTS-V version of the new coupe. While there are no major differences, other than the more svelte shape, the coupe does carry over the 556-horsepower supercharged LSA V8 engine and the choice of a manual or automatic six-speed gearbox. Is there a CTS-V version of the wagon in the works? Only time will tell.

Art And Science: Cadillac Premieres 2011 CTS-V Coupe

New CTS Coupe design combines with V-Series performance
556-hp (415-kW) supercharged 6.2L V-8
Six-speed manual or six-speed automatic with paddle shift control
Magnetic Ride Control and Brembo brakes
New Saffron interior trim accent color
On sale in early summer
DETROIT – Cadillac today announced the 2011 CTS-V Coupe, which debuts at the 2010 North American International Auto Show in Detroit. It combines the new CTS Coupe's dramatic design with the 556-horsepower (415-kW) supercharged V-8 engine from the CTS-V sedan. The result is a luxury sports coupe aimed at driving enthusiasts.

"The CTS-V Coupe marries our most potent and sophisticated technology with our most dramatic production design," said Bryan Nesbitt, Cadillac general manager. "This combination of visual and technical attributes is designed to create a very compelling choice for luxury sports car consumers."

The CTS-V Coupe begins production this summer. Its suite of technical and performance elements includes Magnetic Ride Control, racing-bred Brembo brakes and an available automatic transmission with paddle-shift control.

The V-Series Coupe includes a unique grille that doubles the car's air intake volume, an important enabler for its high-performance capabilities. It is also visually identified by a raised center section of the hood that provides clearance for the supercharger, as well as specific front and rear fascias. Like the CTS Coupe, its exhaust is centered inside the rear fascia, but with unique twin outlets. The car rolls on 19-inch cast aluminum wheels, available in either painted or polished finishes, and Michelin Pilot Sport 2 performance tires.

The CTS-V Coupe's rear track is nearly an inch wider than the CTS-V Sport Sedan, adding to the car's aggressive stance and enabling an extra measure of handling capability. The current CTS-V Sport Sedan has quickly established itself among the world's highest performing luxury sedans, becoming the first production four-door on street tires to break the legendary 8-minute barrier at Germany's famed Nürburgring. The new V-Series Coupe's sleeker shape and slightly lower mass ensure a similarly high level of performance.

Inside, the 2+2 cabin combines performance and luxury. A new Saffron interior trim color is offered, with contrasting microfiber seat inserts and stitching on the upper trim areas.

Form follows function

The CTS-V Coupe's design is a clear visual statement of the technical precision and performance intent of the car.

The Coupe has the same wheelbase as the CTS-V Sport Sedan, but its overall height is about two inches (51 mm) lower and its overall length is two inches (51 mm) shorter. The two models share only the instrument panel, console, headlamps, front fenders and grille.

Key design features include:

* Classic hardtop styling, with no conventional B-pillar
* Touch-pad operation for the doors removes the need for conventional door handles
* Faster windshield angle (62.3 degrees) and a nearly horizontal backglass enable an aerodynamic profile
* Signature vertical lighting, highlighted with LED light pipes
* Signature center high-mounted stop lamp functions as a rear spoiler
* Aerodynamic roof-mounted antenna for OnStar and XM Satellite Radio

Supercharged powertrain

The CTS-V Coupe employs the LSA 6.2L supercharged V-8 engine also found on the CTS-V Sport Sedan. Rated at 556 horsepower (415 kW) and 551 lb.-ft. of torque (747 Nm), it is the most powerful engine offered in Cadillac's history and propels the CTS-V Coupe from 0-60 mph in 3.9 seconds.

The LSA engine features an intercooled Eaton supercharger system, premium aluminum-alloy cylinder heads and numerous details designed to ensure it makes its power as quietly and smoothly as possible. The supercharger, for example, has a unique, four-lobe rotor design that enhances quietness while also optimizing the performance parameters of the engine.

A pair of six-speed transmissions is offered in the CTS-V Coupe: a Tremec TR6060 six-speed manual with a dual-disc clutch and a Hydra-Matic 6L90 six-speed automatic with paddle-shift control. Performance Algorithm Shifting is part of the 6L90's programming and provides a performance-oriented shift pattern during sustained high-performance driving. As with many Cadillac models, the driver needs only to slide the shifter into the manual "gate" to put the transmission into that more aggressive mode.

The paddle shift control requires no shift lever movement. Steering wheel thumb controls allow immediate and quick tap up/tap down gear selection.

Magnetic Ride Control

The V-Series reaches elite levels of road-holding performance, but also maintains the poise of a luxury car in "regular" driving conditions. The technical enabler of that dual-mode driving character is Cadillac's landmark Magnetic Ride Control. It is standard on the CTS-V Coupe and is the world's fastest-reacting suspension technology. It uses shocks controlled by advanced magneto-rheological technology, rather than mechanical valves, to greatly accelerate response time and precision.

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 car because it helps keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

The Magnetic Ride shocks also enable a broader range of damping control to optimize the ride and handling for all driving conditions. In the CTS-V Coupe, an extra measure of control is offered, with two selectable modes (Tour and Sport), enabling the driver to tailor the suspension for grand touring or more spirited performance driving.

Braking and tire systems

CTS-V includes sophisticated braking and tire systems, in partnership with two companies renowned 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.

Slotted and vented rotors enable strong initial braking force while optimizing heat resistance and eliminating fade. The brake rotors from Brembo employ a "dual-cast" technology that combines cast iron and aluminum, resulting in excellent performance and weight reduction. CTS-V also includes an electric parking brake, enabling more legroom for the driver, key for high-performance driving.

Michelin partnered with Cadillac engineers to develop its acclaimed Pilot Sport PS2 summer tire for CTS-V and its exclusive 19-inch alloy wheels. The tires support high levels of grip in track conditions, while also affording good performance on the road.

Interior amenities

Recaro performance driving seats are optional in the CTS-V Coupe and provide excellent support for spirited driving. These 14-way adjustable performance seats include pneumatic bolster controls in the seat cushions and backrests.

The CTS-V Coupe also includes an exclusive new Saffron color option for the interior, providing a contrasting color accent carried on the seat inserts, as well as the stitching, which highlights the craftsmanship of the instrument panel, center console, door trim and seats.

The steering wheel, seat inserts and shifter are covered in microfiber, providing the luxurious character of suede without suede's inherent drawbacks of difficult care and moisture sensitivity. These accents are standard, elegant to the touch and help support high-performance driving.

The car's integrated center stack is trimmed in Obsidian black 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 extend to the V-Series. They include a 40-gigabyte hard drive, advanced navigation system with a deployable screen and Bose digital surround audio, as well as factory-installed Bluetooth phone integration, all standard features on the V-Series.

About Cadillac

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and global expansion. More information on Cadillac can be found at media.cadillac.com.

Hennessey receives a call from OnStar while his CTS-V runs an 11.07 second 1/4 mile

In the process of running the quarter mile in 11.07 seconds at 128 mph, this 700hp Hennessey tuned Cadillac CTS-V receives a phone call from OnStar. Hilarity ensues as the OnStar representative has a few select questions for the driver

MT's first test 2009 Pontiac G8 GXP

Your bargain priced BMW M5 has almost arrived, and Motor Trend has just taken it out for a first drive. It's amazing that anyone and everyone that has had a chance to drive the GXP compares the $40K car to the previous generation $70K M5, but the proof is in the pudding.



By now, you know the G8 is based on GM global rear-drive-chassis architecture born and bred in Australia. The base V-6 and 361-horse V-8 GT versions are currently on sale and playing to solid reviews. The GXP is the only version you can get with a six speed stick, currently. The G8 wasn't designed or built in Detroit, but it's a true Pontiac, and variations on this theme are sold as Holdens, Daewoos, Opels, Vauxhalls-even Buicks in China and Chevys in the Middle East.



Under the hood is the latest version of the venerable Chevy small block, the LS3. Measuring out at 4.2 liters, it grunts out 415 horsepower and as much torque. Only the ZR1 and Cadillac CTS-v's supercharged version put out more power from the factory right now. The GXP even runs on regular gas, but it will carry a gas guzzler tax with it.



With all the added power additional upgrades are a no brainer. Increased stopping power comes from Brembo brake calipers, clamping 14.0-inch rotors front and 12.8-inchers aft. The already competent GT suspension is tuned for the GXP. the biggest change is larger front and rear anti-roll bars. The shocks are stiffer, and the rear balljoints are revised. Nineteen-inch alloy wheels are standard, as is summer-rated performance rubber (all season tires are also available). Calibration of the power rack-and-pinion steering is unchanged.



Styling updates are minor. The front and rear fascias are GXP-specific. Overall the car has a stronger, more muscular look, without giving it away as anything too special in those stoplight races.



Inside you'll find bolstered seats that hold you in place for the ride. Rubber trimmed pedals and a thickly padded steering wheels wrap up the interior mods.



The GXP is slightly bigger and heavier than the previous generation M5, but beats it in performance. The previous-gen M5 ran 0-to-60 in 4.5 seconds; the manual trans G8 GXPs match that. The Bimmer grips to 0.84 g on the skidpad, the Pontiacs stick to 0.88-0.90 g. The BMW stops from 60-0 in 116 feet, the Pontiacs from 111-117.



Overall, the G8 GXP represents a great value, and a nice car all around. It is by no means a world beater, but where else will be find it's level of luxury and performance for the price?



2009 PONTIAC G8 GXP

Base price $39,900 (est)

Price as tested $41,500 (6M, est), $40,800 (6A, est)

Vehicle layout Front-engine, RWD 5-pass, 4-door sedan

Engine 6.2L/415-hp*/415-lb-ft* OHV 16-valve V-8

Transmission 6-speed manual

Curb weight (f/r dist) 3969 lb (52/48%)

Wheelbase 114.8 in

Length x width x height 196.1 x 74.8 x 57.7 in

0-60 mph 4.5 sec

Quarter mile 13.0 sec @ 109.6 mph

Braking, 60-0 mph 117 ft

Lateral acceleration 0.90 g (avg)

MT Figure Eight 26.4 sec @ 0.70 g (avg)

EPA city/hwy fuel econ Not yet rated

On sale in U.S. February 2009

*SAE certified

2009 Cadillac CTS-V First Look

Cadillac is on a mission. Long have they played second fiddle to the likes of BMW, Mercedes, and other luxury auto makers. For a brand once known as the "Standard of the World," they weren't just going to lie down and give up to the Germans and the Japanese.

GM as a whole has been on a roll lately. The new Malibu is receiving praise, the Corvette ZR1 will be terrorizing roads soon. The new Camaro is making huge waves. The newly redesigned CTS sedan was crowned as Motor Trend's Car of the Year. And they follow up with a out of the park home run, the new CTS-V.

As you would imagine, the new "V" is powered by a small block. It was developed along with the ZR1's powerplant and features such racy items as a dry sump oil system and the saddle-mount twin intercooler bricks that allowed the LS9 to limbo in under the Vette's low hoodline.

The same quiet, efficient, four-lobe blower design is used, though it's a bit smaller and makes less boost (8.7 psi versus 10.5). Using LS2-like valvetrain restricts the Caddy's redline to 6200 rpm, while the ZR1's low-mass bits tolerate 6600 revs. Befitting the sedan's statelier nature, the Corvette's loud-mode exhaust is ditched in favor of a quieter system with four catalysts and a modest resonator (it's quiet, but for resonant drone at 1500 rpm). The sound is dominated by pleasing V-8 induction noise embellished with a bit of supercharger whine.

The bad Caddy puts out 556 hp at 6100 rpm and 551 lb-ft at 3800 rpm; that's down 82 horses and 53 lb-ft from the ZR1's power peak, but, more important, it trumps rivals like the M5 (by 56 hp and 168 lb-ft) and the Mercedes-Benz E63 AMG (by 49/86). In Europe, the Audi RS6 has Cadillac outhorsed with 571, but that naturally aspirated spinner falls short by 72 lb-ft of twist, and AWD bloats its weight-to-power ratio to equal that of the CTS-V-7.7 lb/hp. And only Cadillac offers a no-cost choice of six-speed transmissions: paddle-shifted planetary automatic or a proper three-pedal stick.

Both the stick and the automatic cross the 60-mph mark in 4.1 sec, but taller gearing in the manual's first three gears blunts its quarter mile slightly (12.4 sec at 117.1 mph versus the automatic's 12.3 at 117.5). Either transmission performs comfortably ahead of the M5 (4.5, 12.5@114.9) and E63 AMG (4.3, 12.7@113.0). If you're looking for autobahn supremacy opt for the manual, which tops out at a reported 193 mph in sixth, while the automatic is limited to 175 to protect the transmission.

All of this power is routed through a heavily revised suspension. Second-generation Magnetic Ride Control shocks, like those on the ZR1, work magic in expanding the envelope of comfortable ride and sharp handling. Tour and Sport settings offer completely different control logic. Each has the bandwidth to go full-firm or full-soft in an instant, but Sport elevates the baseline damping control and lowers the thresholds of steering, braking, or road inputs that trigger a damping-rate change. Tour provides supple ride comfort with reasonable body-motion control on twisty, imperfect public roads, but when running hard on a smooth track or up a mountain pass, Sport curtails roll and pitch far more aggressively by instantaneously transitioning to high jounce-damping rates at the wheels on the outside of a turn and high rebound-damping on the inside, or full jounce front/rebound rear during braking.

The CTS-V uses Brembo brakes on all four corners, with six-piston front, four-piston rear calipers chomping on huge 15.0-in. front rotors featuring co-cast technology (iron braking surfaces and cooling vents cast around an aluminum hub and spokes). The 14.7-in. rears are all iron. An optional track package swaps traditional bolted iron/aluminum rotors for the co-cast ones, eliminates the surface grooves (they compromise pad life in heavy track usage), and paints the calipers red. 60-0 times are around 105 feet.

Cadillac's new super four door CTS-V may or may not entice buyers away from BMW and Mercedes showrooms. Those types of customers aren't always enamored with quarter mile times and other performance numbers. But it may make them think twice. For those of us who appreciate a little burning rubber smell with our cushy leather interiors, the Cadillac CTS-V goes on sale soon.