It’s no secret that Cadillac has a lot riding on their new ATS sports sedan. I mean let’s face it, if you come out saying your going to best the BMW 3-series well then, you’ve really got your work cut out for you. Set to air on Super Bowl Sunday Cadillac is touting the fact that the ATS was developed at the Nürburgring, that wonderful track in Germany that’s in the wet dreams of every automotive enthusiast. We know that the ATS will have a variety of engines ranging from a 2.0L turbo-four, to a 3.6L V6, to a (we hope) 470 hp V8, but will these power plants be enough to topple one of the greatest small sedans ever? We’ll soon find out I suppose, we’ll soon find out…

Source: Youtube.com

It would’ve been so much easier if I was just into video games or something because there are times when being a car guy totally sucks. You see I don’t just like cars, I love them. In fact every aspect of my life revolves around them. I write about them, build them, race them, film them… hell, they encompass everything I do. Who knew that back in the day when I was playing with Matchbox and remote control cars that it would turn into an obsession that has taken over my life. The problem is this; I want everything, but the fatal combination of a writers salary and lack of space prevent this from happening. Sure being in the industry helps, as we get to drive press cars and go to different automotive related events, but still, that doesn’t change the fact that I jones for something different in the garage on a daily basis. Take this near perfect 1972 Ford Galaxie 500 that I spied recently on eBay. Folks, if I had the money this sucker would be in my garage tomorrow. Sure it’s big and cumbersome, but it’s a classic piece of American iron that I would love to use as a daily driver. Maybe it’s because it’s different, or maybe its because cars like this remind me of my childhood growing up in the 1970′s. Whatever the reason though, road yachts like this always get my blood pumping.

Understand that it’s not just vintage American stuff that excites me either. Take this old 1973 Mercedes-Benz 200-Series 280 SEL for example. It was build in a time when a Mercedes-Benz was still built like a tank. Cars of this vintage not only drove great, but they have a timeless style that even now, 38 years later, still looks great. Who knows, maybe one day I’ll hit lotto, or perhaps be in a position to get that 40 car garage I’ve always dreamed about. Either way though, there are times when being a car guy is a drag, as there are just so many wonderful rides out there and so little time to experience them.

Thumbs Up: Comfortable, quiet and reasonably priced for the segment.

Thumbs Down: Meaty A and B pillars impact visibility.

Buy This Car If: You want a luxury crossover with a unique sense of style.

Shortly before its demise, GM used the slogan, “This is not your father’s Oldsmobile” to shill for its near-luxury division. While the slogan took some artistic license back then (there was a reason why Oldsmobile went out of business, after all), the motto would be very appropriate to use for Cadillac today. After decades of obscurity, bizarre product choices and cars designed exclusively for those who hated to drive, Cadillac has turned a corner.

The Cadillac of today is producing cars and trucks with a unique sense of style, filled with content for the price and screwed together as well as any luxury brand on the market. Cars like the CTS-V sport sedan / coupe / station wagon thumb their nose at conventional wisdom, and the upcoming Cadillac ATS has been designed to go toe to toe against the BMW 3-Series. Even the Cadillac SRX crossover is a legitimate challenger to the segment leading Lexus RX, the Infiniti FX and the Mercedes-Benz M Class.

On the outside, the SRX’s lack of curves sets it apart from the luxury crossover herd. The style isn’t derivative of anything else, except perhaps other Cadillac models, so it stands out in a sea of box-on-box crossover conformity. The sweeping A-pillar (which, incidentally, impacts visibility) and plunging roofline work with the angular front end to convey a sense of speed, while the minimal and tasteful chrome bits add a bit of style.

Blacked-out B-pillars and limo tint rear windows combine with a relatively high beltline to give the greenhouse an almost a show-car, chopped appearance, while the slightly-protruding taillights pay homage to the finned Cadillacs of old. All in all, the styling should appeal to much wider variety of consumers than Cadillacs of the past.

Inside, the same angular theme carries over to center console, which widens from bottom to top and is flanked by curve-less air vents trimmed in aluminum. Since the common design elements between inside and out are subtle, it’s not a case of “too much of a good thing,” and the rest of the dash is a visually pleasing blend of shapes, textures and materials.

The SRX’s instrument pod is covered in a thick layer of soft touch vinyl, embossed with a leather-like grain. Inside, the driver gets a large, center-mounted speedometer with a bright LCD information display in the center. The speedometer is flanked by a tachometer (on the left) and a multi-function gauge (on the right) which includes fuel, coolant temperature and MPG displays. I’m at a loss to explain why Cadillac would include an MPG gauge, other than “BMW has one.” It provides only “Min” and “Max” readings, which hardly delivers helpful information to coach the driver. We’d much rather see a functional oil pressure or transmission temperature gauge here, and while we’re making suggestions to improve the instrument cluster, we say ditch the redundant turn signal indicators. You already have an arrow indicator, so what’s the sense of including giant lenses flanking the speedometer?

The front seats of the SRX are near perfect for long-distance trips, with reasonable side and thigh bolstering and plenty of lumbar support. The thick leather features contrasting stitching, and the seats in my range-topping SRX Premium are both heated and ventilated for year-round comfort.

SRX models above Base trim also come with a panoramic sunroof, which treats even rear-seat passengers to a view of the sky (or stars). The same models can be ordered with a rear-seat DVD entertainment system, ensuring that long family road trips are endured with as little drama as possible from rear seat passengers.

Rear-seaters won’t complain about the accommodations, either. While the rear chairs lack the bolstering or adjustability of the front seats, they’re still plenty comfortable for long trips and heated for cold-weather comfort on Premium trim models. The sloping roofline and panoramic sunroof work against tall passengers, however, and those much taller than six feet will probably want to flip for the shotgun seat.

In 2012, all Cadillac SRX models get a 3.6-liter V-6, which is a big improvement over last year’s 3.0-liter V-6. In fact, from a price-dependent perspective, it’s a better option than last year’s 2.8-liter turbo V-6, which provided plenty of grunt but added way too much cost to the bottom line to make it a viable option. This year’s 3.6-liter engine delivers 308 horsepower and 265 lb.-ft. of torque, which is more than enough to get the job done even on all-wheel-drive SRX4 models (like my press-fleet tester). All SRX models now come with a six-speed automatic transmission which includes an “Eco” mode for the best fuel economy. The EPA rates the 2012 Cadillac SRX AWD at 16 mpg city and 23 mpg highway, and I saw an indicated 17.8 mpg in mostly-city driving.

Despite its two-ton-plus bulk, the SRX feels remarkably light on its feet. We wouldn’t call acceleration brisk, but it certainly is sufficient for a luxury crossover, and the steering is weighted enough to give the driver a reasonable amount of feedback. If you’re looking for a sportier ride, Cadillac even offers the SRX in a “Performance” version, complete with 20-inch wheels, a stiffer suspension and adaptive shocks. We’d say “pass,” since no crossover will ever be our vehicle of choice for lapping a racetrack or winding up a canyon road at speed.

We prefer our luxury crossovers to be on the comfortable but predictable side in terms of ride and handling, and the SRX Premium doesn’t disappoint here. In fact, we’d be hard-pressed to name a better long-distance family road trip vehicle than the SRX, including those from foreign luxury brands that cost thousands more. We’re fans of Cadillac’s new style, and we’ll give it praise for its attention to detail on newer models as well. If you’re in the market for a luxury crossover and haven’t considered shopping Cadillac, we recommend you give the brand a chance. It’s not your father’s Cadillac, and the division is working hard to resume its place atop the luxury food chain.

Cadillac supplied the 2012 SRX4 Premium for my evaluation. Base price on my press-fleet tester was $49,660, including a destination fee of $875. Options included the $495 Black Ice Metallic paint and the $1,395 Rear Seat Entertainment System for a total sticker price of $51,550. For comparison, a similarly equipped Lexus RX 350 would sticker for $55,165, while a comparable Mercedes-Benz ML350 4Matic would list at $59,730.

Cadillac has a lot riding on its upcoming ATS model. It’s no secret that the car is designed to go head-to-head with the BMW 3 Series, something that no other Cadillac in history could do. To successfully compete in the same market, the ATS has to blend performance, value, reliability and sex appeal like no other Cadillac in history.

A few years back, the idea of Cadillac taking on the best that Munich has to offer would have been laughable. If you’ve driven a second generation Cadillac CTS Type V, you get the feeling that maybe GM’s luxury brand knows what it’s doing after all, and that maybe we can challenge the Germans at their own game.

It looks like the video below will be part of an ongoing series, documenting the development of the Cadillac ATS. The first installment doesn’t tell us anything we didn’t already know (although it does give the clearest look at the car we’ve seen to date), but it looks like Cadillac has put some thought into making these videos. If you’re going to compete with the best sport sedans in the world, you want to make sure that people are aware of your products.

Only, of course, if you’re confident that you can run with the big dogs.

Cadillac's Ciel Concept. Image: © GM Corp.

When you think of big, ultra-luxury four-seat convertibles, two cars come to mind: the Rolls Royce Phantom Drophead Coupe and the Bentley Azure Convertible. The Bentley is the cheaper of the two, with a starting price of just $365,000 or so, which is $85,000 less than the Phantom’s price of admission. Back in the day, Cadillac used to build grand convertibles as well, although not in the same price league as Rolls-Royce or Bentley (in the modern era, at least). Enter the Cadillac Ciel (pronounced C-L) concept, which harkens back to the Caddys of old with a nod to the future as well.

Image: © GM Corp.

First, there’s the styling. Front end and rear-end are both pure Cadillac, which means they’re polarizing in design. The side view is more conservative, and it’s clear that the Ciel was heavily influenced by the Rolls-Royce Phantom. That’s not to say that the Caddy concept is a rip-off or even a derivative of the Phantom, but it’s clear which market the Ciel would be targeted to. If it were built, of course, and Cadillac is clear that the Ciel is a design exercise in “historical grandeur” at this time.

The styling may be pseudo-retro, or at least influenced by the past, but the technology is cutting edge. There’s LED lighting in front and rear, “connectivity portals” for all passengers and a twin-turbo V6 engine supplemented by a hybrid drivetrain powering all four wheels. Over-the-top luxury abounds, including a retractible cashmere blanket for rear-seat passengers, Italian Olive wood trim, a rear-seat cigar humidor and a chronograph-inspired instrument panel.

Image: © GM Corp.

It’s neither the right time nor the right global economy to build a car like the Ciel, and history has not been kind to luxury automakers who launch high-end models in weak economies. That’s a shame, because the Ciel really does evoke memories of what Cadillac used to be about, long before badge-engineered disasters like the Cimarron and the Catera. Let’s hope that Cadillac doesn’t bin the Ciel after the 2011 and 2012 show circuit, because the Ciel represents not only what used-to-be in America, but what could someday be again. For that reason alone, I’d like to see it built.

Source: Cadillac

Thumbs Up: The world’s biggest bargain in a luxury supercar.

Thumbs Down: Rear seats for insurance purposes only.

Buy This Car If: You want the best looking CTS-V, and don’t haul many passengers.

Every time I drive a Cadillac CTS-V, I come away amazed at how good these cars are. The 2011 Cadillac CTS-V Coupe is no exception, and the car offers a blend of style, luxury, performance and handling that few cars on the planet can match. Certainly no cars in the under-$70,000 price range can come close to the CTS-V Coupe’s 556 horsepower, luxury interior, impressive ride quality and amazing handling. Even if you’re not a Cadillac fan, or a domestic car fan, find an excuse to get your hands on a CTS-V; it will completely change the way you look at Cadillac (and quite possibly American cars).

Introduced in 2010, the CTS-V Coupe is arguably the best-looking car in the CTS-V lineup, and quite possibly in GM’s entire catalog. Cadillac’s marketing says the shape was inspired by an “archer drawing his bow,” and if you can see that you’ve got a better imagination than I do. Proportionally, the car is just right in terms of styling, but the high beltline and low roofline does make entry and exit more challenging than the CTS-V Sedan. As you’d expect, the plunging roofline limits rear headroom, and even passengers of average height won’t be happy in the back for long.

The CTS-V features a slightly wider track (about 2.5 inches) than the sedan, which makes it just a bit more capable in the corners than its four-door equivalent. The wider track is also the CTS-V Coupe’s downfall, since the body shape has more drag at high speeds than the sedan. It’s a purely academic argument, since the CTS-V Coupe will still hit a top speed of 189 miles per hour when equipped with the six speed manual. Does it really matter if the sedan will go a few miles per hour faster?

As good as the CTS-V Coupe looks on the outside, the inside is even better, at least for the driver and front seat passenger. Cadillac managed to blend just the right amount of luxury into a cockpit targeted towards performance. Take the front Recaro seats, for example: they’re all-day-long comfortable, yet do a superb job of keeping you in place on a racetrack, The ample bolstering is never intrusive, and over time the seats fit the driver like a custom-tailored suit. I’m not a huge fan of the “saffron” colored seat inserts, but that’s easy enough to correct by ordering a model with black seats. As you’d expect from a car of the CTS-V Coupe’s luxury status, the front seats are both heated and cooled for all-weather comfort.

The back seats are somewhat less than functional, at least for adults of average height. The narrow entry and obtrusive front seat belt make entry and exit difficult, and the rear seat’s sloping back makes exiting when parked uphill a particular challenge. There’s very little headroom, and even those under six feet tall will find their heads making contact with the headliner. It’s best to look at the CTS-V’s rear seat as for occasional, emergency use only, and it’s worth pointing out that a Corvette has no rear seat at all.

The CTS-V’s dash is a pleasant blend of shapes and textures, Dash top is a leather-look, soft-touch vinyl with contrasting stitching, and there’s just enough chrome to add elegance without being over-the-top. Ditto for the wood trim, done in a color that Cadillac calls “Midnight Sapele;” I’m generally not a fan of wood inside a car (especially burl walnut, which has been done to death), but the Midnight Sapele trim in the CTS-V genuinely adds to the interior’s appearance. The sueded steering wheel, a $300 option, should be on the “must order” list. It’s ideally shaped, just the right thickness and perfectly suited to high performance driving.

The same can be said for the CTS-V’s instruments, which include a tachometer, speedometer, driver information display, fuel gauge, boost gauge and water temperature gauge. The driver information display can be set to a timer function (ideal for clocking lap times), or it can show the driver the transmission temperature or oil pressure, both critical values for high-speed driving. There’s even a lateral-G display, but if you’re focused on finding the fastest line through a corner, you won’t have time to look at how many Gs you’re pulling. Both tachometer and speedometer include a sweeping red LED display; some find this to be nothing more than a gimmick, but I beg to differ; on a race track, the LEDs help you acquire the instrument needle positions much quicker. It’s that performance-focused attention to detail that really separates the CTS-V models from the rest of the herd.

Under the hood is GM’s LSA V-8, derived from the LS-9 engine used in the Corvette ZR-1. In CTS-V duty, the supercharged 6.2-liter engine makes 556 horsepower and 551 foot pounds of torque, which is enough to get the Coupe from zero to sixty in right around four seconds flat. The amount of thrust available is both impressive and memorable, but the CTS-V is never challenging to drive. Thanks to modern amenities like traction control and stability control, the CTS-V can be as docile as you need it to be, as long as you don’t mat the accelerator. If you guessed that the CTS-V Coupe can be a thirsty beast, you’d be correct: it gets slapped with a gas guzzler tax of $1,300, and the EPA rates it at 14 mpg city and 19 mpg highway. In around-town driving, with generous use of the accelerator, I saw an indicated 13.4 mpg.

On the road, or on the racetrack, the CTS-V continues to impress. For daily driving, the “Tour” suspension mode yields a comfortable ride with just enough firmness to remind you that this is not your father’s Cadillac. Should the road get twisty, the CTS-V’s superb Magnetic Ride Control suspension will stiffen up as needed, based on readings from lateral G-load sensors. Select the “Sport” suspension mode, and the CTS-V is transformed into an entirely different, track-centric animal. Even in Sport, the ride isn’t harsh, but most will find the setting too stiff for every-day driving. If you still think that all cockpit-adjustable suspensions are nothing but hype, consider this: the Delphi-developed magnetorheological system used in the Cadillac CTS-V is also used in the Chevrolet Corvette, the Audi R8 and the Ferrari 458 Italia.

On the track, the CTS-V drives significantly lighter than it really is. Steering is perfectly weighted and provides a surprisingly direct feel for the driver. Turn-in is crisp, and initial understeer can easily be balanced with just a bit of throttle. The StabiliTrak system allows for a bit of tail-out cornering even in the default mode, but dialing up the “Competitive Driving Mode” gives the driver just the right amount of save-your-bacon stability control for track driving. Get proficient with the car, and the StabiliTrak system can be completely disabled (although I’d recommend doing so only on a racetrack, and only after you’ve had significant seat time in the CTS-V).

The brakes are worthy of their own mention. Designed exclusively for the CTS-V by Brembo, the front brakes feature 15-inch rotors and six-piston calipers, while the rear brakes use 14.7-inch rotors and four-piston calipers. Even on the racetrack, running the car hard in summer heat, resistance to fade from the CTS-V’s brakes was impressive. If there’s a better braking system on a modern automobile, I’ve yet to experience it.

My 2011 Cadillac CTS-V Coupe tester had a base price of $63,040, including a destination charge of $875. Options on my tester included the $3,400 Recaro Seats, the $800 Satin Graphite Wheels, the $600 Midnight Sapele Wood Package, the $300 Suede Steering Wheel and the mandatory $1,300 Gas Guzzler Tax, for a total sticker price of $69,440. It’s hard to find a direct parallel to the CTS-V Coupe, but consider that a Maserati Gran Turismo S Coupe starts at $122,500 before you start adding options. Mercedes-Benz’s CLS63 AMG has an opening price of $99,050, and even last year’s BMW M6 Coupe started at $102,350. The Cadillac CTS-V Coupe may not match the refinement of these cars, but it certainly betters them in performance at a fraction of the price. In my eyes, that makes the CTS-V Coupe the performance bargain of the century.

Cadillac's ATS Concept. Image: © GM Corp.

It wasn’t too long ago when the announcement of new models from Cadillac would raise a collective yawn from enthusiasts everywhere. The Cadillac CTS-V changed that and once again put the brand on the radar of drivers everywhere. If you have yet to experience the second generation CTS-V, in any of it’s forms, do so at once. It will utterly change your perception of what an American performance luxury car can be.

For 2012, GM’s president, Mark Reuss, has let slip that Cadillac will launch both a full-size model (called the XTS) and a new compact mode (called the ATS). The XTS will be launched in the spring of 2012, and will be offered in both front wheel drive and all-wheel-drive platforms. Don’t expect the XTS to be offered in a performance oriented version, since the focus of the concept car was luxury. In fact, I’d liken the XTS more to the Cadillacs of old, which were focused on a comfortable ride and memorable straight-line acceleration, not on breaking the 8:00 barrier on Germany’s Nürburgring.

The ATS, on the other hand, will be aimed squarely at BMW’s 3 Series, Audi’s A4 and Mercedes Benz’s C-Class. GM is calling it a “luxury sports car,” which means we probably shouldn’t expect a Type V version at launch. We hope that’s in the cards for the ATS, because as good as the CTS-V is, it’s still a bit on the portly side. If Cadillac can apply what they’ve learned from developing the Magnetic Ride Control on the CTS-V to the ATS, and come up with a suitable V-6 engine (like a forced-induction version of the 3.6-liter used in the Chevy Camaro), I can see the new ATS being a huge hit for them.

Source: General Motors

By now you guys know that I am simply in love with Cadillac’s line of CTS-V cars. They’re stunning to look at, ungodly fast, and pack in so much ass-kicking power that they’ll make you feel like Darth Vader on crack wielding a 40-foot light saber. You see Cadillac nailed the formula here. They gave us a car that is a 10 out of 10 in the looks department, equipped it with an engine that’s capable of turning rear tires into hummus, and then to top it off, they threw in an f*ck you attitude that’s a cross between Steve McQueen, John Wayne and Bill Clinton during his freakiest oval office days with Miss Monica and a box of Cuban’s finest. These are the Cadillac CTS-V’s and people, you’re kidding yourselves if you don’t think these suckers are the baddest boys on the block.

*Photo Credit: Richard Prince

Earlier this week I was invited up to Monticello Motor Club to go for a ride in Caddy’s new CTS-V race car with uber driver Andy Pilgrim behind the wheel. I arrived mid-morning, walked into the clubhouse and was greeted to not only a great display, but that stunningly beautiful CTS-V Coupe race car that I’d followed since Cadillac announced it over a year ago. The car itself is truly a work of art and is, without a doubt, one of the best looking vehicles in all of motor sport.

Here are some quick stats to wet your whistle: 3,200 lbs. with perfect 50/50 weight distribution, a 6.2L V8 with aluminum block and heads that cranks out 460 hp & 447 lb.-ft torque. It’s got a sequential six-speed transmission with no-lift shift (obscenely cool), 18-inch BBS wheels and six-pot Brembo calipers that ride on 355mm rotors which can bring this sucker to a halt hard enough to make your eyeballs bounce off the windshield.

In short, this thing is seriously evil. It also has a carbon fiber steering wheel with six knobs and 12 buttons that allow the driver to do everything from grab a drink to engage his launch control. Now I ask you, is it wrong to be in love with a car?

Anyway, my turn came and I was thankfully able to wedge my big 6’4″ 245 lb. body into the passenger seat. Once strapped in Pilgrim hit the gas and we were off. Now I’ve been in a lot of race cars before, but this thing was just amazing on every level. The handling, braking and acceleration were outstanding with the grip levels being off the charts. I’ll tell ya’, this car wouldn’t have been possible if Cadillac hadn’t invested the time, effort and emotion into first building the original CTS-V Sedan back in 2003.

They took a gamble on producing a car that not only possessed some amazing engineering and performance, but true American heart and soul, and for that I thank them immensely. So… as a car enthusiast, automotive journalist, track instructor and lover of all wheeled things, if you were to ask me what car I’d buy tomorrow? Well, it would be a 2011 CTS-V Wagon in Supersonic Blue Metallic (MAKE THIS COLOR FOR THE WAGON CADDY!!), equipped with a 6-speed manual, rear differential cooler (for track days), RECARO Performance Seating with a suede steering wheel and suede shift knob.

*Greatest color combo ever!! But, umm… make it in a wagon please…

So yep… that should about do it.

The 2011 Corvette Z06, now with free insurance in WA and OR. Image: © GM Corp.

If you’re buying a GM vehicle in the next two months and you live in Washington or Oregon, here’s some (potentially) good news:. GM will pick up the tab on a year’s worth of MetLife auto insurance, above the minimum coverage levels specified by the states. I say “potentially good news”, because the deal comes with certain caveats, like applying only to personal (non-commercial and non-fleet) vehicles, being non-transferrable if you sell the car and being non-refundable if you opt to get your own coverage.

On the other hand, if your driving record is a train wreck, the deal may save you serious money. There’s no exclusion for a bad driving record (as long as you have a valid driver’s license and live in either Washington or Oregon), and there doesn’t appear to be any age limit restrictions, so go ahead and buy that ZR1 Corvette. Your 17 year old son is covered by the plan, as long as you give him permission to drive the car. It even gives you replacement value for a new car should your 17 year old son have an up-close-and-personal encounter with an oak tree or concrete wall.

Here’s the downside: at the end of the policy term, MetLife may or may not offer to renew your insurance. Rack up a few speeding tickets or accidents, and you can very easily find yourself without insurance coverage. Drive like a nun, and chances are good that MetLife will want to keep you as a customer.

For those of us with car insurance linked to homeowner’s policies, or with multi-car discounts, the plan may not be that attractive. Ironically, that includes most of the drivers with clean records that MetLife would want as customers. It seems to me that the plan will be very appealing to those who otherwise couldn’t get insurance, or couldn’t afford both a car payment and an insurance payment. If you’re a single male with a few tickets and accidents who happens to live in Oregon, there’s never been a better time to buy a Camaro SS or a new Corvette. The deal only lasts through September 6, so hit your local dealer up soon.

Source: General Motors

Matt Farah sums up the Cadillac CTS-V perfectly in the first two minutes of this video: it’s an apology for all of the appallingly bad products that Cadillac delivered in the 1990s (Cadillac Catera, anyone?), and it’s not a wagon, but rather a sports car in a wagon costume. With room for five and a Corvette-sourced drivetrain (including a 556 horsepower, 6.2 liter supercharged V-8), it’s best to think of the CTS-V wagon as a car that can haul groceries, haul ass or do both. How fast is it? Is it faster than a tuned C6 Corvette in a drag race? Watch the video below to find out.