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Feature Article - Cadillac's Brute Finesse - 01/04
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Short Description: The Cadillac CTS-V must compete against some very capable. vehicles from Europe, all of which sport technical exotica like ...
Content Inside: Feature Article - Cadillac's Brute Finesse - 01/04 Home Latest Issue Cadillac's Brute Finesse Article Archive Contact Us Stuffing an oversize engine into a small, light platform may be an American hot rodder's dream, but it takes skill to be a player in the sport sedan market. Subscribe/Renew Advertise By Christopher A. Sawyer, Executive Editor The Cadillac CTS-V must compete against some very capable vehicles from Europe, all of which sport technical exotica like overhead cam engines with four valves per cylinder and variable valve timing. By comparison, the Cadillac's 16 overhead valves and pushrods sound trite at best. But when the valves are spread out over eight cylinders displacing 5.7 liters, produce 400 hp @ 6,000 rpm and 395 lb-ft of torque at 4,800 rpm, and pull around 3,847 lb, the comparison Like the Corvette, the heart of the takes on a decided "America vs. The World" tone. CTS-V is the LS6 V8. The 5.7-liter V8 produces 400 hp and 395 lb-ft Design and engineering work on the CTS-V was carried out of torque, numbers that are more genuine than the carbon fiber-like by GM Performance Div. (GMPD) personnel working with nylon engine cover. John Heinricy's High Performance Vehicle Operations. Kip Wasenko, designer of the mainstream CTS during his days at Cadillac, shaped the CTS-V from his new perch as GMPD's director of Design. But creating a credible performance version of the CTS took more than just a shoehorn and a body kit. Under the Skin The hydroformed front and rear cradles are larger than stock, and made of thicker gauge steel. High-stress areas in the front suspension receive welded-in steel gussets, the aluminum control arms are fitted with elastomeric bushings, and a hollow steel cross-car brace supports the shock towers. Front spring rates are up 27%, a 26.6-mm hollow anti- roll bar replaces the standard 23-mm hollow bar, and the monotube front shocks are 10- mm larger (at 46 mm) and have unique valving. Plus, a nine-land (valve element) steering gear replaces the standard six-land unit. In back, the solid anti-roll bar increases 3 mm to 21 mm, spring rates rise by 27%, and Sachs Nivomat dampers replace the standard units. The brakes also have been upgraded, with Brembo calipers and discs at all four wheels (355 mm x 32 mm, front and 365 mm x 28 mm, rear), and sit inside 18-in. wheels shod with 245/45WR-18 Goodyear run-flat performance tires. The CTS-V's LS6 V8 has a new induction system that draws air from three front inlets, and exhales through a 2.5-in. stainless steel dual-exhaust system. It also has a deeper oil pan, a lighter and more compact water pump, accessory drives that are 37-mm closer to the block, and a redesigned exhaust manifold. These are the only real changesother than the carbon fiber-effect (it's actually (V is the suffix for all future high- nylon) intake/valve cover shroudfrom the Corvette's performance Cadillacs) version of the LS6. http://www.autofieldguide.com/articles/010402.html (1 of 3)4/14/2006 2:03:50 PM Document Outlineautofieldguide.comFeature Article - Cadillac's Brute Finesse - 01/04
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