The carbon will even be bookmatched for extra eye candy.
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The Caddy California has a modular set up with a folding bed, pull-out rear kitchen box, tent, and storage options throughout the interior.
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Cadillac may not be ready to fully reveal its new Blackwing performance sedans, but we do at least know what drivers of the more potent CT4 and CT5 variants will be getting to grips with. The automaker has teased its latest steering wheel design for the two cars, and there are some notable improvements over what you’d find in the … Continue reading
The earliest adopters of Cadillac’s Super Cruise look set to get some bad news they might not have expected, with the bundled subscription to the hands-free cruise control system soon coming to an end. While Cadillac made little mention of it when it first offered the Level 2 technology on the model year 2018 CT6 – first sold in 2017 … Continue reading
The Cadillac Lyriq wasn’t quite a bait-and-switch but, as the dust settles on the delayed unveil of the automaker’s new electric flagship, you’d be forgiven for feeling like the EV was a tad premature. Two years premature, in fact: the luxury crossover Caddy revealed this week is actually a show car, the automaker conceded. Production of whatever it inspires isn’t … Continue reading
I drove a $56,305 Cadillac CT5-V from the 2020 model year, a revved-up version of CT5 sedan. The CT5-V has a 360-horsepower V6 engine — that may not sound like a ton on paper, but it's punchy. The CT5-V is adequately sporty and at times comes off as downright German in its driving dynamics. But what really sets it apart is the overall package, from design to technology. Visit Business Insider's homepage for more stories. I'm not going to shake anybody's tree if I point out that the 2020 Cadillac CT5-V is in no way, shape, or form a proper replacement for the CTS-V. I drove the latter several years back and was flummoxed by its versatile brilliance. A four-door Corvette, you say? Why, yes, I'll take at least one! In lieu of the CTS-V's supercharged V8, the CT5-V has a twin-turbocharged V6. And a near six-figure price tag has been replaced by one that's solid in the mid-fives. So, what we're really dealing with here isn't a V but what Cadillac used to call a VSport — and could just as easily have called the JV version.  I was recently disappointed by the CT5-V's little brother, the CT4-V, but I was prepared to give the CT5-V the benefit of the doubt. Still, I knew what I was getting into: less power, less power, less power.  And yes, you notice the lack of oomph from the CT5-V almost immediately. Depression, accordingly, sets in. But in a few minutes, you're driving the peppy four-door, at which point, your mood lifts. This car sneaks up on you! And while it isn't a Caddy V like those of old — a rude, angry, luxury beast — it is the closest thing to a BMW-grade sport sedan Cadillac has yet built.FOLLOW US: On Facebook for more car and transportation content! My tester cost $46,695 before a decent list of options took the price to $56,305. The Velocity Red paint job on the fastback was luminous and bold, and it got me an enthusiastic thumbs up from a BMW M3 driver on the Long Island Expressway, as I was on the outbound leg of a 200-mile round trip. The 19-inch alloy wheels were also pretty slick. The overall styling of the CT5-V is attractive, though a little more on the svelte side than I might have liked; I was a fan of the more angular design of the previous generation of Caddy sedans. I couldn't approach the CT5-V without lingering memories of the CTS-V, the Cadillac super sedan that stole my heart a few years back.  "Cadillac has been working on taking it to BMW's M cars for some time now, and with the CTS-V ... well, it may have taken it past the M's," I wrote at the time. "The CTS-V bears no resemblance to the Caddys of the Carter and Reagan administrations, and it has grabbed the sports-sedan concept and pushed it into new territory. You can now have your midlife crisis without embarrassing yourself." The CTS-V was a genuine V car, while the CT5-V leans toward the V Sport tradition of jazzed-up, yet not stonking, sedans. I'd only driven one of these, the XTS V-Sport, and I rather liked it. I was especially impressed by the engine, which served up some sneaky speed. "We're definitely not talking about a modern sedan here," I wrote. "The XTS V-Sport isn't crisp-handling, nor is it breathtakingly quick, although with a 0-60 mph time of around 5.5 seconds, it isn't at all slow. Its mission in life is to tool along the highway in a steady state of speed." The twin-turbocharged 3.6-liter V6 made 410 horsepower, giving me a taste of what I could expect from the CT5-V's engine. Cadillac, of course, has V'd up the CT5, with a badge at the rear and a badge on the flank. The upshot here is that you have to think through what's actually going on with the car and its position not just in the Caddy hierarchy, but in the sports-sedan realm.  Unspoken in the pondering of runes is that the entire sedan market, sport and otherwise, has come under stress as consumers increasingly favor SUVs. Cadillac has three crossovers — XT4, XT5, and XT6 — in the portfolio, along with the mighty Escalade. So no slouch there, but let's face facts: the Caddy sedans are having an identity crisis, and while the company has renewed the four-doors' lease on life, it isn't clear that the CTs can alleviate that.  We'll see. I've long been a fan of Caddy's sedans, so I'm counseling patience. And with other automakers giving up on sedans, Cadillac might have its best shot at competing directly with BMW, Mercedes, and Audi (not to mention Lexus) in a market with fewer sedan choices. Overall, the CT5-V presents a simplified, less-aggressive interpretation of what a Cadillac sedan with medium-impressive performance can deliver. The car isn't aiming so much for a visceral thrill as it is to make potential buyers think about the complete package: accessible design, good-enough driving dynamics from a rear-wheel-drive platform, adequate fuel economy (18 mpg city/26 highway/21 city), and perhaps most importantly, compelling technology. Under the hood is a 3.0-liter, twin-turbocharged V6, making 360 horsepower with 405 pound-feet of torque, with the power sent to the rear wheels through a snappy 10-speed automatic transmission.  The CT5-V has drive modes that range from Touring (for highway cruises and puttering around town) to Sport and Track for spirited motoring, to a personalized setting. I used primarily Touring and Sport, but enjoyed Touring on a long weekend jaunt. I used paddle shifters behind the steering wheel to peel off some of the mild turbo lag that I experienced even in Track mode. It isn't discouraging lag, and in regular automatic mode, you can tip the throttle in a tad and manage it just fine.  The 640-horsepower V8 in the CTS-V was absolutely lagless. But then again, 640 horsepower is a lot of dang horsepower, and if I'm being honest with myself, it's both too much for normal human driving and rather terrifying when you do allow yourself to explore it. The 3.0-liter V6 in the CT5-V looks underpowered on paper, but in practice, it's plenty. I had to watch it on the freeway to make sure I was sticking to something near the posted speed limits. Tempting me north of the numbers on the white signs was the audio-augmented exhaust note, piped into the cabin using the Bose premium system (part of a $4,200 "V Premium" package).  If that sounds like engineering fakery ... it is. But it's superb engineering fakery. It creates a presence that's exciting and enhances engagement with the driving experience, which is crisp and light. I was reminded of the Alfa Romeo Giulia, another sedan that feels feathery in the hands. The CT5-V has, like the CT4-V, some nice, sharp steering, a suspension that's firm but not bone-jarringly stiff, and brakes that are so grabby they take some getting used to. Cadillac isn't trying to catch Mercedes with interiors, and probably for the best — the Mercs I've reviewed have set a standard that's tough to match. So if you're Caddy, why bother? My tester's "Whisper Beige/Jet Black" treatment was pleasing, the seats were comfy yet well-bolstered, and the fronts were both heated and cooled. My review car lacked a moonroof, and there was no Alcantara on the pillars or the roof. But the vehicle had some carbon fiber trim adding a sporty vibe. My takeaway was that Cadillac wasn't trying to hit anybody over the head with any single aspect of the CT5-V — but when you add it all up, the package comes together nicely.  Except with the trunk space, an ungenerous 12 cubic feet. That's fine for a long weekend's worth of luggage or a run to the grocery store, but anything more would stress the CT5-V'S  capacity. Technology is what truly sets Cadillac apart from its German competition. The current infotainment setup is second only to Audi, and I'm not sure the German system is still the top dog. The Audi "Virtual Cockpit" is cool, but the more you use the Caddy's infotainment suite, the more you appreciate it.  The 10-inch touchscreen display is responsive, and the Caddy has 4G LTE WiFi connectivity as well as OnStar. The GPS navigation was faultless in my testing, Bluetooth pairing was blissfully straightforward, USB device ports complemented wireless charging, and the Bose premium audio system sounded stupendous. When I bowed down before the CTS-V several years ago, I did so with the understanding that the privilege of ownership would demand $85,000. So the CT5-V, at a mere $56,000 and change, raises an interesting question: Am I getting enough car the new V to make me forget about the old V?  Well, no. To get CTS-V numbers in the revamped Caddy lineup, you have to move up to the CT6-V, with its 550-horsepower, twin-turbo "Blackwing" V8, its larger form factor, and its $95,000 starting price. Even then, you're still down nearly 100 ponies from the CTS-V's supercharged mega mill (really, the full 100, if you consider that the CTS-V's V8 was the same powerplant that propelled the Corvette Z06, but detuned by 10 hp).  A Blackwing V8 is coming to the CT5-V. But until it arrives, I'm dealing with what's in front of me, a 360-hp, non-Blackwinged speed-chariot that notches the 0-60 mph run in a startling five seconds by my timing (and probably a bit less than that, given that my timing is based on the "one Mississippi, two Mississippi" method).  Weird car! With my prior exposure to the now-defunct V Sport limited to the sort of boaty XTS, grabbing hold of the darty, middleweight demeanor of the XT5-V initially left me wanting, until suddenly, it didn't. For all the trouble I had getting used to the car, once I settled in, I almost couldn't get enough of it.  No, it didn't erase memories of the CTS-V. And no, I didn't get mad because the CT5-V lacked Super Cruise, Caddy's fully hands-free highway self-driving tech — I was having much too much fun driving the car myself.  Again and again, I used the term "sneaky good" to define the CT5-V. At times, I churlishly remarked that the Caddy came off as a terrific American interpretation of a BMW 3 Series — something that Caddy has been trying to achieve for years. Of course, I swiftly noted that the CT5-V lacked that V-car muscularity I had come to adore.  The CT5-V didn't really need it. The car might not be mind-boggling in power. But it was a joy to drive, and that's what a sports sedan is supposed to be. With the 2020 Cadillac CT5-V, ask not for what you don't need. 
On Thursday, Cadillac revealed Lyriq, the first all-electric vehicle in its history. Lyriq is the first Cadillac to arrive as the division becomes General Motors' lead electric brand. Lyriq will use Cadillac's new Ultium battery technology and offer more than 300 miles of range on a charge. Visit Business Insider's homepage for more stories. When General Motors said in January of 2019 that Cadillac would become its lead electric brand, it was hard to know what to expect. But 2020 is the year that the plan begins to take shape, starting with the unveiling of the Lyriq, Caddy's first all-electric vehicle, revealed as a show car on Thursday evening. "Led by Lyriq, Cadillac will redefine American luxury over the next decade with a new portfolio of transformative EVs," Steve Carlisle, executive vice president and president, GM North America, said in a statement. The Lyric reveal was supposed to happen in Los Angeles in March, but the coronavirus pandemic scuppered that plan. Business Insider got a look at the vehicle earlier that month, however, when GM held a media day to showcase its forthcoming EV lineup — 22 electrified vehicles coming by 2023 — and share details on its "Ultium" battery technology. Lyriq is all-electric Caddy number one. Cadillac called the crossover a "show car," to distinguish it from the production version. On a briefing with media this week, Carlisle said the vehicle would launch first in China, and soon after in the US (production should commence in 2022). He also said pricing would be more than $75,000, but less than $100,000, to start. The design is distinguished by a "black crystal" grille, which Cadillac said is "part of a dramatic lighting choreography that — along with bold vertical, slim LED signature lighting — greets the owner upon approach."  That motif continues to the Lyriq's rear, where "a split tail-lamp design incorporates slim LEDs that are also integrated into the lighting choreography." The crossover promises a range of more than 300 miles on a single charge. Cadillac also said that rear- and all-wheel-drive variants would be offered. Critically for customers potentially cross-shopping with Tesla, Lyriq will have Caddy's latest iteration of its Super Cruise semi-self-driving technology, which enables fully hands-free operation on over 200,000 miles of GPS-mapped highways. A real marquee feature is a gigantic, 33-inch LED screen that stretches across the entire dashboard. "This new display has the highest pixel density available in the automotive industry today and can display over one billion colors," Cadillac said. Design and engineering are also important aspects of the Lyriq story. "With a dedicated EV architecture, [Lyriq's] design eliminates significant physical constraints associated with adapting electric propulsion within a conventional vehicle architecture, for an optimized design that supports greater driving range, an engaging driving experience and a new interpretation of passenger space," Cadillac said in a statement. The Lyriq is also the first GM vehicle to use the new Ultium battery technology. A 100-kilowatt-hour configuration consists of "large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs," Cadillac said. "Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90 percent of the battery pack wiring, compared to GM's current electric vehicles." Active noise-canceling technology, Cadillac said, would make for a very quiet, relaxing interior — and allow an available 19-speaker AKG Studio audio system to shine. Of the vehicle, Jamie Brewer, Lyriq's chief engineer, said, "It is not only an exceptional EV, but first and foremost a Cadillac."FOLLOW US: On Facebook for more car and transportation content! Join the conversation about this story » NOW WATCH: How Volkswagen plans to outsell Tesla
Cadillac’s upcoming Lyriq electric crossover may not have a gas engine like the new Escalade, but it will have an even more impressive display to dominate the EV’s dashboard. Expected to make its public debut on August 6, after Caddy was forced to push back the big reveal, the Lyriq will be the first of General Motors’ new breed of … Continue reading
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If you’re an avid campervan enthusiast then you’ll know vw camper van electric conversion uk are a seriously hot topic right now.Students, weekend warriors, vand wellers and even the wealthy are converting their campervans into incredible off grid living homes on wheels.From DIY projects, to fully fledge ‘money is no option’ builds.(Fiat/PA) The Ducato is a great choice for a motorhome conversion, and an incredibly popular one – around two-thirds of motorhomes in Europe, whether coachbuilt or van conversion, are based on the Ducato.Volkswagen Transporter.Purchasing a motor home is not a decision made lightly.It's minimal and they were never built to keep heat or cold out.
Visit Business Insider's homepage for more stories.We live in the Golden Age of the luxury crossover SUV.But don't forget about Acura, which has been selling a pair of superb SUVs, the MDX and the RDX, for some time.Obviously, there are some segmentation questions that arise from such a matchup: the RDX covers both the compact and midsize segments, while the XT5 is intended to be Caddy's midsize warrior (the XT4 covers the compact/subcompact space, and the XT6 handles three-row midsize duties).Read on to find out how it went down:We checked out the all-wheel-drive Cadillac XT5 back in 2017, not long after the SUV was rolled out in 2016.
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