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2007 Cadillac CTS and CTS-V

69 messages,  Last post on May 07, 2010 at 11:58 AM

You are in the Cadillac CTS/CTS-V Forum.

What is this discussion about? Cadillac CTS, Cadillac CTS-V, Sedan

Messages Page 4 of 7

#30 of 69 by jerrymcshane1

Mar 28, 2006 (7:19 am)

Looks like it's "get it on" time for this unit.
 
Click here for larger picture
 
Photo credit: Chris Doane for Brenda Priddy & Company
  
Though we'd hardly consider the Cadillac CTS V-Series ordinary, it’s clear this version is well beyond that performance CTS.
 
We last encountered the CTS Super V in testing at the Nürburgring (“Spied: Super V!, May 31, 2004), but this one—spotted recently by an alert spy shooter—appears much closer to production-ready. We’re told it’s the 2007 CTS Super V, and that it is powered by a 7.0-liter 505-hp LS7 V8 lifted directly from the Corvette Z06.
 
The Super V also features custom bodywork, huge rear tires, larger exhaust pipes and an engine sound unlike any other CTS.
 
With the new CTS slated for arrival as a 2008 model, speculation is that Cadillac will offer this exclusive model as a last hurrah for the exiting first-generation CTS.
 
If that’s not powerful enough, wait for the next-generation CTS Super V, which is rumored to be equipped with the LS9 engine—a supercharged 6.2-liter V8 with 600 hp. But you’ll be waiting at least until the 2010 or 2011 model year for that one.

#31 of 69 Super-V by sevenfeet0

Mar 28, 2006 (10:11 am)

It's an interesting article, but I have to wonder about the business decision to feature this car for just one model year, no matter how good it is. It doesn't sound like it would survive the "profitable business case" sniff test. The last time Caddy did something like that would be the '93 Allante, with the roof that finally worked and the 1st generation Northstar V8.
 
It could still be a test mule for the next generation CTS-V, but the article did say that the bodywork was a lot better than previous mules. Well, we'll find out soon enough.

#32 of 69 DON'T BUY THIS CAR! by jlilja

Mar 31, 2006 (2:38 pm)

I have an 05 CTS-V which had 19,450 miles on it. I am a surgeon, and I drive an enormous number of miles each week to operate at multiple Northern California hospitals.
 
Recently, while rolling to a stop, the control arm FELL OFF the car, causing my front end to dig into the ground and grind to a halt. Needless to say, had I been going freeway speeds, I wouldn't be writing this right now, rather one of you would be writing my epitaph.
 
Cadillac/GM treated this like a normal warranty repair. Apparently, a bolt that holds the control arm to the frame was not properly put together! They simply put it back together, and told me everything was all right-- and wanted me to drive it away. They claim this was a freak accident, and the car is now completely safe (despite no way of knowing whether the steering column, engine mounts, air bags, etc., are not properly assembled).
 
You can imagine that I was not interested in getting into a 400 HP car and driving when I can't be sure the thing won't fall apart on the road. I'm selling, at a huge loss. GM would do NOTHING for me. Wouldn't buy back the car, wouldn't give me something else to drive. In fact, the local dealer was more interested in his payment for an oil change rather than the fact that this car almost killed me.
 
To hell with Cadillac and GM.
 
DON'T BUY THIS CAR!
 
JL

#33 of 69 Re: DON'T BUY THIS CAR! [jlilja] by rockylee

Apr 30, 2006 (7:48 pm)

Replying to: jlilja (Mar 31, 2006 2:38 pm)
Well did you contact GM or Cadillac Customer service on the incident ? I agree I never heard of this. I would reccommend calling them and complaining and tell them you are going to sell the car because you feel it might be unsafe. GM isn't going to want to lose you as a customer, over a dealership just telling you everything is just fine.
 
Sorry to hear about your bad experience pal.
 
Rocky

#34 of 69 Re: DON'T BUY THIS CAR! [jlilja] by francisbaken

May 18, 2006 (3:52 pm)

Replying to: jlilja (Mar 31, 2006 2:38 pm)
Go to NHTSA and file a complaint.
 
http://www-odi.nhtsa.dot.gov/ivoq/

#35 of 69 WHEN will the new CTS be out?? by tseaburn

May 29, 2006 (4:22 pm)

I have heard rumors that the new redesigned CTS will be available in late 2006. Then a dealer told me no, it will not be out until May 2007 as a 2008. Does anyone know when it will be out?
Thanks,
Tina

#36 of 69 2007 CTS by temj12

May 29, 2006 (11:22 pm)

The 2007 CTS is already in inventory on dealer lots in Nashville. I did not know they were already in production. I have not seen them so I don't know if there are any changes. That means we had a short production year for the 2006.

#37 of 69 Re: WHEN will the new CTS be out?? [tseaburn] by pearl

May 30, 2006 (7:56 pm)

Replying to: tseaburn (May 29, 2006 4:22 pm)
I don't know when the redesigned (08?) CTS will be out, but for GM and Caddy's sake, it should be ASAP! I think that an 08 cannot be sold earlier than sometime in 07, so let's hope that Caddy puts the "new" CTS on sale as soon as possible after the new year. Also, let's hope that this car has some mechanical upgrades to go with the improved styling. Six speed auto, improvements to the V6's, upgraded interior materials would be very well received. Saving a few bucks here, when the foreign competition has all of this, is pointless in my opinion. Undercutting on price without value is not a path to success.

#39 of 69 check this out by exalteddragon1

Jun 14, 2006 (12:30 pm)

PONTIAC , Mich. – GM Powertrain announced today it will deliver a 3.6-liter V-6 gasoline engine with direct injection and variable valve timing (VVT) technologies in the 2008 model year. A vehicle application will be announced later in the year.
 
Additionally, it was forecast that by the end of 2008, GM will produce as many as 200,000 vehicles globally with direct injection technology, and by 2010, GM projects one out of every six GM vehicles in North America will be equipped with a direct injection engine.
 
The application of direct injection technology to the 3.6-liter VVT engine – a member of GM Powertrain’s family of high-feature V-6 powerplants used on cars and trucks around the world – contributes greatly to a 15-percent increase in horsepower over the current levels that range from 240 to 267; an 8-percent increase in torque, and up to a 3-percent improvement in brake-specific fuel consumption (BSFC). An approximate 25-percent reduction in cold-start hydrocarbon emissions is also achieved.
 
With direct injection, precisely metered fuel is delivered directly to the combustion chamber, which has a cooling effect in the chamber. Cooling the incoming air charge enables a higher compression ratio, which also improves engine efficiency. Less fuel is required to produce the equivalent horsepower of a conventional port injection combustion system.
 
“The 3.6-liter VVT with direct injection will be our highest specific output non-turbocharged V-6 engine, as well as one of the most fuel-efficient offerings in our high-feature family,” said Tim Cyrus, chief engineer for high feature V-6 and Northstar V-8 engines. “It’s the latest example of our strategy to continue to reduce emissions and improve fuel economy without sacrificing performance.”
 
This is GM’s third engine with gasoline direct injection. The announcement of the 3.6L VVT V-6 with direct injection comes on the heels of the introduction of GM Powertrain’s Ecotec 2.0-liter four-cylinder Turbo engine with direct injection on the 2007 Saturn Sky Red Line and Pontiac Solstice GXP roadsters. Also, since 2004, a naturally aspirated Ecotec 2.2-liter direct injection engine is equipped on Opel models in Europe.
 
How direct injection works
 
Direct injection differs from the fuel delivery process of a conventional engine by delivering fuel directly into the engine cylinder, where it is mixed with air. The combustion process of conventional fuel injected engines uses air and fuel that partially evaporates in the intake port or intake manifold prior to being introduced into the combustion chamber. Direct injection is a continuation of the evolutionary process of moving the fuel introduction point closer to the cylinder to improve control.
 
With the 3.6-liter VVT with direct injection, fuel is introduced directly to the cylinder during the intake stroke. As the piston approaches top-dead center, the mixture is ignited by the spark plug.
 
The fuel injectors are located beneath the intake ports. The intake ports only transfer air, unlike port fuel injection, which flows air and fuel, thus increasing efficiency. D irect injection also permits a slightly higher compression ratio than if the fuel were delivered with conventional fuel injection. The result is better fuel consumption at part and full throttle. The engine uses conventional spark plugs similar to other high-feature V6 engines.
 
A high-pressure, returnless fuel system is employed. It features a high-strength stainless steel fuel line that feeds a variable-pressure fuel rail. Direct injection requires higher fuel pressure than conventional fuel injected engines and an engine-driven high-pressure fuel pump is used to supply up to 1,740 psi (120 bar) of pressure. The system regulates lower fuel pressure at idle – approximately 508 psi (35 bar) and higher pressure at wide-open throttle. The exhaust cam-driven high-pressure pump works in conjunction with a conventional fuel tank-mounted supply pump.
 
Direct injection’s fuel delivery enables very efficient combustion to help reduce emissions, particularly on cold starts – the time when most tailpipe emissions are typically created. Also, direct injection permits a higher compression ratio – greater than 11.0:1 in the case of the 3.6 – which has a positive influence on fuel economy.
 
3.6-liter VVT DI
 
The 3.6-liter VVT DI is based on GM Powertrain’s sophisticated 60-degree dual overhead cam (DOHC) V-6 engine. It is the latest member of a growing family of GM Powertrain V-6 engines developed for applications around the world, drawing on the best practices and creative expertise of GM technical centers in Australia, Germany, North America and Sweden.
 
Features found on the 3.6-liter VVT DI include:
 
-Aluminum engine block and cylinder heads
-Dual overhead cams with four valves per cylinder and silent chain primary drive
-High-pressure, engine-driven fuel pump
-Advanced multi-outlet fuel injectors developed to withstand high pressure and heat
-Stainless steel, variable pressure fuel rail
-Four-cam phasing (VVT – see description below)
-11.3:1 compression ratio
-Aluminum pistons with floating wrist pins and oil squirters
-Polymer coated piston skirts
-Forged steel crankshaft
-Sinter-forged connecting rods
-Structural cast-aluminum oil pan with steel baffles
-Electronic throttle control with integrated cruise control
-Coil-on-plug ignition
-Advanced direct injection capable engine control module (ECM)
-Optimized exhaust manifolds with close-coupled catalytic converters
-Fully isolated composite camshaft covers
-Outstanding noise, vibration and harshness control
-Maximum durability with minimum maintenance
-Common manufacturing practices for efficiency and exceptional quality
-Four-cam phasing
 
The 3.6-liter V-6 VVT DI employs four-cam phasing to change the timing of valve operation as operating conditions such as rpm and engine load vary. The result is linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (maximum horsepower per liter of displacement) without sacrificing overall engine response and driveability. When combined, direct injection and cam phasing technologies enable an unmatched combination of power, efficiency and low-emissions in gasoline V-6 engines.
 
Cam phasing pays big dividends in reducing exhaust emissions by optimizing exhaust valve overlap and eliminating the need for a separate exhaust gas recirculation (EGR) system.
 
By closing the exhaust valves late at appropriate times, the cam phasers allow the engine to draw the desired amount of exhaust gas back into the combustion chamber, reducing unburned hydrocarbon emissions. The return of exhaust gases also decreases peak temperatures, which contributes to the reduction of oxides of nitrogen (NO x) emissions. In tandem with the dramatic 25-percent reduction in cold-start hydrocarbon emissions brought on by direct injection, th

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