Brake Type Pwr. Anti-Lock-Braking System 4-Wheel. Front Brake Rotors, diameter x thickness inches Rear Brake Rotors, diameter x thickness inches Rear Drums, diameter x width inches NA. Wheels and Tires. Front Wheel Size inches 19 x 9. Front Wheel Material Aluminum. Rear Wheel Size inches 19 x Rear Wheel Material Aluminum. Spare Wheel Size inches NA.
Spare Wheel Material NA. Spare Tire Size NA. Maximum Trailer Weight, dead weight hitch pounds NA. Maximum Tongue Weight, dead weight hitch pounds NA. Maximum Trailer Weight, weight distributing hitch pounds NA.
Maximum Tongue Weight, weight distributing hitch pounds NA. Weight Information. Base Curb Weight pounds Maximum Alternator Capacity amps NA. Memory Package recalls 2 driver and exit position "presets" for power driver seat, and outside mirrors. Engine, 6. Brakes, Brembo front and rear, performance 4-wheel antilock, 4-wheel disc with auto dry Vehicles equipped with these brakes have high performance brake linings that will experience faster accumulation of brake dust on wheel surfaces and may produce more noise than with standard linings.
Brake linings, performance Vehicles equipped with these linings will experience faster accumulation of brake dust on wheel surfaces and may produce more noise than with standard linings. Wheels, 19" x 9. Use only GM-approved tire and wheel combinations. Unapproved combinations may change the vehicle's performance characteristics.
Lower profile tires wear faster. Wheel and tire damage may occur on rough or damaged roads or from surfaces or from curbs, debris or obstacles. For more details, go to my. It's not for the faint of heart.
In track mode, the engine note is as loud as it can possibly be, throttle response is razor sharp, the electric steering is ultra-tight, and gears are held until redline. And the Magnetic Ride Control suspension is stiffened for maximum handling accuracy at the expense of ride quality. Track mode might as well be called "beast mode. You might think that this was a very bad idea, given conditions.
But it's not for two reasons: a. I'm an insanely great driver and b. Okay, only one of those is true. Despite all that power, rear-wheel drive and the most performance-oriented setting on the car, with the right tires and a reasonable amount of caution, we were just fine.
Better than fine, in fact. The CTS Vsport proved to be a surprisingly capable backroad barnstormer. The car's steering rack is light, tight and extremely direct, offering a very impressive degree of road feel. People say it's basically a bigger ATS, and that certainly seems accurate to me.
It's also a good thing. You always feel very connected to the CTS and what it can do on the road; sure, it's big, and there's a low-to-moderate amount of body roll, but it proved to be very athletic and corner-loving machine.
That eight-speed, paddle-shift transmission is an impressive piece of work too. It is not the automatic that's now optional in the new Corvette Z06 , but it still provides shifts that are quick and direct. When you're dealing with ice and snow, it's nice to have that extra degree of control on an otherwise automatic car, I think. It's also an indicator of just how good modern torque-converter based autos are these days.
The ice got worse as we powered through our route, but in this car, that meant more fun could be had. The ice and snow on the road meant a lower level of adhesion, but also more of an opportunity to get the rear end out in the corners.
Granted, I was going slower than I would in the summer, and track mode meant the traction control was less apt to step in, but any time the rear stepped out, I could simply catch it with a dap of oppo and I was away. Even in these conditions, the CTS remained extremely controllable thanks in large part to those Blizzaks.
Really, the only time we ran into trouble was when we pulled over into a snow-filled church parking lot to get some pictures and got stuck for a little bit. I'm a Texan, and you know how we do in the winter.
The steering feedback on the Cadillac was heavy, but in a good way—more like from the days before power steering when you actually felt the road through the wheel.
Then the fog hit. It was hard to see the road immediately ahead of us let alone yards down the road. The Lane Keep Assist and Lane Departure warning worked like a champ, keeping us between the lines even when I could barely see them. Soon the fog lifted and we continued on with full visibility. With clear vision, we were able to focus our senses elsewhere — towards bad Sirius radio singalongs.
On the trip, I solidified my affinity for satellite radio. The downside is that I learned that Alex is a closet yacht rock fan and sang along to more than one Hall and Oates song. Fortunately, a quick stab of the throttle would always kick up the engine note and smother his high notes.
On that topic, the optional sport exhaust on this particular CTS V-Sport really brought the engine to life. It allowed the car to be pleasant enough on a five-hour driving stint and elevated the sensory excitement when dipping into the loud pedal. Somehow five hours of driving in the Cadillac flew by and before we knew it we were at Road America.
We transitioned from hours of watching mundane street cars pass by to watching thoroughbred sports cars ripping by on track. It was neat to make the connection between the sports sedan we drove out to the race with the cars knocking off the fastest laps out on the track. Believe it or not, auto racing is still a solid incubator for production car innovation. Fuel economy, crash safety, suspension innovation, tire wear, and aerodynamics are all highly important in endurance racing events such as the one we attended.
The new CT6-V has big shoes to fill. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano. Advertisement - Continue Reading Below. More From New Cars.
0コメント