2008 Cadillac CTS

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The 2008 Cadillac CTS is powered by a new gasoline direct-injected 3.6 liter V6 engine that develops around 311 hp and 374 Nm of torque and is available with rear and all-wheel drive.

The on-board electronics of the 2008 Cadillac CTS include: a 40-gigabyte onboard hard drive, a USB and auxiliary audio connectivity, an Enhanced navigation system with 3-D imaging and a Bose sound system with home-theater-style performance.

Cadillac Press Release:

2008 CADILLAC CTS: ALL-NEW TECHNOLOGY, DESIGN AND HAND-CRAFTED INTERIOR

- New gasoline direct-injected 3.6L V-6 engine
- Rear- and all-wheel drive available
- Dramatic exterior design and sophisticated, hand-crafted interior

LISBON – The all-new 2008 Cadillac CTS luxury sedan arrives late in 2007 in Cadillac showrooms. The first CTS helped change the perception of the brand when it made its debut in 2002. The new model arrives with new and enhanced engines and transmissions and dramatic new styling, inside and out.



CTS Performance

More power while maintaining fuel economy and lowering emissions is a daunting engineering challenge, and the new CTS delivers via direct-injection technology. The top-level power option of the CTS is GM’s new, 3.6L direct-injection V-6 VVT engine, which delivers 311 hp (229 kW) and 374 Nm of torque at 5200 rpm.

The standard engine is a 2.8L V-6, with a rating of 211 hp (155 kW) and 246 Nm of torque at 3600 rpm. In addition, a 3.6L V-6 VVT engine, which produces 266 hp (196 kW)* and 343 Nm of torque at 3100 rpm, is available in some global regions.

The technology in the 3.6L direct-injection V-6 VVT engine allows fuel to be delivered directly to the combustion chamber, creating a more complete burn of the air/fuel mixture. The application of direct-injection technology on the 3.6L VVT engine contributes greatly to a 15-percent increase in power; an 8-percent increase in torque; and a 3-percent improvement in brake-specific fuel consumption. Additionally, the application of direct injection reduces cold-start hydrocarbon emissions by 25 percent.

A state-of-the-art, direct-injected turbo-diesel engine will be available in calendar year 2009. The V-6 diesel will have a displacement of 2.9 liters, an output of 250 hp (184 kW) and a torque of 550 Nm beginning at 2000 rpm.

For the first time, the Cadillac CTS will be available in both rear- and all-wheel drive configurations. The transmission lineup offers six-speed units exclusively, either manual or automatic.

The suspension, braking and steering systems provide responsiveness, premium “feel” and performance in spirited driving conditions. The front suspension features a new tower-to-tower brace that adds cross-car stiffness and enhances

the overall steering feel. This innovation, transferred from the high-performance CTS-V model, has been applied for use in all new CTS models.

The standard suspension is tuned for both comfort and handling. This comes with all 2.8L versions and the 3.6L AWD. The suspension on the 3.6L rear-wheel drive versions is more performance tuned and has an automatic rear load-leveling system.

Exterior Design

The new CTS has an athletic form that reflects a combination of luxury and sport. Sculpted fenders emphasize the car’s wide track and enhanced chassis dynamics. The front fenders feature side air extractors that recall a styling element from Cadillac’s Sixteen concept that also appear on the STS and Escalade. This CTS has a “faster” and coupe-like profile, owing to both its increased performance potential and more evolved styling theme. The optional Ultra View sunroof covers more than 70 percent of the roof, giving both front- and rear-seat passengers a sky view.

Aiming for the highest levels of quietness and appearance, Cadillac engineers lavished attention on sights and sounds of the body construction. An innovative laser brazing technique affixes the roof panels more cleanly. The windshield glass is free from visible rubber seals and joints, and the hood and door panels have improved sealing for added noise control.

The new CTS measures 4,860 mm in length, 1,842 mm in width and 1,464 mm in height. The wheelbase is 2,880 mm, with a front/rear track of 1,569/1,575 mm. The track is approximately 50 millimeters wider than the outgoing model, giving a more planted, well-grounded appearance, in addition to accommodating the optional all-wheel drive configuration. The wider stance also enables more tumblehome, with the vehicle sides sculpted inwards to give a more dynamic appearance and a lower roof line, without compromising headroom or the spacious interior.

Nine-spoke, 18-inch wheels highlight larger high-performance brake calipers and rotors. These alloy wheels with 235/50R18 tires are offered with a premium multicoat or high-polish finish.

Craftsmanship Interior

The CTS interior represents an evolution for Cadillac interiors. Advances in surface development, technology, materials and construction combine to emphasize technical precision with elegant, hand-crafted details and precise tailoring. For example, several interior surfaces are hand-cut, sewn and wrapped by expert craftsmen. Two trim levels are available for Europe. The Elegance trim level can be combined with the 2.8L V-6 engine and rear-wheel drive. The Sport Luxury will be available with both V-6 engines and rear- and all-wheel drive.

“Cadillac has engineered an historic renaissance, with a completely new product portfolio, driven in large part by the original CTS,” said general manager Jim Taylor. “The CTS has built a strong record of success on many levels. It exceeded our goals for sales volume, set new design trends, won championships in racing, and earned awards for quality and customer satisfaction. The next chapter promises to be even more dramatic.”

“The all-new Cadillac CTS embodies a contemporary revival of two of the brand’s great traditions: innovative technology and precise craftsmanship,” said Taylor. “In the CTS they come wrapped in a new overall shape that gives an edgy and contemporary character, with an injection of elegance.”

Safety

The 2008 CTS is designed to enhance Cadillac’s reputation for providing safe occupant environments in luxury vehicles. Details include:

- Pedestrian Protection for models sold in Europe and Japan
- Dual-stage driver’s front air bag
- Dual-depth front passenger air bag
- Driver and front passenger side seat-mounted pelvic/thorax side air bags
- Roof-rail side curtain air bags, covers front and rear seating rows
- Front safety belt pretensioners
- Tire pressure monitoring system
- Body structure with strategically placed high-strength steel

The Pedestrian Protection system for 2008 CTS models sold in Europe and Japan senses a collision with a pedestrian along the front bumper and activates a mechanism that lifts the hood to create additional clearance to the engine compartment and reduce the impact to the pedestrian's head. The vehicle system complies with all European Union safety regulations and is designed to sense and discriminate collisions with a pedestrian at vehicle speeds ranging from 27km/hr to 45 km/hr.

2008 CADILLAC CTS: ADVANCED INFOTAINMENT SYSTEM INTEGRATES ADVANCED DIGITAL MUSIC AND NAVIGATION TECHNOLOGY

- 40-gigabyte onboard hard drive
- USB and auxiliary audio connectivity
- Enhanced navigation system with 3-D imaging
- Bose sound system with home-theater-style performance

LISBON – The 2008 Cadillac CTS luxury sedan marks a new approach to in-car navigation, information and entertainment. The system is redesigned and upgraded in every way, including “infotainment” technology intended to add capabilities, while also adding fun.

In the consumer electronics world, devices with the most attractive design and intuitive operation dominate. The new CTS was designed in consultation with consumer electronics experts to break the recent tradition of cars that are more advanced, but also more complex and cumbersome.

“Our goal was to add leading-edge electronic features at the forefront of the industry, but do so in a way that adds pleasure, not complexity,” said John Howell, Cadillac product director.

The infotainment package of the CTS includes advanced systems such as a telescoping touch-screen, a 40-gigabyte hard drive, USB and auxiliary audio connectivity, three-dimensional imaging of landmarks on the navigation screen, the integration of real-time traffic data (where available) and the integration of iPod functionality including the ability to:

- Charge an iPod
- Record tracks from CDs
- Obtain traffic information (where available)
- Pause, rewind and playback live radio
- Listen to a book from Audible.com

Navigation and information

The navigation system in the CTS takes advantage of the latest developments in the GPS industry to create a faster, more informative and better-looking total package. The operating software conducts route calculations 30-percent faster than previous systems. The graphics include 3-D imaging.

Drivers on long road trips or vacations will find even more useful and convenient features. Points of Interest functionality has been greatly enhanced for the 2008 CTS, including many more detailed and specific categories of businesses and landmarks. Drivers can set up preferences of the type, style and even brand name of roadside attractions, shops and services. For instance, the system can provide the location of gas stations, restaurants or coffee houses while en route; they can even appear via expandable color icons.

These various features of the navigation system can be accessed via simple push-button controls, touch-screen controls and enhanced voice activation. Drivers can use traditional voice commands, or take advantage of a new series of “voice tags,” which are shorter, simpler voice commands.

The navigation screen in the CTS is telescoping, enabling it to rise or retract into the instrument panel. When retracted, a small portion of the screen remains visible, showing alphanumeric data in the manner of a traditional radio display. The retractable touch-screen is an eight-inch full VGA display, with 800 x 480 pixel resolution and a large 104 x 174 mm viewable area. The screen even has anti-pinch technology, preventing it from pinching objects in its path as it closes.

Digital entertainment

The new CTS has been designed for all forms of music lovers – from iPod and MP3 fanatics, to CD devotees and serious audiophiles. Music can be stored on the car’s 40-gigabyte hard drive. Through a USB jack located in the vehicle’s center console, digital audio music files – such as MP3 and other formats – can be downloaded to the hard drive for storage and playback. Additionally, music from CDs can be recorded and stored on the hard drive. Music recognition software from Gracenote, a leader in global entertainment technology, is incorporated in the hard drive enabling it to recognize track listings, song titles, genres and artist info for CDs loaded into the system. This makes cataloging and organizing stored music very convenient and similar to the digital music libraries consumers maintain elsewhere.

Full operation of the overall navigation and audio system is maintained, even while the hard drive is ripping and storing CD tracks. In fact, the simultaneous, seamless operation of the system was a key design goal, an imperative for today’s digital consumer who expects instant and easy access. While the hard drive is downloading the contents of a music CD, passengers will still get uninterrupted audio playback from the radio or digital music from an iPod, while said device is also being charged, and while the driver is receiving split-screen views of both the audio information and navigation data. The only restriction, in terms of simultaneous operation, is that the hard drive can only “record” or write from a single source at a time.

The hard drive also has digital audio recording capability, enabling listeners to pause and rewind radio broadcasts. The system can record radio broadcasts on an ongoing, 60-minute rolling basis when driving or not. For example, a portion of a sports game broadcast can be recorded while a shopping errand is attended to, or a customer who just missed the weather report can simply rewind to hear it again. Once users return to the vehicle, they can instruct the hard drive to pick up where the recording was set, including fast forward and rewind capability within a 60-minute time window. If the radio station is changed, the hard drive clears and starts recording again on the new channel.

Cadillac engineers designed the controls, menus and other aspects of the system after consultations with iPod designers and engineers, in addition to other music and electronics industry professionals.

CTS is one of the first cars to be designed for digital music. Via USB and auxiliary ports located in the center console, these devices can receive battery charging. With a special cord developed by GM and available at Cadillac dealers only for the CTS, iPod users can plug-in for full integration. This cord features the proprietary iPod output on one end, and both USB and auxiliary plugs on the other. This enables full integration of the iPod – including advancing tracks via the car’s steering wheel or console controls, along with battery charging, and of course, audio output.

The USB connector will import only audio files. To reduce driver distraction and maintain optimal focus on the top priority of digital music, the hard drive will not accept photos or other types of data.

The hard drive will be offered as a stand-alone option on the CTS, meaning that even consumers who do not opt for the navigation system can choose the hard drive as an addition to their car’s standard infotainment package.

On vehicles equipped with navigation, the CTS has a single-slot DVD video system, enabling DVDs to be viewed only when the car’s transmission is in Park. A TV tuner is also included in navigation-equipped cars.

A six-disc in-dash CD changer also is included in the CTS as standard equipment, with the ability to read CDs and MP3-format files.

Home theater-style audio performance

Regardless of the type of input, CTS has been designed to achieve levels of sound on par with fine home theater gear.

A first-time option in the CTS is the Bose® 5.1 Cabin Surround® sound system. This optional 10-speaker system delivers 5.1 digital sound in a 360-degree field. It includes Bose AudioPilot® noise compensation technology which continually adjusts to the many aspects of the audio signal while preserving the listening experience, even as background noise levels change. The CTS comes standard with a high-performance eight-speaker Bose stereo sound system.

2008 CADILLAC CTS: EXTENDING CADILLAC’S SIGNATURE DESIGN LANGUAGE

- Design expresses luxury and performance themes with purposeful and elegant appointments
- Hand-cut, sewn and wrapped interior surfaces
- Outstanding fit and finish

LISBON – From its dramatic exterior to its handcrafted and tailored interior, the 2008 CTS extends Cadillac’s legendary design lineage and creates a dynamic new presence in the world of luxury sedans.

On the outside, there’s no mistaking the CTS for anything but a contemporary Cadillac, with signature cues that include vertically shaped headlamps and taillamps, horizontal spline lines and a dihedral-shaped hood.

“The CTS takes Cadillac to the next level,” said John Manoogian, director, exterior design. “We added more art to Cadillac’s art and science philosophy, with greater detail, sculpted shapes and more surface development.”

The exterior is notable for extremely tight gap tolerances, flush-mounted elements and high-grade components. The result is a honed overall appearance that is crafted to meet the discriminating tastes and demands of customers at the top tier of the luxury sedan segment.

Just as definitive of CTS’ exterior design is the interior. It expresses luxury and performance themes with appointments that are both purposeful and elegant. Advances in surface development, technology, materials and construction combine to make the CTS cabin a compelling blend of technical sophistication, precise tailoring and luxurious character.

“The CTS’ interior reflects the market’s expectations for what defines luxury and performance – expectations that have evolved significantly since the first CTS was introduced,” said Eric Clough, director, interior design. “We spent a tremendous amount of time refining the materials, surfacing and details to give the CTS a dramatic, inviting interior befitting an excellent overall car.”

Both the exterior and the interior design elements of the new CTS reflect not only an evolution from the previous-generation model, but serve as forerunners of future Cadillac designs.

Exterior details: performance backed with substance

Inspired by Cadillac’s landmark Sixteen concept car, the CTS front appearance is immediately recognizable. The large, chrome dual-textured grille is significantly more vertical in shape, and is both aggressive and intricate. A large center-positioned wreath and crest add to the three-dimensional face. The front fascia is balanced with vertically stacked headlamps with bright bezels stacked in a staircase-like array. The lower air intake is flanked on both sides with fog lamps and brake duct intakes.

Chromed, side air extractors located forward of the front doors are a modern homage to Cadillac’s grand heritage. Additional bright details include chrome molding surrounding the side windows and three-inch, chromed exhaust outlets. Even on the rear of the car Cadillac designers injected charisma. The vertical taillamps are a Cadillac trademark. The roofline and rear backlight have a coupe-like profile. At the centerline, the decklid carries the angular and directional theme of the front. Additional design details include:

- HID headlamps with GM’s Advanced Forward Lighting system, which allows the headlamps to turn in the direction of the front wheels
- Available Ultra View sunroof system that covers more than 70 percent of the roof area – making it one of the largest such offerings in the segment
- Front and rear windscreens with exposed edge glass contribute to a sleeker appearance by eliminating the need for trim moldings
- Laser-brazed roof panel has an uninterrupted surface, free of “ditch” joints common on many vehicles
- LED-lit taillamps are designed with indirect optics and incorporate multiple sources of illumination per unit, eliminating the typical “pinpoint” look for a more refined appearance when illuminated
- Exceptional fit-and-finish details, including gaps of 3 mm or less for door-to-door, door-to-fender, hood-to-fender and lamp-to-fascia gaps

Coupled with a new overall shape, the 2008 CTS comes with a 50-mm wider track. This change, while driven mostly by performance and engineering goals, served designers well. The wider stance gives the new model a more planted, capable and well-grounded appearance that’s exemplified by much tighter tire-to-fender relationships.

The car’s new exterior surfaces were lavished with attention from expert modelers and sculptors, rather than computer-generated shaping. Additionally, a wider, tapering sail panel, lower, more sculpted hood, smoother wheel housing lips and a tighter wheel-to-body relationship help communicate the CTS’ agility as well as its sophistication and substance.

Dimensionally, the 2008 CTS is 4,766 mm long, 1,841 mm wide and 1,472 mm in height. The wheelbase is 2,880 mm with a front/rear track of 1,575 / 1,585 mm.

Standard 18-inch wheels surround large, high-performance brake calipers and rotors and are available in a premium multicoat painted finish or a high polish finish.

Interior: performance and elegance combine

The 2008 CTS represents an evolution for Cadillac interiors, emphasizing premium materials and technical precision with elegant, hand-crafted details. The interior design is decidedly more upscale, with luxury features, ornamentation and attention to detail.

Strict attention to material choices, surface development and comfort combine to meet the discriminating tastes of luxury performance sedan buyers. Several interior surfaces are hand-cut, sewn and wrapped by expert craftsmen.

Clean, white ambient LED light pipes are recessed between the upper and lower instrument panel. The result is a dramatic effect similar to indirect lighting used in contemporary homes. Subtle backlighting positioned in the door pulls and footwells completes the theater-style night lighting.

The hand-assembled center console with a satin metallic finish sweeps smoothly into the low, laid-back integrated center stack, providing a sporty “cockpit” feel for the driver and passenger without compromising space. Center stack controls were optimized for logical, intuitive use. Tri-barrel analog instrumentation, defined by bright chrome accents, is tightly framed with a compact hood that adds to the car’s sporting feel.

Heated and ventilated seats incorporate new “thin-seat” technology for maximum occupant comfort and enhanced rear-seat leg, knee and foot room. Highly sculpted bolsters provide lateral support for spirited driving without sacrificing comfort. A signature V-shaped medallion appears as a decorative touch on the backs of the front seats. French stitching is used throughout the interior, including the upper instrument panel, door inserts, seats and shifter boot. The leather-wrapped steering wheel includes standard integrated controls for cruise and the audio system.

A multitude of details – small and large –speak to the CTS’ comfort, craftsmanship and convenience. Highlights include:

- Telescoping eight-inch touch screen navigation system that rises out of the top of the integrated center stack
- Audio system with hard drive storage for downloaded music and for recording radio broadcasts
- Woven headliner and pillar material for a more detailed, upholstered appearance
- Available heated and ventilated seats with multiple comfort settings
- Dual-zone climate control with air filtration system
- Individual displays and controls for temperature and heated/cooled seats for front occupants
- Eight-way power adjustable driver’s seat
- Driver information center with six available languages (English, French, German, Italian, Japanese and Spanish)

All touch points on the CTS interior are engineered and tuned for a refined tactile feel, including features such as damped glove box, cupholder and ashtray doors. The center console storage bin and glove box are cushioned to prevent rattles and provide a soft feel.

2008 CADILLAC CTS: REFINED STRUCTURE ENSURES SOLIDITY, QUIETNESS AND CRASHWORTHINESS

- High-strength steel
- Noise-absorbing composite materials in the front-of-dash, shock towers and wheelhouses
- Magnesium, one-piece cross-car instrument panel structure

LISBON – An exceptionally strong structure enables the smooth ride, precise handling and quiet driving traits of the 2008 Cadillac CTS. It’s a stiff structure that builds off the strength of the previous-generation model, which was renowned for its solidity, with strategically placed enhancements that help provide better crash protection, a sharper driving feel and improved noise, vibration and harshness (NVH) performance.

The elements that comprise CTS’ structure can be divided into two categories: structural enablers and acoustical enablers. The components of the structural category primarily make up the car’s unitized body frame and give it strength, while the acoustical enablers, while also serving to reinforce the vehicle’s rigidity, work more to suppress, absorb or deflect NVH-inducing elements.

Structural enablers

Magnesium instrument panel structure – The instrument panel’s (IP) lightweight magnesium structure is a single-piece, cross-car structure that is carefully sized and mounted to bolster both side-impact and frontal crash performance. Its design provides exceptional stiffness that also helps reduce NVH that can be transmitted through components attached to the IP, such as the steering wheel and steering column. In fact, the steering column registers an outstanding 36.5 Hz frequency during driving.

Cross members – The underbody of the CTS is equipped with seven cross members made of fabricated steel that are integrated into the floor pan, on either the top or the lower side of the floor pan. The first cross member is a three-piece structure that is designed to help support the overall load, manage crash energy and, as it is braced against the dash, contribute to the vehicle’s overall stiffness.

Other cross members have been revised or redesigned compared to the previous-generation model, to help improve side-impact crash performance. Changes include:

- The second cross member is larger and thicker and includes a bar extension for improved load transfer
- The third cross member’s thickness is increased, as has the thickness of its extension; also, the cross member itself is made of high-strength steel
- The fourth cross member, located behind the rear seat area, is significantly enhanced with 1.8mm dual-phase steel end caps that strengthen the load path during side impacts. The center section has a “bar doubler” made of 1.8mm Martensite steel, the highest-strength steel available
- The other cross members have been enhanced with various methods, such as the use of reinforced brackets and heavier-grade steel

Octagonal engine rails – To enhance high-speed offset crash performance and occupant protection, octagonal motor rails are used for the front zones of the CTS, as the octagonal shape is highly efficient for energy absorption for a given mass. This thinner, lighter steel results in reduced mass yet provides proper energy absorption and reduces passenger compartment intrusion.

Longitudinal skid rails – Another enhancement is the use of longitudinal rails that are lengthened and extend rearward to the four-bar cross member, enhancing overall crashworthiness, NVH and ride and handling. Two high-strength steel under-floor rails run from the front of the dash to the floor pan. They are also injected with structural foam, which helps maintain geometry during a crash while also enhancing stiffness and helping to prevent intrusion around occupants’ feet.

Rocker panels – Exceptionally strong Martensite steel is used on the inner and outer rocker panels to enhance occupant protection in a side-impact crash. The rockers house 2mm structural bulkheads positioned at the second, third and fourth cross member locations. Additionally, an offset reinforcement runs from the A-pillar to the B-pillar, adding bulk to the lower structure for added protection during side-impact crashes.

Reinforced tunnel – A tubular, U-shaped “strap” was added to the CTS’ center tunnel, adding tension compression that enhances overall stiffness. It also helps reduce vibration to the floor pan and rear-seat area. A constraint layer – a sandwich of inner and outer steel structures – in the tunnel section helps deaden the transfer of noise into the passenger compartment.

Dual-phase steel rear rail inner sections – Enhancements designed to bolster the rear rail structural section include new inner rails made of high-strength dual-phase steel; the use of structural nylon blocks within the fifth cross member and reinforcement of the torque boxes and rear rails with dual-phase steel.

Upper structure – The high-efficiency upper body structure of the ’08 CTS is all-new and carries a host of material and design applications that enable the vehicle’s outstanding side-impact and roof-crush performance. They include:

- Reinforced “dogleg” area
- Application of high-strength steel in the B-pillar
- Roof rail inner and outer reinforcements made of high-strength steel
- Sail panel and windshield outer section design contribute to the CTS’ safety cage strength
- A double-header application of high-strength steel that runs across the top forward roof section between the A-pillars. This enables the 2008 CTS to meet 2010 roof crush requirements in North America and enhances side-impact performance

Acoustical enablers

To ensure optimal sound quality inside the CTS’ cabin, a team of noise and vibration engineers used a sophisticated sound recording device, called "Aachen Head" (pronounced AH-KIN), to record sounds inside the vehicle under real-world driving conditions. The Aachen Head is a digital recording tool that closely matches the way humans process sound by preserving the binaural attributes of the sound inside a moving vehicle.

As a result of this extensive and careful testing, the 2008 CTS is expected to be one of the quietest, most acoustically refined sedans in the industry. In fact the CTS has an outstanding acoustic sensitivity of only 2 decibels (dB) from chassis source and an equally impressive wind noise rating of 36 dB.

Elements that contribute to the CTS’ quiet performance:

Laminated front-of-dash – A laminated front-of-dash section uses a sandwich of materials, also known as quiet steel, to reduce the transfer of engine compartment noise into the passenger compartment. The sandwich – two sheets of steel held together with a composite adhesive – damps noise transfer by 3 dB when compared with a conventional dash panel.

Front-of-dash mat – A thick, 28mm front-of-dash mat made of cast foam effectively reduced powertrain noise into the cabin. That mat works like a noise-dampening blanket on the engine side of the dash panel and is applied with a glove-like fit that closes out all cavities in the panel.

Chassis-to-body structure interfaces – Enhanced body structure impedance at the chassis attachment points is achieved with redesigned chassis-to-body structure interfaces. The interfaces are stiffer, which reduces the transmission of low-frequency noise.

Six-point front cradle – The engine cradle, which is solid-mounted to the engine rails for a precise feel, is exceptionally stiff, minimizing NVH and enhancing handling and crashworthiness. The cradle has six attachment points – two more than most comparable sedans – to better handle heavier drive loads and energy pulses, such as those in vehicles equipped with the 3.6L direct-injection engine.

Engine mounting – The engine mounts are hydraulic and have been moved forward and outward on RWD models to lower the load in the mounts, thereby providing more isolation.

Rear cradle – A new rear cradle is stiffer and more isolated to reduce low-frequency resonances in the rear passenger compartment area. The cradle is isolated with four, large complex rubber mounts that provide soft characteristics in fore/aft movements, yet are laterally stiff. As a result, the mounts provide flex over bumps and holes and remain stiff in cross-vehicles dynamics.

Constraint-layered shock towers and wheelhouses – To attenuate noise transfer from the shock towers and wheelhouses, they feature constraint layers comprised of sandwiched metal and noise-absorbing material. In the shock towers, two pieces of metal sandwich around a rubber viscous material. The viscous material creates a noise-absorbing barrier, significantly reducing the noise level in the passenger compartment. The wheelhouses use sandwiched layers of steel.

Cabin sound deadening – Numerous methods are employed to reduce noise in the CTS’ cabin, including the use of lightweight damping material that absorbs high- and mid-range frequencies, the application of thicker, 16-ounce carpet and the use of expandable acoustic foam in body cavities such as the A-pillars, B-pillars and rockers.

Powertrain noise abatement – Engineers developed a host of methods to reduce or eliminate powertrain noise of the ’08 CTS, particularly in models with the 3.6L direct-injection engine, the spark ignition of which can cause a rapid clicking noise due to the high-pressure fuel system. The powertrain noise abatement elements include:

- Full-perimeter hood seal
- Under-hood sound-damping fiberglass blanket
- Engine compartment side curtains
- Sound-deadening cover for the high-pressure fuel pump (direct-injection models)
- Two-piece engine cover
- Isolated fuel injectors (direct-injection models)
- Large, noise-canceling “belly pan” at the front underside of the vehicle

Other details contribute further to CTS’ quiet performance, including noise-absorbing trunk acoustic material, structure-less windshield wipers that eliminate “chatter,” and triple door seals.

2008 CADILLAC CTS: EXTENSIVE GLOBAL DEVELOPMENT TARGETED AT SERIOUS PERFORMANCE AND HANDLING

- 50-mm wider track and testing on Nürburgring enhances dynamic performance
- Three suspension levels: FE1, FE2 and FE3
- Sports car ride and handling with luxury sedan comfort

LISBON – Building on the success of the first generation CTS sport sedan, Cadillac’s development team set even higher targets for every aspect of the driving dynamics of the all-new 2008 version. The goal was to reach handling limits near sports-car levels, while also adopting the poise and smoothness of prestigious luxury sedans.

With a 50-mm wider track and input from Cadillac's acclaimed V-Series models, Cadillac sent the new CTS back to the famed Nürburgring track. The engineering team also exhaustively road-tested the car on city streets and country roads across China, North America and Europe. The result is improved chassis hardware and a more finely tuned car.

Engineers designed and developed new geometry for both the independent short/long arm front suspension and the multilink rear suspension, driven primarily by the wider track and the application of all-wheel drive. The front track is now 1,569 mm, and rear track is 1,575 mm. The wheelbase remains at 2,880 mm. Three suspension levels are offered: FE1, FE2 and the performance-oriented FE3 (rear-drive only); each is tuned for specific ride and handling characteristics, and availability varies by market.

“The FE1 suspension is designed for excellent daily driving comfort, while the FE2 suspension adds a more sporting feel,” said Rob Kotarak, lead development engineer. “The FE3-equipped CTS is for serious performance.”

Engineers also tuned the suspension using extensive computer modeling, combined with development driving of prototype cars on three continents. The use of aluminum, for example, in the upper and lower front control arms and knuckles helps reduce mass and contributes to higher limits in handling and dynamic wheel control.

“Each suspension level is very specific to the needs and wants of drivers and we believe we’ve covered the spectrum in a way that balances a smooth ride with precise handling,” said Kotarak. “We knew the dynamics of the new CTS had to be outstanding because our intent is to compete with the finest ride-tuned vehicles in the world.”

Road impacts and other harsh impacts are effectively absorbed and dissipated through ride-tuned tires, dampers, advanced chassis controls, suspension components and bushings. Also, stiff body-to-chassis interfaces, including refinements in engine mounting, contribute to an outstanding acoustic sensitivity of only 2 decibels. Additional chassis changes and revisions include:

- New geometries for the independent SLA front and multilink rear suspensions
- New engine cradle designs for RWD and AWD configurations
- Standard, high-precision ZF Servotronic steering gear, with higher resonant frequency steering column and torsionally stiffer intermediate shaft
- Larger brake packages, including available performance brakes
- New 17 x 8-inch and 18 x 8.5-inch wheels
- New underhood tower-to-tower brace
- New rear cradle and differential design for reduced noise and vibration
- Revised engine mounting strategy

Along with its finely tuned hardware, the 2008 CTS features advanced chassis technology and integrated control technologies, including four-wheel disc brakes with ABS, traction control, four-channel StabiliTrak electronic stability control, dynamic rear proportioning, engine drag control and hydraulic brake assist.

Independent SLA front suspension

The performance characteristics of the independent short/long arm (SLA) front suspension were optimized using computer simulation and extensive vehicle development work at locations in North America, Europe and China. The suspension system includes the use of aluminum for the upper and lower controls, as well as the knuckles, which reduces overall mass. This reduces unsprung mass, contributing to more nimble handling and dynamic wheel control. It also requires less damping and provides better road-holding capability.

Hydraulic control arm front bushings are used for motion control and help to minimize high-speed road vibration by damping energy transmitted through the vehicle structure. Also, hollow front stabilizer bars bring weight savings and are sized specifically to each of the three available suspension levels.

The front shocks on all models are monotube dampers from Bilstein and provide highly responsive damping from road inputs. A high gas charge of up to 350 psi prevents cavitation, avoiding the rough ride characteristics associated with lag in the damper’s absorbing quality. Larger, more complex shock mounts enable the shocks to deliver a larger rate change from extension through compression, contributing to the CTS’ improved ride characteristics.

Additional front suspension refinements on RWD vehicles include an increased roll-center height; caster increased by one degree, lower-friction ball joints and revised bushing rates. Impact isolation refinements on RWD models also include revised geometry that actually enables the wheels to move rearward and away from a bump or hole. Geometry changes also took friction out of the ball joints, which help enhance ride motions and improve the steering feel.

Engine cradle

The CTS’ engine cradle is solid-mounted to the engine compartment rails for a precise feel. It is exceptionally stiff, which helps isolate noise, enhance handling and optimize crash performance. The cradle has six attachment points – two more than most performance sedans – to better handle heavier drive loads and energy pulses.

The engine cradle in RWD models is made of aluminum, which weighs approximately 35 percent less than the steel version in previous models. The reduced mass of the aluminum cradle not only saves weight, it helps optimize the car’s weight balance – and with the battery of the ’08 CTS relocated to the rear of the vehicle, the weight balance of RWD models is nearly 50/50.

An underhood tower-to-tower brace is standard on all models and adds cross-vehicle stiffness, for a greater feeling of solidity and a more precise steering feel. A component derived from the first-generation CTS-V, the brightly finished tower-to-tower brace is prominent in the car’s underhood appearance, stretching across the engine compartment.

Multilink rear suspension

A fully independent multilink rear suspension with isolated subframe is a hallmark of the CTS and is an uncompromising design with excellent suspension kinematics. In short, it enables superior ride and handling performance. Additionally, other rear suspension features control loads and help maintain stability during dynamic driving situations, helping the CTS balance ride quality and high-performance handling capability.

The multilink design provides maximum tuning flexibility so that the suspension can be tuned to react in a predetermined manner, such as during high-lateral cornering forces, where the rear wheels will respond with the correct camber and toe to avoid rapid destabilizing changes. Rear suspension details include aluminum upper control arms, knuckles and brake calipers, which optimize performance through reduced mass. They also epitomize the CTS’ use of premium materials and hardware.

The rear suspension cradle is more than 40 percent stiffer than its predecessor and is isolated with four large, complex rubber mounts that reduce noise transmitted through the vehicle. The mounts also provide soft characteristics in fore/aft movements yet are laterally stiff. As a result, the mounts provide flex when bumps are encountered, but remain stiff in cross-vehicle dynamics.

Like the front suspension, the rear uses hollow stabilizer bars – sized specifically to the suspension level – monotube Bilstein shocks, larger shock mounts and revised geometry that enables the wheels to move rearward when they encounter a bump or hole. FE3-equipped models include load-leveling shocks, which adjust automatically to different loads and road conditions. Steering and ride comfort are maintained during leveling periods and after unloading, the level returns automatically to the normal setting.

More noise reduction comes from the double-isolated rear differential. Also, the gear sets within the aluminum differential housing are matched to assure smooth, quiet performance.

Steering

The standard rack-and-pinion steering system uses a premium ZF Servotronic II speed-sensitive steering gear. The system has a variable ratio, speed-sensitive assistance and offers a turning diameter of 17.2 meters on RWD models and 17.4 meters on AWD models; and only 2.8 turns, lock to lock.

The ZF steering system incorporates great torsional stiffness with less operating friction, resulting in exceptional steering precision and linear response, with very smooth and predictable transitions. Additionally, the steering column and intermediate shaft are stiffened and use few joints. The result is a reduction in overall lash and an enhanced feeling of connection between the driver and the road. Also, the front suspension’s new, lower-friction ball joints contribute to the steering performance, enhancing its feeling of smoothness and refinement.

Brake systems

Four-wheel disc brakes with ABS and traction control are standard on all models. The front and rear brakes feature vented disc rotors; with aluminum calipers on the standard system and cast iron calipers on the 18-inch package. The front rotors on the uplevel brake package, at 346 mm in diameter, are 10 percent larger than the standard brakes’ 315mm rotors. Regardless of the package, the front calipers use twin, 42mm pistons and single rear pistons – 47mm pistons on the standard package and 45mm pistons on the uplevel system.

The brake pads are tuned to deliver long-term performance and a consistent, smooth feel. FE3-equipped vehicles use cast iron calipers for their strength and heat dissipation attributes during high-performance driving.

Chassis control systems

The ’08 CTS features numerous chassis control systems that are designed to help the driver maintain a safe driving path in all driving conditions. The systems include:

- Anti-lock brakes (ABS) – a four-channel system that allows individual wheel braking and includes a sensor that differentiates between straight-line braking and corner braking, which helps minimize yaw
- Dynamic rear brake proportioning – regulates braking pressure to optimize stopping distances and control under all load conditions
- Traction control system – integrated with ABS, it is an all-speed, four-channel system that combines both torque and brake control to regulate wheel spin
- Hydraulic brake assist – when panic braking is detected, the system automatically develops additional brake pressure to more quickly engage ABS, potentially reducing overall stopping distance by eliminating the delay caused by not braking hard enough and/or soon enough
- Engine drag control – senses the difference in speed between free-rolling wheels, such as the front wheels on RWD models, and driven wheels that often occurs on low-coefficient surfaces when the driver lifts off the throttle, sending more torque to the driven wheels. This helps ensure all four wheels are spinning at similar speeds, resulting in enhanced stability and better overall driving dynamics

Also standard on all models is StabilTrak, GM’s electronic stability control system. It primarily integrates the ABS and traction control systems in response to yaw and steering inputs, helping to determine the driver’s intentions to maintain control during demanding or adverse conditions.

2008 CADILLAC CTS: DIRECT-INJECTION ENGINE TECHNOLOGY, SIX-SPEED GEAR BOXES AND ALL-WHEEL DRIVE ENHANCE PERFORMANCE

- New 311 hp (229 kW*) 3.6L V-6 Direct Injection gasoline engine with variable valve timing
- Performance Algorithm Liftfoot (PAL) and Driver Shift Control (DSC) allow the driver to override automatic gear selection during closed-throttle, high-lateral acceleration
- Optional all-wheel-drive with Active Torque Transfer technology

LISBON – The all-new 2008 Cadillac CTS features a sophisticated chassis, an enhanced engine and transmission lineup and all-wheel drive to push the new CTS further in all directions. Together they offer impressive performance, enhanced ride quality, quietness and safety. The new 3.6L direct-injected V-6 VVT engine delivers 311 hp (229 kW*) and 374 Nm of torque at 5200 rpm. Like the rest of the engine lineup, this new power plant combines power with smoothness, efficiency and technical sophistication.

“The new 3.6-liter Direct Injection engine is our highest specific-output V-6 and very fuel-efficient,” said Dr. Uwe Grebe, GM Powertrain’s executive director of advanced engineering. “It’s the latest example of our strategy to continue to reduce emissions and improve fuel economy while enhancing performance.”

The standard engine is a 2.8L V-6, with a rating of 211 hp (155 kW) and 246 Nm of torque at 3600 rpm. The 2.8 V-6 VVT engine will be available only on rear-wheel-drive models. The 2.8L is an all-aluminum, 60-degree DOHC, four-valve-per-cylinder engine.

In addition, a 3.6L V-6 VVT engine, which produces 266 hp (196 kW)* and 343 Nm of torque at 3100 rpm, is available in some global regions. It is offered in both rear- and all-wheel-drive layouts.

For the first time, the CTS will be available in both rear- and all-wheel-drive configurations. Additionally, the transmission lineup now consists exclusively of six-speed units – an Aisin six-speed manual or – new for CTS – a Hydra-Matic 6L50 six-speed automatic. All models have been engineered to achieve nearly 50/50 weight balance, a key element of the CTS’ exceptional ride and handling.

Direct-Injection technology

The 3.6L Direct Injection engine is the premium engine option for the 2008 CTS. This technology on the 3.6L VVT engine contributes greatly to a 15-percent increase in horsepower; 8-percent increase in torque, and 3-percent improvement in fuel consumption. Additionally, the application of direct injection reduces cold-start hydrocarbon emissions by 25 percent and it is designed to operate with regular unleaded gasoline. The engine also helps the CTS achieve zero to 100 km/h performance of 6.3 seconds and a top speed of 249 km/h (electronically limited).

Gasoline direct injection differs from the fuel delivery process of a conventional fuel injected engine by delivering fuel directly into the combustion chamber, where it is mixed with air drawn in the chamber; the conventional design mixes the air and fuel prior to delivery into the combustion chamber. The advantage is improved fuel control and a more complete burn, which generally requires less fuel than a conventionally injected engine of the same size and configuration.

With the 3.6L direct injection engine, 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, as the intake ports only transfer air. Direct 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 V-6 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 – 11.3:1 in the case of the 3.6L – which has a positive influence on fuel economy.

3.6L Direct Injection VVT

The 3.6L Direct Injection VVT engine is based on a sophisticated 60-degree dual overhead cam (DOHC) V-6 design. It is the latest member of a growing family of V-6 engines developed for applications around the world, drawing on the best practices and creative expertise of technical experts 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 3.6L Direct Injection VVT 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 result in 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 (NOx) emissions. In tandem with the dramatic 25-percent reduction in cold-start hydrocarbon emissions brought on by direct injection, the 3.6L Direct Injection VVT V-6 surpasses all emissions mandates, and does so without complex, weight-increasing emissions control systems such as EGR and air injection reaction (AIR).

Diesel engine for 2009

A state-of-the-art, direct-injected turbo-diesel engine will be available in calendar year 2009. The V-6 diesel will have a displacement of 2.9 liters, an output of 250 hp (184 kW) and a torque of 550 Nm beginning at 2000 rpm.

Six-speed transmissions deliver balance of performance and fuel economy

All CTS powertrains will be offered with a six-speed transmission. The Aisin six-speed manual is the standard transmission in the CTS. It is fully synchronized (including reverse) with a single overdrive. This allows for lower propshaft speeds and improves engine noise, vibration and harshness. A short-throw shifter is designed for improved precision and enhanced driver feel.

The Aisin six-speed manual is engineered to handle the torque of the CTS’ powerful V-6 engines, with features that include low shift effort, closer ratios – for a more performance-oriented feel – and quiet operation. It also features a tailset design that uses a long input shaft supported by a short output shaft. It’s a configuration that is the converse of conventional two-axis manual transmissions that incorporate a “headset” design.

The Hydra-Matic 6L50 six-speed automatic transmission is designed to decrease engine rpm and enhance overall fuel economy. It features design traits that enable reduced complexity, size and mass, including clutch-to-clutch operation that allows the six forward gear sets to be packaged into approximately the size of a four-speed automatic. The 6L50 has an overall 6.04:1 ratio, which contributes significantly to its balance of performance and fuel economy.

The 6L50 also incorporates a host of advanced driving enhancement features, including Performance Algorithm Liftfoot (PAL) and Driver Shift Control (DSC). PAL lets the electronic transmission controller override the automatic gear selection during closed-throttle, high-lateral acceleration maneuvers, while DSC allows the driver to sequentially shift gears manually via the gearshift lever.

On models with the new all-wheel-drive system, the 6L50 will be equipped with a new active transfer case that automatically transfers torque from the rear to the front of the vehicle – up to 100 percent of the torque in certain situations – for optimal traction, safety and performance. The rate of torque split between the front wheels and rear wheels is infinitely variable and is determined by the system’s electronic controller. A limited-slip differential also is standard in CTS models sold in Europe.

More on the 2008 Cadillac CTS

Newer Cadillac Cts models:


2012 Cadillac CTS facelift

Pricing information:


Cadillac CTS UK Price

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Source: Cadillac