2013 Cadillac SRX Plug-In Hybrid

2013 Cadillac SRX Plug-In Hybrid

Cadillac can’t seem to settle on a powertrain for its hot-selling SRX. The second-gen crossover was introduced in 2010 with Saab’s turbocharged 2.8-liter six as an option (it was sacked early this year; no big loss) and a 3.0-liter V-6 as the base engine (also gone for 2012). Both are being replaced by GM’s 3.6-liter V-6, which will be the only available motivator for now. A plug-in hybrid version—caught here by our covert photogs—should join the lineup soon enough. The 2013 model year also will bring a mild interior update with touch-sensitive controls.

Turn On, Plug In, Drop . . . Fuel Consumption

These fresh spy shots show a pretty plain-looking SRX with one major exterior difference: a second fuel door stitched into the left rear quarter panel. (If it weren’t for the sloppy welds, we may not have noticed the extra orifice.) This Caddy’s range will be extended not by a second gas tank, but by a plug-in hybrid system charged through the port under that flap. And if you had any doubt that this is indeed a hybridized Cadillac, check the hybrid-badged Dell laptop sitting inside. Proof positive.

The system likely will be an evolution of the plug-in system almost offered on the Saturn Vue Green Line two-mode hybrid—the brand was killed before that ute could see the light of a showroom. As such, a V-6 (smaller than the 3.6 used in Saturn’s iteration) or even an efficient four-cylinder would suck the gas, while a lithium-ion battery would supply amps. The trap-door grilles offered in the eAssist Buick LaCrosse as well as the upcoming Chevy Malibu Eco may be applied here to aid aerodynamics.

You Can Touch This

Aside from the engineer’s computer cluttering up the cabin, this prototype show some other interior updates coming to all SRXs. Chief among them is a static center touch-screen display, which replaces the pop-up-toaster-style unit on the current car. Below that, you may notice a complete lack of controls. Instead, there’s some metal trim that resembles a Guy Fawkes mask, which we expect will become the touch-sensitive interface for multimedia, navigation, and climate-control adjustments. GM has already gone this route on the Volt, and it’s similar to Ford’s MyFord Touch and MyLincoln Touch systems, which use capacitive-touch sensors and sliders in place of buttons and knobs. Whereas the Volt gets its functions silkscreened onto the respective button-replacing areas, Cadillac appears to be going the backlit route, possibly so that functions can be changed depending on what’s being controlled.

The same style of controls also can be seen on the steering wheel, where the all-black areas will light up with their functions. The wheel sits below a revised gauge package; the hood over the pod has been reshaped, and the gauges themselves go more traditional, eschewing the current car’s center LCD. We expect most, if not all, of its info—plus hybrid-specific data—will instead be seen on the new, bigger center screen.

The updated interior should arrive at the same time as the plug-in model, and be a part of all SRX variants, regardless of powertrain. The touch-sensitive infotainment controls probably will spread throughout the Cadillac lineup. The CTS is a good candidate for a retrofit, and we already spotted the system in the upcoming XTS. As for the plug-in model, we’re hopeful Cadillac can get acceptably large rocker-panel decals to announce its hybridity—they’ve worked so well to move hybrid Escalades.

Cadillac ATS-V On the Way

Cadillac ATS-V On the Way

With the CTS-V and its awesome, supercharged V-8, GM's finest brand has a vehicle on par with offerings from Audi's Quattro, BMW’s M, and Mercedes-Benz’s AMG. And when the next-generation CTS rolls out, it will share its Alpha platform with a softtop convertible and a smaller sedan, the ATS. Given the success of the CTS-V, Cadillac insiders tell us an ATS-V also is a sure thing.

Theoretically, the CTS-V’s LSA V-8 would fit into an ATS-V, but that could cannibalize sales from the CTS-V. Rather, the ATS-V will be aimed directly at the next-generation BMW M3, which is expected to have a turbocharged inline-six. That, our sources tell us, is why the ATS-V will be powered by a twin-turbocharged 3.0-liter V-6 that should make around 380 hp.

Six-speed manual and automatic transmissions will be offered. We expect outstanding performance, with 0–60 times below five seconds and a top speed in excess of 170 mph. We have to say, though, that we’d be a lot more comfortable with Cadillac using a V-8—the brand’s last experiment with turbocharged sixes didn’t go so well.

Using a six in the ATS-V also opens up another exciting possibility: a small run of über-ATS-Vs with the incredible LSA—think of it as Cadillac’s Black Series. While that seems unlikely, Chevrolet’s fitment of the engine in the Camaro ZL1 proves that forces within GM will still back overpowered, limited-interest, but boundlessly awesome products.

Cadillac XTS Platinum Concept

Cadillac XTS Platinum Concept

Cadillac is giving us a good look at its forthcoming bigger-than-CTS offering with the XTS Platinum concept debuting at the Detroit auto show. We’ve previously had a private showing of the upcoming XTS sedan and can tell you that what you see here hints strongly at the production model that will replace both the STS and the DTS. The concept is supposed to Evoq—er, evoke—the feeling of “a personal headquarters, built for efficiency, luxury, and connectivity.” We just see a Cadillac with extremely long overhangs and a nice interior.

Epsilon and On and On

General Motors began pumping out Epsilon-platform cars many, many years ago. Over the last decade, Epsilon and its variants gave rise to a couple of Chevy Malibus, the Saab 9-3, some Opels, a Saturn, and, most recently, a couple of Buicks. The XTS rides on a further evolution of the front-/all-wheel-drive Epsilon platform—the largest yet—and likely has the Buick LaCrosse as its closest relative. The XTS’s 111.7-inch wheelbase matches that of the LaCrosse, while its length of 203.5 inches is a substantial 6.5 inches longer than the already-long Buick’s. We expect the production Caddy’s dimensions to stay the same. Some of the details, however, will be lost in the traditional watering down that occurs between the design studio and the assembly line.

And the details are many. The XTS Premium concept pairs the direct-injected 3.6-liter V-6 from the LaCrosse with a plug-in hybrid system; total system output is estimated at 350 hp and 295 lb-ft of torque. As that power is too much for front-drive to handle, the concept uses an all-wheel-drive system that will certainly be offered on a production XTS if it doesn’t come standard. The hybrid powertrain is also likely to closely follow nonhybrid models out the factory door. The suspension gets adjustable magnetorheological shocks that should allow drivers to choose either a supple or sporty character for the ride and handling.

Big Looks, Big Luxury

While we’ve been told the design is supposed to hark back to the Cadillac Sixteen concept, it looks more like what it really is: a big front-driver stretched over the bones of a smaller sedan. The rear overhang is monstrous and the front is only slightly less so. We hear the production car may have an even longer rear overhang, if that's even possible without the car tipping back on its haunches with the front wheels clawing helplessly in the air. Cadillac is quick to bring up the Art and Science design theme, which makes itself evident in the vertical lighting elements, as well as the CHMSL-slash-spoiler in the rear.

The headlights are swiveling LED units. Wheels are 20-inchers and get concept-exclusive Bridgestone treads. GM product czar Bob Lutz believes that brightwork surrounding the side windows gives a car a more upscale look, so the XTS has a really thick, really long outline of satin-metal-look trim that stretches from the side mirrors back well aft of the rear wheels. Subtle it ain't, but it looks good and it's refreshing to see something other than hackneyed fender vents dressing up the side of a Caddy.

The interior of the concept is in the Imaj—make that image—of recent Cadillacs like the CTS and SRX, but takes the plushness up a notch. It’s probably spot-on for what will show up in Caddy dealerships in a couple of years. Light-colored leather is nicely complemented by darker tones and a wood-trimmed overhead console that spans both rows. Suede inserts in the seats and door panels have a retro-chic, laser-perforated texture evocative of 1960s-era computer punch cards. We’re also promised “a new approach to in-car electronics,” although few details are provided. Think something close to Ford’s Sync system and you’re probably not far off. Cadillac will attempt to do away with hard buttons and switches in favor of touch screens, similar to what we’re seeing with Ford’s new MyFord system. Organic-LED displays take the place of instruments in the gauge cluster and appear all black until activated, like those in the Mercedes S-class and BMW 7-series.

The Platinum name echoes Caddy’s Platinum series of vehicles, which are the top-spec models of the Escalade, STS, and DTS. Given the badge’s appearance on this concept, count on an eventual Platinum version of the production XTS, too, likely including some of the high-zoot features like LED headlights and laser etched suede-like interior fabrics. A production-spec XTS should appear for 2012 with assembly pegged for GM’s Oshawa, Ontario, plant, beginning in late 2011.

Cadillac has articulated a "no-tweeners" sizing strategy that does away with the current positioning of the CTS between the BMW 3-series and 5-series. Looking forward, an upcoming Cadillac ATS will compete with the BMW 3-series, the larger next-generation CTS plays against the 5-series, and ostensibly, this XTS is a 7-series competitor. Unlike the 7, though, the XTS's relatively narrow platform dictates potentially close quarters inside. Although the XTS concept is a couple of inches wider than the Buick LaCrosse on which it's based, we hear the production XTS might need to be narrower due to Epsilon platform limitations. Even assuming this is a car half as expensive as a 7-series, will current DTS buyers accept anything less than massive space? More to the point, can the Chevy Malibu platform really support Cadillac's flagship product? Time will tell.

2012 Cadillac ATS

2012 Cadillac ATS

Our spy photographers have caught this test mule for the upcoming Cadillac ATS. Disguised under a loose fitting CTS body, the masking is quite appropriate since the ATS styling will draw heavily on that of the CTS. Picture the ATS as a scaled-down version of the car seen here. The sedan version will probably be the bread-and-butter of the line, but coupe and convertible body styles are also likely.

The ATS will be built on the Alpha platform, a shortened version of the CTS chassis that retains a front-engine, rear-drive layout. There are several clues in these photos showing that the underpinnings of this mule are smaller than the CTS. Notice the wheels fail to fill the Caddy’s big wheel arches, indicative of a shorter wheelbase and narrower track, and the fuel-filler cap has been relocated about six inches forward.

The skinny, single-tip exhaust hints at the presence of a small-displacement engine under the hood. We expect the powertrain lineup to include a turbocharged four-cylinder and possibly the 3.6-liter, direct-injection V-6 from the CTS and Camaro. Cadillac will position the ATS to compete with the BMW 3-series and Mercedes-Benz C-class, so don’t rule out an eventual high-performance V variant aimed at the M3 and C63 AMG.

Expect the ATS to be priced in the low-$30,000 range.

2013 Cadillac ATS

2013 Cadillac ATS

Cadillac is still over a year away from launching its new compact sedan, dubbed the ATS, but development cars are on the road. While we have seen mules before, this is the first time we are seeing the genuine article wearing its own sheetmetal.

A quick refresher from our previous coverage of the Cadillac ATS: The next-gen CTS is set to grow, better squaring off against cars like the BMW 5-series. The rear-wheel-drive ATS will come in below the larger CTS and will compete directly against the BMW 3-series, Infiniti G, and the like.

Through the camo of this prototype, we can see that Cadillac’s smallest will carry on with the company’s Art and Science design theme, although the crease running lengthwise on the lower part of the doors will soften the look. The car spotted here is packing dual exhaust pipes and Brembo brakes, and could very well be a hotter ATS-V model.

If it is in fact the V, this prototype is powered by either a small-block V-8 or a turbocharged six. We’re anticipating that the regular ATS will holster a V-6 from the GM range—probably the 304-hp 3.6 from the CTS’s shelf—and possibly a smaller, 2.8-liter V-6. A turbo four could power the base model. All-wheel drive likely will be an option, as will a choice of a six-speed manual or six-speed automatic transmission. Although the ATS will launch as a sedan, it is likely to eventually spawn a coupe and convertible as well.


Considering our affinity for the Cadillac CTS—a V wagon just joined our long-term fleet—we’re looking forward to the ATS. Its basic architecture will be a scaled down version of the CTS chassis, and a smaller, lighter CTS sounds great to us.

2012 Dodge Charger SRT8

2012 Dodge Charger SRT8

Scheduled to go on sale later this year, the 2012 Charger SRT8 adopts the 6.4-liter Hemi V-8 that first debuted in the Challenger SRT8 392, here making an estimated 465 hp and 465 lb-ft of torque. Those numbers are 5 down from the Challenger in each category, but, uh, who cares? The previous Charger SRT8 had “just” 425 hp and 420 lb-ft from its 6.1-liter V-8.

The new Hemi’s intake features active air flaps that vary the ram length based on engine speed, and new variable cam timing increases the duration of the intake-valve opening with the goal of stuffing more air in the cylinder. Fuel economy, for what it’s worth, will be improved over that of the outgoing engine, although no figures have been revealed yet.

We clocked the old SRT8 from 0 to 60 mph in 4.8 seconds, and that’s about where Chrysler pegs this new car’s abilities (in addition to a stated top speed of 175 mph). But we think it will be a little quicker than that: We estimate the car will cover a 0-to-60-mph sprint in 4.6 seconds, reach 100 mph in 11.0 seconds, and blast through the quarter-mile in 13 flat. Not bad for a four-door sedan that should weigh somewhere around 4350 pounds.

The rest of the SRT8 story may not be as mouth-watering as the engine, but it’s still pretty juicy. The five-speed automatic carries over from the last car, but this time it’s equipped with steering-wheel-mounted paddles to augment the side-to-side manumatic function of the gear selector.

The chassis has received plenty of attention, too, with a new pump for the hydraulic steering that Dodge says increases feel, as well as a standard two-mode adaptive suspension. The suspension interprets data such as steering angle and speed, vehicle speed, throttle position, and lateral acceleration to automatically vary shock stiffness. Besides the automatic setting, the driver can also select a Sport mode. Deceleration is handled by four-piston Brembo calipers, squeezing 14.2-inch front and 13.8-inch rear rotors. The brakes also incorporate a collision-anticipation function that tucks the pads snug against the rotors in anticipation of hot car-on-car (or car-on-object) action. A new underbody shield integrates brake ducting to mitigate brake fade.

Looking Pretty Good, Inside and Out

The aggressive new front end incorporates a blacked-out grille and center section, while the Hemi’s hat—the hood—is reshaped with a power bulge, air-exhaust vent, and 6.4-liter badging. There are new side sills, and the rear gets restyled, too, with the new fascia sandwiched by a spoiler up top and robust four-inch exhaust tips below. The fancy-pants, split-spoke 20-inch wheels are forged of aluminum. We think the car looks pretty damn good, and all the angry add-ons work well with the deep body-side scallop, which looks a bit overwrought on lesser Chargers.

The cabin gets its own touches, of course, most notably the flat-bottomed steering wheel—an SRT exclusive piece—and special trim for the IP and shifter surround. The seats, as before, have suede inserts and are aggressively bolstered, but this time around they’re heated and cooled as standard. Rear passengers, while they may not be able to see much out the gun-slit glass, will at least have toasty butts: they get seat heaters, too.

The huge, 8.4-inch, touch-sensitive infotainment screen controls all the stuff you’d expect, but it also displays what Dodge calls Performance Pages. The function feeds to the driver information on steering input, engine figures like available horsepower and torque, and acceleration, braking, and roadholding data. The IP can also be configured to show the performance metrics.

Among the available features are keyless entry and starting, rear cross-path detection, blind-spot monitoring, and adaptive cruise control with crash-warning functionality. There’s also a 900-watt, 19-speaker Harman/Kardon stereo, but we’d probably never use it. Why would we, when the best soundtrack of all will be scored by your right foot?

2011 Dodge Challenger

2011 Dodge Challenger

Last fall, Dodge introduced the high-performance 2011 Challenger SRT8 392, a substantial update that brought with it a new, 6.4-liter Hemi. While it’s certainly the quickest Challenger to date—the car we tested pulled off a 12.9-second quarter-mile run—it does run $44,410, and some customers might prefer a less expensive Dodge muscle car. Fortunately for those on a budget or in less of a hurry, the rest of the 2011 lineup has been tweaked, too. Dodge supplied full details on the range and unveiled two special-edition Challengers at this year’s Chicago auto show.

All 2011 Challengers receive heavily revised suspensions, with new shocks and springs, tweaked geometry, and firmer bushings. The front and rear camber settings are more aggressive, there are fatter anti-roll bars at each end, and new electro-hydraulic power steering is supposed to provide better road feel.

Key visual changes were presaged by the 392. Out front, there’s a new trapezoid-shaped lower grille opening and a larger plastic splitter. Eighteen-inch wheels become standard, eliminating the base model’s old 17s, and all trims receive a retro-look chrome fuel-filler door. A new three-spoke steering wheel and revised instruments grace the interior, along with LED accent lighting, optional Nappa leather, and more-comfortable seats.

SE Gets a Better V-6

Entry-level SE models receive the new 3.6-liter Pentastar V-6, in this application tuned to produce 305 hp and 268 lb-ft of torque and backed by a five-speed automatic. The new engine replaces an unloved and rather underpowered 250-hp, 3.5-liter six. While it’s still not the choice for enthusiasts, the SE at least is well-equipped, packing keyless ignition, a power driver’s seat, and automatic climate control. Base price for a Challenger SE is $25,495.

There’s also a Rallye package available on the V-6 car that adds a 276-watt sound system with Bluetooth, USB, and satellite radio, plus Uconnect voice recognition, fog lights, and heated front seats. It can then be enhanced in turn with the Super Sport Group, adding a firmer suspension, larger brakes, and 20-inch wheels.

The 2011 R/T is the only Challenger to carry over its powertrains from last year. As before, a 5.7-liter Hemi V-8 is the only engine choice. Equipped with a five-speed automatic transmission, it’s tuned to produce 372 hp and 400 lb-ft of torque, and includes a cylinder-deactivation setup that saves fuel at low engine loads. Opting for the satisfying six-speed manual brings output up to 376 hp and 410 lb-ft but forgoes the fuel-saving tech.

Equipment builds upon that of the SE, adding bits like heated mirrors, a firmer suspension, a decklid spoiler, the requisite Hemi badges, and larger brakes. The R/T Plus package adds 20-inch wheels, Nappa leather, and the 276-watt sound system. Nostalgic buyers can once again opt for the R/T Classic, which for 2011 brings touches like retro badges; R/T stripes in black, white, or red; functional hood scoops; HID headlights; and a heritage egg-crate-style grille with R/T badges.

Get Envious—If You Like Green Paint

Also on display at the Chicago show were two limited-edition versions of the Challenger that will hit dealerships in a few weeks’ time. The Green with Envy cars are painted bright green in a nod to the “Sublime” and “Green Go” paint offered on old-school Challengers, as well as the “Snakeskin Green” slathered on the late Dodge Viper.

The Green with Envy treatment for the R/T Classic nets new cast-aluminum wheels meant to recall Challenger rims of yore, side stripes in either black (standard) or white (optional), and Nappa leather seating with green stitching. The car comes standard with the Challenger’s Super Track Pak Group: upgraded brake pads, revised steering, firmer dampers, Goodyear Eagle F1 tires, and fully defeatable stability control. At $35,785, it’s almost a bargain.