Cadillac

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – October 25, 2018

Cadillac Unveils 2019 Pedestal Edition CTS-V & ATS-V

It has been 15 years since Cadillac decided to shock the world. Their customers were getting older, and the brand was the loyal favorite of the greatest generation. The solution was to build a performance brand. Someone at Lansing Grand River Assembly noticed the CTS sedan had plenty of room under the hood, so why not borrow the engine from the Corvette Z06? The first CTS-V arrived in 2004 with a six-speed manual transmission, automatics were not even an option.Great Deals on New & Pre-Owned Corvette Z06Along the way, it spawned a coupe and wagon, both supercharged to 556 horsepower. The ATS-V was launched in 2016 to offer a smaller performance car, but now it is time for the V-Series to become something even more powerful. Cadillac announced this in a press release last night, saying farewell in style. The 2019 Pedestal Editions of the CTS-V and ATS-V Coupe will be limited to 300 examples each. They will be finished in a unique Bronze Sand Metallic with black chrome trim. Standard equipment includes all available carbon fiber along with "After Midnight" forged wheels. Both cars will have the performance data recorder and the Cosworth tuning toolbox.No manual transmission has been offered on the 3rd gen CTS series, so we hope the ATS-V coupes arrive with three pedals. Click the link to find our dealer near you, and tell us your favorite V-Series story in the comments below.View Cadillac ATS For Sale View Cadillac CTS-V For Sale

By Andrew Nabors – June 14, 2018

Reviewed: 2018 Cadillac XTS V-Sport

It has taken 15 years to transform Cadillac from the retirement home to twin turbos, but good things are worth the wait. While the CTS and ATS have brought many German enthusiasts back to the USA, Cadillac has not forgotten the senior citizens. The XTS was refreshed last year, and it rides on the same Front Wheel Drive chassis as the LaCrosse and the Impala. We've reviewed both of those, and found them to be better than several imports in terms of power, efficiency and noise insulation.But GM has always saved the best for their top marque, and the new XTS is no exception. The magnetic suspension made its world debut on the STS back in 2002, and the latest version offers a very plush ride. However, if you choose sport mode, it instantly firms along with more steering feedback. The other obvious change is the display reconfigures into a giant tachometer and a full-size boost gauge. This is not a normal XTS.The XTS V-Sport has the same 3.6-liter twin turbo V6 found in the CTS V-Sport, and it is also the top engine option in the ATS-V. The only difference is that the XTS mounts the engine east-west instead of north-south. So engineers were forced to pull out some power to keep the AWD system reliable. Make no mistake, this is a big car. But it has 410 horsepower and 369 lb-ft of torque. The six-speed automatic transmission responds instantly to downshift and we didn't notice any turbo lag.On a closed road in a typical Florida afternoon monsoon, we tried to get it out of shape. This car grips, all the time. It allows for a hint of brake-boosting for a clean launch, and the 6th to 4th gear kickdowns on the highway are fun. It is geared for the highway to prevent it from outrunning the other cars in their lineup, but the locking differentials and Brembo brakes are something Buick and Chevy would never offer.New 2018 Cadillac XTS Breaks CoverFront seats have 22-ways of adjustment, and the rear bench has over 40" of leg room. Like other Caddys, the Cue system has a hidden compartment for your phone or valuables, along with several USB ports. Haptic feedback is much improved, as is the aforementioned instrument cluster. If you are looking to carve up the corners and outmaneuver an M3, this isn't the car for you. If you want a relaxing ride with a hammer under the hood, the XTS V-Sport is as good as any other full-size luxury sedan.Browse Cadillac XTS For Sale

By Andrew Nabors – March 21, 2018

Cadillac Unveils 550 HP CT6 V-Sport

We've had the opportunity to test a few flavors of the Cadillac CT6, and we all agree that the power was adequate. There were rumors of a new V8 for their flagship sedan, and now we have confirmed them. In a press release earlier today, the CT6 V-Sport is the one you've been waiting for.The first in a new line of Cadillac performance vehicles, it arrives with an all-new 4.2 liter V8 under the hood. To keep up with European competitors it has twin turbos inside the engine valley, and reverse flow cylinder heads. Dual overhead cams and air-to-water intercoolers allow it to make 550 horsepower and 627 lb-ft of torque.Autoline Network Confirms Cadillac Escala ProductionA 10-quart oil pan is designed with AWD in mind, and it sits in front of the 10-speed automatic found in the Camaro ZL1. To slow it down, Brembo developed new 19" rotors with fixed monoblock calipers. Everything has been recalibrated to make the V-Sport a track monster. Rear steering, magnetic suspension and the AWD torque split are optimized for ultimate grip.Cadillac began their V Sport line with the CTS V Sport. It uses the ATS-V's twin turbo V6 to give buyers a mid-level option between the four-cylinder and the wild 640 horsepower CTS-V. The same 420 horsepower engine is also offered in the XTS V Sport, which will catch anyone off guard. So given the mid-level orientation of the V Sport models, is Cadillac implying a CT6 V could be coming? If 627 lb-ft of all-wheel torque doesn't excite you, maybe nothing does.Styling and interior amenities have been refreshed for all CT6 models, clearly influenced by the Escala concept car. Click the link below to find a CT6 near you, and tell us how this compares to the CTS-V in the comments below.Browse CT6 For Sale

By Andrew Nabors – December 01, 2017

Cadillac Unveils V-Series Championship Editions

If you have never been to an IMSA race, you are truly missing out. Legions of factory-backed teams battle it out, and the action is often nailbiting. One manufacturer seems to consistently dominate the series, and Cadillac is celebrating in style. The V-Series cars proved their worth by bringing home the Manufacturer, Driver, Team, and Endurance Championships for the 2017 season. A press release this morning outlines this significant achievement.In the Driver’s Seat: 2017 Cadillac CTS-VFor a proper celebration, all three V-Series cars will be dressed up in a Championship Edition livery. Offered on the 2018 ATS-V Coupe, Sedan, and the CTS-V, the Championship Edition is offered in Black Raven or Crystal White Tricoat. Aggressive V-Series graphics and mirrors finished in Red Obsession are sure to steal your concentration. The logo of the DPi-V.R race car is found on the quarter-glass, as a tribute to their wild Daytona Prototypes. It was the DPi that began the season with 7 straight wins, securing the manufacturer's trophy.Bringing home victories at the Rolex 24 at Daytona and the 12 Hours of Sebring, both wins are combined into the "36 Hours of Florida". The celebration continues on the inside, where you are greeted by Jet Black RECARO seats and Morello Red trim. Standard equipment includes the Performance Data Recorder, which is augmented by the Cosworth Toolbox. This Windows program allows for complete data logging of an entire race. Everything from fuel trims to tire temperatures can be played back frame-by-frame. Pricing for the ATS-V will start at $72,190, and the CTS-V will arrive at $105,730. If that is too steep, our dealers have great incentives on leftover 2017 examples, so click the links below and stay with us for all your Cadillac news.Browse ATS-V For Sale Browse CTS-V For Sale

By Edward Jones – August 19, 2016

Cadillac Escala Concept Revealed, Shows Future Design

Cadillac has released images and information on their new Escala Concept, a new vehicle that shows what's to come from the American luxury automaker. The concept officially debuts tonight in California and will give guests a chance to see what's to come from Cadillac.“Escala is a concept with two clear objectives,” said Johan de Nysschen, president of Global Cadillac. “First, Escala is a statement of intent for the next iteration of the Cadillac design language, and also technical concepts in development for future Cadillac models. Secondly, Escala builds Cadillac’s aspirational character, signaling the brand’s return to the pinnacle of premium.”(Related: In the Driver's Seat: 2016 Cadillac CTS-V Review) The name Escala does not come as a shortened version of the SUV, but it's actually Spanish for "scale." Why would they name a concept car scale? It's because it's a "concept for a larger, more elite and expressive companion to the recently launched 2016 Cadillac CT6." Having spent a week with the CT6, I can tell you that it provides one heck of a luxurious drive. Massaging seats? Yes, please. Cadillac’s Escala concept previews craftsmanship and technical ideas in development for future models.Cadillac notes that the new design cues will start appearing on production models very soon. The most noted cue would have to be the new vertical lightning, which are now thinner and set deeper within the front fascia. Inside, the interior houses two different zones. In the front is an area dedicated to technology, while the rear is a haven of luxury. Cadillac’s Escala concept previews craftsmanship and technical ideas in development for future models.As for power, the Escala uses a new 4.2-liter twin-turbo V8 engine. This powertrain is a prototype for a new system to be used in future Cadillac models.View All Cadillacs For Sale The Escala Concept introduces the next evolution of Cadillac design.

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By Nicole Slaughter-Graham – August 17, 2016

Cadillac Brings New Concept to Monterey

Monterey Car Week, one of the biggest automotive events to date, is ripe with exclusive auctions, unveilings and appearances by some of our favorite brands. This year, Cadillac is joining the ranks and plans to unveil their new concept vehicle. While not much has been revealed yet, the automaker states the concept, "will feature an array of curved OLED screens."(Related: McLaren 570GT by MSO Concept Debut at Pebble Beach)Cadillac hasn't been very active with concept cars since the Elmiraj (pictured above and below) in 2013, so we're definitely excited to see what they've come up with. Curiosity piqued? Ours too. Look out for more information as details are revealed!View All Cadillacs For Sale

By Andrew Nabors – August 10, 2016

In the Driver's Seat: 2016 Cadillac CTS-V Review

In the past two months we have been host to Cadillac's latest sedans: the nimble ATS-V and the plush CT6. But they saved the best for last: the third generation CTS-V. What began as a low volume project in 2004, the CTS-V is not just a Corvette engine swap. Aside from borrowing the power from Chevrolet's top model, the V has been forged through extensive testing at the world's greatest race tracks.First generation cars were built from 2004 to 2007 with the 405 hp LS6 from the C5 Z06. It was a slap in the face to conventional Cadillac notions of civility. Tuned on the 'Ring, the suspension featured Sachs shock absorbers and Brembo brakes. No automatic transmission was available, and the six-speed manual offered triple cone synchros in all forward gears.After a brief hiatus during the body style change, the V returned in 2009 with a detuned version of the ZR1's 6.2L supercharged V8. At the time GM didn't have an automatic capable of handling the full power of the Corvette's 638 hp, so a smaller camshaft and supercharger limited output to 556 hp. A six-speed automatic joined the lineup and quickly surpassed the manual in popularity. CTS-V was also offered in coupé and wagon body styles with production lasting until late 2015.Dodge shocked the world by installing the 707 hp V8 from the Challenger Hellcat into the Charger sedan, but putting that power to the ground has been an issue. For the 3rd generation CTS-V makes 640 hp and 630 lb-ft of torque, and it arrives with an 8-speed transmission as the only option. Riding on Michelin Pilot Super Sports, the rear tires measure in at 295/30/19. The Hellcat makes more on paper, but we had a hard time keeping the 275 rear tires from spinning.Technology can make or break the ride quality in modern super sedans, so Cadillac's V series engineers endowed the car with the latest in magnetic suspension and an electronic rear differential. By trying out the various suspension modes you can feel the rear helping you rotate through a corner, or simply exiting stage left for a proper drift. First and second generation V models are known for heavy steering, but GM has touted this new rack as the most advanced electric assist on the market.On most press cars we can find quirks and oversights within the first few minutes, but the new V is a solid design inside and out. We don't often experience sedans with the ability to seat four large adults comfortably. Every office should have a CTS-V as the official lunch run conveyance. Because frightening acceleration does wonders for digestion. Engineers benchmarked the Ferrari 458 Italia for throttle response, and this car delivers. We only wish the active exhaust would stay open 24/7, because the soundtrack is addictive.Accordingly, the price has jumped to $83,995, and the necessary options such as Recaro seats, performance data recorder push the price just over the century mark. Buyers have not been deterred, as all 2016 examples were sold before August, with a back order extending into the second quarter of '17. While the second generation CTS-V answered everyone's questions with polite references to its abilities, the new V is automotive equivalent of a Mic Drop.View All Cadillac CTS-Vs For Sale

By Andrew Nabors – July 25, 2016

In the Driver's Seat: 2016 Cadillac ATS-V Sedan

Can a twin turbo V6 replace a naturally aspirated V8? We have been asking ourselves that question since Cadillac announced this highly anticipated version of the Alpha series. Now that big brother CTS-V is the size of a Nimitz Class aircraft carrier, the ATS-V is the latest in small & fast American cars. Built on the same platform as the CTS and the Camaro, ATS-V is offered as a coupe or sedan but without the option for V8 power.For full disclosure: my primary means of transportation is a 2004 CTS-V powered by the Z06's 5.7L V8. The first generation CTS is the closest in size to the ATS, separated by a decade of innovation this new sedan is the spiritual successor to my daily driver. Cadillac sent us a fully loaded example for a week of thrills and six speed shifting. The V Series has been an attempt to compete with the Germans by fine tuning on the 'Ring. A quick look at the parts suppliers reads like an import car shop. Companies like Sachs and Bilstein aren't heard much at Muscle Car meets, but they should be.GM stuffs the 3.6L V6 into almost every product, and it doesn't disappoint. Built to exacting tolerances at the Opel engine plant in Austria, it features the latest in turbo technology to offer 464 hp and 445 lb-ft of torque*. The caveat is that those numbers are only available on 93 octane sans ethanol. Cadillac ships the cars with 87 octane fuel that should only be used in lawn equipment. The bean counters won the first round.Our first few days were spent wondering where the power was. It makes all the right noises and has fancy moves in the corners, but my left leg was tired in the hunt for speed. Clutch action is light and predictable, but the light weight of the V6's crankshaft could use a heavier flywheel. My CTS has a 40 pound cast iron boat anchor for a flywheel, and it trades acceleration for comfort. Side stepping the clutch on the ATS is a recipe for instant tire smoke. Cadillac has really upped the fun factor with this car.Tremec's latest TR-6060 transmission is a lighter version of the T-56 found in previous V series cars. The previous model offered triple-cone synchros on all forward gears, but I guess that was too expensive. ATS-V only offers triples on 1st and 2nd gear, because who races Cadillacs? The shifter itself is a very short throw, with 5th and reverse being too close for comfort. Covered in the finest alcantara it took a few days to become acquainted. You might wonder why a manual car has shift paddles, but they are an on/off switch for active rev matching. Maybe I could eventually allow a computer to match my engine speed for the next gear, but it was a major annoyance on the highway.In order to get the turbos spinning its necessary to jump from 6th to 4th, which the computer doesn't anticipate. So if you don't disable the system, multiple gear downshifts require a double-clutch (revving the car in neutral between gears). I don't want to work this hard for acceleration. Even in 6th gear, a V8 has enough power to overtake most opponents, and our friend Jeremy Formato had some insights for us. His company FasterProms is a GM tuning company based in Tampa, FL and he owns both an automatic and manual version of these sedans. In factory form, the turbos only produce 7 psi of boost, but are capable of much more. Don't misinterpret us, this car is fast but it is hampered by torque management programming that limits boost a lower RPMs. Every manufacturer does this because it helps their cars run reliable past 200,000 miles.After our week of daily driving, we have a few items unrelated to the powertrain that you should be aware of. The rear seats are fine for 3 children, but two large adults would find it cramped. Recaro seats are a nice touch for front occupants, but the lack of an adjustable headrest is not becoming of a luxury brand. If you were to place M3 badges on the nose and tail, you would be hard pressed to realize it was American. Cadillac has copied every feature of a modern German sedan, and we can't fault them for that. If you enjoy riding in a machine as precise as a razor with plenty of power in the upper RPMs, this is your next car. If you need the incredible platform with the torque of a V8, the Camaro is a sensible choice. ATS-V has leveled the playing field between Germany and the US, so we can't wait to see how they respond.Search ATS-V For Sale

The 2016 Cadillac CT6 Introduced At New York International Auto

By Nicole Slaughter-Graham – March 02, 2016

2016 Cadillac CT6: Price, Specs, Review and Photos

2016 Cadillac CT6 Specs Price: $54,490 Engine: 3.0-liter twin turbo V6 Horsepower: 400 hp 0–62: 5.1 to 6.3 seconds Top Speed: 130-155 mph Transmission: 8-speed automatic Torque: 400 lb-ft It has been two decades since Cadillac’s last full-size sedan, so this one is arriving with more luxuries and technologies than GM has ever offered. A twin turbo 3.0-liter V6 is rated at 400 horsepower and torque, and arrives with cylinder deactivation to save fuel. All-wheel drive and all-wheel steering will make for a fun drive, while infrared night vision keeps you safe. Seven interior packages offer exotic wood species along with custom woven carbon fiber.For the CT6 Platinum, contrasting glossy and satin finish eucalyptus wood is trimmed with brushed chrome. All four seats are heated and cooled with five massage programs. Audio is from Bose, featuring 34 speakers in their Panaray system. Controlling them all is a 10.2-inch touchscreen along with a touchpad on the center console. HDMI and USB inputs in the rear center console control the 10inch screens that retract into the front seat backs. The chassis is more aluminum than steel, which is touted to be lighter and stronger. Production is scheduled to begin in the spring. Buy Your Issue Now

By Nicole Slaughter-Graham – February 10, 2016

2016 Cadillac Escalade Viceroy by Lexani Motorcars

A 48-inch high definition Samsung curved screen television. Opera lighting. A twinkly celestial ceiling. Premium leather seats and motorized tray tables. These are just a few of the incredible luxury features in the brand new 2016 Cadillac Escalade Viceroy by Lexani Motorcars. In fact, the interior of the Viceroy looks more like a highly optioned private jet than a mid line SUV. The California-based company has made a name for themselves when it comes to transforming the "everyday" into the exceptional and the Viceroy might just be its best project yet.The Escalade has been transformed into an ultra-luxury, high-security machine with security cameras, monitors, satellite and a Mac Mini computer. The Viceroy brings business and transport together, offering the perfect environment for work or meetings with tray tables made of satin silver and chrome, an Apple iPad Air II and video conferencing. With the Viceroy, Lexani has succeeded in bringing together luxury and security fit to accommodate the most distinguished of passengers.Check out the video of the incredible masterpiece below. What do you think of the Viceroy? Let us know in the comments below.

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