The CTS-V is officially fair game Now that the second generation Cadillac CTS is on the streets and come anchoring largely positive reviews for his appearance, performance and driving dynamics, the time is to turn it up , The 2008 Detroit Auto Show brings us the second-generation high-performance CTS-V model. Derived as the original version of 2004 Corvette engine from the top of the time use, so does the new model. The 2009 CTS-V leap-frogs its chief competitor - the BMW M5 - with GM derived from the new LSA V8 LS9 in the Corvette ZR1.
The goal of the CTS-V development team was to create a car with the attitude and elegance of the best luxury sedans merged to create the outstanding performance of a high sports car. To achieve this, they installed the supercharged 6.2-liter V-8 with an output of 550 hp and 550 lb-ft of torque into a heavily upgraded chassis and then went about dressing up both the interior and CTS-V.
Since the new Cadillac CTS-V intends to offer in the overseas markets for the first time they felt they had to bring their game to compete with the likes of the M5 and E63 AMG. The new engine offers so much more torque at all speeds than the V10 in the M5 that derivability should be much better regardless of whether the manual or automatic transmission is installed. For those who prefer gear selection process handle on their own, the same REMEC 6060 is coupled to the ZR1 uses a dual-disc clutch. The dual-disc clutch provides the necessary torque capacity with a lower pedal force.
Drivers who spend more of their time stuck in traffic or just prefer two-pedal driving in a position to choose the Hydra-Mastics 6L90 six-speed automatic transmission. For those times when you feel like a Schumacher, tap shifting is either through the steering wheel-mounted paddle shifters or the console shifter is available. The changes also have automatic driver-selectable driving modes, including a performance algorithm that the shift points and firmness on the driving conditions, which are measured by vehicle-based sensors.
Nineteen-inch wheels are used on both axles with 9-inch wide-screen units in front, using 9.5-inch in the rear. The wheels are wrapped in customized Z-rated Michelin Pilot Another place where the CTS-V borrows from the ZR1 (and before that of the STS) is the use of Magnetic Ride Control. The dampers using magneto-rheological fluid filled, based on sensor readings, the adjusted done at 1 ms intervals. Of course, all this fancy hardware has a rigid chassis to push back against. In order to meet, share a massive aluminum cross brace the front strut towers.
Each tire that offers maximum grips his only within a narrow range of slip. Not enough and you do not move. Too much and the wheels keep the tires working at their best, Performance Traction Management uses the same sensors normally used for stability control, but the controls are optimized to get the most performance from the drive train. The control algorithms were used by the PTM has developed rapidly during the CTS-V racing program in recent years.
Sooner or later every car has to slow down and come back here Rambo to the rescue. Like the ZR1 Rambo calipers do the work in the run with four-piston units at the rear. In this case, however, the 15-inch front and 14.7-inch built-rear composite rotors made of steel with aluminum hubs and slotted surfaces instead of carbon-ceramic.
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