Mallard

Wow, that's crazy. $240k in the suburbs of Detroit is where you can just start to get into a decent house. Everything under 200k is shit up here.

You may get you wish, but not with the turbine housing that I originally wanted. I thought it was spelled "tooning."

So very true. And I do commend Nate for his vast knowledge on engines and tuning. 99% of the people I went to school with would not be able to hold a conversation with Nate about engines because if you don't use it everyday, you forget it. I only say 99% because one of my friends works at GM doing GTPower simulations for engine development.

It's the Avenger "StormTrooper" concept they built for the SEMA show. It's just a concept, no production intent. But it did have the 4.0L DOHC V6 under the hood, FWD, SRT seats in all 4 seating positions (there's no rear middle seat anymore), StopTech big brakes, and a video screen where the radio normally is that serves all the usual functions, as well as allowing you to re-tune the engine from inside the car. Think, HPTuners integrated into the dash.

It's a beefed up LS3.

Reading owns you.

It has the ZR1 engine detuned to 550HP and comes with an auto or a manual. PRESS RELEASE: 2009 CTS-V: CADILLAC'S ULTIMATE EXPRESSION OF PERFORMANCE AND LUXURY DETROIT - As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand's ultimate expression of performance and luxury. Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac's acclaimed V-Series of high-performance models, CTS-V delivers an estimated 550 horsepower (410 kW). More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control. "The CTS-V represents the full extension of our design, technology and performance capabilities," says Jim Taylor, Cadillac general manager. "The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world's most exclusive and capable cars." As an all-new version of the CTS sport sedan was prepared for 2008, Cadillac engineers and designers began to scheme a new CTS-V that would reach much higher in terms of performance and luxury. Through the original CTS-V, Cadillac proved it could develop a very potent, high-performance sedan. The challenge for the 2009 model was enhancing every aspect in a comprehensive manner, along with reaching higher performance limits. Several key technical and design elements combine to transform the already highly capable CTS into the new V-Series. Like the existing CTS, the V-Series is the product of an intensive development process across North America and Europe, including famed test tracks and millions of miles of road. Supporting Cadillac's ongoing global expansion, the 2009 CTS-V is planned to be offered outside North America for the first time, including exports to Europe, the Middle East and Asia. Sophisticated technical enhancements The 2009 Cadillac CTS-V features the world's fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally "read the road" every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers. MRC technology first appeared on the Cadillac STS performance sedan and has been used on some of the world's most celebrated cars, including the Chevrolet Corvette and a select few European sports cars. Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch. Performance Traction Management uses the same sort of electronics as stability control programs such as Cadillac's StabiliTrak system, but applies it in a different manner. Rather than monitoring and controlling wheel slip to assist in stopping or slowing the car, PTM regulates torque delivery to instantly match the available tire grip for maximum acceleration. CTS-V also includes sophisticated braking and tire systems, in partnership with two companies renown for high-performance technology: Brembo and Michelin. Brembo brakes are at all four corners and include powerful, six-piston calipers in the front and four-piston calipers in the rear. Michelin worked with Cadillac engineers to develop its acclaimed Pilot Sport 2 (PS2) summer tire for CTS-V and its 19-inch wheels. And, of course, there is the matter of power. It has increased nearly 35 percent for the '09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 hp (410 kW) and 550 lb.-ft. (745 Nm) of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance. Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steering-wheel-mounted paddle shifters. It is the first automatic offered on the CTS-V. Accentuated design elements The 2009 CTS-V extends Cadillac's acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan's well received cabin, while adding some elegant and purposeful accents. V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seats include pneumatic bolster controls in the seat cushion and backrest. A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede's inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high-performance driving. The car's integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a "pop-up" screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability. The exterior of the new CTS-V amplifies the assertive stance and elegant details of the standard car, and communicates the car's remarkable capabilities. The dihedral Cadillac grille is larger to enable more air intake and features a satin finish. The raised hood encompasses the supercharged engine, and new front and rear fascias identify the vehicle as a V-Series. The car's 19-inch wheels enhance its stance on the road. The founding member of the V-Series, CTS-V was initially offered in 2004 and sold primarily in North America through the 2007 model year. The supercharged STS-V and XLR-V were added in 2006 to make the V-Series an exclusive trio of models all capable of zero-to-60 acceleration in less than five seconds with enhanced overall performance and luxury features. 2009 CADILLAC CTS-V: PRELIMINARY SPECIFICATIONS Overview Model: 2009 Cadillac CTS-V Body style / driveline: rear-drive four-door high-performance luxury sedan Construction: unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension assembly EPA vehicle class midsize car Manufacturing location: Lansing Grand River Assembly, Lansing, Michigan Key competitors: BMW M-5, Mercedes Benz E55 AMG, Mercedes Benz E63 AMG Engine Type: 6.2L supercharged V-8 (LSA) Displacement (cu in / cc): 376 / 6162 Bore & stroke (in / mm): 4.06 / 103.25 x 3.62 / 92 mm Block material: cast aluminum Cylinder head material: cast aluminum Valvetrain: overhead valve, 2 valves per cylinder; 0.492-in (12.5 mm) lift Supercharger: Gen. 6 R19 with single brick intercooler; 1.9L displacement w/4-lobe rotor design Fuel delivery: SFI; center feed Ignition: direct-mount ignition coils; extended-life dual platinum-tipped spark plugs Compression ratio: 9.0:1 Horsepower (hp / kW @ rpm): 550 / 410 @ 6200 (est) Torque (lb-ft / Nm @ rpm): 550 / 745 @ 6200 (est) Recommended fuel: premium recommended but not required Maximum engine speed (rpm): TBD Additional features: pan-mounted oil cooler; cast pistons; high-flow cylinder heads; block-mounted piston squirters; steel crankshaft w/ 8-bolt flange; close-mounted converters; acoustic engine cover; E67 engine controller Estimated fuel economy: TBD Transmissions Type: Tremec TR6060 six-speed manual; fully synchronized with single overdrive Hydra-Matic 6L90 six-speed electronically controlled automatic overdrive with torque converter clutch Gear ratios (:1) First: 2.66 4.02 Second: 1.78 2.36 Third: 1.30 1.53 Fourth: 1.00 1.15 Fifth: 0.80 0.85 Sixth: 0.63 0.67 Reverse: 2.90 3.06 Final Drive Ratio: 3.73 3.73 Chassis & Suspension Front suspension: independent SLA; 29-mm hollow stabilizer bar; elastomeric handling and ride bushings; 65-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks Rear suspension: independent SLA; 24-mm solid stabilizer bar; elastomeric trailing arm bushing; 90-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks Wheels: 19 x 9-inch; forged alloy, 5-lug (front) 19 x 9.5-inch, forged alloy, 5-lug (rear) Tires: 255/40R19 Michelin PS2; summer Z-rated (front) 285/35R19 Michelin PS2; summer Z-rated (rear) Brakes: four-wheel disc with four-channel ABS, hydraulic brake assist and dynamic rear brake proportioning front rotors: vented; co-cast; 380 mm x 32 mm rear rotors: vented; 373 mm x 28 mm front calipers: aluminum; six-piston rear calipers: aluminum; four-piston Steering: power-assisted rack-and-pinion; Steering ratio 16.1:1 Turns lock-to-lock TBD Turn radius (ft / m) 37.9 / 11.55 Additional features: standard: StabiliTrak (four-channel, four mode); traction control; engine drag control optional: Performance Traction Management Dimensions Exterior Wheelbase (in / mm): 113.4 / 2880 Overall length (in / mm): 191.6 / 4866 Overall width (in / mm): 72.5 / 1842 Overall height (in / mm): 58.0 / 1472 Track (in / mm): front: 61.8 / 1570 rear: 62.0 / 1575 Curb weight (lb / kg): manual: 4200 / 1905 (est) automatic: 4300 / 1950 (est) Weight distribution (% front / rear): 54 / 46 Approach Angle (deg) 10.4 Departure Angle (deg) 18.3 Tumblehome (deg. 24.6 Interior Headroom (in / mm): front: 38.8 / 986 rear: 37.2 / 944 Leg room (in / mm): front: 42.4 / 1078 rear: 35.9 / 913 Shoulder room (in / mm): front: 56.7 / 1441 rear: 57.4 / 1390 Hip room (in / mm): front: 55.1 / 1400 rear: 54.1 / 1375 Capacities EPA passenger volume (cu ft / L): 98 / 2775 EPA trunk volume (cu ft / L): 13.6 / 385 Trailer towing maximum (lb / kg): TBD Fuel tank (gal / L): 18.0 / 68 Engine oil (qt / L): TBD Cooling system (qt / L): TBD Seating Capacity (front / rear) 2 / 3 Drag Coefficient 0.355

Get used to it. Next month the new CTS V will be on every magazine cover. http://www.blogsmithmedia.com/www.autoblog.com/media/2008/01/x09ca_ct006.jpg http://www.blogsmithmedia.com/www.autoblog.com/media/2008/01/x09ca_ct019.jpg

Design wise I don't think you can go wrong with their stuff. I like their stuff a lot.

Oh yes, I fogot the collapse of the monetary system as we know it.

Giving everyone guns, dissolving NAFTA, dissolving the World Trade Organization, leaving the United Nations, leaving Iraq, and building a giant wall around the entire country. Any minute now this will turn into a 10 page thread of Ron Paul supporters telling you how dumb you are for not following him. Cue Thorne's entrance...

I know. What I'm saying is that they can't limit the rear differential torque over the CAN bus, so the place to do it is at the trans. My point is that you don't know if they limited the trans input torque in order to save the transmission or the rear differential, and the Challanger gets a better differentail. So it may or may not be there. I've driven both and they FEEL quicker, but there are a lot of things that can cause that.

They pull pretty hard, and they feel a hair quicker than the Charger on the butt dyno, but they also don't have the weak differential of the Charger and you can get an aggressive rear end gear that could make it feel quicker too. Bottom line: You don't know yet because they may have been limiting the torque to the transmission in order to save the differential. I don't know the reason, so I can't give you a definate answer.

Talk about blue balls, harharhar!

86 was the first year the GT was a fastback, so that would make this an SE. (And the writing on the sail panel proves it) Virtually identical to an 85 GT though.

For a Time Attack type event it's perfectly fine. For something that's running wheel-to-wheel for many laps at a time it's not.

I've never had a bad meal at a CM's restaurant...although I haven't been to Martini's.

FYI - Mitchell does not own Bravo. That is owned by Bravo! Development, Inc., which also owns Brio Tuscan Grill and Bon Vie.

PRI's open to the public? When I went I needed credentials...

Uhh, A and B are the same answer. I'm not sure what you mean by "the force on the brakes," but if you're talking about the amount of energy the brakes will have to dissipate, then the heavier car will be harder on the brakes. You're trying to slow down a larger inertia, so you will have to dissipate more energy, the brakes are going to get hotter, fade quicker, the car won't stop as fast, etc. Anyone that's towed anything will know what I'm talking about. But if you're talking about the opposing forces the caliper sees when it clamps the rotor, then I would answer D.

haha, I didn't realize you abbreviated it to GMPD...I'm a little slow today.

http://www.gmpartsdirect.com $99.52

The V6 is a 3.6L.

Werd. Plan on ballpark 200k for a decent place, unless you're ok with a condo.

Nope - This is the Evoluzione. It is an evolution of the FXX with a new aero package, revised suspension geometry, and new ECU (allowing the higher redline and more HP).