No one, but no one, needs a 2023 Cadillac Escalade V-Series.
Sure, some folks can make a reasonable argument for needing a large SUV for towing or hauling people and stuff. Far fewer people who drive these things need them rather than want them, but there is a use case.
Not for the V.
As we learned in our last installment, when the second generation Eldorado debuted in 1954 it was repositioned at Cadillac. No longer was it an ultra expensive and largely hand-built conveyance for a select few who could afford it. Rather it appeared as a sort of premium trim package on top of the company’s bread and butter Series 62. No unique body panels, no special interior design, no single-model windshield. Was there much left to differentiate Eldorado from its sibling?
The Cadillac CT5 is getting an overhaul for 2025, bringing revised interior and exterior styling, new tech, and more standard safety features. The car’s powertrain remains unchanged, and there’s no word yet on a performance variant, but the updated sports sedan should still be compelling enough to be competitive in the new world of electrification.
Of the three high-dollar, limited-production two-door convertibles GM debuted in 1953, Cadillac’s Series 62 Eldorado was far and away the most expensive. With its drop-door styling, a loaded interior covered in additional leather, and a sky-high $7,750 price tag, Eldorado was out of the reach of the majority of consumers. And though it sold only 532 examples, GM felt the model’s future was bright. That is if they could just cut the asking price down to something more reasonable. Enter the all-new 1954 Eldorado, swimming in a sea of fins.
In our last Eldorado entry, we discussed the exterior differences between Cadillac’s standard Series 62 convertible and the limited production Eldorado. Visual differences were few, and limited to a revised window line via “drop door” sheet metal, and a wraparound windshield that was fitted only to the Eldorado in ‘53. There were interior differences too, though they didn’t quite add up to the “specially designed instrument panel” claim in the marketing.
At first, I didn’t like the 2023 Cadillac CT4 V-Series Blackwing. I found it a little too stiff riding and I wasn’t sure the chassis was as well sorted as it should be.
Then I found the space to open it up. Whoo boy.
My initial take faded away as I realized that this is a car that needs to be allowed to play.
We began our journey through 50-plus years of the Cadillac Eldorado last week. Conceived as a new high-end convertible in the years leading up to the personal luxury car, the Series 62 Eldorado “sports convertible” wore unique sheet metal to all other Cadillac models in 1953. Joined that year by the Oldsmobile Ninety-Eight Fiesta and Buick Roadmaster Skylark, the trio represented GM’s new high-cost, low-volume halo convertible experiment. Unlike later examples of two-door vehicles from the three most expensive GM brands, these three were not the same underneath.
After completing our extensive Rare Rides Icons coverage of every Lincoln (Continental) Mark between 1939 and 1998, it seems only fair we cover the Mark’s arch-rival in a similar fashion. Though the General Motors competition arrived long after the Continental name was applied to a Lincoln, its history is equally varied and interesting. Come along as we learn about another luxurious subject: the Cadillac Eldorado.
There are Cadillacs, and then there’s the Escalade. The hulking luxury family hauler has been around since the late 1990s and has become a showcase for the automaker’s technology and design prowess, but GM is going electric, and a three-ton V8-powered SUV doesn’t fit with that vision. Of course, Cadillac couldn’t just drop the Escalade, so it’s going electric with the 2025 Escalade IQ, an impressive and expensive EV that looks every bit as deluxe as its liquid dinosaur-guzzling counterparts.
Readers who are fully caffeinated will recall Cadillac’s promise to exist this decade as a purveyor of electric-only vehicles. With the Lyriq already out in the wild and Celestiq in the hopper, plus a mysterious Vistiq and Lumistiq waiting in the wings, it doesn’t take an MBA in marketing to figure out Cadillac’s new naming scheme.
Except for one: Escalade. There’s a ton of brand equity in that name, so changing it to Escaladiq would likely cause weeping in the corner offices of RenCen. How about Escalade IQ, then?
I’ve tested Cadillac’s Super Cruise twice this year, and I had my first taste of Ford’s BlueCruise autonomous system last year.
As a journalist who covers the automotive industry, I have plenty of opinions about autonomous driving – mainly, I don’t believe we’ll see full Level 5 anytime soon. As a journalist who’s also been able to actually test AV systems, I have come to the conclusion that for now, at least, using an AV system leaves you with very mixed feelings. Especially if you’re a car enthusiast and not someone who merely uses your car as a means of conveyance.
The Lyriq is just reaching owners’ driveways, but we’re already hearing rumors that Cadillac is brewing a hotter Lyriq-V. Cadillac Society reported that the automaker is overhauling the Lyriq trim structure for 2024 and found that the automaker’s accessories website contains parts for a Lyriq-V.
As the best-selling vehicle in the U.S. and very nearly a brand (if not an entire economy) unto itself, major news about the Ford F-series pickup is almost always going to be the most significant automotive news of a given week – but, while there is huge F-150 news this week, the Blue Oval brand is going to have to take a back seat to this shocker: For the first time in well over a decade, the cost of making an EV battery has gone UP.
Opinion: Cadillac is Making a Mistake With the Ultra Luxurious 2024 CELESTIQ, a $300,000-plus Liftback
As we just reported, Cadillac has just released some more information about their upcoming flagship, the elegantly named and always capitalized CELESTIQ. Set to arrive for the 2024 model year, Cadillac promises its new halo five-door will be unlike any EV ever built previously, and single-handedly restore Cadillac to its former “Standard of the World” status. I really don’t think so.
It isn’t every day that Cadillac and Rolls-Royce release – within hours of each other – vehicles which may very well be going toe-to-toe for the same moneyed customer. If you’re a one percenter with designs on placing an enormous EV in yer fleet (one that is decidedly not an SUV), then there soon will be a brace of new options.
General Motors is reportedly making OnStar standard equipment for all new Buick, Cadillac, and GMC models. However, it's also been alleged that the company will be forcing customers of those brands into a three-year subscription for the "Connected Services Premium Plan" that'll cost roughly $1,500 and represent the latest example of how automakers are leveraging subscription fees to improve their overall profitability.
Cadillac has been meticulously stoking the fires of the hype train of the Celestiq to ensure the model has a full head of steam before its debut on July 22nd. The forthcoming flagship model is rumored to become the most expensive product in the luxury brand’s 120-year history and will bring back a level of opulence not seen on American cars since the golden era of the 1950s.
Frankly, it sounds like General Motors may be setting expectations a little high — especially since the last handful of Cadillacs haven’t exactly been able to check the luxury box with the kind of gusto necessary for a nameplate that’s supposed to specialize in providing exactly that. The brand’s best offerings now tend to be focused more on performance than comfort and are accompanied by sporting names that include terms like “Blackwing” and “V.” But that may soon change if the latest teasers of the Cadillac Celestiq are anything to go buy, as the company seems to be returning to its roots.
In 2017, General Motors bowed out of the European market. The tactical retreat came after nearly two decades of struggling to make the region profitable and freed up cash the company could use to expand more profitable endeavors located elsewhere. This basically entailed widening its footprint in China, eliminating modestly sized passenger vehicles from its North American lineup, and setting aside any extra money for electric vehicle development. However, the automaker’s Western clientele has been slower to embrace EVs than hoped, even with gas prices becoming astonishingly high, and market analysts expect the United States to be the very last developed nation to see alternative powertrains go mainstream.
One possible solution for this conundrum is to sell those all-electric vehicles elsewhere — namely Europe.
We return to the Turbo-Hydramatic once more today, and our third installment sees us at a critical point in the timeline of the automatic transmission. Fuel economy pressure from the government and performance demands of the consumer increased considerably in the intervening years since the THM’s debut in 1964. That meant the creation of lighter, more compact, and cheaper versions of the Turbo-Hydramatic compared to its flagship shifter, the THM400. GM branched out into the likes of the THM350, THM250, and the very problematic THM200.
In 1987, GM stepped away from the traditional THM naming scheme and switched to a new combination of letters and numbers. Number of gears, layout, and strength combined to turn the THM400 into the 3L80. But the hefty gearbox was already limited by then to heavier truck applications; passenger cars moved on to four forward gears after the dawn of the Eighties.
Our Abandoned History coverage of the Turbo-Hydramatic transmission series continues today. The THM was a singular solution to two different automatic transmissions in use by Oldsmobile, Cadillac, and Buick in 1963. Turbo-Hydramatic arrived at a time of modernization for the automatic, which prior to the mid-Sixties was regarded as inefficient and less than smooth.
The THM400 was the 1964 replacement for the Hydra-Matic and Buick’s Dynaflow and established itself as a smooth and reliable gearbox. It proved useful in a variety of luxury and heavy-duty applications and shrugged off weight and torque easily. In short order, it took off as the transmission of choice for various small manufacturers outside of GM. However, no matter how excellent the THM400 was, it found itself squeezed by a drive toward greater fuel efficiency. It was also a bit hefty to be of broad use in smaller or lighter passenger cars. GM needed more Turbo-Hydramatics!
A few weeks ago, we concluded Abandoned History’s two-part coverage of the Chrysler UltraDrive transmission. Within the comments was a request for more transmission coverage of an equally abandoned nature. Let it be so! Come along as we discuss the vast automatically shifted expanse that was the Turbo-Hydramatic transmission family, by General Motors.
Way back in 2007, I kicked off the Down On the Street series (which was supposed to be a one-time reference to the title of a Stooges song beloved by me and the late Davey J. Johnson) with the first of what would turn out to be hundreds of interesting street-parked cars: a 1984 Cadillac Cimarron d’Oro. That led to something of a Cimarron obsession, and I’ve spent the past 15 years documenting every semi– intact Cadillac J-Body I find during my junkyard adventures. You’d think they’d all have been crushed by now, but such is not the case; I found this loaded Brown Overload Edition ’85 in a yard near Pikes Peak earlier this year.
Ford Motor Co and General Motors will be individually suspending production in Michigan next week due to supply chain constraints. However, it’s difficult not to notice that the chosen facilities are responsible for lower-volume models they could probably afford to idle.
GM is stalling Lansing Grand River Assembly and Stamping, citing a parts shortage it said had nothing to do with the ongoing deficit of semiconductor chips. The company later stated that the Russo-Ukrainian war had not played a factor, abandoning the two most popular excuses for why something isn’t being done in 2022. Meanwhile, Ford has said the chip shortage has everything to do with its temporary closure of Flat Rock Assembly.
We return to the saga of GM’s High Technology engine today, after taking a diesel detour in our last entry. Concurrent in the High Technology engine’s timeline, the Oldsmobile diesel’s failure was quick, but certainly not painless. It put the majority of American consumers off the idea of a passenger car equipped with a diesel engine. And by the time GM pulled the diesel from its various brand lineups, there was a strategy change over in HT4100 land: Not calling the engine HT anymore.
The New York Times often gets unfairly criticized, usually by readers who have their own political biases (right and left), but sometimes the criticism lobbed its way is not only very fair, but accurate.
And when it comes to autonomous driving, the vaunted Times has stepped in it, big time.
In today’s edition of Abandoned History, we return once more to the late Seventies engines of General Motors. After the disaster which was the V8-6-4 and the subsequent release of the quite flawed HT4100 V8, we take a sidestep today into diesel. Time for a turn with the cost-cut cast iron Oldsmobile oil burner that accompanied the troubled gasoline engines at GM dealerships across the country.
The deck was stacked against the CT4-V Blackwing long before it rolled into my driveway. My seat time in Cadillac’s latest compact sports sedan came after not only a stint in the unfortunately-styled-but-otherwise-very-good G80 BMW M3 but also the Cadillac CT5-V Blackwing, the latter of which is arguably the greatest sports sedan that’s ever been produced. Yes, the CT5 occupies a different space (and price point) in the market, but these two cars are so similarly styled, it’s easy to mistake one for the other at a glance.
In our last edition of Abandoned History, we covered the years leading up to the release of the Cadillac High Technology V8. Used almost exclusively in 1981, the disastrous V8-6-4 had a primitive engine management system that could deactivate either two or four cylinders on Cadillac’s traditional V8. And while the idea was sound, the technology and engineering behind it were not. Cadillac was left in a bind and needed a replacement engine immediately. But the engine of choice was not finished, and not ready for primetime. Ladies and gentlemen, welcome the medium-rare HT4100.
A modern and efficient V8 of 4.1 liters, the HT4100 was the exciting way forward for Cadillac’s propulsion needs in the early Eighties. The engine came hot on the tail of a very iffy cylinder deactivation experiment, V8-6-4. Unfortunately, just like the cylinder games before and the Northstar after, the HT was plagued with issues that took years to iron out. The HT in its name meant High Technology but could’ve meant Halfway There. Let’s travel back to the Seventies and talk cylinders.
Back in 2016, I had plenty of nice things to say about Cadillac’s flagship performance model of the day, the third-generation CTS-V. But while Cadillac’s naming conventions have become much more convoluted over the past six years, on paper the CT5-V Blackwing seems like more of the same: A big, boosted V8 still remains under the hood, and it’s still underpinned by an updated version of GM’s Alpha platform. The interior still isn’t on par with its German rivals, and because it’s still rear-wheel drive, it’s still a few ticks behind its all-wheel-drive competition in the sprint to 60 MPH.
Yet despite these objective facts, the CT5-V Blackwing proves to be a stone-cold revelation. Yes, the re-introduction of the six-speed manual transmission plays a significant role in that, but there’s much more going on here than just the availability of a third pedal. Not only has Cadillac addressed virtually all of the shortcomings that held the CTS-V back from venturing into instant-classic territory, they’ve refined and improved the formula in so many subtle ways that the CT5-V Blackwing feels like a totally different car.
1988 was an interesting year for The General’s Cadillac Division. The Cavalier-based Cimarron was in its final year of sales, the Hamtramck/Turin-built Allanté was in its second year (and priced about the same as a Mercedes-Benz S-Class), and the “traditional” rear-wheel-drive Brougham sedan shared showroom space with the front-wheel-drive De Villes, Eldorados, and Sevilles. The old Sixty Special name was still being used, along with such slightly newer titles as Elegante and d’Elegance. While the Allanté lived at the top of the GM prestige pyramid for ’88, the Fleetwood was the car of choice for those very wealthy Cadillac shoppers who insisted on four doors and zero Pininfarina nonsense. Here’s one of those cars, found in excellent condition in a Denver yard last spring.
Cadillac is expected to have lost one-third of its U.S. dealerships this year — going from nearly 900 physical locations at the start of 2021 to an estimated 560 by year’s end.
But there’s allegedly no need to worry about the brand because this is part of a planned electric offensive. Last year, Cadillac asked dealers to spend the capital necessary to install charging stations, update their service centers, and retrain staff to better tackle EVs or take a buyout before the automaker’s first battery-driven car (the Lyric crossover) hits the market early in 2022. It would seem that a meaningful portion of the whole decided to bow out, which Cadillac seems totally fine with.
Sometimes car companies get a bit carried away with a new idea that, for a myriad of reasons, doesn’t translate so well in its execution. Toyota (and other Japanese companies) did exactly this when they invested in the very unsuccessful line of WiLL cars and other consumer products in the early 2000s.
Today we look at a 1980s domestic example of an idea that fell flat. It was the time Cadillac thought applying lipstick to a Cavalier-shaped pig would make the BMW and Mercedes-Benz 190E customer come a’callin. It’s time for Cimarron, a J-body joint.
There’s a new automotive trend afoot, one where industry giants alter their iconic corporate logos so they’ll play better in a digital environment. Shadows and color gradients designed to give an image depth don’t always pop on a cheap screen the way they might on the glossy piece of paper and have encouraged manufacturers to transmission to flat, monochromatic icons that look bad everywhere.
But consistency isn’t the only reason to change logos. It’s also an opportunity to signal to customers that you’re evolving as a brand, which is why so many companies have associated their new iconography with the pivot toward electric vehicles. General Motors, recently ditched the logo it’s been using (more or less) unchanged since 1964 for a Bizarro World alternative that swaps the color pallet and makes the letters lowercase. Now it’s modernizing the emblem to be used for Cadillac’s electrified products until they gradually supplant the entire lineup.
Starting in the 1997 model year, The General’s Cadillac Division glued Cadillac badges and some puzzling cartoon-duck advertising to the Opel Omega and called it the Catera. I’ve photographed just about every junkyard Catera I’ve found because they seem like relics from a long-ago past when Detroit car companies believed Americans would buy their European-market cars… or cars, period. Another Cadillac from the same era fits right in with American automotive trends of the last couple of decades, though, because it helped create them: The Cadillac Escalade. Here’s a first-model-year Escalade, found in a Silicon Valley self-service yard a few months back.
Cadillac’s instance that it be the first brand owned by General Motors to go entirely electric has resulted in a shrinking U.S. dealership network, though perhaps a healthier bottom line for GM in the long run. It may also foreshadow the trajectory of other brands committed themselves to EVs and give us a sense of what the dealer landscape might look like in a decade or two.
Over the last few years, American luxury brands have been attempting to grow in select markets they believe will bring in new, affluent customers by building experience centers that mimic high-end airport lounges. Cadillac even briefly moved its base of operations to New York City as a way to gain distance from its rustbelt background and ingratiate itself into high society. More recently, Lincoln introduced a Central Park-themed Navigator as both have been trying to lay down roots in parts of California after ceding a large share of the market to the competition decades earlier. But GM’s insistence that Cadillac become an all-electric brand (with Lincoln also targeting a glut of EV sales by 2026) seems as though it could create complications, even if the end result is a major victory.
I’m back with more boring used car content, a topic some of you apparently despise with a passion. Caution: More used-car discussion ahead, get out while you still can if this is the case! For the rest of you, let’s review the impractical car suggestions you’ve made that earned a spot on the Yes, I Like list.
Today’s edition of B/D/B is a little different than the norm. Usually, we ask you to choose from competing cars from three different marques all on sale in the same year.
This time we’re asking you to pick a Buy from among three different two-door Cadillacs, all of which cost about the same in 2021.
We’ve featured two special Eldorados in the Rare Rides series previously. Most recent was the final Collector Series of the ETC, or Eldorado Touring Coupe. Long ago we also featured the very first Eldorado Touring Coupe from the Eighties.
Today we’ll have a look at the ETC in the middle, and complete our collection with the smallest Eldorado generation of all.
The automotive press, ourselves included, has been hard on Cadillac in recent years. But the brand is making strides back to respectability.
Unfortunately, the journey is long and incomplete.
For evidence, I submit the CT5. There’s a lot to like about it. But every day I spent with it revealed more and more flaws.
Today’s B/D/B was suggested by commenter namesakeone, who posited that a couple of the cars featured in the worst halo cars article last week might make an interesting trio for this segment.
I needed to cover one more as a Rare Ride first, which is why we saw that Thunderbird yesterday. Requirement out of the way, it’s time to have our first multi-decade, Rare Rides-sourced Buy/Drive/Burn.
In the midst of the Great Depression, Cadillac offered a new range of ultra-expensive motorcars that featured 16-cylinder engines – a count never offered previously by a domestic automaker. One of the V-16’s most prestigious variations is today’s Rare Ride.
Presenting the extremely exclusive All-weather Phaeton sedan.
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- Urlik My online research seems to indicate it’s an issue with the retaining clips failing and allowing the valve spring retainers to come out. This results in the valve dropping into the cylinder.
- EBFlex Typical Ford. For those keeping track, Ford is up to 44 recalls for the year. Number one recalled manufacturer (yet again) by a wide margin.
- Lorie Did they completely forget the damn 2.0 ecoboosts that have the class action lawsuit? Guess those of us that had to pay out of pocket for an engine replacement for a fail at 76k miles are out of luck? I will never buy a Ford again.
- Mncarguy I remember when the Golf came out and all the car magazines raved about it. I bought an early one in the mid level trim, brown with a beige vinyl interior and a stick. I must have blocked out a lot about that car, because the only thing I remember is one day with my wife and infant in the car, the brakes went out! I could use the parking brake and made it home. There must have been other issues (beside an awful dealer who felt like they were doing you a favor even letting you come in for service) because I swore I'd never buy a VW again. I did get a new Beetle and later a Passat. That's another story!
- Oberkanone The Chrysler - Plymouth - Dodge Neon's racing successes - SCCA and elsewhere (allpar.com)Inexpensive racing.