One of our trio is on its last legs, another is brand new, and the third option is near the middle of its life. They all share V8 power up front, driven wheels at the rear, and midsections full of luxury equipment. Most people avoided them when new, so it should be no problem finding one to burn.

Right?

If you like the Cadillac Escalade, you had also better be fond of General Motors’ 6.2-liter V8. Because that’s the only engine currently available for it. However, that may not be the case when the 2020 model pokes its head out of the factory door.

This is the second time we’ve heard buzzing about numerous engines becoming available on the luxury SUV and, frankly, we’re delighted to hear it. While there’s nothing wrong with the current model’s naturally-aspirated small block — excluding some customer complaints about noisy lifters — more choices are always better and we don’t foresee Cadillac abandoning the V8 anytime soon.

Melody Lee, the former brand marketing director who joined General Motors’ luxury division in 2012 and later headed its “Book by Cadillac” subscription service, has resigned. Apparently, Lee isn’t jumping ship to another job just yet.

According to Cadillac Society, Lee posted to LinkedIn that she “doesn’t know what’s next,” but is “excited for it.” To any casual observer, that language reeks of being forced out; a GM spokesman claims Lee “has elected to resign from Cadillac to pursue other interests.”

If you’ve ever wanted to own a hot Cadillac with a manual transmission, best get in line with those other three guys. The 2019 Cadillac ATS, which ditches its familiar four-door format for a coupe-only proposition, is both the last ATS and the last stick-shift Caddy. Soon, it, the CTS, and XTS will bite the dust as Cadillac makes room for two new sedans — vehicles scheduled to arrive in a market fully obsessed with crossovers and SUVs.

Good luck with that.

While the ATS coupe carries over seemingly unchanged for 2019, the blistering ATS-V variant sees two significant additions. One has to do with appearance; the other, price.

The other day, among the urbane, informed chatter happening in the TTAC Slack room, Adam Tonge suggested a little Buy/Drive/Burn trio to me. The year is 1999, and the subjects are full-size luxury sedans of the front-drive and comfort variety. Lincoln, Cadillac, and Chrysler are all represented, all wearing their conservative, double-breasted suits.

Come along, and select your turn of the century American luxury sedan.

That “someone else” might be a Chinese buyer. At least, that’s what former Cadillac president Johan de Nysschen implied in March, shortly before packing his bags and hitting the road.

The premium sedan market stands to grow along with the rest of that country’s appetite for high-zoot models, he said, even though the overall take rate might shrink.

American buyers, however, have made it clear what they want. And what they want isn’t what Cadillac’s planning for its Lansing Grand River assembly plant, if sales stats tell us anything.

Generally when we write about sticker prices for the upcoming model year, it’s to document a price hike – sometimes minor, sometimes major. Rarely does a manufacturer cut prices, especially in a hot segment.

However, it appears that’s exactly what The General is doing across three of its brands. A few machines take a haircut and give up some standard equipment, while others will simply have a Monroney bearing a smaller number next year.

Yesterday, we brought you the latest evidence that Cadillac’s ATS sedan will disappear from the market a year before its coupe sibling bites the dust. While a message sent to General Motors initially proved fruitless, dawn brings confirmation that Cadillac’s smallest offering will ditch the four-door format at the end of the current model year.

Don’t worry, entry-level Caddy buyers, there will be a replacement.

Last December, Cadillac’s smallest four-door staged a disappearing act on a VIN decoder document sent to the National Highway Traffic Safety Administration from General Motors for 2019 model year vehicles. While the ATS coupe lived on in all of its variations, the sedan seemingly ceased to exist. Naturally, GM was loathe to discuss it.

As Cadillac adjusts to an abrupt change in leadership, there’s additional evidence that the brand’s entry-level sedan won’t make it to the 2019 model year.

I’ve been saving this one for a while on my Big List of Buy/Drive/Burns. The year is 1993, and you’re shopping the large front-drive sedan offerings from General Motors (rear-drive provides less traction and is archaic). Making a stop at the Oldsmobile, Buick, and Cadillac showrooms, three ruched leather and wood tone sedans await you in top-spec trim. Let’s go.

Now that former brand president Johan de Nysschen has left the job of running Cadillac to a Canuck, it would be nice to see the brand take a page from Lincoln and revamp its naming strategy. What you see above is purported to be the upcoming Cadillac CT6 XT6, a full-size unibody crossover that’s on track to plug a major hole in the brand’s lineup.

Slotted above the popular XT5 midsize crossover and below the top-rung Escalade, the XT6 (as it’s tentatively named) promises three roomy rows of lux-mobile motoring. This vehicle, along with the compact XT4 launching later this year, was all part of de Nysschen plan to bring home the bacon in the domestic market.

General Motors’ Cadillac division started the week with one president, but ended it with another. In dropping former brand chief John de Nysschen, GM either rid itself of an executive who, as Lee Iacocca would put it, wasn’t cutting the mustard, or revealed itself as an impatient and overbearing automaker that held unrealistic expectations for its goal of a quick brand turnaround.

There’s only two camps in this face-off and, perhaps unfairly, you’ll need to pick a side.

Controversial decisions that ruffled the feathers of dealers and brand faithful alike defined the Johan de Nysschen era at Cadillac. Project Pinnacle left the brand’s dealers in revolt, forcing changes and delays in the streamlining, brand-boosting strategy. Meanwhile, many still feel Cadillac is not a marque for Manhattan — the brand’s new home — and that a keeping-up-with-the-Germans product strategy takes the division too far away from its heritage. GM executives may not share those sentiments.

For de Nysschen, the decision to place GM Canada head Steve Carlisle in charge of Cadillac is purely a business decision. He admits he didn’t fulfill the requirements laid out by his superiors.

There’s a Billy Joel lyric about trading a Chevy for a Cadillac. That same song talks about movin’ up and movin’ out.

Well, under Johan de Nysschen’s leadership, Cadillac traded Detroit for New York City for its global headquarters, saw global sales rise to levels not seen in 30 years thanks to China, and implemented a new naming strategy.

Now de Nysschen is moving out himself — he will be replaced by Steve Carlisle, who will be serving as the new senior vice president and president for Cadillac. Carlisle leaves GM Canada, where Travis Hester replaces him as president and managing director. Hester was formerly vice president of global product programs.

They might not happen as often as they once did, thanks to deregulation leading to mergers and consolidation, but fare wars once were a regular occurrence as airlines fought to snag passengers by dropping prices.

The automotive industry isn’t immune to battles waged on price. Even luxury makes sometimes have to offer deep discounts to keep the competition at bay.

Which is what Cadillac is doing to stave off a challenge from Lincoln. Sort of.

Outside of my hometown of Chicago, New York City remains one of my favorite metropolises. I don’t know why – Manhattan is overstuffed with cars and people, garbage is put out on the sidewalks, hotel rooms are no oasis from street noise, and most goods and services are way too expensive.

Perhaps New York has a unique sort of charm that compensates for all its flaws, some sort of charisma that continues to exist despite the continuing transformation of Manhattan into a living Disney city for the wealthy.

I mean, in what other city would I be brazenly approached by a young man trying to sell me cocaine as I walked back to my hotel after some late-night pizza (partake, I did not. Drugs aren’t my thing. Pizza was good, though) while almost within sight of the most famous urban intersection in the world – one that was undoubtedly crowded to the gills even at that hour? In what other city would I have a surreal on-street argument with a fellow pedestrian over an innocent, touristy picture I took of a street sign? There’s this “only in New York” feeling, a sense that certain things happen to you that just wouldn’t elsewhere.

It’s the kind of place where you can swear bloody murder because the F train didn’t show, but find value in the 40-minute walk across lower Manhattan you undertake instead, all because you don’t feel like doing the logical thing and hailing a cab. SoHo, Little Italy, and Chinatown all look much better from on foot.

Visually arresting, technologically complex, ultra luxurious, and undeniably trendsetting, halo cars sprinkle lustre all over a brand and ensure viewers of hip-hop videos know the artist is absolutely loaded with cash.

Cadillac’s not there yet. Give it time, says the brand’s president — a halo Cadillac model will indeed appear, just not until well into the coming decade. There’s a few things to take care of first.

Believe it or not, a long time ago the Cadillac brand was associated with elderly, moneyed customers. They chose Cadillac for comfort, luxury, and for the stately vulgarity which came standard when you purchased the pinnacle of General Motors. And as the pinnacle personal luxury offering from the Cadillac brand, an Eldorado was the de facto choice for many an American septuagenarian.

But Cadillac desired a younger customer, and a change was due for Eldorado. Presenting the 1983 Eldorado Touring Coupe.

Full disclosure, right up front: While I am in New York City for the auto show, neither myself or anyone from the TTAC team was invited to the XT4 unveiling the night before the show’s first media day.

I only mention this to point out that I can’t, as of this writing, judge the newest luxury compact crossover in the flesh, although I will likely see it 12 hours or so after I type this.

Hot takes aside, it’s common knowledge by now that crossovers are hot and just about every brand feels it needs to cover the subcompact, compact, and midsize classes. Cadillac has the midsize class covered with the XT5, so naturally, it’s time to go one smaller.

In ages past, more than one nameplate could lay claim to having its own engine. Olds manufactured its own V8s for over 40 years, for example. More recently, Cadillac had its own engine too, by way of the Northstar. Yes, hindsight is 20/20 and the engine did have its challenges, but it certainly set the brand apart from its proletariat brothers.

Now, the General’s crown jewel is once again introducing its own engine, a clean-sheet design called the Cadillac Twin Turbo V8. This time, it’ll be hand-assembled and signed by the builder, just like an AMG. Ich wundere mich!

It’s hard to fathom, given the industry’s (and the public’s) addiction to utilities, but a new report claims Cadillac aims to start production on a new flagship car in late 2021. Not just any car, either, but a model with a name taken from a high-profile concept vehicle: Escala.

You’ll remember the Escala as a trim, pillarless, four-door liftback with classic rear-drive proportions, introduced at the 2016 Pebble Beach Concours d’Elegance. At the time, Cadillac president Johan de Nysschen called the concept a “potential addition” to the brand’s product lineup, but with the CT6 just beginning to roll out of dealers — and in the wake of the earlier, futureless Ciel and Elmiraj concepts — few got their hopes up.

Cadillac is showing off the upcoming XT4 before its official debut at the 2018 New York International Auto Show by tossing it into a handful of commercials scheduled during the 90th Academy Awards. While the television spots seem to be intended to whet appetites prior to the vehicle’s launch later this fall, it’s the best look we’ve had at the model to date. That said, careful lighting and smoke machines allowed the XT4 to show plenty of leg without unbuckling its belt and giving us a real show.

The overall design is on par with what we’ve come to expect from present-day Cadillac, with vertical headlights cutting deeply into the front fenders. However, it looks to be a more shapely SUV than everything else the brand currently offers. Styling was clearly a priority here, and every element that identifies a model as a Cadillac appears to have been exaggerated without going too far.

Speaking at a conference in California on Wednesday, Cadillac President Johan de Nysschen threw some gentle shade at his rivals by stating General Motors’ measured approach to hands-free driving was the secret to Super Cruise being a winner. For those of you that don’t know, Cadillac claimed it became the first automaker to accomplish a coast-to-coast drive using hands-free technology last fall.

While it’s debatable whether the Super Cruise equipped CT6s making the journey actually achieved the feat without a driver ever having to touch the steering wheel, GM’s semi-autonomous system is among the best in the business right now — if not the best.

How did it manage the feat? For the most part, Cadillac built on the technology it already had to fine-tune adaptive cruise control to a point where the car could effectively steer itself on predictable highway jaunts. But de Nysschen says it mastered that in a closed environment, waiting until the system was completely ready. Meanwhile, other areas of General Motors have been devoted to total autonomy and perfecting the Cruise Automation fleet’s artificial intelligence systems.

After the industry’s first annual sales decline of the post-recession era in 2017, the small uptick in year-over-year U.S. auto sales in January 2018 shouldn’t be seen as a trend, analysts warn. This year will apparently bring more worry for automakers as buyers plan fewer trips to the dealership.

For the domestic brands, January brought a mixed sales bag. Two members of the Detroit Three posted significant sales declines, while the third squeaking by on the strength of light truck sales. Clearly, having a lineup full of pickups, SUVs, and crossovers helps a company’s bottom line, but it’s no guarantee of ever-higher volume in today’s market.

In 2017, the average U.S. Cadillac buyer walked out of the dealership after signing over $54,488 for a new vehicle. That’s almost $6,000 more than the average sticker in the luxury field, placing Cadillac among the upper echelon of premium cars.

However, the brand’s skyrocketing average transaction price — up 25 percent over the past five years — comes as the brand weathers a sales downturn in the U.S. market. That lofty 2017 figure has plenty to do with the models customers aren’t buying.

General Motors is tooling one of its car plants to build the svelte new Cadillac crossover that’s aimed at fixing the luxury brand’s sales slump in the United States. However, GM is keeping quiet on the move as the XT4’s future hasn’t been officially announced. However, insiders have claimed the automaker has already begun production on test versions of the Cadillac XT4 at its assembly plant in Kansas City.

Cadillac deliveries fell 8 percent last year in the United States and, as crossovers seem to be the sure-fire remedy for every automaker seeking sales, the XT4 could be a godsend. That blessing isn’t isolated to North America either. Adding the more-affordable crossover to the company’s Chinese lineup is equally important.

The year is 1986. There’s a new, V8-powered convertible on the horizon from Cadillac — the Standard of the World. This particularly special convertible is slotted above the Eldorado in the product lineup. And it was designed by a famed Italian house.

You’re drooling by now, 1986 person. Vamanos, to Allanté!

Christmas was in the air, but Cadillac’s last sales month brought anything but good cheer. General Motors’ luxury brand saw sales of every last one of its models fall, year-over-year, ending December as the worst-performing division in the GM fold.

Total U.S. Cadillac sales fell 28.6 percent last month, year-over-year, with 2017 volume down 8 percent compared to all 12 months of 2016 — a loss of 14,566 sales. Hardly a brand reaching its pinnacle. However, as bad as Cadillac’s numbers look, there’s a couple of unavoidable factors working against the brand.

After a relative lull in product introductions, Cadillac has a pipeline of new vehicles ready to boost the brand’s fortunes. Or so the General Motors division hopes.

In early 2016 Cadillac launched the XT5 crossover and CT6 sedan, following it up with a refreshed XTS in late 2017. Next year brings bigger news in the form of the XT4 compact crossover, with at least one other crossover waiting to plug another hole in the brand’s utility lineup.

But what about Cadillac’s older sedan lineup — the one that’s not bringing in anywhere near the passenger car volume the brand once enjoyed? There’s a long-range plan to deal with that, but first the company has some careful surgery planned.

By “can’t,” we mean “keep the division afloat.” The luxury brand’s sedan sales just aren’t cutting it anymore, forcing Cadillac to play a game of crossover catch-up with other players in the premium field. While the full-size Escalade and midsize XT5 remain strong (and consistent) sales performers, many of Cadillac’s rivals offer more utility vehicle choice. Lexus has four, and might not consider that enough. Even Lincoln has three.

The first of several answers to this problem is the XT4, a compact crossover positioned just below the XT5. Debuting in the middle of next year as a 2019 model, the new crossover recently made an appearance outside General Motors’ Milford proving grounds. Luckily, a cameraman was there.

Project Pinnacle hasn’t been incredibly popular with dealerships. Low approval ratings required multiple revisions of the plan, and dealers still found themselves irritated with the final version. There was a lengthy delay, refusal of noncompliant stores to accept General Motors’ buyout plan, and difficulties ensuring eligible shops adhered to the plan’s high standards of service.

Cadillac now says it will weigh customer satisfaction scores and compliance with brand standards more than actual sales volumes when determining U.S. dealer bonuses for 2018. The reason for this comes down to so many dealerships not meeting this year’s sales targets. That’s good news for those smaller outlets that were upset with Pinnacle to begin with.

After overseeing the introduction of the “Dare Greatly” campaign, a move of company HQ to tony Manhattan, and an ad spot touting Super Cruise during the MTV Video Music Awards, Uwe Ellinghaus is resigning from his post as head marketing honcho at Cadillac.

Tapped by Caddy chief Bob Ferguson in 2014, Ellinghaus arrived at the luxury automaker after a stint at Montblanc International and, prior to that, nearly 15 years at BMW.

General Motors’ Detroit-Hamtramck assembly plant isn’t the only facility hit hard by the public’s growing distaste for traditional highway cruisers. Falling full-size sedan sales turned out the lights at that plant last month, and GM’s Oshawa, Ontario plant will follow suit in January, returning with a missing shift once production resumes.

Like Hamtramck, the Oshawa plant builds the Chevrolet Impala sedan, and is the sole domestic builder of the Cadillac XTS. As the only remaining front-wheel-drive passenger car in the brand’s lineup, the XTS — saved from execution and refreshed for 2018 — didn’t stage a repeat performance of its October sales climb in November.

Today, our question circles around cars with issues. The sort of issues that could send an owner to an early grave or perhaps some preventative therapy, at the very least. Cars with widely-known issues, bad ownership propositions for running costs, depreciation, safety, or something else — they all qualify today.

Which cars would you avoid owning at all costs?

To paraphrase former editor of GOOD, Cord Jefferson, we Millennials are cold-blooded killers. Whether it’s due to lack of income or interest, few industries have been unaffected by our non-traditional spending habits. The auto industry has been especially vulnerable; I have attended academic conferences and read countless thinkpieces theorizing ways to motivate Millennials to fall in love with automobiles like their parents did. Finding buyers for all of these future cars will be tricky, but there’s a greater problem: If nobody in my generation cares for cars, who will do the work to design them?

Even more bleak are the prospects for students who are actually passionate about automobiles. One current transportation design student told me it is easier to get picked for NFL draft than it is to get a job designing cars for a major automaker. In the past, two schools dominated auto design education in America: Detroit’s College for Creative Studies and Pasadena’s ArtCenter College of Design. Today, graduates from these prestigious (and expensive) schools have to compete against a global talent pool, all vying for a limited number of internships.

With such overwhelming odds stacked against them, who would even encourage a prospective student to apply?

Since its launch in the Big Apple earlier this year, the BOOK by Cadillac car-subscription service has allowed customers in New York City to get behind the wheel of a Cadillac without signing the note on one of The General’s top-flight vehicles.

The project has proven to be enough of a success that Cadillac is now launching the product in two additional markets: Dallas and L.A.

Despite the addition of a corporate split grill a few years ago, there’s no denying Lincoln’s outgoing Navigator is one old piece of kit. As such, the glitzy premiere of the new-for- 2018 Navigator heralded greater full-size Lincoln SUV sales not just from new buyers, but returning ones.

Having seen what Dearborn was up to, it seems some inhabitants of the Renaissance Center decided to try and spoil Lincoln’s fun. If you’re the owner of a 1999 or newer Lincoln vehicle who’s thinking of maybe getting into a new Navigator, Cadillac would like you to know there’s 5,000 smackeroos waiting for you on the hood of your nearest Escalade.

If the Detroit Three want to keep wind in their sales sails, it sure won’t happen on the strength of traditional passenger cars.

Several brands from Ford Motor Company, General Motors, and Fiat Chrysler Automobiles posted U.S. sales declines in October 2017, all thanks to the slipping popularity of regular cars. In many cases, the continued strength of the crossover/SUV/truck market wasn’t enough to tip the scales back in the automakers’ favor.

Cadillac enjoys some of the highest average transaction prices among premium auto brands operating in the United States. After years of Lincoln MKS disappointment, the new Lincoln Continental actually looks the part. Globally, Cadillac sales are rising month after month after month. In the U.S., Lincoln is rare among auto brands in a declining auto industry in 2017: sales at Ford’s upmarket brand have risen 3 percent this year.

Indeed, while discussing the apparent appeal of the Tesla brand last week, Jack Baruth said, “You might say that General Motors and Ford are going to build better, more reliable, and more thoroughly developed electric cars than Tesla can, and you’re probably right.”

“But the world doesn’t want an electric Cadillac or Lincoln,” Jack accurately points out, “for the same reasons it doesn’t want gasoline-powered Cadillacs or Lincolns.”

Regardless of how you grade the momentum of Cadillac and Lincoln, they are mere blips in the global luxury automobile market and remain rather inconsequential players in their U.S. home market, as well. Will that change in your lifetime?

Imagine a traditional luxury car buyer — yes, some still exist — walks into his or her local Cadillac dealer to check out the radically refreshed 2018 XTS. Naturally, the old XTS is hanging out in the parking lot, quietly serving as potential trade-in. After entering the dealer, a salesperson ushers our buyer over to a virtual reality machine to check out the many glories (and options) that await in the new model.

On the way to that machine, the buyer passes zero Cadillacs. There’s not a CTS or CT6 or hot-selling XT5 in sight. An unlikely scenario? Perhaps. A little weird? Certainly to a repeat (read: aged) buyer. It seems small Cadillac dealers definitely felt that way, as low-volume sales locales soundly rejected head office’s plan to do away with traditional showrooms and physical cars.

As a result, Cadillac has given the ominous-sounding Project Pinnacle a makeover.

It’s going to be a black Christmas at the Detroit-Hamtramck assembly plant this year. Amid rising inventory levels for the Cadillac CT6, Buick LaCrosse, Chevrolet Impala, and Chevrolet Volt, General Motors plans to shut off the lights for the rest of the year.

Blame the American consumer’s rapidly changing automotive tastes.

By the slimmest of margins, Cadillac’s U.S. operations put an end to China’s repeated dominance of Cadillac’s sales charts in August 2017.

But after Americans acquired two more Cadillacs than the Chinese did in August, normal order returned in September 2017. 49 percent of the Cadillacs sold around the world last month were delivered in China, where volume rose 38 percent, year-over-year.

Perhaps of greater consequence to Cadillac’s New York HQ is the fact that September sales not only increased in China but also in the U.S., Canada, and in its rest-of-the-world markets.

September was the 16th consecutive month of global Cadillac sales improvement. Naturally much of the credit belongs to the Cadillac XT5.

Across the U.S. auto industry, there are a number of auto brands that are actually selling more passenger cars in 2017 than in 2016: Jaguar, Lincoln, Infiniti, Subaru, Volkswagen.

Some specific models, many with all-wheel-drive availability like the Audi A5, Subaru Impreza, and Volkswagen Golf, are enjoying far greater sales success this year than last.

But you know the story. Generally speaking, Americans are buying far fewer cars now than they used to. From more than 50 percent just five years ago, passenger car market share is down to 37 percent. Nowhere is this more obvious than at traditional domestic manufacturers, the Detroit Three.

Layoffs at an assembly plant producing recently redesigned midsize crossovers? Seems an unlikely scenario. But that’s what General Motors is doing in Spring Hill, Tennessee, where the automaker builds the Cadillac XT5 and GMC Acadia.

GM has announced it is cutting the plant’s third shift for an undetermined length of time starting in late November. The move comes just eight months after Spring Hill added hundreds of workers for that very same shift. While it might appear that demand for the vehicles is drying up, the numbers tell another story.

Since 2011, National Drive Electric Week has taken place in venues across the United States, some Canadian locations, and at select international venues. This year, it runs from Saturday, September 9th through Sunday, September 17th.

There are 262 event locations for 2017, so there’s probably an event not far away, assuming you’re electrically inclined.

Cadillac, with market-specific cars and a rapidly expanding dealer network, is increasingly a China-reliant GM luxury brand.

In four consecutive months, from April 2017 through July 2017, GM’s Cadillac division sold more new vehicles in China than in its U.S. home market. Indeed, so far this year, 48 percent of the Cadillacs sold around the world were sold in China. Thank a massive 67-percent year-over-year sales gain, stirred up by very healthy Chinese demand for the XT5.

But in August, for the first time since March, Cadillac’s U.S. dealer network reasserted its collective claim as the rightful nation for Cadillac sales success. That’s correct: Cadillac sold more vehicles in the United States in August 2017 than in China.

Albeit not many more.

Setbacks notwithstanding, we’ve been eagerly anticipating Cadillac’s entry into the world of semi-autonomous driving with its Super Cruise system, developed to help reinforce the automaker’s position as top-tier luxury brand. After all, vehicular opulence is now deeply embedded with technological achievement and few things shout “I’ve arrived” like a car that can chauffeur you around.

However, Cadillac is changing its implementation strategy, making Super Cruise standard on the highest trimmed CT6 — instead of leaving it as a pricy optional extra. It’s also launching an advertising campaign to whet the public’s appetite, with the first of its “Let Go” TV spots appearing on MTV’s Video Music Awards over the weekend.

The production run for the 2018 Cadillac CTS-V Glacier Metallic Edition, set to take place in 2017 on behalf of the 2018 model year, will be limited to a scant 115 units to celebrate Cadillac’s 115th anniversary.

Sounding like the proper name for a glitzy Jeep Grand Cherokee, the CTS-V Glacier Metallic Edition operates with the same 640-horsepower supercharged 6.2-liter V8 of less costly CTS-Vs, but Cadillac demands $15,895 for the privilege.

That brings the CTS-V Glacier Metallic Edition’s price up to $103,885 including destination, a lofty sum for a performance-oriented Cadillac.

Yet the 2018 Cadillac CTS-V GME — you can’t expect us to type Glacier Metallic Edition every time, not when Cadillac alternatively calls it “smoky light gray” — is more than just an anniversary paint job. The CTS-V GME still undercuts the Mercedes-AMG E63 S and Audi RS7 and is slathered with typically optional equipment.

Expand your horizons. See the forest, not just the trees. Look west of the Pacific Coast Highway.

Cadillac sales plunged in the United States in July 2017, dropping by more than a fifth to only 11,227 units. That 22-percent dive was the worst for Cadillac’s U.S. operations since April of last year. The 11,227-sale result represented a five-month low for Cadillac in the United States and the lowest-volume since 2011.

But Cadillac is increasingly a less U.S.-centric automotive brand. Just three short years ago, two-thirds of Cadillac’s volume was produced in its American home market. Fast forward to July 2017 and the majority of Cadillac’s volume isn’t produced in the market where it’s suffering from such dwindling demand.

Rather, Cadillac generates the bulk of its global volume outside of America, where Cadillac demand is rapidly increasing.

Today’s Question of the Day isn’t our typical lighthearted, open-ended Choose Your Own Adventure inquiry. It’s serious business, pitting two serious flagship sedans against one another.

At the end of this post, you’ll have to choose: Lincoln Continental, or Cadillac CT6?

Lately, it seems everyone wants to talk about Cadillac sedans. Too bad few people want to buy one. The future of the storied brand’s traditional passenger car offerings was recently called into question by a report claiming two Cadillac sedans, including the CT6, are slated for execution.

Hashtag fake news, brand president Johan de Nysschen responded. In a reply only slightly less vague than the initial report itself, the brand president said no sedan models were on the chopping block. Nope, the Cadillac lineup will strut into the 2020s with three sedans, he said, making no mention of the fact Cadillac has four sedans.

Okay, so we knew the aging (but facelifted for 2018) XTS had no long-term future. But what about the survivors? In a recent interview, de Nysschen spelled out the plan.

The first-generation Cadillac Seville was a sibling — or maybe first cousin — to the proletariat rear-wheel-drive Chevrolet Nova, selling well while also cheapening the Cadillac brand. The second-generation Seville, introduced for the 1980 model year, moved to the Eldorado’s front-wheel-drive platform and gained a bold “bustleback” rear body design.

Here’s an example of a Bustleback Seville I spotted last week in a Phoenix self-service wrecking yard.

You can’t compare the traditional passenger car segment to the Titanic speeding towards an iceberg, as the once market-leading segment tore its hull open on that crossover-shaped berg long ago. Cars, especially in North America, are rapidly taking on water and sinking by the bow.

Against this backdrop, a recent — and unconfirmed — report predicting looming death for six General Motors car models came as no shock, though it did raise questions. Would GM really drop a famous nameplate like the Chevrolet Volt? The Cadillac CT6 is barely more than a year old — surely the division wouldn’t go to the expense of building a flagship, then take it behind the barn?

The deaths foretold in the Reuters report would be carried out by 2020, the source claimed. While he didn’t speak to the lifespan of the Volt or the Chevrolet Sonic and Impala, nor the Buick LaCrosse, Cadillac president Johan de Nysschen responded by saying Cadillac’s four-sedan lineup remains safe. Yep, those three sedans will be just fine, he said. Wait, what?

Back in late May of this year, I inquired which modern automaker was the most daring. While I posited it could be Nissan or Volvo, many of you replied it was actually Dodge, followed by Kia and Mazda.

This week, let’s turn back the clock a couple of decades and see if all our answers require a bit of reworking. We’re off to everyone’s favorite car decade, the 1990s. Which automaker was most daring in the era of the neon and teal fanny pack? I’ll give you two specific model examples, much like I did before.

“Pshhh, it’s not that fast. Your car is faster,” the young man wearing the Alpha Gamma Delta shirt said to his blonde companion. We were in the parking lot of a stadium in Orange County, under the shade of a white tent with a Cadillac logo, beside a sign reading: “ACCELERATION.” It was unclear which Cadillac he was disparaging, as both the ATS-V and CTS-V were available for full-throttle rips. He may have been trying to goad his girlfriend into driving, but the trash talk indicated this was no press junket.

Welcome to the Southern California edition of Cadillac’s Truth + Dare summer tour across America.

Two weeks earlier, I was wondering how the hell I was targeted on Twitter by a Cadillac ad with an invitation to a ride-and-drive event. For financial reasons, “automotive journalist” doesn’t fit the profile of a typical Cadillac customer. My BMW Z3 recently celebrated its 20th birthday. But they weren’t asking for my tax returns and I’m fascinated by the Cadillac brand, so this seemed like an opportunity to see how they present themselves to the public. All I had to do was drive from Los Angeles to Anaheim on a Friday at 2:00 p.m.

Thanks to China’s media, as well as General Motors’ aggressive pursuit of new buyers in that populous, prestige-seeking country, we’ve already seen the facelifted 2018 XTS sedan. The Chinese market model appeared a month ago, powered by a downsized motor you won’t find in U.S. variants.

Despite this, the refreshed XTS is now official. Cadillac has released details and photos of a model that wasn’t supposed to have a second act — until it realized you don’t drop a vehicle with steady sales, no matter how outdated it may appear. Say hello to Cadillac’s front-drive full-sizer, now gussied up to look like Cadillac’s rear-drive full-sizer.

The crossover is king and Cadillac doesn’t have nearly enough of them. As it works to correct that problem, the automaker hasn’t completely forgotten about the segment that once made it the first name in American automotive opulence.

As many of its models are now global, it’s not surprising our first view of the refreshed Cadillac XTS front-wheel-drive sedan hails from China — General Motors’ main growth engine.

Cadillac’s controversial 2015 move from its Detroit birthplace to the glittering spires of Manhattan is already showing signs of working, says the brand’s stern and methodical president.

By packing their bags and heading to Soho, Cadillac’s braintrust hoped the brand’s swanky new digs would rub off, distancing it from the likes of GMC and Chevrolet and helping to pull in discerning new customers. So far, Cadillac is — just not in its home country.

1974 was a rough year to be an American, but the Cadillac Division wasn’t about to give up on selling opulent two-and-a-half-ton highway dreadnaughts to the plutocracy ( that came later).

Here’s a well-banged-up Fleetwood Sixty Special Brougham, spotted in a San Francisco Bay Area self-service wrecking yard last month.

“Levels that were once seen as excessive are now sustainable.”
—Uwe Ellinghaus, Chief Marketing Officer, Cadillac

Cadillac expects to see auto sales in the United States in calendar year 2017 fall just below 2016’s best-ever results, which GM’s premium brand considers a positive sign for the U.S. auto industry and Cadillac.

While the decline reported America’s auto industry in March 2017 drew headlines because 2017’s first-quarter encompassed three consecutive months of year-over-year decline, Cadillac’s chief marketing officer, Uwe Ellinghaus, views the results through another lens.

“What they call a cooling off I say is the best thing that has ever happened,” Ellinghaus told Automotive News. “We don’t see that the party is over. It’s continuing.”

Cadillac? Party? Huh?