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Cadillac Celestiq and Honda Civic Type R revealed | Autoblog Podcast #740

In this episode of the Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Senior Editor, Green, John Beltz Snyder. They kick things off by talking about the latest vehicle reveals, specifically the Cadillac Celestiq show car and the 2023 Honda Civic Type R. They discuss Chevy's move to offer incentives to help prevent customers from flipping the new Corvette Z06. Greg has spent time behind the wheel of the 2022 Range Rover First Edition, while John has been driving the 2023 Genesis GV60 Performance. From the mailbag, a listener is looking to replace a 2003 Subaru Forester with something that can hold three dog crates and gets decent fuel economy. Another listener asks whether to keep a 2008 Porsche 911 Turbo or replace it with a 992-generation 911 for which he is awaiting an allocation. Send us your questions for the Mailbag and Spend My Money at: Podcast@Autoblog.com. Autoblog Podcast #740 Get The Podcast Apple Podcasts – Subscribe to the Autoblog Podcast in iTunes Spotify – Subscribe to the Autoblog Podcast on Spotify RSS – Add the Autoblog Podcast feed to your RSS aggregator MP3 – Download the MP3 directly Rundown Cadillac Celestiq show car revealed 2023 Honda Civic Type R revealed Chevy offers incentives to prevent Corvette Z06 flipping Cars we're driving 2023 Genesis GV60 Performance 2022 Land Rover Range Rover First Edition Spend My Money: Replacing a 2003 Subaru Forester Spend My Money Update: New or 2008 Porsche 911? Feedback Email – Podcast@Autoblog.com Review the show on Apple Podcasts Autoblog is now live on your smart speakers and voice assistants with the audio Autoblog Daily Digest. Say “Hey Google, play the news from Autoblog” or "Alexa, open Autoblog" to get your favorite car website in audio form every day. A narrator will take you through the biggest stories or break down one of our comprehensive test drives. Related video:

Cadillac Escala Concept shows off a softer side of American luxury

When Cadillac announced that it would be appearing at Monterey Car Week with a stunning, new concept, the news sent a rush of blood to the head. Would it be a CT6 Coupe? A new V-series model? A follow-up to the show-stopping Elmiraj? Tonight, at the beginning of a weekend of festivities to tantalize automotive enthusiasts and aficionados, Cadillac instead showed off a glimpse of reality: the Escala four-door coupe concept. It wasn't behind a flat-white background, but at a futuristic yet modern home nestled in the hills that Cadillac president Johan De Nysschen introduced the Escala as a "point of inflection" for the brand. Keen observers will note that "Escala" is nearly "Escalade," but any similarity between the two vehicles ends there. De Nysschen noted that the four-door is meant to "relentlessly drive this brand back to its place at the pinnacle of premium." "Nothing less will do," de Nysschen said. The Escala is neither as bold as some recent Cadillacs to take the stage, nor as brash. From a distance, it has a wide, muscular stance wrapped in a tailored suit. Up close, it almost resembles a four-door Camaro — perhaps a nod to the work of former Holden design chief and incoming General Motors director of design, Michael Simcoe. De Nysschen described the Escala project as an "opportunity for designers to flex their creative muscle." The Escala seems to have a footprint mirroring that of a Mercedes-Benz CLS-Class, but it feels wider and smaller at the same time. Is the shape derivative? Perhaps, but the Escala's design is less a reflection of a future, incognito Cadillac, and more of a chance for the brand to show off the details that might soon become icons. The Escala's shape may not be earth-shatteringly different, but the truth is in its details. The mirrors are as thin as designer spectacles. The C-pillar offers an opportunity to show off Cadillac's latest take on the Hoffmeister kink. A glass roof adds visual airiness. And a simple "GM DESIGN" badge sits below the side doors, in deference to the stylists who labored to make the Escala different. The most defining element of the concept is the way it utilizes light. There isn't anything blinding about its lighting, but that means you can focus on the shape and appreciate the ambience. The depth of the LED tail lights adds visual length to the Escala and shows where Cadillac's designers placed the most importance. It's contrast and beauty at once.

2020 Cadillac CT6-V First Drive | A new kind of V

One of the weird tidbits of car news in the past year was the change in naming for the 2020 Cadillac CT6-V. When it was first revealed, it was called V-Sport, the term previously used for Cadillacs with more moderate performance upgrades than the full-blown V cars that possessed massive power outputs and serious track-going capabilities. But then, before the car in question went on sale, Cadillac changed the name to match the equally moderately sporty CT4-V and CT5-V that officially downgraded the V name. So what should we make of this CT6-V, then? Is it a hardcore performance machine like the old V cars? Or is it what we’re expecting of the new V cars: a lightly upgraded version of the base car that isnÂ’t particularly distinguished? As it turns out, the CT6-V sits between these two extremes to create a car thatÂ’s involving and exciting for the driver without compromising the CT6Â’s refinement and luxury. Mechanically, the CT6-V is ultimately closer to its full-bore V predecessors. The highlight is the “Blackwing” twin-turbocharged 4.2-liter V8 that makes 550 horsepower and 640 pound-feet of torque. Besides giving the engine prodigious output, Cadillac borrowed some pages from the AMG handbook: the turbocharger is nestled in between the cylinder heads, just like the current 4.0-liter AMG V8, and each engine is hand-built start to finish by one of six engine builders. The builderÂ’s name is even featured in the engine bay. TheyÂ’re special details that fit the idea of the old V cars, but the fact that a version of the same engine is in the Platinum CT6 does make its inclusion in the CT6-V seem less special, even if its output is notably less at 500 horsepower and 574 pound-feet of torque. Setting aside the details, the engine performs well in the real world. ItÂ’s astonishingly smooth, exactly what you want from a fast flagship. It also emits a unique exhaust note thatÂ’s both raspy and growly. You wonÂ’t mistake it for a pushrod powerplant. The power and torque provide a prominent push at all points in the rev band after a brief moment for the turbos to spool up. ItÂ’s just a shame there isnÂ’t much of a rev band, as the engine redlines at 6,000 rpm, which is easy to hit thanks to the engineÂ’s creamy character. ItÂ’s so low one wonders why Cadillac bothered developing a double-overhead-cam engine at all. The V8 is coupled to a 10-speed automatic transmission and all-wheel drive. The 10-speed is perfectly fine when cruising around town.