2005 Cadillac Escalade Base Sport Utility 4-door 6.0l on 2040-cars

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2020 Cadillac CT6 losing the 3.0-liter TT V6?

In April we learned Cadillac would no longer offer the 2.0-liter four-cylinder on the CT6. The same day we heard the news, the CT6 configurator showed that engine option gone, leaving three engines on the menu. That menu could lose another option come 2020, according to a report in AutoVerdict. The site says it got an order guide for the 2020 CT6, and the 3.0-liter twin-turbo V6 won't make it to the new year. That engine was once the top-tier choice, since eclipsed by the detuned 4.2-liter twin-turbo Blackwing V8 imminently available on the Platinum trim. AutoVerdict also read in the order guide that the horsepower figures haven't been finalized for next year's model. As it stands, the entry-level 3.6-liter six-cylinder makes 335 horsepower and 284 pound-feet of torque, the 3.0-liter twin-turbo V6 produces 404 hp and 400 lb-ft, and the 4.2-liter V8 ginning up 500 hp and 574 lb-ft when it arrives. Retiring the middle option ostensibly puts a big ol' gap in output and pricing between the two models left. Right now $24,200 separates the entry-level Premium Luxury from the Platinum. However, since the present Platinum uses the 3.0-liter, it's safe to guess that the 4.2-liter V8 will cost more, creating a larger gap. The Sport model in between uses the 3.0-liter, too. Perhaps that goes away, or maybe it stays and gets further cosmetic upgrades to give it more edge and a higher price. Another change coming to the 2020 CT6 is its induction into Cadillac's metric-unit torque-based badging system. This, remember, converts pound-foot torque into Newton-meters, then rounds up to the nearest 50. That means the 3.0-liter V6 will wear a 400 badge, the 4.2-liter V8 gets an 800T badge - the T standing for turbo. The year's been full of engine rationalizations at General Motors. Theories about the CT6 dropping the 2.0-liter figured it might have been about making space above the CT5, or guaranteeing supply for other GM models that use the engine, like the Cadillac XT4. The folks at AutoVerdict suspect the 3.0-liter TTV6 could be making the move to the CT5, and to the hot-headed CT4-V we'll be getting a look at come the end of this month. Related Video:

2020 Cadillac CT4-V First Drive | The Cadillac of compact Cadillacs

With the launch of the 2020 Cadillac CT4, GM is pushing back into the smallest luxury sedan segment that in recent years has almost exclusively featured entries from Germany. We're pleased to see it return, and importantly, that it definitely came back prepared. The CT4’s key differentiator is its platform. Unlike the bulk of entry-level luxury sedans currently on the market, the Cadillac rides on a rear-wheel-drive platform. All-wheel drive is available throughout the lineup for those who need (or just want) four-season flexibility, but itÂ’s meant to be a convenience feature rather than a performance upgrade — the same is not true of its front-wheel-drive competitors. The CT4 ostensibly replaces the discontinued ATS, but reality is a bit murkier than that. Stop us if youÂ’ve heard this before, but the Cadillac CT4 is not entirely size-appropriate for the class. While the CT4 is aimed at the subcompact luxury sedan segment (and the CT5 at the compact), itÂ’s dimensionally a bit closer to the likes of the Mercedes C-Class than it is the A-Class. This gives Caddy a bit of an advantage, but itÂ’s nothing we havenÂ’t seen from GMÂ’s luxury arm before. Cadillac has chosen instead to target the segment based on price, which is a win for consumers in a way, as you can get a little bit more bang for your buck if theyÂ’re willing to take a chance on the underdog. Cadillac is offering its new small sedan in three states of tune. The base (“Luxury”) model boasts a 2.0-liter engine good for 237 horsepower and 258 pound-feet of torque. The Premium Luxury and CT4-V models get the 2.7-liter — which is still a four-cylinder — that makes 310 hp and 350 lb-ft of torque in its base tune and 325 hp and 380 lb-ft in the CT4-V. All three variants make use of GMÂ’s active fuel management tech which allows them to run on just two cylinders to conserve fuel while cruising. Yes, you read that correctly. The CT4-V boasts just 325 hp, which may seem like a pittance considering the outrageously powerful V models of CadillacÂ’s past, but GMÂ’s luxury arm has decided to re-jigger its performance hierarchy by eliminating “V-Sport” entirely, shifting “V” down to fill that role, and introducing a series of new range-topping performance models dubbed “Blackwing.” In that context, the CT4-V may seem like an also-ran, but consider the company it keeps.

We really want to use an eCrate to restomod an old GM car. Here's what we'd build

You hopefully saw the news today of GM's introduction of its Connect and Cruise eCrate motor and battery package, which effectively makes the Bolt's electric motor, battery pack and myriad other elements available to, ah, bolt into a different vehicle. It's the same concept as installing a gasoline-powered crate motor into a classic car, but with electricity and stuff.  This, of course, got us thinking about what we'd stuff the eCrate into. Before we got too ahead of ourselves, however, we discovered that the eCrate battery pack is literally the Bolt EV pack in not only capacity but size and shape. In other words, you need to have enough space in the vehicle to place and/or stuff roughly 60% of a Chevy Bolt's length. It's not a big car, but that's still an awful lot of real estate. There's a reason GM chose to simply plop the pack into the bed and cargo area of old full-size SUVs. Well that, and having a rear suspension beefy enough to handle about 1,000 pounds of batteries.  So after that buzz kill, we still wanted to peruse the GM back catalog for classics we'd love to see transformed into an electric restomod that might be able to swallow all that battery ... maybe ... possibly ... whatever, saws and blow torches exist for a reason.  1971 Buick Riviera Consumer Editor Jeremy Korzeniewski: If you’re going to build an electric conversion, why not do it with style? ThatÂ’s why IÂ’m choosing a 1971-1973 Buick Riviera. You know, the one with the big glass boat-tail rear end that ends in a pointy V. Being a rather large vehicle with a big sloping fastback shape, IÂ’m hoping thereÂ’s enough room in the trunk and back seat to pack in the requisite battery pack. That would likely require cutting away some of the metal bulkhead that supports the rear seatback, but not so much that a wee bit of structural bracing couldnÂ’t shore things up. The big 455-cubic-inch Buick V8 up front will obviously have to go. Remember, this was the 1970s, so despite all that displacement, the Riviera only had around 250 horsepower (depending on the year and the trim level). So the electric motorÂ’s 200 horsepower and 266 pound-feet of torque ought to work as an acceptable replacement.   1982 Chevrolet S10 Associate Editor Byron Hurd: OK, so the name "E-10" is already taken by a completely different truck, but let's not let labels get in the way of a fun idea.