GM Reaps in J.D. Power Initial Quality Awards

The addition of the latest and hottest technology sometimes leads to increased problems with brand-new vehicles, according to the just-published J.D. Power 2014 U.S. Initial Quality StudySM (IQS). The study, now in its 28th year, examines problems experienced by vehicle owners during the first 90 days of ownership. The study determines initial quality according to the number of problems experienced per 100 vehicles (PP100), with a lower score reflecting higher quality. Overall initial quality in the 2014 IQS measures 116 PP100, a slight increase in problems from 113 PP100 in 2013. This year's increase in problems follows a similar increase found in the J.D. Power U.S. 2014 Vehicle Dependability StudySM (VDS), released in February, which measures problems experienced after three years of ownership. New Tech Features Often Cause Quality Issues The study attributes this increase in problems to the fact that new, more sophisticated technologies have been introduced in several newly launched models (i.e. those that are completely new to the market or have undergone major redesigns). They are more problematic than "carryover" vehicles (those that did not undergo any significant changes from last year's model to this year's). This year's IQS finds newly launched models experience an average of 128 PP100, compared with 113 PP100 for carryover models. The increase in problems among all-new models are seen mainly in the areas of voice recognition, Bluetooth pairing, and audio systems. "Automakers are trying to give consumers the new features and technology they want without introducing additional quality problems into their vehicles," said David Sargent, vice president of global automotive at J.D. Power. "However, almost all automakers are struggling to do this flawlessly with some consumers indicating that the technology is hard to understand, difficult to use, or simply does not always work as designed." A Single Problem Can Affect Brand Loyalty The study also finds that the fewer problems owners experience with their vehicle, the greater their loyalty to the brand. Combined data from previous years' IQS results and the Power Information Network(R) (PIN) from J.D. Power show that 58% of owners who experienced no problems stayed with the same brand when they purchased their next new vehicle. Brand loyalty slips to 53% among owners who experienced just a single problem, and to 48% among owners who experienced two or more problems. "Even problems experienced in the first 90 days correlate strongly with ultimate repurchase behavior," said Sargent. "These early problems can set the tone for the entire ownership period and still have an effect years later when consumers replace their vehicle." GM Again Receives Most Initial Quality Vehicle Awards General Motors continues its strong performance in the J.D. Power Initial Quality Study taking more initial quality awards than any other automaker for the second year in a row. GM also has the most models ranked in the top three in their respective segments.

GM’s plant in Ingersoll, Canada, where the Chevrolet Equinox and GMC Terrain are built, was awarded a Silver Plant Assembly Line Quality Award.

In the study, GM swept the Large SUV segment with Chevrolet Suburban and GMC Yukon – both ranking highest in a tie – along with the Chevrolet Tahoe. In addition to the Large SUV segment sweep, two models have now ranked highest in their segments for two years in a row: the Chevrolet Silverado HD and Buick Encore. The Chevrolet Malibu topped the Midsize Car segment.

“We are committed to providing customers with the highest levels of safety, quality and an exceptional ownership experience,” said Alicia Boler-Davis, senior vice president GM Global Quality and Customer Experience. “Having the most award recipients of any automaker shows that we are on the right track by putting the customer front and center in everything we do.”

Brand Highlights
Chevrolet
 Segment Award Recipients
 Malibu – Midsize Car
 Silverado HD – Large Heavy-Duty Pickup
 Suburban – Large SUV (tie)
 Segment Top Three
 Camaro – Ranked Second – Midsize Sporty Car
 Equinox – Ranked Second – Compact CUV
 Tahoe – Ranked Second – Large SUV
Cadillac
 Escalade – Ranked Second - Large Premium CUV
Buick
 Encore – Segment Award Recipient – Small SUV (tie)
GMC
 Terrain – Segment Award Recipient – Compact SUV
 Yukon – Segment Award Recipient – Large SUV (tie)
 Sierra HD – Ranked Second – Large Heavy-Duty Pickup

About the Study
The 2014 U.S. Initial Quality Study is based on responses from more than 86,000 purchasers and lessees of new 2014 model-year vehicles surveyed after 90 days of ownership. The study is based on a 233-question battery designed to provide manufacturers with information to facilitate the identification of problems and drive product improvement. The study was fielded between February and May 2014.

2014 Buick Verano Sedan Offers Personal Luxury

Written by Ken Chester, Jr.
Motor News Media Corporation

Introduced for the 2012 model year, the Buick Verano compact luxury sedan is the brand’s first all-new model in the compact luxury segment. Introduced at the 2011 North American International Auto Show in Detroit, the small Buick is defined by sculpted design, refined and responsive performance; luxurious interior appointments, quiet tuning, and upscale convenience and safety features.
Available in the Base (1SD), Convenience (1SG), Leather (1SL) and Premium (1ST) trim levels, upgrades and changes for 2014 include: Side Blind Zone Alert and Rear Cross-Traffic Alert crash-avoidance, Forward Collision Alert and Lane Departure Warning safety features are now standard (1SL); enhanced IntelliLink with text message support, Siri Eyes Free and smartphone voice recognition pass-through; heated front seats standard on Convenience, Leather and Turbo models; standard Universal Home Remote with three-channel programmable garage door opener on Convenience, Leather and Turbo models; and new Smoky Gray Metallic exterior color.
Standard power for the Verano is generated by an Ecotec 2.4L four-cylinder prime mover. Torque is transferred to the street through a Hydro-Matic 6T45 six-speed automatic transmission. An Ecotec 2.0L turbo four-cylinder engine is the standard motor for the Premium (1ST) model. Torque is communicated to the pavement through a Hydra-Matic 6T50 six-speed automatic transmission. An Aisin F-40 six-speed manual gearbox is an option for the Turbo-equipped model.
Control hardware includes a front suspension that uses decoupled MacPherson struts for better isolation, providing greater separation of extreme road conditions – large potholes, for example – from everyday driving conditions. At the rear, a technically advanced Watts Z-link design helps center the rear axle during cornering, which helps keep the Verano’s handling responses symmetrical on both left-hand and right-hand turns. The linkage’s capability to center the axle during cornering delivers a more-balanced driving experience because the rear suspension better follows the lead of the front suspension. The Z-link design is also lighter and requires less space than a typical fully independent rear suspension. The lower weight contributes to Verano’s fuel economy, while the compact design enables more trunk space.
Complementing Verano’s precisely crafted, premium-accented exterior is an interior marked by exceptional seat comfort and support, as well as premium soft-touch materials, including ambient lighting inspired by the LaCrosse. Metallic and wood trims and warm ambient lighting make the cabin an inviting environment. Neutral and medium titanium colors are offered on interiors with leatherette/fabric seating surfaces, while ebony, cashmere and a unique Choccachino color are offered on the available leather-trimmed interiors. Verano uses the same premium leather material for the seats that is used on the LaCrosse.
The instrument panel blends with an integrated center stack that houses the infotainment display, climate controls and radio controls. Flush-mounted components within the center stack have a gap tolerance of less than 1 mm, while the instrument panel-to-door panel gaps are less than 5 mm. Verano’s headliner cover is made of a knit material that is one of five layers of an acoustically designed headliner to help quiet the passenger compartment. The interior pillar and other moldings are color- and grain-matched to the headliner.

Dimensions and specifications

Wheelbase: 105.7; overall length: 183.9; width: 71.4; height: 58.1
All vehicle measurements are in inches
Engine: 2.4L four-cylinder – 180 hp at 6,700 rpm and 171 lbs-ft of torque at 4,9800 rpm; 2.0L four-cylinder turbo – 250 hp at 5,300 rpm and 260 lbs-ft of torque at 2,000 rpm.
Transmission: six-speed automatic
EPA Fuel Economy: 2.4L four-cylinder - 21 city/32 hwy.; 2.0L four-cylinder turbo – 20 city/31 hwy. (manual), 21 city/30 hwy. (automatic)
Cargo capacity: 14.3 cubic feet
Safety features
Dual front and knee airbags, front/rear outbound seat mounted side-impact airbags, dual head curtain side-impact airbags, four-wheel disc brakes with anti-lock, brake assist, traction control, StabiliTrak vehicle stability control, daytime running lamps, front fog lamps, automatic headlamp control, Bluetooth hands-free phone system, OnStar communications system, rear vision camera, remote vehicle start system, remote keyless entry, content theft alarm, and tire pressure monitor. Leather (1SL) trim level adds forward collision alert, lane departure warning, rear cross-traffic alert, keyless start, E-Z key passive entry system, universal home remote, rear parking assist, and side blind zone alert.
Warranty
Basic: 4-year/50,000 mile
Powertrain: 6-year/70,000 mile
Corrosion: 6-year/100,000 mile
Roadside Assistance: 6-year/70,000 mile 24-hour
Pricing
The base Manufacturers Suggested Retail Price (MSRP) for the 2014 Buick Verano sedan starts from $23,700 for the base model upto $29,065 for the Premium model. Destination charges add $925.

2015 Chevrolet Tahoe and Suburban Review

For buyers of the Chevrolet Suburban and, to a lesser extent, the Chevrolet Tahoe, it seems that no other vehicle will do. Fully half of all buyers shopping for full-size SUVs choose Chevrolet. (Add their GMC Yukon equivalents, and GM has three-quarters of the full-size-SUV market.) In redesigning its family of large sport-utilities, GM appears to have been very conscious of that fact, as the 2015 Tahoe and Suburban are a very careful evolution of the species.

 

Long history

The Suburban is the U.S. auto industry’s oldest nameplate, having been in continuous production since 1935. Originally sold as both a Chevrolet and a GMC, it has been exclusive to Chevrolet since GMC rechristened its version the Yukon XL for the 2000 model year. Over the course of time, the Suburban has been a two-door, a three-door, and a four-door. The Tahoe has been around since 1995, but it didn’t gain four doors—and with them real market relevance—until the following year.

Both nameplates enjoyed their peak popularity in the early George W. Bush years, when full-size SUVs captured as much as seven percent of the U.S. auto market. Today, the segment has settled back down to its historic two-percent slice of new-car sales. Even so, these vehicles’ outsized profits make this a segment worth staying in.

 

 

Every bit as big

The 2015 Tahoe and Suburban are undiminished in size. Both SUVs ride on the same wheelbase as before: 116 inches for the Tahoe, 130 inches for the Suburban. Both have grown by 2 inches in length and by an inch and a half in width. Height is the only dimension that has decreased, by about 2.5 inches (for both 2WD and 4WD versions). Nor have these big boys achieved any significant weight loss. Depending on the model variant, they’re within 100 pounds of their previous weights, ranging from 5466 pounds for the rear-wheel-drive Tahoe to 5896 pounds for the four-wheel-drive Suburban.

One V-8

Whereas crosstown rival Ford recently announced that it will be replacing the 5.4-liter V-8 in its Expedition and Lincoln Navigator with a turbocharged V-6, Chevrolet is sticking with a normally aspirated V-8 for the Tahoe and the Suburban. At 5.3 liters, the displacement is the same as before, but this is the new “Gen 5” version of the 5.3-liter, which made its debut in the redesigned Silverado pickup. Power and torque output increase to 355 hp and 383 lb-ft, up from 320 hp and 335 lb-ft for the previous V-8. Paired again with a six-speed automatic, the new engine helps the 2015 Tahoe and Suburban squeeze another mile or two out of each gallon of unleaded: rear-wheel-drive versions of both trucks manage 16/23 mpg (city/highway), while the more popular 4WD models get 16/22 mpg (Tahoe) and 15/22 mpg (Suburban). Full-size SUV buyers who are keenly interested in fuel economy -- anyone? -- will be disappointed to learn that the Tahoe hybrid is no more.

In our drive from Lake Tahoe to Sacramento, the 5.3-liter proved to be adequately powerful—the 0-to-60-mph time for the Tahoe 4x4 has dropped from more than 8 seconds to an even 7.0 seconds. The new V-8 features variable valve timing and direct injection, but the intake noise you often find in direct-injected engines is completely absent. The engine also has the ability to shut down four cylinders under light load, and while the in-cluster display indicates when that happens, it is otherwise not discernable. One quibble: while the 5.3-liter is well matched to the six-speed automatic, when you do want to manually downshift (which is done using the plus/minus button on the shift lever) you first have to move the column shifter out of D and into M.

 

Drive small?

Despite the vehicles’ size, more than one engineer told us that a goal for the new Tahoe and Suburban was that they “drive smaller than they are.” To that end, you might expect a lower step-in height, a tighter turning circle, or a more sloped hood to provide better sight lines. You won’t find any of them. Instead, GM added a host of new driver-assistance systems, which don’t really make these big SUVs seem small from behind the wheel but do make them easier to drive. A backup camera is now standard, and rear cross-path detection is optional. Audible park assist can now be had for the front as well as the rear to aid in docking maneuvers. In addition to blind-spot warning, forward-collision warning with automatic braking and lane departure warning are available. The big utes may not drive smaller, but they do drive more confidently, thanks to extremely well-tuned electric power steering and improved brake pedal feel.

Cozier cabin

Whereas the new Silverado pickup has a large, blocky instrument panel, the Suburban/Tahoe interior is more cockpit-like, with a new dash flowing into a wide center console. Naturally, the large console creates a vast amount of storage space; there is also an abundance of power points and USB outlets. We were more impressed, though, with the well-thought-out switchgear. Our top-spec LTZ test car sported the obligatory touch screen, but there are still plenty of knobs for easy access to the most-used audio and climate-control functions, and buttons are grouped to help make everything easy to find. And, for the first time, the cabin’s design and materials reflect the fact that these trucks often share garage space with a luxury car. The dash has greater dimension than before; there are fewer hard plastics; and well-padded surfaces cover the door panels and armrests. The seats have been redesigned, which is good, but we still found the driving position awkward for lack of a driver’s dead pedal. 

 

Cargo considerations

Cargo volume, whether you’re measuring behind the third row, the second row, or the front seats, has shrunk slightly in both the Tahoe and the Suburban. The reason is that the cargo floor had to be raised by several inches to allow the second- and third-row seats to fold flat. It’s not the most elegant solution—and it’s one downside to the solid rear axle—but it beats having to remove the third-row seats, a heavy chore that owners hated. Power folding of both rows is available, and the second-row seats can do a quick tumble at the push of a button to allow access to the third row.

                            

 

Although not quite as commodious as it was previously, the Suburban is still a supersized family bus. Its 39.3 cubic feet of cargo space behind the third seat (versus 45.8 cubic feet previously) should easily accommodate a family’s luggage for a weeklong vacation and/or an extra-large dog crate. If you’re looking for maximum luggage space while still using all three rows of seats, the 2015 Suburban is going to remain at the top of your shopping list.

It’s harder, though, to make a case for the Tahoe. Chevrolet’s own Traverse has significantly more cargo space (behind any of its three rows) and a much more usable third-row seat in a similar-sized package. The only real advantage for the Tahoe is trailer towing, where the V-8-powered, body-on-frame SUV puts the V-6 Traverse crossover, well, on the trailer. The 2015 Tahoe is rated to tow 8600/8400 pounds (2WD/4WD), which is slightly more than before and significantly more than the Traverse’s 5200 pounds. For its part, the Suburban also tows with the best of them, although its maximum is slightly less than its smaller sibling’s, at 8000/8300 pounds. Note that the Suburban 2500, the heavy-duty variant powered by a 6.0-liter V-8 and towed five tons, is no longer part of the Suburban lineup.

 

The new bottom line

Familiar but pleasantly updated, there is little about the 2015 Tahoe and Suburban to shock their large cadre of repeat buyers—with the possible exception of the number at the bottom of the window sticker. Although the base two-wheel-drive LS versions of both trucks have increased by just $1000 (to $45,595 for a Tahoe $48,295 for a Suburban), the more popular, higher-trim 4x4s are up by a lot more. The starting price for the Tahoe LT 4x4 has grown by $2510 (to $53,995) and by $2650 for an LTZ. The Suburban 4x4 LTZ jumped $3300, to $65,695. Tap into the richer vein of options, and prices climb still more. The Suburban 4x4 LTZ we drove sported a sticker price of $71,090.

Overall, the strengths and character of the 2015 Tahoe and Suburban remain as before. The upgraded interiors, longer equipment list, and quieter ride make them more credible premium products—which is a good thing, considering their more premium price.

 

 

2015 Chevrolet Tahoe / 2015 Chevrolet Suburban

On sale:	Now
Base price:	$45,595/$48,295 (Tahoe/Suburban)
Engine:	5.3-liter V-8
Power:	355 hp @ 5600 rpm
Torque:	383 lb-ft @ 4100 rpm
Transmission:	6-speed automatic
Drive:	Rear- or 4-wheel
Curb weight:	5466–5683/5664–5896 lb (Tahoe/Suburban)
Cargo capacity:	94.7/51.6/15.3 cu ft (Tahoe, behind 1st/2nd/3rd seats); 121.1/76.7/39.3 cu ft (Suburban, behind 1st/2nd/3rd seats)
Maximum towing capacity:	8600/8300 lb (Tahoe/Suburban)
Fuel economy:	16/23 mpg (Tahoe/Suburban 2WD), 16/22 mpg (Tahoe 4WD), 15/22 mpg (Suburban 4WD)

 

2015 Chevrolet Suburban

Pop quiz: What’s the oldest vehicle nameplate in America? If you know that distinction belongs to the Chevrolet Suburban, which has been in continual production since 1935, award yourself a cookie. (From your own cupboard. We’re eating ours.) And as you read this, the 2015 Suburban—the 12th generation—is arriving in dealerships.
Unsurprisingly given its longevity, the Suburban has a loyal base of owners who value large carrying capacity, serious—8000-plus pound—towing capability, and the butch appeal of a truck-based mechanical layout. So there are no major upheavals with the new model, even though the last new Suburban was introduced back in 2005. Instead, the focus of the 2015 model was to perform its traditional tasks with more style, greater comfort, and better efficiency.
Charting the Changes
The ’Burban is still basically a big box, but the 2015 is more chiseled and interesting to look at. There’s a strong character line running down the body side just below the beltline, a slightly higher hood, and a flatter and more raked windshield. New headlamps employ projector beams, and LED illumination provides signature lighting at both ends. Overall, the new model is about two inches longer, two inches lower, and about an inch wider than its predecessor.
Inside, the previous model’s flat, clifflike dashboard has been replaced by a far more sculpted design, with an eight-inch LCD touch screen mounted much higher in the dash for easier viewing. The infotainment controls are clearly grouped below the screen, with the HVAC controls below that. When you order the navigation system, you get greater functionality with more extensive voice activation. We found it to work well during the press introduction.
Much richer materials are used inside, including soft plastic, and there are yards of French stitching in the upper trim levels. There’s plenty of storage, including two mid-level bins in the front doors and a truly cavernous central bin below the armrest that has lips for hanging file folders. The glove box is surprisingly small, however, so we hope you have small hands.
You can now get a power-tilting-and-telescoping steering wheel in addition to the familiar power-adjustable pedals, so there’s no excuse for not finding a good driving position. Front head- and legroom are increased by meaningful amounts, along with fractional increases in the second- and third-row seating space. More important, the second- and third-row seats now fold to produce a flat—although slightly rising—surface. On the upper trim levels, the third-row seat folds and unfolds with a switch just inside the luggage compartment; the second row flips down and then forward via the press of a button—although you must manually unfold those seats.
The downside of this arrangement is a six-inch-thick shelf added to the cargo floor, raising the lift-over height and reducing the cargo capacity. With everything folded, cargo volume drops from 137 cubic feet in the old Suburban—with the third row completely removed—to 121. Behind the third row, the volume is now 39 cubic feet, down from about 46 before.
Going Around the (Small) Block
As in the smaller 2015 Chevrolet Tahoe, the Suburban is propelled by the latest gen-five small-block V-8, here displacing 5.3 liters. With direct fuel injection, this engine gets a higher compression ratio, boosting power and torque by more than 10 percent, to 355 horsepower and 383 lb-ft. At the same time, EPA city and highway mpg each rise by 1 and 2 mpg to 16 and 23 on rear-drive models; the four-wheel-drive version sees a 1-mpg increase on the highway to 22.
On the chassis side, the Suburban gets upgraded body mounts, aluminum front control arms, and more precise location of the rear axle and wheels, which are available in 18-, 20-, and 22-inch diameters. Newly spec’d tires have improved grip to reduce stopping distance and aid cornering while retaining all-season capability. Electric power steering is now standard because it reduces fuel consumption by about 0.5 mpg. Top-of-the-line models get magnetorheological magnetic ride control shocks to reduce the compromises between ride and handling.
A Tame Beast
Behind the wheel, you immediately appreciate the additional power. In the cut and thrust of urban traffic, the greater muscle and quicker reactions of the recalibrated six-speed automatic transmission make the big machine feel far more responsive than before, like an offensive lineman who’s gone to a pre-NFL combine training academy.
The electric power steering provides reduced steering effort in parking lots and surprisingly good on-center highway feel, as well as nice effort buildup on winding roads. A redesigned braking system provides solid, confident pedal feel while remaining easy to modulate.
At higher speeds, the interior noise level is impressively hushed, thanks to improved door sealing and laminated front side glass, making the Suburban a great highway cruiser. On back roads, the Suburban never lets you forget you’re piloting a big machine, but it is impressively stable and well controlled. Even when you’re rushing it along, there’s little roll, and it has good body control. (As if you’ll apex your Suburban. But we had to find out.)
The downside is a firm ride that doesn’t do much to disguise bumps and can toss your head around on uneven pavement. Those who live in rough-road regions would do well to take a test drive before buying and perhaps shy away from the larger-diameter wheels that come with shorter-sidewall tires.
New features such as the four-inch LCD in the instrument cluster bring the Suburban fully up to date, as do options such as adaptive cruise control, available proximity entry and start, rear cross-traffic alert, a heated steering wheel, two types of video players for the passengers, and onboard 4G connectivity.
Pricing is up from roughly $1000 to $5000, depending on trim level, but that includes additional standard equipment. Add $3000 to any base price for all-wheel drive. But many Suburbans are bought heavily loaded and cost more than $60,000 already, so this doesn’t represent a large out-the-door increase. For customers who have always liked big vehicles, need big capabilities, and prefer an SUV as their family hauler rather than a minivan, a 2015 Suburban is somewhere with your name on it.

The Steel Market Development Institute Awards Chevrolet Silverado & GMC Sierra 1500

SMDI Honors General Motors Design Team For Innovative Use Of Advanced Steel At 13th Annual Great Designs in Steel Seminar

LIVONIA, Mich., May 14, 2014 /PRNewswire/ -- For its use of advanced high-strength steel (AHSS), the Steel Market Development Institute (SMDI), a business unit of the American Iron and Steel Institute (AISI), awarded General Motors Co.'s Chevrolet Silverado and GMC Sierra 1500 design team with the 2014 Automotive Excellence Award. The team, which successfully incorporated advanced steels to enhance safety and performance, and offer significant low-cost lightweighting benefits, was recognized this afternoon during the 13th annual Great Designs in Steel (GDIS) seminar in Livonia, Mich.
Thomas Grabowski, design release engineer, accepted the award on behalf of the GM design team. During last year's seminar, Grabowski delivered the award-winning presentation titled "Advanced High-Strength Steel Technologies in the 2014 Chevrolet Silverado."
The 2014 Chevrolet Silverado and GMC Sierra 1500 feature AHSS stampings, which enable significant increases in safety performance. According to Grabowski, the vehicles' designs also feature enhanced mass efficiency, reduced tooling investment and an average weight reduction of 110 pounds compared to their major competitors.
"The GM design team has done an outstanding job redesigning the Chevrolet Silverado and GMC Sierra 1500 models with consumer-focused improvements in safety, performance and fuel efficiency," said Ron Krupitzer, vice president, automotive market, SMDI. "Their use of advanced high-strength steel stampings contribute to the vehicles' mass efficiency, fuel economy and safety performance ratings, all essential criteria for consumers in today's market."  
The SMDI Automotive Excellence Award recognizes individuals or teams from automakers, suppliers or the academic community who embrace innovation and make significant contributions to the advancement of steel in the automotive marketplace. Award winners are chosen from presenters at the previous year's GDIS seminar. Candidates are rated in several categories, including: implementation in production; overall contribution to the advancement of steel; challenges and benefits associated with cost, mass reduction and performance; replacement of competitive materials; and structural performance and efficiency.
GDIS debuted in 2002 and has grown in attendance and scope. In 2013, more than 1,300 North American vehicle manufacturers, Tier 1 suppliers, equipment suppliers, university representatives, steel company personnel and technical reporters attended the seminar. Founding members include: AK Steel Corporation; ArcelorMittal Dofasco; ArcelorMittal USA LLC; Nucor Corporation; Severstal North America; and United States Steel Corporation. Helping to support this year's event is Superior Roll Forming , a GDIS Gold Sponsor.
AISI serves as the voice of the North American steel industry in the public policy arena and advances the case for steel in the marketplace as the preferred material of choice. AISI also plays a lead role in the development and application of new steels and steelmaking technology. AISI is comprised of 22 members, including integrated and electric furnace steelmakers, and approximately 125 associate members who are suppliers to or customers of the steel industry. AISI's member companies represent over three quarters of both U.S. and North American steel capacity. 
SMDI grows and maintains the use of steel through strategies that promote cost-effective solutions in the automotive, construction and container markets, as well as for new growth opportunities in emerging steel markets. For more news or information, visit www.autosteel.org or follow us on twitter at www.twitter.com/smdisteel . SMDI automotive investors include:AK Steel Corporation, ArcelorMittal Dofasco, ArcelorMittal USA LLC, Nucor Corporation, Severstal North America and United States Steel Corporation.

Forbes Review: 2015 Cadillac Escalade

Ever since it debuted in 1999, the Cadillac Escalade has been the benchmark for full-size luxury SUVs. Few vehicles have been as polarizing over four generations. What some see as a symbol of success and elegance, others view as a show of arrogance and excess. During Escalade’s most recent (third) generation, Cadillac made some attempts to straddle the line, offering a smaller V8 engine and even a hybrid version of the SUV. For 2015, the fourth generation Escalade gets a new platform, a new 6.2-liter V8, new exterior styling, new interior design and a bold, unrepentant attitude. The 2015 Cadillac Escalade starts at $72,690 for the Standard rear-wheel drive model up to $86,790 for the Premium ESV (long wheelbase) four-wheel drive model, plus options and destination charges.
Escalade’s exterior design, while all-new, is still recognizably Escalade and distinct from the new Chevy and GMC SUVs, especially in the front and rear elevations. A big Cadillac crest sits on the wide horizontally-barred grille. Vertical headlight arrays dress the corners, with full-function LED headlamps and LED cornering lamps. Around back, full LED taillamps define a vertical space that echoes the old Cadillac fins. Escalade’s profile is the least distinctive view, with a lot of sheet metal covering that big body. 20” wheels dress the Standard trim level; 22” wheels come on the Luxury and Premium trims.

 

Inside the Escalade, things have definitely been turned up a notch. Cadillac is rightly proud of the cut-and-stitch interior, which is further enhanced by real wood trim in true luxury style. Technology is an essential luxury feature to most buyers, and Escalade’s loaded with visible examples. A 12.3” high-resolution screen with a highly configurable driver information center handles instrument panel duty. A head-up display is included with the Premium trim level. The 8” screen in the center console is the headquarters for Cadillac User Experience (CUE), the brand’s infotainment interface. I could have used an extra week or two to dive into all of the intricacies of CUE. Tech-savvy buyers will find the system very rewarding, especially with new Text-to-Voice features and Siri Eyes Free, one of the first automotive applications of Apple’s sophisticated virtual digital assistant. I honestly did not have enough time during my one-day drive of the Escalade to fully evaluate the system, but a cursory use showed much promise. I was less impressed with the capacitive buttons and controls below the touchscreen. Give me a plain old rotary volume knob any day, and I’ll be able to keep my eyes on the road.

GM finally addressed a big complaint in the Escalade and its other full-size SUVs by engineering a fold-flat third row seat. Previous generations had a bulky, removable third row that took up cargo space or garage space when not in use. An unintended consequence also made the Escalade a vandalism magnet, as the third row had significant value on the used market, and was easily stolen. Power fold flat third (and second) rows have solved that concern – maybe the most significant positive change in the whole generational makeover. Escalade’s second row is executive transport worthy – comfortable and feature-laden, especially in the Premium trim level. Luggage capacity in the regular wheelbase is 15.2 cubic feet. Fold down the second row, and you can get 51.6 cubic feet of cargo in; flop the second row, and 94.2 cubic feet of space opens up. The long wheelbase ESV improves those figures to 39.3/76.7/120.9 cubic feet, respectively – more space than you’d get in a Japanese capsule hotel room. Bring on the stuff!
General Motors recently debuted its revised full-size SUV and pickup platform, K2, which underlies the Chevrolet Silverado and GMC Sierra pickups and Chevy Tahoe and Suburban and GMC Yukon and Yukon XL SUVs, so we knew that the Escalade would follow not far behind. Like the previous platform (GMT900), K2 is a body-on-frame setup with independent coil-over shock front suspension and a solid axle five-link rear with coil springs in the rear. The frame is fully boxed and made of 75% high-strength steel for increased rigidity. Escalade gets stabilizer bars front and rear, and GM’s Magnetic Ride Control system as standard equipment. Magnetic Ride Control, which is a high-tech system that continuously varies shock damping based on road conditions, is a feature that delivers a more controlled ride. It debuted on the 2003 Cadillac Seville, and has been a high-end feature on several GM vehicles ever since, most notably on performance vehicles like the Corvette and CTS -V. Escalade handles better than ever before, with agility that belies it size and weight (between 5,594 and 6,040 lbs depending on configuration). New electric power steering does a great job of delivering road feel, with nicely weighted steering effort and good turn in. There’s none of the tippy feeling that can plague a big SUV. Still, it’s good to know that Escalade comes with a full array of safety features, both passive and active. Most impressive is a new front-seat center airbag that can help keep front-seat passenger and driver from injuring each other in a side collision. Look for this segment-first to spread to other luxury SUVs soon.

 

Escalade needs power for performance, and the new direct-injected 6.2-liter V8 delivers a healthy dose: 420 hp and 460 lb-ft of torque. There’s active fuel management and cylinder deactivation technology at work to squeeze a few more miles out of each gallon, but fuel economy is unimpressive at 14 mpg city/20 mpg highway for the 4WD ESV (15/21 for the 2WD standard wheelbase version). Cadillac is responding to market forces here – the hybrid option and smaller V8 versions of previous generations sold poorly. It seems that Cadillac buyers care less about fuel economy than the ability to get up and go. A six-speed automatic transmission helps propel the Escalade from a stop to 60 miles per hour in under six seconds, according to Cadillac. Rear-wheel drive or four-wheel drive versions are available in each trim level, with a bump of about $2,600 for the additional drive.
For Escalade fans, the 2015 edition is the best version yet. It’s unlikely to convert aspirational Prius drivers, but it will sail past them with serenity and confidence.

2015 GMC Sierra Denali HD Review

Stephen Elmer May. 06, 2014 Photos by Stephen Elmer

Self-proclaimed “truck guys” have a soft spot for big diesel engines that lay down massive amounts of torque and produce an elephant-sized rumble. Yet there is something about the GMC Sierra Denali HD that may turn this crowd off. It's quiet...too quiet.

FAST FACTS

Engine: 6.6-liter diesel with 765 lb-ft of torque and 397 hp.Transmission: Allison 6-speed Automatic. Tow Ratings: 22,900 lbs. with fifth wheel, 19,600 lbs. on ball hitch. Pricing: Sierra 3500 Denali starts at $51,735. 2500 Denali Starts at $51,635. As tested $67,500.

The rumble of the 6.6-liter diesel V8 is muffled behind a soundproof wall, a feature that will satisfy most buyers, but some people will miss the burly engine note.
This complaint, if you can call it that, is one of the defining characteristics in GM's latest round of trucks from the lowly V6 half-ton all the way up to the 3500 dually. They are noticeably more quiet thanks to aerodynamic enhancements including new inlaid doors that integrate much better into the body of the truck, reducing wind resistance and cabin noise.

Revamped Cabin

 

Highway cruising is very comfortable, partly because of how quiet the cabin is, but also because of the fully revamped interior for 2015. The insides introduced on the half-ton trucks migrate to the heavy-duty models for 2015 and that is a very good thing.

No other GM truck will provide quite the same level of luxury as the GMC Sierra Denali. It is set apart by its real aluminum trim accents, Denali badging and contrast stitching in the leather seats, but mostly an eight-inch fully digital display that sits right between the tachometer and speedometer.
The info cluster display is clear and easy to navigate and provides the driver with information on audio, navigation, fuel economy, oil pressure and battery life among other specs. The display is also configurable with three different layouts, which allows drivers a degree of customization that was previously unavailable.

Controls for the info cluster are mounted on the front face of the steering wheel and are rubber coated for a nice, tactile feel. Volume and radio controls are mounted on the back side: a strategy that permeates all Chrysler vehicles to reduce button clutter without sacrificing ergonomics.

Bright Chrome

But it isn't just the interior that sets apart the Denali. On the outside, all Denali-trimmed trucks are fitted with a massive chrome grille. Love it or hate it, you will stand out in this truck.
All GMCs are also fitted with unique projector-beam headlights with LED accents and plastic trim around the wheel arches, again to stand out better beside its Chevrolet sibling. GMC says roughly 33 percent of its customers choose the Denali trim, which almost makes it a sub-brand for the company.

There are also beefy-looking new Duramax badges on the hood that stand about a quarter-inch off the sheet metal. It makes the truck look tougher, but at the right angle, they can also send the sun flashing in your eyes. It won’t happen often, but it’s something that could be very annoying while trying to tow a trailer down a tight road.

No Crap, Just Heavy Duty

Now, on to the important stuff. Under the hood lives a 6.6-liter Duramx diesel that pumps out 765 lb-ft of torque and 397 hp mated to a six-speed transmission. As a pair, they are sold as a $8,395 option. For the more budget conscious customer, GM still offers a 6.0-liter gasoline powered engine that produces 360 hp and 380 lb-ft of torque. A compressed natural gas (CNG) option is also available on the 6.0-liter engine for a cost of $9,500. It allows the truck to run on both CNG and gasoline, controlled by the flip of a switch.

The real key to this pulling power lies with the Allison 1000 six-speed automatic transmission. Though both Ford's and Ram's heavy duty trucks put down more torque on paper, the GMC will actually pull away from both of those trucks while towing uphill in the real world. Needless to say, GMC arranged a head-to-head demonstration of that using 2500 series trucks from Ram and Ford. The GM products really did exhibit the smoothest shifts under a heavy load, and the power from the GMC simply felt more commanding than either of the others.

Towing Made Easy

GMC also introduced several new towing technologies that go a long way in improving how well the Sierra HD handles a trailer. A new exhaust brake uses the variable vane turbocharger for back pressure to help the engine control weight while rolling downhill, which has been combined with new auto-grade braking that works when the cruise control is engaged.
Simply put, if you set the cruise control to 60 MPH, the truck will do everything in its power to stay at 60 despite inclines or declines. It works.
We put this new technology to the test in a 3500 diesel dually. The downshifting transmission combined with the exhaust brake held back the weight of a 14,000-pound gooseneck trailer with relative ease without driver intervention. Even without cruise control turned on, the truck will automatically downshift to try and help to slow you down as soon as the brake pedal is touched. Rolling through the hills with a large amount of weight behind you has never been easier.
Out back, GM's new bumper-integrated step has been added and it works brilliantly, especially on HD trucks. With their higher ride height, the bed is even harder to climb into, and the step offers easy ingress and egress with no assembly required. Other small enhancements include LED lighting in the bed and eight tie-down locations, the upper of which are adjustable. These are a few small, smart add-ons that go a long way when you use your truck bed every single day.

The Verdict

By re-skinning its trucks for 2015, GMC now has smoothest riding, most comfortable heavy duty pickup money can buy. Sure to attract race horse owners everywhere, this truck is the Cadillac of the pickup world and makes a statement everywhere it goes.
 

2014 Chevrolet Volt Test Drive Review

by Ryan ZumMallen

It isn't difficult to wander onto a dealership lot and find a plug-in hybrid sedan these days, but there was a time when the Chevrolet Volt was the only game in town. Now, it has heavyweights like the Fusion Energi and Accord PHEV to contend with, but the 2014 Volt is still more than capable of delivering the efficient drive it promised us as the Official Car of the Future all those years ago.
The 2014 Volt hasn't changed a whole lot from the original, but it has made a few very important updates in the past four years. Recently, GM upgraded the lithium-ion battery to improve electric-only driving range to 38 miles (total range is up to 382). Most importantly, with the sudden influx of electric and plug-in hybrid vehicles, the price of the 2014 Chevrolet Volt has been cut by a whopping $5,000. Greater range, lower price; sounds like a winning formula. But does the Volt meet the high bar it’s set for itself?
Actually, in terms of EV driving, it goes above and beyond. The Volt arrived at autoMedia.com offices with a full 38 miles of electric range, but thanks to a light foot and regenerative braking, it actually managed more than 45 miles before needing to resort to the range-extending gasoline engine – and that was only because I ran it out of juice on purpose to test the 1.4L four-cylinder.
If it had been charged overnight, as a typical owner likely would, the engine wouldn’t have been necessary during the entire weeklong test. In 165 miles of total driving, the 2014 Volt used only 2.8 gallons of gasoline, easily besting its gas-powered rating of 38 MPG.
So it works as a plug-in hybrid and an electric car, but the 2014 Volt works well as a regular car, too. The ride is smooth and composed – partly thanks to the heavy battery pack pushing the car down – while the steering wheel has a satisfying weight to pair with the ease of its electric power. The Voltec electric drive system with 16 kWh lithium-ion battery pack provides 111 kilowatts of power and 148 lb.-ft of torque at your instant disposal.
What that means is that the 2014 Chevrolet Volt can get up and go with surprising aplomb. Acceleration is no problem, and Sport Mode is great if you’re zipping around in search of excuses to dig into the juice. In fact, it isn't the Volt that holds back when you push it hard; it's the tires, which squeal in turns that the rest of the car is handling just fine. Combine some sportier rubber with these driving dynamics, and you could really have some electric fun.
Just as it was when the Volt debuted in 2011, the transition from electric power to the 1.4L four-cylinder gasoline engine is seamless. There is no sudden jolt or loud start-up process; just a quick rumble without a loss in momentum. The engine isn’t as quick to accelerate and lacks the battery’s grin-inducing surge forward, but has surprising guts for such a small powerplant and returns fuel efficiency that verifies the Volt’s green credentials.
Though they are few, the Volt does have its faults. One of the most obvious is that the large battery pack runs through the middle of the car, eliminating a middle seat in the back. Four adults can fit in the Volt, though the two riding in the front bucket seats will find much more head and legroom than their rear compatriots. Rear cargo space is also limited for a hatchback, though there is plenty of room for most trips and would even be fine for light camping.
Up front, the only word I can think of to describe the brakes is “spongy,” though that isn’t rare for cars that use regen systems. Low-resistance tires are pretty noisy under EV power thanks to the silence from under the hood, but a crystal clear six-speaker audio system cancels that out quite nicely. Perhaps the biggest annoyance of all is the center console, with flattened-touch buttons that are difficult to locate and don't always respond on the first touch.
With more range and space than the Fiat 500e and Nissan Leaf, plus a pricetag that runs $20,000 less than the Tesla Model S, the Volt certainly has the chops to deserve a look from efficient-minded buyers. The 2014 Chevrolet Volt is a plug-in hybrid that will grow on you, and continue to lead the EV market as it grows, as well.

2014 Chevy Silverado Overview

2014 Chevrolet Silverado 1500 6.2L V-8 4x4

A smooth operator with a heavyweight punch.

General Motors was judicious in the investment strategy for its latest Chevy Silverado and GMC Sierra pickups, saving on elements that didn’t really need upgrading and opening the money spout for elements that did. Case in point: the 6.2-liter V-8 option.
The 6.2 is the top powerplant in the half-ton lineup (available on Silverado LTZ and High Country trims) and the big boy in GM’s new EcoTec3 family of truck engines. At a glance, this might look like the same oversquare pushrod eight from before—it has the same displacement, as well as the same bore centers, which have had holy-writ status within the halls of GM ever since the creation of the Chevy small-block V-8 in 1955.
But the case for calling it all-new is solid. This is basically the same as the V-8 propelling the new Corvette Stingray, with an 8.5-quart oil capacity (the Vette’s is 7.0) designed to support the heavier loads involved in truck use, plus revised intake and exhaust tuning. It features a new deep-skirt aluminum block, a new crank, new cylinder heads to accommodate direct fuel injection, new plug locations, and new pistons. It has a higher compression ratio—11.5:1 versus 10.5:1. Cylinder deactivation, which darkens four cylinders during light load situations and/or highway cruising, is among the major carry-over items.
The updates create a substantial increase in output for the 6.2—420 horsepower and 460 lb-ft of torque against 403 and 417—giving GM bragging rights for the most potent powerplant currently available in a half-ton pickup. Just as important to buyers, there’s a corresponding improvement in EPA fuel-economy ratings: 14 mpg city/20 highway with four-wheel drive, up from 13/18, and on regular fuel. (Rear-drive versions are rated 15/21). And the truck will work harder; for example, max towing capacity soars to a heady 12,000 pounds.
Seamless, Silent, and Swift
We blame our indifferent fuel-economy results on the new 6.2-liter—we logged 15 mpg combined. Yes, the government says this engine is more efficient. But when you have this much grunt under your right foot, it’s all too tempting to lay the hammer down, at which point the near-three-ton Silverado will bludgeon its way from 0 to 60 mph in a startling 5.4 seconds. That sprint was undoubtedly enhanced by the 3.42:1 rear end but would nevertheless please if it were laid down by some pedigreed sedans. (Full disclosure: Winter weather prevented us from testing the Chevy you see here; performance data were obtained using a mechanically identical—and identically equipped—GMC Sierra 1500 Denali.)
The new Silverado’s dynamics are a matter of record with us; its ride is exceptionally smooth, the serenity augmented by exceptionally low interior noise levels. The driver can summon V-8 rumble from the engine by pressing resolutely on the go pedal, which causes valves to open in the exhaust—we have thorough experience with this—but engine sounds are all but absent in routine operation. We’re impressed by the absolutely seamless operation of the cylinder deactivation. The only clue that it’s working is the little readout at the bottom of the instrument binnacle.
There are things that could use improvement. For example, the electric power-steering system, like so many, isn’t delivering much tactile information to the driver, on-center or otherwise, although it’s nicely weighted. We’d love to see an even shorter 70-to-0-mph stopping distance, although 181 feet actually isn’t too bad for a vehicle in this class. And even though the six-speed automatic is smooth, another couple cogs couldn’t hurt—especially when it comes to fuel economy—which is why we’re happy GM will swap in an eight-speed gearbox within the next couple of years.
Fancy Work Clothes
Nevertheless, a Silverado with the latest 6.2 V-8 is a formidable pickup with exceptional performance. And although the core trait of a pickup truck continues to be a capacity for hard work, it has long since become clear that hard work and luxury need not be mutually exclusive. The Silverado High Country we drove for this test is further proof of the new reality. This trim is available only as a crew cab with two different bed lengths. Our review subject was the short-bed model, and it was also fitted with four-wheel drive.
New with the latest Silverado redesign, High Country is the highest trim level for Chevy’s big pickup and something of a latecomer to the posh-pickup derby. In the case of the Chevy, the luxury goods make for a lovely package. There are handsomely stitched, heated-and-cooled leather seats; a power-sliding rear window; Bose audio; Chevy MyLink telematics with an 8.0-inch touch screen; a 110-volt power outlet; remote vehicle start; a leather-wrapped steering wheel; and more.
But like other fancy pickups, the one with the bow tie is expensive. The base price for a Silverado High Country crew-cab 4x4 is $49,975. To that, our truck added the $950 High Country Premium package (heated steering wheel, power-adjustable pedals, trailer brake controller, and a driver-alert package with lane-departure warning, forward-collision alert, front and rear park assist, and a vibrating seat), $995 White Diamond Tricoat paint, $700 six-inch chrome step rails, and $60 cargo-box LED lighting. And then there was the pièce de résistance: the 6.2-liter V-8, for another $1995.

Vincentric Names Silverado Lowest Cost-to-Own Pickup

Chevrolet Silverado HD

The 2014 Chevrolet Silverado HD picks up where the award-winning half-ton Silverado leaves off, adding superior hauling and carrying capability and its own rugged good looks.

The all-new exterior styling of the heavy-duty Silverado enhances air flow, which enables Silverado’s 6.6-litre Duramax turbo diesel and 6.0-litre Vortec V8 to better maintain full power, even under heavy loads and high ambient temperatures.
The 2015 Silverado HD offers three powertrains specifically tailored for tough tasks and dependable service. The standard engine on all Silverado HDs is a 6.0L Vortec gas V8 with continuously variable valve timing, matched with a six-speed automatic transmission. It is rated at 360 hp and 380 lb-ft of torque on 2500 models, and is specifically engineered for low-end torque. A version rated at 322 horsepower is standard on 3500s.
The proven Duramax 6.6L turbodiesel and Allison 1000 six-speed automatic transmission combination will continue to be available on both 2500 and 3500 Silverados.
Rated at 397 hp and 765 lb-ft of torque, the Duramax diesel features piezo-actuated fuel injectors for improved performance and efficiency, and a variable vane turbocharger that also acts as an exhaust brake on long downgrades. Properly equipped, the 2500 HD is rated to tow over 6,500 kg, with the 3500 HD capable of almost 8,900 kg.
Hauling considerations are front and centre inside, too, with integrated cruise control, Auto Grade Braking and Diesel Exhaust Braking (on diesel models) that help make tough towing easier. Stabilitrak with Trailer Sway Control is standard on all models, including 3500 duallies.
Whether you choose a regular cab, a double cab or a crew cab configuration (with one of five different wheelbase lengths, depending on whether you choose a long or short box version) you'll find all-day comfort behind the wheel in revamped interiors that are significantly quieter than last year's model. Except for the base work truck, Silverado includes MyLink connectivity — useful whether you're on the job or hauling your RV and family on vacation.
Your precious cargo is safer, too, thanks to a reinforced cab design that's 67% high strength steel.
The 2015 Silverado HD will be available with segment-exclusive safety features such as Forward Collision Alert, Lane Departure Warning with an Active Safety Seat, and Front and Rear Park Assist. Head-curtain and seat-mounted side airbags are standard on 2500 and available on 3500 models.

Chevrolet Silverado Named Lowest Cost-to-Own Pickups Chevrolet is the Best Value Truck Brand in America, according to data analysis firm Vincentric, which also named the Silverado 2500HD a Best Value in America while finding the Silverado family has the lowest cost to own of any full-size pickups.

Vincentric analyzes a vehicle’s cost-of-ownership through eight different measures: depreciation, fees and taxes, financing, fuel, insurance, maintenance, opportunity cost, and repairs. Vincentric awards the Best Value in America Award using an analysis comparing ownership costs to a vehicle’s market price.

“With the average age of trucks on the road now more than 11 years, we know that customers hold on to their trucks for a long time,” said John Fitzpatrick, Silverado marketing manager. “With the lowest cost of ownership of any full-size truck in the segment, the Silverado makes it easiest on our customers to do so.”

Said David Wurster, president of Vincentric: "Our statistical analysis used over 1,000 pickup truck configurations to identify the best value truck line in the United States.

"We found that Chevrolet trucks cost less to own and operate than would be expected, providing great value to truck buyers. Chevrolet and the Silverado have a long history of providing high-value trucks, and the 2014 offerings continue this heritage."

Silverado is the most dependable, longest-lasting pickup on the road. It offers the best pickup coverage in America, including 2-year/24,000 mile recommended scheduled maintenance and a 5-year/100,000-mile powertrain limited warranty.

Founded in 1911 in Detroit, Chevrolet is now one of the world’s largest car brands, doing business in more than 140 countries and selling more than 4.9 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.

2014 Eco-friendly Cadillac ELR

Auto review: 2014 Cadillac ELR whirs forward

--Casey Williams, Star Correspondent, INDYSTAR
A Cadillac of almost any age looks right in front of a mid-century home, sitting there conjuring visions of the future. When once it featured high fins from the rocket age, new ones predict a high-tech future that fully realizes those dreams of a half-century ago.
We're talking about cars like the 2014 Cadillac ELR. GM first explored a Cadillac version of its plug-in Chevrolet Volt with the Converj Concept at the 2009 Detroit auto show. It was a super-sleek and neatly tailored — elegance electrified. Then, a little thing called bankruptcy put the tasty morsel on the back burner.
Five years later, Cadillac's vision is realized.
If I could design my own Cadillac, the ELR would be very close. Whether ELR stands for Electric Roadster or is a nod to Eldorado remains irrelevant. The car is beautiful.
The ground-kissing nose is graced with stacked LED headlamps and big Cadillac grille. Its cab-forward profile flows back to a roofline that ends in the decklid, carving a subtle flying buttress affect along the C-pillars. Satin chrome surrounds the windows and gives the car a modern, formal appearance. Out back, hints of fins with integral light tubes visually identify the rump and provide a clean break for air — beautiful, identifiable and efficient.

With a ground-kissing nose, the 2014 Cadillac ELR plugs in for 37 of driving sans fossils, while a 1.4-liter gasoline engine generates electricity and motivates things another 300 miles.(Photo: Richard Prince/Cadillac)

Details matter. The body returns a sleek 0.305 coefficient of drag. Lights on side mirrors pulse green when charging. Every nuance from the grille details to the chiseled bodysides is identical to the Converj. Vertical headlamps and taillamps have been Cadillac signatures since 1948. A blind drunk in the middle of the night could recognize it as a Cadillac. If only the upcoming Cadillac ATS Coupe looked this good.
Inside, cut-and-sewn leather and suede microfiber upholster the dash and doors. Wood lends warmth. Heated leather seats, heated leather-wrapped steering wheel and suede headliner are divine. A motorized cupholder cover is over the top. Bose audio with active noise cancellation soothes the ears.

Inside the 2014 Cadillac ELR, cut-and-sewn leather and suede microfiber upholster the dash and doors. A motorized upholder cover takes care of your beverage.(Photo: Richard Prince/Cadillac)

As a proper 21st-century futureliner, the ELR is loaded to the sky with electronic wizardry. The coupe uses Cadillac's gesture-recognition CUE infotainment system that commands navigation, audio, calling and climate controls as if by iPad (or voice if you prefer). Safety is enhanced with forward-collision alert, lane-departure warning, side blind-zone alert, rear cross-traffic alert, full-speed-range adaptive cruise control and safety alert seat that buzzes when the other sensors detect danger.
Sound complicated? If only the powertrain were as simple.
Plug in the car for 37 miles of no-fossil driving using only the car's lithium-ion batteries. Recharging takes overnight with household current or five hours with 240v. After that, the "range-extending" 1.4-liter gasoline engine fires up to generate electricity and continue for another 300 miles. Pop into gas stations along the way and you can drive to California without ever touching a plug. Expect 85/80 mpg-equivalent city/highway on electricity and 31/35 mpg sipping gas.

The 2014 ELR coupe uses Cadillac's gesture-recognition CUE infotainment system that commands navigation, audio, calling and climate controls as if by iPad, or voice if you prefer.(Photo: Richard Prince/Cadillac)

Four driving modes – Tour, Sport, Mountain and Hold – alter the car's personality.
Tour is the comfort mode. Sport stiffens the suspension, tightens the steering and makes the throttle more responsive. Mountain optimizes the drivetrain for strenuous climbing. Hold allows drivers to stay in gasoline mode. Instead of toasting batteries on the highway, burn gas, then switch back into electric driving in the city.

2014 Cadillac ELR
Basics: Four-passenger, FWD coupe.
Powertrain: 16.5 kWh lithium-ion batteries, 84 hp 1.4-liter I4.
Suspension f/r: Ind/Torsion beam.
Wheels: 20-inch/20-inch alloy f/r.
Brakes: Regenerative disc/disc fr/rr.
Must-have features: Style, mpgs.
Driving range: 37/340 miles elect/total.
Top speed: 106 mph.
0-60 mph elect/gas: 8.8s/7.8 seconds.
Fuel economy: 82/33 mpg elect/gas.
Assembly: Detroit, Mich.
Base/as-tested price: $75,000/$80,680.

2014 Cadillac CTS Review

 

By Kirk Bell of MSN Autos

Rating: 9.3

Bottom Line:

The 2014 Cadillac CTS is every bit a BMW fighter — and more. It handles better than the BMW 5-Series, which has grown a bit too heavy in its middle age. Cadillac may have trouble convincing customers of that fact, and the CTS' high pricing (which is in line with its European competition) could limit sales.

Pros:

• Best-in-class handling
• Three strong engines
• Beautiful inside and out

Cons:

• Expensive
• Lacks European cachet
• Touch-sensitive controls

---

The BMW 5-Series has been considered the best midsize luxury sports sedan for four decades. But like many model lines in today's automotive market, the 5-Series has grown bigger with each successive generation. In fact, the practice has gotten so out of hand that the current 5-Series shares its platform with the full-size 7-Series, and as a result the 5-Series is heavy and not as sporty as in generations past.
Now Cadillac is redesigning its CTS sedan and aiming straight at the 5-Series. The main difference: The CTS is based on a lightweight platform that underpins the well-received smaller, compact ATS sedan. As a result, the CTS captures much of the agility and sporty feel that the BMW has lost. Get ready to think of Cadillac as the king of the sports sedans — or at least a top contender.
Model lineup
The 2014 Cadillac CTS is offered in 2.0T, 3.6L and Vsport variants, with trim levels — called Collections — that consist of Standard, Luxury, Performance and Premium. The Standard comes with cloth upholstery, 14-way power-adjustable driver's seat with memory, Bose audio system, 10 airbags, Brembo brakes and 17-inch run-flat tires on alloy wheels. The Luxury adds leather upholstery, HID headlights and a Driver Awareness package with numerous advanced safety features. The Performance Collection gets 18-inch wheels, Cadillac's Magnetic Ride Control suspension, a navigation system, a panoramic sunroof and a head-up display. The Premium Collection has a 20-way adjustable driver's seat, full leather trim, a reconfigurable 12.3-inch instrument cluster and even more safety features.
The Vsport features 18-inch summer tires, Magnetic Ride Control, electronic limited-slip rear differential, automatic parallel parking, larger front brakes and leather upholstery. A Vsport Premium is also offered. Pricing starts at $45,100 for the Standard Collection and tops out at $69,070 for the Vsport Premium. Pricing is up on average $6,000 to $8,000 per variant, but Cadillac says the Standard Collection has 20 more features than the outgoing base trim.
Under the hood
The 2014 Cadillac CTS comes with three engine choices. The base engine is the 2.0-liter turbocharged 4-cylinder from the smaller ATS. Tweaks to the turbocharger give it the same 272 horsepower as the ATS but increase torque from 260 to 295 lb-ft. The next step up is the 3.6-liter V6, also from the ATS. It produces 321 horsepower and 275 lb-ft of torque. The top engine is a new twin-turbocharged version of the 3.6 that spins out 420 horsepower and 430 lb-ft of torque.
The 2.0 and all-wheel-drive versions of the 3.6 come with a 6-speed automatic transmission, while rear-drive versions of the 3.6 and all cars with the turbocharged V6 engine get an 8-speed automatic. Both transmissions have manual shift capability through steering-wheel paddles.
Environmental Protection Agency fuel economy estimates are 20 mpg city/30 mpg highway with the 2.0 and rear-wheel drive, 19/28 mpg with the 2.0 and all-wheel drive, 19/29 mpg for the 3.6 with rear-wheel drive, 18/26 mpg for the 3.6 with all-wheel drive, and 17/25 mpg for the turbocharged 3.6.
Inner space
The CTS grows 4.2 inches overall and adds 1.2 inches of wheelbase. That gives the CTS good, but not great, interior space. The driver's seat choices are supportive and comfortable, and Cadillac offers as many as 20-way power adjustments. Four adults should ride with ease, and five can fit in a pinch. The CTS' trunk has 13.7 cubic feet of cargo room, which is competitive for the class.
The CTS represents the best in General Motors interior quality. It's so nice, in fact, that Cadillac's interiors have to be considered among the best in the world. The look is attractive, and the materials are top quality. Soft-touch surfaces adorn all touch points, and the fit and finish is exemplary. Cadillac even provides a motorized lid over the cupholders.
However, the interior does give up some utility for design. The CTS uses touch-sensitive controls for the radio volume, climate settings and other controls. These controls take some getting used to and they aren't as easy to use as traditional buttons and knobs. The Cadillac User Experience infotainment system also has a steep learning curve.
CUE is run through a capacitive-touch 8-inch center screen that provides haptic feedback when the virtual buttons are pushed. Icons on the screen lead to the various infotainment options, much like a tablet computer.
Also like a tablet, it employs drag-and-drop functionality to move icons and a pinch-and-stretch feature to zoom in or out. Programmable favorites buttons pop up from the bottom of the screen, and they can be used to set radio stations, as well as commonly used phone numbers, navigation destinations and apps.
CUE is certainly one of the more advanced control interfaces on the market, but not all of the controls are intuitive. Other publications have dismissed it outright, and we agree that it is very complicated. However, the look is attractive and we think owners will eventually get used to it. Hopefully, Cadillac will improve it over time.
On the road
During CTS development, Cadillac engineers stretched the Alpha platform that underpins the compact ATS, all while doing their best to keep weight out of the car. More high-strength and ultra-high-strength steel was used, but Cadillac also formed the doors from aluminum and used lighter materials or smarter designs for many underbody components. The result is a body that is 40 percent stiffer and a car that is 250 pounds lighter in its base version. At 3,616 pounds, the CTS with the 2.0-liter turbocharged 4-cylinder engine is 200 pounds lighter than the BMW 528i, and model for model it is as much as 400 pounds lighter than its Bavarian counterpart.
On the road the CTS drives smaller than its size. In fact, it feels very much like the ATS, which has proven itself to be the sportiest of the compact sports sedans. Even the base version is agile. With weight balances that vary from a perfect 50-50 for a rear-wheel drive 2.0 to 52-48 for the AWD V6, the handling is very neutral, too, without the understeering "push" through turns that plagues most of today's cars. Handling becomes more agile with the 18- and 19-inch wheels and Cadillac's Magnetic Ride Control suspension, which monitors the road and firms up the dampers during aggressive driving. A Sport mode and an available Track mode sharpen the responses further, as do the Vsport's summer tires. The ride is firm but supple in most variants, but some drivers may find the Vsport a bit too harsh.
The steering enhances the driving experience. Ratios change by variant, and the Vsport has variable ratios, but in all versions the steering is sharp, direct and has nice heft. Electrically assisted power steering hasn't been well received in many vehicles, but this version is quite satisfying.
There isn't a bad seed in the CTS engine family. We expected the base 2.0-liter turbocharged 4-cylinder engine to feel weak in this larger car, but a tweak to the turbocharger gives the engine the extra bit of torque it needs to feel confident off the line. Cadillac says zero to 60 mph takes 6.1 seconds, and that feels right to us. Power is delivered smoothly, and the engine emits a sporty note. The 3.6-liter V6 is just slightly more powerful, cutting the zero-to-60-mph time to 5.9 seconds, while letting out a refined growl. While fuel economy suffers little, that slight jump in power doesn't seem to be worth the $2,700 premium Cadillac charges for the 3.6.
The price of entry for the Vsport with the twin-turbocharged 3.6-liter V6 engine is just under $60,000. That's quite a chunk of change, but for buyers looking for unrelenting power it's the way to go. With the turbocharged V6, the CTS sprints to 60 mph in just 4.4 seconds and keeps building thrust all the way up to 172 mph. It's not quite as ludicrously powerful as the supercharged V8-powered CTS-V, but it's close.
Right for you?
Stylish, sporty and comfortable, the 2014 Cadillac CTS is an excellent choice for those who want a finely crafted machine instead of just a car. While BMW and Mercedes have traditionally been the go-to cars for that type of customer, Audi has made headway in the market and now you should consider Cadillac, too. With its 2014 redesign, the CTS has earned a spot among the world's best sports sedans.
Kirk Bell has served as the associate publisher for Consumer Guide Automotive and editor of Scale Auto Enthusiast magazine. A Midwest native, Bell brings 18 years of automotive journalism experience to MSN, andcurrently contributes to JDPower.com and Kelley Blue Book's kbb.com.