Hello everyone, I have been reading this forum for the past couple of months or so looking for more information on the new CTS-V. If all of the rumors are true regarding this car I may need to sell the Lingenfelter C6 and get a Caddy. I thought about getting a V a year or so ago but the rear end problems I read about in this forum kept me away. So I think after 5 Corvettes and my ever advancing age (31), it may be time for something else. Needless to say, I am very excited about this car's potential.

Also, has any new info been leaked regarding real HP numbers, price, etc. from NAIAS? thanks and I'm sure i'll be posting more on this board in anticipation.

I'm anxiously awaiting the same information. I am seriously considering a 2G CTS-V. I am planning on making the short drive from Cleveland to Detroit for the NAIAS specifically so I can view the car and any new specs that are released. I only wish I could be in the press corps for the actual unveiling....

this comes from digitalcorvettes.com

550HP/550Tq -LSA motor
Man or auto option
19" wheels
NO AWD
BTW, NAIAS is a show...and it wont be open until 20-JAN

that is all


F

The V info embargo ends on Jan 14th at 12:01am. I've got all the pictures already but I cant post them obviously :(

Might even know something by the 11th.

http://media.gm.com/us/gm/en/news/events/autoshows/08naias/index.html

Norm

Well the pictures I have are marked the 14th so I dunno LOL :D

BTW, NAIAS is a show...and it wont be open until 20-JAN

that is all


F


OOPS, opens the 19th...I was looking at the wrong month.

F

Any hint if the autotrans will be paddle shift????

Any hint if the autotrans will be paddle shift????

I think that's pretty much a given.

OOPS, opens the 19th...I was looking at the wrong month.

F

I think we all know it is a show, but usually, information is leaked prior to the official unveiling which occurs during the press preview. It always was with the Corvettes. Basically, we will know everything there is to know before the 19th. And I may take a trip to Detroit as well just to look at it.

No one has mentioned performance under 500hp, so I don't really see how anyone can be too disappointed. 550hp is very likely at this point. The number one unknown is PRICE. That is the biggest piece of missing info that will determine how intriguing this new car really is...

http://media.gm.com/us/gm/en/news/events/autoshows/08naias/brands/cadillac/ctsv/08_NAIAS_09_Cadillac%20CTS-V_Overview.htm

Very nice! Now we just need the pics and price and it will be time to place the order. Thanks!

Hand stitched IP and doors! Looks like a non-chrome front grill.
Meaty wheels and rubber. Anyone know if PS2 offers runflats? Can't image that combo being lighter than the current 60 lbs.


Looks they are touting torque management city! 4200 lbs looks like the lightest it will be.


Norm

Very nice! Now we just need the pics and price and it will be time to place the order. Thanks!

Agreed.
Particularly the "price" part...
Looks like a "4DR Corvette", to me.
- Ray
Currently driving a "2DR Corvette"...

HYPEREUTECTIC PISONS? WTF?

Why the heck wouldn't they put in Forged pistons?

Boost and Hyper pistons are a bad combo.:mad:

Hmmm so its only the pics, price and 0-60 thats missing.

diff is cast iron. :highfive:

I hope someone leaks a 1/4 time!! I have got to know if the 09 "V" can take my friends 11.5 second E55 AMG.

http://www.dragtimes.com/Mercedes-Benz--E55-AMG-Drag-Racing.html

HYPEREUTECTIC PISONS? WTF?

Why the heck wouldn't they put in Forged pistons?

Boost and Hyper pistons are a bad combo.:mad:

Performance replacement alloys

When an auto enthusiast wants to increase the power of their engine, they often add some type of forced induction. By compressing more air and fuel into each intake cycle, the power of the engine can be dramatically increased. This also increases the heat and pressure in the cylinder.

The normal temperature of gasoline engine exhaust is approximately 1200 F. This is also approximately the melting point of most Aluminum alloys, and it is only the constant influx of ambient air that prevents the piston from deforming and failing due to excess temperatures. Forced induction increases the operating temperatures while “under boost”, and if the excess heat is added faster than engine can shed it, the elevated cylinder temperatures will cause the air and fuel mix to auto-ignite on the compression stroke before the spark event. This is one type of engine knocking that causes a sudden shock wave and pressure spike, which can result in an immediate and catastrophic failure of the piston and connecting rod.

The “4032” performance piston alloy has an approximate Silicon content of 11%. This means that it expands from heat less than a piston with no Silicon, but since its eutectic level of Silicon is fully alloyed on a molecular level, this alloy is less brittle and more flexible than a stock Hypereutectic “smog” piston. These pistons can survive mild detonation with less damage than stock pistons.

The “2618” performance piston alloy has less than 2% Silicon and could be described as Hypo (under) eutectic. This alloy is capable of experiencing the most detonation and abuse while suffering the least amount of damage. Pistons made of this alloy are also typically made thicker and heavier because of their most common applications. Because of the higher than normal temperatures these pistons experience in their usual application, and also the low-Silicon content allowing the maximum possible Aluminum heat-expansion, these pistons have their cylinders bored to a very loose cold-fit. This leads to a condition known as “piston slap” which is when the piston rocks in the cylinder, and it causes an audible tapping noise that continues until the engine has warmed to operational temperatures. These engines should not be revved when cold, or excessive scuffing can occur.

Forged versus Cast

When a piston is cast, the alloy is heated until it is a liquid, and then it is poured into a mold to create its basic shape. After the alloy cools and solidifies, it is removed from the mold, and then the rough casting is machined to its final shape. When a piston is desired that is stronger than what simple casting can provide, they can be forged. This is when the rough casting is placed in a die set while it is still hot, and a hydraulic press is used to place the rough slug under a tremendous amount of pressure. This removes any possible porosity and also pushes the alloy grains together tighter than what can be achieved by simple casting alone, resulting in a much stronger material.

Hypereutectic pistons can be forged, but typically are only cast. This is because cast pistons are considered strong enough for stock applications, and the extra expense is not justified.

Aftermarket performance pistons made from the most common 4032 and 2618 alloys that are often used to replace stock hypereutectic pistons are typically forged.