Set to be unveiled in the shiny, metallic silver flesh at next week's LA Auto Show, the 2+2 Cadillac CTS Coupe is designed to take the CTS lineup into the smaller, quicker and more wedge-like future.

Cadillac's designed the CTS Coupe to put the wreath-bedecked luxury brand's best foot forward in a tight little two-door powered by a 3.6-liter direct-injection V6 — the same one found in the Cadillac CTS sedan. The Coupe gets even more goodies as standard than the well-appointed sedan including bluetooth connectivity and doors that open with the same touch-point technology as the Corvette.

Beyond the toys, you'll be able to order the CTS Coupe in a couple of different flavors — like RWD with your choice of Aisin AY6 six-speed manual or Hydra-Matic 6L50 six-speed automatic. Or, choose the auto tranny and you can also get some AWD action. Unsure which to choose? Not between manual and auto of course, but between RWD and AWD? Check out the gear ratios — specifically the final gear ratios — and you'll realize the RWD version'll get you a faster 0-to-60 time than the CTS Sedan. Not too shabby, eh?

But saving the best news for last is final confirmation that the Cadillac CTS-V Coupe's coming sometime during 2010. Nice. Full press release below:

2011 CADILLAC CTS COUPE: NEW SPORTS COUPE IS CADILLAC'S MOST DRAMATIC DESIGN

LOS ANGELES – Cadillac today unveiled the 2011 CTS Coupe, the latest and most dramatic of the brand's series of new designs to reach production. Slated to arrive in Cadillac showrooms in the spring of 2010, the CTS Coupe is a new luxury sports coupe designed to become the centerpiece of the brand's revised lineup.

"CTS Coupe is the new focal point of Cadillac, expressing both our design and technical capabilities," said Bryan Nesbitt, Cadillac general manager. "It is intended to appeal to a new generation of car enthusiasts."
The Coupe joins the CTS Sport Sedan, the 556-horsepower (415 kW) CTS-V and new CTS Sport Wagon as the foundation of Cadillac's lineup. A high-performance V-Series edition of the Coupe will also be released in 2010.

The CTS Coupe's design carries over virtually unchanged from the concept car that was introduced at the North American International Auto Show in Detroit in 2008. The Coupe is a classic 2+2 layout bolstered with advanced technology, such as a rear- view camera system and a performance-oriented suspension system coupled to rear- wheel or all-wheel drive.

Design

CTS Coupe emerged as a proposal inside Cadillac's design studio, where designers have developed and evolved the brand's Art and Science design philosophy.

"Cadillac has always been an emotional brand – it's about delivering art regardless of body style," said Max Wolff, director of exterior design for Cadillac. "With the CTS Coupe, it was about taking something very strong – the CTS Sport Sedan – and extending its potential."

The coupe has the same wheelbase as the CTS, but an overall height that is approximately two inches (51 mm) lower and an overall length that is two inches (51 mm) shorter.

Although it draws from its sport sedan sister, the CTS Coupe shares only the instrument panel, console, headlamps, front fenders and grille. Key design features include:

Classic hardtop styling, with no conventional B-pillar

Touch-pad operation for the doors removes the need for conventional door handles, creating a technical, clean profile

A windshield laid at a faster angle (62.3 degrees) and a long, nearly horizontal backglass area combine to create a sleek, aerodynamic look

Sculpted lower front fascia with unique brake-cooling vents

Diamond cut-style rear fascia with mesh lower grilles

Center-outlet exhaust with twin dihedral-shaped tips that pass through the rear fascia

Signature vertical lighting, highlighted with LED light pipes

Rear spoiler integrated into the center high-mounted stop lamp

Sculpted roof-mounted antenna for OnStar and XM Satellite Radio.

At first glance, the shape of CTS Coupe is refreshingly simple, yet amplified with intricately carved details. Distinctive and original Cadillac signature cues combine with hand-sculpted forms, artfully articulating the confidence of the chassis. For example, the rear fenders were purposefully developed by hand in Cadillac design studios to visually acknowledge the RWD powertrain. The gestured profile, coupled with Cadillac's vertical taillamps and pronounced rear centerline, aim to achieve the most visually confident coupe in the segment.

Performance

The CTS Coupe extends Cadillac's emerging performance credentials. The CTS Coupe's standard powertrain consists of a direct injected 3.6L V-6 and six-speed manual transmission. Direct injection technology delivers fuel more precisely to increase the efficiency of combustion, enabling more power while maintaining fuel economy and lowering emissions – including a 25-percent drop in cold-start hydrocarbon emissions.

The 3.6L DI engine is rated at 304 horsepower (227 kW) and offers EPA-estimated fuel economy of 27 mpg on the highway. It also runs on less expensive regular unleaded gasoline.

The powertrain's performance is channeled through a chassis that delivers sports car performance without punishment. The hardware includes an independent short/long arm (SLA) front suspension system, with hydraulic control arm front bushings; and a multi-link rear suspension mounted on a fully isolated subframe. Also included are four-wheel disc performance brakes, premium steering and limited-slip differential.

Two suspension-tuning levels are available: a Performance Package with 18-inch wheels and all-season tires (available in both RWD and AWD,) and the Summer Tire Performance Package, with 19-inch tires and wheels and a higher level of road holding capability. StabiliTrak, the advanced electronic chassis control system, is standard.

The 304-horsepower (227 kW) 3.6L V-6 Direct Injection engine will be standard, equipped with a six-speed manual, featuring a revised clutch and dual-mass flywheel that offers better clutch pedal feel and improved engine isolation. A 6-speed automatic transmission with Driver Shift Control (and available steering wheel mounted shift buttons) is optional.

Technology

CTS Coupe blends handcrafted luxury with a contemporary, driver-focused interior that supports the car's high-performance capabilities. The interior includes hand-sewn accents covering the door, center storage console and instrument panel trim. 14-Way adjustable Recaro sport seats, previously exclusively offered on Cadillac's V-Series model, will be offered on all CTS Coupe models as an option.

The car offers a host of advanced technologies, including:

Integrated iPod/MP3 capability

40-gig hard drive, including the ability to store music and pause-and-replay live radio

Pop-up navigation system

Adaptive forward lighting system

Bluetooth connectivity

Standard Keyless Access and Smart Remote Start

Rear Camera system

Bose 5.1 Cabin Surround audio system

As with other Cadillac models, the CTS Coupe comes standard with OnStar with Turn- by-Turn Navigation, the first factory-installed, fully integrated GPS navigation system from OnStar.

About Cadillac

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by dramatic new designs and global expansion. More information on Cadillac can be found at media.cadillac.com.

[DataMancer]

556 supercharged horsepower, five doors, and rear-wheel drive. And it's actually going to happen. Proof, if you needed it, that someone out there loves us.

Bob, we forgive you for everything you did to Wes.

[Car and Driver]

While a production date has not been set, the Converj will join the Caddy lineup as its second hybrid following the Escalade, though it'll be considerably more serious about fuel mileage than that behemoth. With a 40-mile all-electric range just like the Volt, the Converj will be able to command a higher premium at the dealer, or at least not induce the sticker shock everyone has over the Volt. The entire Volt program now makes a lot more sense to us financially. [Detroit News]

The Eldorado had been a halo product for Cadillac, and a premier personal coupe for decades. The 1979 model year saw a number of changes for the Eldo, among which was a switch to a new platform - along with the Buick Riviera and Oldmobile Toronado - that positioned the cars as large size, rather than the previous grizzly behemoth.

Another change for '79, and a first for Cadillac, was the adoption of the Oldsmobile 350-cid Diesel V8. GM had jumped into the diesel pool with both feet, bringing to market everything from the littlest Chevettes to the most massive B-Bodies, that clattered and smoked, and necessitated gloves for refueling.

Sadly, the Olds diesel was a piece of crap, having been a derivation of a gas engine, (albeit with a specially-deigned, and strengthened block) rather than as a proprietary oil-burner. Under-spec'd head bolts stretched and broke in reaction to 22:1 compression, and fuel system failures proved common due to the lack of a water separator and owners unfamiliarity with the peculiarities of diesel engines. Many of the diesel Cadillacs went back to the dealers for gas engine retrofits after owners complained of the onerously poor durability of their clattery compression-ignition powered cars.

That makes this 1979 Eldorado Biarritz a bit of a survivor as not only is it apparently in decent shape, but still has the Olds oil-burner under its massive hood. That engine lacks every form of modern emissions controls so, while enjoying the Exxon Valdez-like turning radius and agoraphobic's-delight distance between you and everyone else on the road afforded by that massive size and acrid cloud of carcinogenics that follows you, you'll have the satisfaction of knowing that every time you start it, somewhere a tree-hugger dies.

The Biarritz was the top of the line of the top of the line- and shows that off to everyone with its Delorean-taunting stainless steel roof panel. In addition to that snazzy feature, this car is rocking the moonroof so you can let the sun shine down on the hooker's lipstick-red and coney island whitefish interior. There's also an acre of wood on the dash, but don't fear, it's of the dead dinosaur variety, rather than the object of the tree-hugger's affection variety.

That's a lot-o-car. And its has an engine that has withstood the test of time, when many of its brethren didn't. Not only that, but it's only rocking 80K on the clock! And it could be clattering like a school bus in your driveway for only $6,500.

So, $6,500 for a 30-year old diesel Caddy? Is that a Nice Price for this oil-burning luxo-barge? Or, was the seller sniffing the tailpipe when setting that price?

You decide!

Burlington Coat Factory or go here if the ad disappears. Hat tip to camp6ell!

Help me out with NPOCP. Click here to send a me a tip, and remember to include your commenter handle.

What can we say? I was going to use it for a Project Car Hell contestant, but what could possibly compete with a 1980 Cadillac Seville limo for this kind of price? Not only that, the seller claims "HELL YES IT DID RUN WHEN PARKED!!!! Rats chewed some of the wires." How hard could it be? And not only do you get the reviled much-sought-after "bustle-back" trunk, you get genuine CIA provenance!
[Craigslist Inland Empire, go here if the listing disappears]

Photo + Mechanic's credit: Kerry Pierno and Darren Barrone
Video credit: Al Navarro

John Heinricy in CTS-V: 2:46:560
Aaron Link in CTS-V: 2:48:902
Brian Redman in CTS-V: 2:49:596
Michael Cooper in BMW M3: 2:50:424
Jack Baruth in CTS-V: 2:51:153
Lawrence Ulrich in CTS-V: 2:53:157
Bob Lutz in CTS-V: 2:56:321
Michael Mainwald in BMW M5: 3:05:398
Wes Siler in Mitsubishi Evo: 3:08:126
Chris Fairman in CTS-V: 3:14:292
Archan Basu in Jaguar XF: 3:15:670
Tom Loder in Audi RS4: 3:15:702

It's not what you'd really call a shocker. We kind of expected it given the vehicle situation (thanks Jag!) — but sad nonetheless.

A spectator — who may or may not have been Phil Floraday from Automobile Magazine — questioned whether his overly-tight pants may have contributed to the epic failure. We'll never know because clearly Wes will never wear loose pants.

Our guess is that Lutz is a pretty damn spry 77-year-old silver fox and the CTS-V is a damn capable car.

Still, there is the issue of that BMW M3 to deal with...

Secondly, there's standing water on the track. Advantage: Jalopnik.

Hmm, maybe the Evo — the people's car — was the better choice after all. We'll see. Siler's out practicing as we speak.

Despite being more similar in weight and size than you'd expect, the Evo is still significantly lighter and smaller than the CTS-V, but the Cadillac obviously has a huge power and torque advantage. Perhaps more tellingly, the Evo can lap the 12.93 miles of fast corners on the Nurburgring within 12 seconds of the CTS-V. Tomorrow, we'll see what that gap looks like after 4.1 miles of tight turns and one long straight.

The full 4.1-mile course at Monticello is a monster, with 20 corners and three straights. The Cadillac CTS-V isn't just muscle and no cornering, but with torque vectoring differentials and weighing 600 Lbs less, the Evo is still going to give it a run for its money. At the very least, this should be a close race.

Here's my own turn-by-turn analysis of what challenges Lutz and I are going to face tomorrow, who's going to have the advantage in which sections and where it's most likely we'll see the 77-year-old crash his 556 HP Cadillac.

Photo Credit: jdoggny @ Flickr
Section: Turn 1
Description: The map does neither the tightness of this corner nor the lack of runoff justice. A near 90-degree left hander taken at the bottom of 2nd gear, the downhill braking zone for which comes at the end of the second longest straight on the track.
Analysis: The more powerful CTS-V will reach a higher speed on the straight, meaning it'll need to brake earlier. The Caddy has a huge understeer issue in this corner if you try to push it, meaning Lutz will basically have to park the car, throwing away the corner and therefore the setup for 2.
Advantage: Evo X
Risk of Lutz Crashing: High

Section: Turn 2
Description: You take a late apex through this 2nd gear right hander in order to get your power down early so you can accelerate through turn 3.
Analysis: The Evo will be better setup going into this corner and, thanks to AWD, will be able to get its power down much earlier.
Advantage: Evo X
Risk of Lutz Crashing: Low

Section: Turn 3
Description: Sweeping right hander flat out in third gear. Don't track out all the way on the exit so you can brake in a straight line for turn 4.
Analysis: The Cadillac's power advantage will help here, but the Evo will benefit from a cleaner exit from turn 2.
Advantage: Equal
Risk of Lutz Crashing: Low

Section: Turn 4
Description: A deceptively tight right hander with plenty of grip thanks to slightly Itpositive camber.
Analysis: It's easy to get a lot of oversteer here, either through lifting to make it through the corner after failing to brake hard enough or getting on the power too hard on the exit. In fast, heavy cars like the CTS-V, you want to late apex and get on the power in a straight line to turn 5, without spinning it all away showing off. The Evo will be able to apex earlier and get its power down easier
Advantage: Evo X
Risk of Lutz Crashing: Moderate

Section: Turns 5 & 6
Description: The reverse esses, you can straighten this out pretty effectively so just power through and end up on driver's right for the entry to turn 6.
Analysis: Not much to say, just don't overcook it into 6.
Advantage: CTS-V
Risk of Lutz Crashing: Low

Section: Turn 7
Description: The Carrousel. Very wide, very long, 180-degree, uphill corner.
Analysis: A difficult turn to hit the right line in, you're supposed to stay out to the right till 2/3 of the way through, then tuck into the apex. You want to use as much power as possible from the apex out without straightening your wheel as it continues to curve to the left all the way up to turn 8.
Advantage: Equal
Risk of Lutz Crashing: Moderate

Section: Turns 8 & 9
Description: The Double Apex. It's actually more of a single late apex as you brake and turn late into 8 to hit a late apex on 9. Third gear.
Analysis: It's all about getting 9 right so you get a good exit onto the short straight leading up to 10. Not terribly challenging once you figure it out.
Advantage: Equal
Risk of Lutz Crashing: Low

Section: Turn 10
Description: The 90. A 90-degree right hander that leads on the very, very fast back straight, so exit speed is everything.
Analysis: Deceptively slow, it's easy to wait too late to brake then run wide, screwing up your exit. You don't want to do that. Slow in fast out. Slow in fast out. Sacrifice the entry speed for exit speed.
Advantage: Evo X
Risk of Lutz Crashing: Moderate

Section: Turn 11 and the Long Straight
Description: An incredibly fast straight with a light sweep to the right. Turn that corner into a much of a straight as possible. Most cars, including the V end up needing a shift right in that corner, which is a little risky at such high speeds, so make sure you're in a straight line when you do that.
Analysis: This is my biggest concern. The V is well north of 170 MPH back here and the Evo can't manage much more than 150. Taking the sweeper flat out with an upshift is a pucker moment and the opportunity does exist to get it very wrong if you aren't careful with your weight transfer while shifting the Cadillac.
Advantage: CTS-V
Risk of Lutz Crashing: Moderate

Section: Turns 12, 13 &14
Description: The End Of Straight Esses. The map doesn't do this corner justice as there's a fair bit of elevation change. Uphill braking area for 12 helps late braking and turn-in, but there's a peak on the apex of 13 and it's a very tight, 3rd gear corner. Lots of weight transfer across the vehicle's front-to-rear and side-to-side axis.
Analysis: This is where I have to make up the time I'll lose on the straight. Lutz is going to be travelling considerably faster so will have to brake earlier and harder. If he doesn't, he'll lose it in 13 or at least screw up there, which'll mean he ruins 14 and the exit into the short straight that follows.
Advantage: Evo X
Risk of Lutz Crashing: High

Section: Turn 15
Description: A right hand kink with a standard line, you can carry a lot of speed and then get on the power hard and early.
Analysis: You think it's faster than it is, but still, this is a power corner.
Advantage: CTS-V
Risk of Lutz Crashing: Moderate

Section: Turn 16
Description: The Left Kink. A left sweeper over a blind crest. This is the corner that will catch you out if you're going too fast.
Analysis: The blind crest fools people into treating this like a straight and carrying too much speed through. You need to lift slightly just before you crest the hill, but of course if you lift too late you spin. You need to be very smooth on the downhill then turn the entry into 17 into a straight, you'll need to brake a lot for the next corner.
Advantage: Evo X
Risk of Lutz Crashing: Very High

Section: Turn 17
Description: A very tight hairpin. Another slow in, fast out corner where you want to sacrifice entry speed to get the power down as early as possible. Use the full width of the track on the exit.
Analysis: The back straight isn't that long, but it's still a straight coming off a very slow corner, so you're basically setting yourself up for a drag race and there's just no getting around the CTS-V's power advantage.
Advantage: CTS-V
Risk of Lutz Crashing: Low

Section: Turn 18
Description: A weird corner that I've never gotten 100% perfect. It's another apparent double apex that works better as a late single.
Analysis: There's a bump on the second apex and you don't straighten out completely on the exit while still needing to be on the power hard. I'm hoping that bump and the general trickiness weigh things in my favor here.
Advantage: Equal
Risk of Lutz Crashing: Moderate

Section: Turn 19
Description: The Backwards S. A fairly standard right hander with an entry that curves to the left. You need to compromise this corner so you can be all the way to driver's right for the entry to 20.
Analysis: Banking makes this corner a breeze, but it's all about setting yourself up for 20, not carrying speed here.
Advantage: Equal
Risk of Lutz Crashing: Low

Section: Turn 20 and the pitt straight.
Description: A tight left hander that sets you up for the back straight. Stay out late, hit the apex and nail the throttle.
Analysis: The Evo will be able to get on the power earlier, the CTS-V has more power. It's advantage in speed on the straight will be less than you might think, especially since it'll have to brake so hard for turn 1.
Advantage: Equal
Risk of Lutz Crashing: Low

As always, it's filled with maximum hyperbole. What more should we expect — his product's making the rest of the luxury sedan landscape look like a bunch of also-rans. The breathless Josh Oliver from The GM Source asked him what his reaction was to Jaguar's early pull-out. Here's the response from Bob:

I think it means that the European high-performance sedans are excellent, even superb cars, but quite possibly not ready for racing laps right out of the show-room. The CTS-V is not only quicker, but will, in totally untweaked, stock form, run hot laps at any race track until it runs out of fuel. Transmission oil and diff oil temps are stable, engine oil temp doesn't go up, brakes get a bit more pedal travel, but don't fade. The street tires get a tad greasy, but handling and control remain excellent. "May the best car win"! (It wins automatically if the competitors won't show up!)

He's right. He's already gotten the best of Mercedes, Jaguar and Audi. We've yet to hear from BMW or Porsche — so please, feel free to e-mail me below if you're interested in, you know, standing up for your honor.