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

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.

If you're not sure what's going on — here's the back-story. In a media conference call last month, while announcing the General's new "May The Best Car Win" marketing campaign, Bob Lutz told journalists he'd race a CTS-V versus any production car on Laguna Seca out west. Matt Hardigree came up with the idea to call him out on his shenanigans. I agreed he should let Bob know we'd be willing to put Jalopnik's road test editor Wes Siler up against the "Maximum Madman." Lutz accepted and now it's on. Yes, that's right, we'll be racing Bob in a Jaguar XFR (Mercedes wasn't too keen on the idea of the C63 AMG vs the CTS-V, but that's OK, we're comfortable with the XFR) and better news? You can be there too.

Do you want to have a go at Wes and Bob in your own production vehicle? Here's how it's going to work.

● You go to Fastlane and read Bob's post.

● Then go to this website and sign up.

● Then we help pick the folks we'll see at Monticello.

● Then it's on like Donkey Kong on October 29th.

"Cadillac CTS-V Wagon is on. GM source has confirmed to me that CTS-V Wagon will exist along with the sedan and coupe.^SO"

[Via Inside_Line Twitter]

That's a good question. Whereas once we were told the CTS-V Coupe was "still being looked at," as of Friday we've been told it's not only a "go" — it's coming in May alongside the plain ol' CTS Coupe. Can someone say M6 Coupe-killer?

Mr. Siler better get his box of superlatives out, because the new CTS-V coupe is shaping up to be one sexy beast. This well-developed mule is sporting all kinds of upgraded goodies, most noticeable are the bulging hood and wider fenders holding some fat low profile tires, the mesh grille each V-entry gets, taped-over badging on the doors and apparently around back there's a set of center exit exhaust tips poking out. We expect no less than the rip-roaring 6.2 liter supercharged, 556 HP V8 from the CTS-V sedan, and apparently function has won out over form, with the brake rotors going to a solid design rather than the flashy but lower performance cross-drilled rotors. We can't wait to see this thing in action. [Detroit News]

Hennessey's been getting mighty cozy with GM's new line of supercharged small blocks, first tuning the Corvette ZR1 to create the amazing ZR700 and ZR750, and now getting their hands dirty on the wolf in sheep's clothing 2009 Cadillac CTS-V to create the Hennessey V700 CTS-V. The only real numbers that matter are the following; 700-horsepwer @ 6,300 rpm, 701 lb-ft of torque @ 3,400 rpm, 0-60 in 3.1 seconds, 1/4 mile in 10.9 @ 129 mph and a top speed of 211 mph when you're rowing your own gears. You can't deny that those are impressive numbers, especially considering that they're being made by a 4200 lb luxury sedan.

Hennessey's first order of business was to open up the lungs of the 6.2-liter supercharged LSA V8 by strapping on a 4-inch cold air induction system, 1 7/8-inch long tube stainless steel headers, 3-inch stainless steel mid pipes and high flow cats. Next they tapped into the brain with an engine management software upgrade. The nice Eaton supercharger sitting in-between the cylinder banks received a new pulley and snout and the intercooler received a heat exchanger upgrade. The Houston crew then cracked open the motor to give the V700 a nice upgraded camshaft as well as new high flow cylinder heads.

Included in the package are an aggressive looking set of 20-inch HRE wheels neatly wrapped with 305/45-20 Nitto drag radial tires, Hennessey embroidered head rests, and a serial numbered plaque on both the dash and under the hood. Hennessey hasn't released the price for the package just yet, but you can purchase any of these upgrades for your '09 CTS-V separately. We beg to ask the question why you'd purchase them separately when this is such a badass complete package. If we had the money... well, our Dad told us not to dream like that anymore.

If 700-horsepower isn't enough for you, Hennessey is also developing the V800 Twin Turbo that has, you guessed it, 800 horsepower @ 6,200 rpm @ 15 psi and 780 lb-ft torque @ 4,400 rpm via a twin ball bearing turbo setup. We'll bring you updates when we learn more. [via Hennessey]

Cadillac's All-New 2009 CTS-V Ready For Launch

DETROIT – The 2009 CTS-V, Cadillac’s 556-hp expression of ultimate performance and luxury, begins production this month with initial sales beginning around November 1. The latest in the brand’s V-Series of high performance models, the new CTS-V is intended to reach the top of the world’s most desirable luxury cars, at a starting price of $59,995 in the US market.

“The launch of the new CTS-V presents a compelling proposition for luxury and performance enthusiasts,” says Mark McNabb, North America vice president, Cadillac/Premium Channel. “The CTS-V is a strong statement about Cadillac design and technology and a new member in the club of the highest performing luxury cars.”

The CTS-V, based on Cadillac’s critically acclaimed CTS sports sedan, expresses the full extent of the brand’s dramatic design and technology. Designed to enter the stratosphere of the world’s fastest and most exclusive luxury sedans, CTS-V includes advanced performance technology such as a supercharged 6.2-liter V8 engine and Magnetic Ride Control, the world’s fastest reacting suspension.

The new CTS-V comes standard with a nearly complete collection of features, including a hand-crafted cabin, a 6-speed manual transmission and a Bose surround sound system with a 40-gigabyte hard drive with a USB port. In addition there are a few options available, including a new 6-speed automatic transmission with steering wheel mounted shift buttons, 14-way adjustable Recaro performance seats, microfiber interior accents and a large “Ultra-View” sunroof.

“Along with the new Escalade Hybrid, the CTS-V is a key aspect in Cadillac’s ongoing renaissance, with dramatic designs and very sophisticated technologies for luxury consumers,” McNabb said. “These two new high-tech Cadillac models pave the way for a series of new Cadillac models coming in 2009, including the upcoming CTS Sport Wagon and SRX Crossover.”

[GM]

We know the CTS-V has gone over well with even the most anti-American critical European journalists, like Jeremy Clarkson. Now, imagine a car with many of the CTS-V's sporting upgrades, but with a lower price, just as much torque, and much better fuel efficiency. They've been going crazy over BMW turbo diesels in Europe for years, so a Duramax CTS could finally be Cadillac's big push across the pond. But who knows, maybe the it'll never happen. [MotorTrend]

Obviously Clarkson grabbed the ZR1, Hammond got the keys to the CTS-V, and of course James May gets the outgunned Challenger SRT8. Pending the results of the show, we're assuming the ZR1 and CTS-V will be getting their just due on the world stage, while May will probably end up with the Challenger doing donuts and catching on fire. We have no idea when this episode will be hitting the airwaves, but when we find out it'll be pinned to our calenders. We eagerly await the metaphoric gymnastics Clarkson will be performing on the ZR1. Wonder how the Top Gear America guys feel about the British crew stealing their product thunder? (Hat tip to Paul!) [FinalGear]

Climbing into the CTS-V in New York’s northern suburbs, I was on a high. Just one week previously, I’d spent the day lapping GM’s Milford Proving Grounds in the best car ever made, the 2009 Corvette ZR1. The CTS-V promised to be more of the same; it uses a similar 6.2-liter supercharged engine, but here making a not-quite-as-ridiculous 551 lb-ft and 556 HP (to the ZR1’s 604 LB-FT and 638 HP). Also present are similar electromagnetically controlled shocks, promising both a smooth ride and, more importantly, mind-bending handling. Those numbers lead to a 0-60 time of just 3.9 seconds, that 191 MPH top speed for the manual transmission version (the only model I drove) and combine with that suspension to deliver a ‘Ring time of 7:59.32, making it the fastest production sedan in the world.

My ability to restrain my inner demons lasted all the way from White Plains across the Tappan Zee Bridge, a notoriously poorly assembled pile of broken concrete and steel plates that masquerades as the main route over the Hudson north of the city. Cruising down the right lane of the congested highway during rush hour, trying hard to preserve both my license and my life while dicing with trucks and crazy bitches from New Jersey, there’s little to indicate the CTS-V’s potential. The engine is quiet, the Tremec six-speed is smooth and the dual-plate clutch (similar to the ZR1’s) is light. The ride’s also seriously impressive; I prefer the controlled-but-firm nature of European performance car suspensions over the soft and squishy nature of most American cars. And the CTS-V satisfies my Euro snobbery not just with its suspension, but in the interior too. In V trim it gains glossy piano-black highlights, supportive and comfy suede Recaros, a suede steering wheel and a suede gear lever. Know how awkward most current BMW interiors are and how cheap most current Mercedes feel? The CTS-V is better. Seriously. I never thought I’d say that about a Cadillac.

Of course, all this only remains a factor if you’re driving slowly. Shift down a gear, switch the suspension into Sport mode, turn off the traction control and switch Stability to “Competitive mode” and you’re ready to drive fast. There aren't many passing opportunities along Route 9 West, but with ridiculous amounts of power and torque everywhere, that rapidly ceases to be a problem. Views of the Hudson over my right shoulder disappear as speed focuses my vision into a tunnel. Driving the CTS-V fast, on the road, you rapidly forget that you’re driving a big luxury car. Its movements are precise, yet untroubled by cracked pavement or pot holes. Hit one at speed while cornering and it scarcely upsets the car, never once punting it sideways. That I can say this about a car that will light the rear tires up merely by flooring the throttle in fourth gear is kind of mind-boggling.

Later in the day, out on the track, the rev limiter ceases to be an issue. Here, free to concentrate on your own driving instead of others’, it’s easier to keep the big engine in the middle of its torque curve, which peaks at just 3,800 RPM. The power becomes almost secondary to the cornering, which at high speed is controlled and grippy, while slower corners move the balance over to sideways. Compared to the ZR1, The CTS-V has to carry 836 LB more through the corners on narrower versions of the Michelin PS2s. Prone to initial understeer, it only takes some right foot to step the tail out into a controllable slide, so the experience is somewhat less controlled than driving a ZR1, and a fair bit slower, but equally fun in its own unique way. Cadillac had to order me out of the CTS-V at the end of the day, after four hours of continuous lapping.

By now, you’ve probably guessed that I really, really enjoyed driving the Cadillac CTS-V. It offers a new level of capability for performance sedans on the track, but especially on the road. In both environments it’s amazing fast, but also exploitable. Think of it as a ZR1 that you can drive people around in, that looks way classier and that you’ll actually be able to push to its limits, and you won’t be far off. Cadillac inevitably compares it to cars like the BMW M5 and Mercedes E63 AMG, but starting at “around $60,000” it’s considerably cheaper; with a 0-60 time of 3.9 seconds it’s considerably faster and it’s also considerably more involving. I’d compare it to the more closely priced BMW M3 Sedan, which may have a slight edge on precision, but is also shy 142 HP and 256 lb-ft, while the CTS-V only weighs 474 pounds more. With this car and the ZR1, General Motors now makes two of the fastest, most exciting and just plain best performance cars. Ever. And yes, the 2009 Cadillac CTS-V does epic burnouts, too.