CTS-V improvements on CTS

[Bruce Nunnally]

Nice article at Automotive Designs & Publications magazine http://www.autofieldguide.com/articles/010402.html in January on the diffs between the CTS-V and CTS.

Here are some juicy details:

Under the Skin

The hydroformed front and rear cradles are larger than stock, and made of thicker gauge steel. High-stress areas in the front suspension receive welded-in steel gussets, the aluminum control arms are fitted with elastomeric bushings, and a hollow steel cross-car brace supports the shock towers. Front spring rates are up 27%, a 26.6-mm hollow anti-roll bar replaces the standard 23-mm hollow bar, and the monotube front shocks are 10-mm larger (at 46 mm) and have unique valving. Plus, a nine-land (valve element) steering gear replaces the standard six-land unit. In back, the solid anti-roll bar increases 3 mm to 21 mm, spring rates rise by 27%, and Sachs Nivomat dampers replace the standard units. The brakes also have been upgraded, with Brembo calipers and discs at all four wheels (355 mm x 32 mm, front and 365 mm x 28 mm, rear), and sit inside 18-in. wheels shod with 245/45WR-18 Goodyear run-flat performance tires.

The CTS-V’s LS6 V8 has a new induction system that draws air from three front inlets, and exhales through a 2.5-in. stainless steel dual-exhaust system. It also has a deeper oil pan, a lighter and more compact water pump, accessory drives that are 37-mm closer to the block, and a redesigned exhaust manifold. These are the only real changes–other than the carbon fiber-effect (it’s actually nylon) intake/valve cover shroud–from the Corvette’s version of the LS6.