Cadillac Racing cts-v coupe Media Kit



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Cadillac Racing CTS-V Coupe Media Kit

I Why We Race – Team Cadillac

II Cadillac CTS-V Coupe Road Car to Race Car

III CTS-V Coupe Race Car Development

IV Andy Pilgrim - No. 8

V Johnny O’Connell - No. 3

VI Cadillac CTS-V and Brand Racing History

VII Cadillac Racing History

VIII Pratt & Miller Engineering

IX 2014 SCCA Pro Racing World Challenge GT Schedule

X SCCA Pro Racing

XI Reference, web pages, Facebook, Twitter



Cadillac Communications:
Brian Corbett

Cadillac Communications

586.612.6569

brian.corbett@cadillac.com

@BrianCorbett3 on Twitter

Kyle Chura

Team Cadillac Communications

248.821.0468

kyle@kcapr.com

@kcacomm on Twitter


I Why We Race - Team Cadillac
Why does Cadillac race? Simple. In today’s luxury performance market you either lead, hibernate or migrate. We’ve chosen to lead. The CTS-V Coupe, Sedan and Wagon are the World’s Fastest Family of cars, making Cadillac the New Standard of the World. As a leader in this competitive market we are not afraid to put our product, and reputation, on the starting line to do battle with some of the world’s top brands for that race to the finish line.

This will to race, and win, drives our organization from the boardroom to the showroom. What we learn turning lap after lap at tracks like Mid-Ohio or in the concrete confines of the streets of Belle Isle supplants yet another piece of performance DNA into our development stream that will come out as an improved road car in today’s and future generations of CTS-V vehicles.

One example of track derived technology is Brembo Brakes, which are standard equipment on production 2013 Cadillac CTS-V models. This system was bred in our championship-winning CTS-V race cars in 2007. Another racing success story is our Magnetic Ride system. Engineers have siphoned suspension data from our racing CPU’s and programed performance settings into our CTS-V Magnetic Ride system. Combine these features, learned on the track, and fold them into technology for the everyday commuter and you have one special road car – that can double as a track day racer.

The CTS-V race car thins the line between racing and road car. The luxury sports car buyer is a unique customer. They are interested and a-tune to technology and how it all comes together to complete the driving experience.

Winning is infectious, prideful and contagious. A successful motorsports program gives everyone at Cadillac that family pride watching a relative succeed. Although not maternal, the Cadillac CTS-V racing cars are very much the progeny of 4,000 dedicated Cadillac team members.
II Cadillac CTS-V Coupe Race Car
The Cadillac CTS-V Race Car was developed to a very aggressive timeline of less than eight months. The resulting product is a road racing athlete. The underlying difference between it and the road car is a body mass index of 3,200 lbs.; the road car is 4,222 lbs. Under the hood lays a 6.2L V-8 that is restricted, per SCCA World Challenge rules, to deliver 505 horsepower. Zero to 60-time is estimated at 3.1 seconds. The engine was developed by GM with build and track service provided by Katech Engine Development. Power is put down by a six-speed sequential gearbox that delivers the torque to a limited slip rear differential. The combination of Pirelli 18-inch racing tires, specified by the series, and Brembo brakes, similar to those found on the production CTS-V, enhance the vehicles handling and braking capabilities in racing conditions.

The production 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.

The CTS Coupe emerged as a proposal inside Cadillac’s dedicated design studio, where designers develop and evolve the brand’s art and science design philosophy. It is powered by a 3.6L direct injected V-6 rated at 304 horsepower (227 kW). The high-performance CTS-V Coupe receives the same 556-horsepower (415 kW) 6.2L supercharged V-8 found in the landmark CTS-V Sport Sedan.

The wedge shape of the CTS Coupe lends itself perfectly to the aero demands of high-speed road racing. The addition of a rear bottom mounted spoiler helps to balance the horsepower on the Pirelli tires in the turns. Stopping the racer are Brembo brakes, similar to those on the production car.



Cadillac CTS-V Coupe Race Car Detail:

  • Cadillac CTS-V Coupe body produced at Lansing Grand River (Mich.)

  • 6.2L, 90-degree V-8 with aluminum block and heads, 505 HP@5400 RPM (restricted per SCCA), torque 477 ft. lb., developed by GM Powertrain, built by Katech Engine Development

  • Sequential six-speed transmission, no lift shift

  • Limited slip differential with 3.0 final drive

  • Brembo brakes, six-pot front with 355mm rotor, four pot rear with 328mm rotor

  • BBS 12” x 18” aluminum rear wheels with 11” x 18” fronts

  • Pirelli racing tires, front 305/645 x 18, rear 315/675 x 18, series spec

  • Three-way adjustable shocks

  • Front independent SLA, race modified; rear race modified independent multi-link

  • Curb weight 3,200 lbs. with mandated competition ballast, 50/50 weight distribution

  • Steering, variable power assisted rack and pinion

  • Chassis, reinforced production uni-body with race designed safety cage

  • Pratt & Miller developed side impact reducing crush box

  • Pratt & Miller designed cool seat

  • Two rear-view cameras with dash readout

CTS-V Coupe Road to Race Car Specification Comparison

Specification

CTS-V Coupe Road Car

CTS-V Coupe Race Car

Body Structure

Strategically placed high-strength steel in uni-body construction

Reinforced production uni-body with race designed safety cage

Weight

Curb weight 4,222 lbs.

Curb weight 3,100 lbs. with mandated competition ballast, 50/50 weight distribution

Engine

6.2L Supercharged V8 (RWD); 556 HP @ 6100; torque 551@3800

6.2L, 90-degree V-8 with aluminum block and heads; 505 HP @ 5400; torque 447@4400

Transmission

Six speed manual

Sequential six-speed transmission, no lift shift

Differential

Locking rear, 4.15 final drive

Limited slip differential with 3.0 final drive

Brakes

Brembo brakes six-piston front/four-piston, four wheel ABS disc

Brembo Brakes, six-pot front with 355mm rotor, four pot rear with 328mm rotor, race spec four wheel disc

Wheels

19” aluminum alloy

BBS 12” x 18” aluminum rear wheels with 11” x 18” fronts

Tires

Michelin Pilot Sport PS2 performance tires

Pirelli racing slicks, front 305/660 x 18, rear 315/680 x 18, series spec

Steering

ZF Servotronic® 2,6 speed-sensitive, power assisted rack-and-pinion; variable ratio

Steering, variable power assisted rack and pinion

Suspension

Front and rear independent with StabiliTrak Electronic Stability Control System

Three-way adjustable dampers (shocks); Front independent SLA, race modified; rear race modified independent multi-link

Steering Wheel

Adjustable leather wrapped with radio controls

Carbon fiber with six knobs and 12 buttons controlling everything from driver drink bottle to launch control

Rear Vision

Rear vision camera

Rear vision camera

Seating

Heated and Ventilated driver and front passenger RECARO 14-way power-adjustable performance seats, optional

Single Pratt & Miller designed cool seat, custom fitted to driver


Safety

Driver and passenger side airbags, Passenger Air Bag On/Off Switch, OnStar Automatic Crash Response, etc.

Pratt & Miller developed side impact reducing crush box, six-point driver restraint system with removable steering wheel

Radio

10-speaker Bose® 5.1 surround sound system; hard-drive device; navigation; AM/FM/RDS4/MP3/ DVD with USB audio connectivity and steering wheel controls and XM

Motorola two-way radio with steering wheel mounted press-to-talk button and single speaker connection to driver ear buds

III CTS-V Coupe Race Car Development

Design of the CTS-V race car kicked off in June 2010. Taking the strong underpinnings of the CTS-V Coupe and making it a race car was not much of a stretch. When starting with a thoroughbred Cadillac engineers and designers worked with Katech and Pratt & Miller to


re-shoe and train it to run at the next level to get it to the starting line.

Keeping within the tight confines of the SCCA Pro Racing Rule Book, the team took the CTS-V Coupe down to zero body fat and began to add the elements that will make the race car successful on not only natural road courses like Toronto’s Mosport, but on crowned, crack filled street courses like Long Beach.

When the first key was struck, more than 6,300 hours of design work on the CTS-V Coupe racer began. On July 26 clay hit the body to pull molds for key components. August 2 witnessed the first chassis going onto the surface plate for initial manufacturing. More than 17,000 hours of fabrication between the two cars was happening simultaneously with engineering and the clay work. Design kept a watchful eye on the styling to assure that the cutting-edge look of the CTS-V Coupe road car was successfully translated to the race car.

An aero exercise, known as Computational Fluid Dynamics (CFD), was put into the timeline to take maximum advantage of the air that flows over the hood and roof of the coupe to capture, or in some cases reduce, that force managed by the imposing rear deck-lid spoiler.

On September 30 the clay molds were finished and production began. The first body was completed October 27.

For Pratt & Miller, engineering the years of racing and winning with Cadillac and Corvette gives the group based in New Hudson, Michigan, a large database to draw from. How the car will react through the challenging Turn 11 downhill right hander at Road Atlanta to the ultra-tight, last hairpin turn at Long Beach dictated the suspension geometry.

The first race car, No. 8, was completed on December 3 for a Cadillac marketing photo shoot to support the unveiling at the North American International Auto Show in Detroit. At this time the build of the No. 3 car was accelerated.

After the car was retrieved from the Auto Show, Cadillac racing drivers for the 2011 season, Andy Pilgrim and Johnny O’Connell flew in for their seat fittings, and pedal and steering column length measurements. The No. 8 car was completed for the first test at Sebring International Raceway, formerly a World War II military airbase, on January 16 at 3 a.m.


The car hit the track the next morning.

Prior to leaving, the team performed a Lap Time Simulation (LTS) test based on their knowledge of Sebring to get the baseline set-up for that first crucial test. With only eight months of engineering, development, computer simulation and build time, the 2011 Cadillac Racing CTS-V Coupe racer put the rubber to the runway. Sebring was chosen because the team holds a vault of data on the 3.7-mile, 17-turn Central Florida circuit. Florida resident and multi-time Sebring winner Andy Pilgrim had the pleasure of turning the first laps in the CTS-V Coupe racer. What was planned to be a three-day test was reduced to almost a day of running. Rain and a couple of technical issues thwarted the Pratt & Miller test schedule. The team went back home to Michigan with a list of improvements, typical of a first shakedown.

Meanwhile the rest of the team was working feverishly on the No. 3 O’Connell car back in the Pratt & Miller shop.

Thirty-two days later the Cadillac squad returned to Sebring, February 21 and 22, to put both cars on the track for a second run in before the first race. With photo shoots and final driver comfort adjustments done, the team completed over 800 miles on both the long Sebring layout and the tighter North Course.

June 2010 CTS-V racing program kicked-off

July 10 Begin Computational Fluid Dynamics (CFD) to access aero data

July 15 Initial engineering data reviewed on Coupe body-in-white structure

July 29 Body-in-white arrives structural welding begins, with roll cage mock-up

Aug. 1 Final review of roll cage structure

Aug. 2 Chassis mounted on surface plate for initial manufacturing

Aug. 5 Clay modeling of key components begins

Aug. 11 Chassis build panels arrive from Lansing

Aug. 15 Suspension travels complete

Aug. 25 GM Design sign-off on styling

Sept. 2 Roll cage mock-up complete ready for complete weld-in

Sept. 5 Engine mounting and Xtrac transmission and differential placement complete

Sept. 13 Body casting complete

Sept. 25 Suspension initial design complete

Oct. 1 Body removed from surface plate, second body mounted chassis’ built concurrently

Oct. 22 Fabrication of stock suspension components to race ready finalized

Nov. 1 Engine received for mock-up in car with transmission and differential

Nov. 1 Chassis 01 complete

Nov. 1 Fuel cell mounted

Nov. 4 Chassis 01 back from paint

Nov. 10 Lexan windows mounted

Nov. 20 Wheels mounted and car on ground to check for interference

Nov. 27 No. 8 (01) car sent to paint and graphics for photo shoot (body)

Nov. 30 Electrical harness introduced to car

Dec. 3 Car 3 (02) build accelerates

Dec. 23 Chassis 01 completed for Cadillac Marketing photo shoot

Jan. 7, 2011 CTS-V race car unveiled at North American International Auto Show

Jan. 13 Pilgrim seat, pedals and steering fitting

Jan. 16 Differential arrives

Jan. 16 Test car ready for first shake down run

Jan. 17 First on track test at Sebring International Raceway Chassis 02

Jan. 24 Show car returned to Pratt & Miller

Feb. 10 O’Connell seat, pedals and steering fitting

Feb. 20-21 Second test at Sebring, long and short course runs

Aug. 4 O’Connell race to first victory for Cadillac CTS-V Coupe at Mid-Ohio

Oct. 29 O’Connell gets second victory for team at Road Atlanta

Aug. 7, 2011 O’Connell wins at Mid-Ohio

Sept. 29 O’Connell wins at Road Atlanta

Mar.23, 2012 O’Connell wins at St. Petersburg

Apr. 13 Pilgrim wins at Long Beach

June 1 O’Connell wins at Detroit’s Belle Isle

June 2 O’Connell wins at Detroit’s Belle Isle

Oct. 24 O’Connell wins Driver’s Championship, Pilgrim second, Cadillac wins Manufacturer Championship

May 19, 2013 O’Connell wins at inaugural GT race at Circuit of the America’s

June 1 O’Connell wins at Detroit’s Belle Isle

July 6 O’Connell wins at Lime Rock Park

July 14 O’Connell wins at Toronto

Aug. 25 Pilgrim wins at Sonoma

Oct. 6 O’Connell wins at Houston and clinches Driver’s Championship and Cadillac wins Manufacturer Championship


IV Andy Pilgrim - No. 8 Cadillac Racing CTS-V Coupe

Birthdate: August 18, 1956

Birthplace: Nottingham, England

Residence: Boca Raton, Fla.

Web site: andypilgrim.com
Pilgrim 2013 Pirelli World Challenge season stats:

• One race win at Sonoma

• Second at Long Beach, COTA, Lime Rock and Toronto

• Third place runs at COTA (race one), Detroit and Houston

• Pilgrim had an average race finish of 3.31

• Completed 444 race laps of a possible 446


Andy Pilgrim can be called a Cadillac racing pioneer. He holds the distinction of being in a Cadillac race car during every race in which the CTS-V brand has appeared. He is also responsible for bringing Cadillac its first Driver’s Championship in 2005. During his first three-year ride with Cadillac, he amassed three wins, 10 podium finishes and an amazing 35 top 10’s. In 2012 the Floridian added a win at Long Beach and four additional podium finishes to his racing resume on the way to finish second in the Pirelli World Challenge GT Class.

As a teenager his talent on motorcycles scored him several Regional Championships and a second-place finish in the highly competitive British 500cc Production Championship.

In the early eighties, American companies were hiring British programmers and Pilgrim knew this was an opportunity of a lifetime. His first U.S. contact job was with General Motors working for the Pontiac Motor Division in Pontiac, Michigan. After a year, he took a job in El Paso, Texas where he borrowed and saved enough money to race cars.

He began autocrossing in a 1983 VW GTi and started professional road racing in 1984 in the IMSA Renault Cup, receiving rookie of the year honors in his first year. His motorsports career soon took off. Pilgrim has won five Championships and 61 races so far in his professional racing career.


Over the last 15 years Pilgrim has been in the role of a factory driver racing BMWs and Porches, then onto GM Racing in Corvettes, Pontiacs and Cadillacs. He returned to the seat of the new Cadillac CTS-V last season and earned seven top-five and 11 top-10 finishes in 12 races, finishing fifth in the point standings in the Pirelli World Challenge Series.

Pilgrim has three wins at the Rolex 24 At Daytona, two wins at Petit Le Mans, and one win at the 12 Hours of Sebring. Pilgrim has won five Championships and 61 races so far in his professional racing career.



Pilgrim is also very active outside the race car. Through the Andy Pilgrim Foundation he has just released The Driving Zone 2 DVD. The Driving Zone DVDs are educational instructional videos aimed at new drivers ages 15-20. The second edition is focused on the massive increase in distractions that today’s youth face on the road. In addition to the DVD series, Pilgrim also makes public appearances extolling the virtues of safe driving. He is also passionate about motorcycles and owns a software company.

Career Highlights:

2013 Win at Sonoma Raceway, second place finishes at Long Beach, COTA, Lime Rock and Toronto with third place runs at COTA (race one), Detroit and Houston. Finishes season third in driver’s points. 2012 Won the Long Beach Grand Prix, podium finishes at St. Petersburg, Miller Motorsports Park and Sonoma on his way to a second place finish in the Pirelli World Challenge GT Class. 2011 Earned seven top-five finishes and 11 top-10s in 12 races behind the wheel of the No. 8 Cadillac CTS-V Coupe. Andy was on the podium at Sonoma in August and again at Road Atlanta, where he joined teammate Johnny O’Connell for Cadillac’s first double-podium finish since its return to the sport. 2010 Won the SCCA Pro Racing World Challenge GT Championship for K-Pax Racing in a Volvo S60 on the strength of a win at Virginia International Raceway and seven podium finishes. Also competed in Time Attack and Grand-Am Continental Challenge; 2009 Finished fourth in the GT Championship in a K-Pax Volvo S60. Earned wins at New Jersey Motorsports Park and Road America, and achieved a total of six top-five finishes in his first year driving a Volvo; 2008 Runner–up in SPEED GT Drivers’ Championship piloting a Cadillac CTS-V for Team Remington Cadillac. Started the season with a streak of five podium finishes in a row. Capped off the season with an additional three podiums in the final three rounds; 2007 Finished second in SPEED GT Championship with Team Cadillac. Finished only one race outside the top-10 and collected wins at Lowe’s Motor Speedway and Mazda Raceway Laguna Seca. Set the Watkins qualifying lap record in his Cadillac CTS-V and helped the marque earn its second SPEED GT Manufacturers’ title; 2006 Finished all but one race in the top-10, with five top-five finishes and four podiums. Finished season third in the Drivers’ Championship. Broke a 10-year (29-race) series winless streak with a victory at Road Atlanta; 2005 Earned first GT Drivers’ Championship without winning a single race, using eight top-five finishes and 11 top-10s. Best finish came at Road Atlanta, where he finished second in a podium sweep by Team Cadillac. Efforts also helped propel Cadillac to the SPEED GT Manufacturers’ Championship; 2004 Made impact as one of General Motors’ Cadillac CTS-V program pilots, earning a podium (2nd place at Sebring) in his debut while recording the fastest race lap in a charge from the back of the field. Finished the season with six top-5 finishes and eight top-10 marks overall; 2003 Drove a Daytona Prototype to victory circle at the Rolex 24 in Grand-Am. 2002 Class win in the Rolex 24 At Daytona; 1999-2003 Pilgrim recorded seven GTS wins, driving a Corvette, in the American Le Mans Series; 1998 Won the PSCR GT1 Championship and had two PSCR GT2 wins that same year; 1997 Had four race wins en route to winning the PSCR GT1 Championship driving a Porsche 911 GT1 with Alan McNish; 1996 Won the GTS-2 12 Hours of Sebring and won two World Challenge races (Road America, Reno) in three starts; 1995 Captured six wins en route to winning the IMSA Grand Sport Endurance Championship; 1994 Won one race in the IMSA Supercar Series driving a Lotus; 1990-1996 Made 23 World Challenge starts from 1990-1994 and 1996. In those starts, recorded four wins, 11 top-fives, and 22 top-10 finishes; 1978-1980 Competed in open-class and modified production motorcycles in England. Captured 71 wins and five Divisional and National Championships during that time. Moved to the United States in the early 1980s and began racing professionally in 1984. Driving a Pontiac Firebird, grabbed his first professional win in the IMSA Firestone Firehawk Endurance Championship at Sears Point in 1986. Won 20 Firehawk series races in 106 starts over the next decade. His record of 116 consecutive race finishes in IMSA/PSCR events is unassailable.

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