CADILLAC RACING CTS-V COUPE MEDIA KIT CONTENTS I Don

CADILLAC RACING CTS-V COUPE MEDIA KIT
CONTENTS
I Don Butler — Vice President, Cadillac Marketing
II Cadillac CTS-V Coupe Road Car to Race Car
III CTS-V Coupe Race Car Development
IV Andy Pilgrim — No. 8 Cadillac CTS-V Coupe
V Johnny O’Connell — No. 3 Cadillac Racing CTS-V Coupe
VI Jim Vurpillat — Cadillac Global Marketing Director
VII Mark Kent — GM Racing Director
VIII Cadillac CTS-V and Brand Racing History
IX Cadillac: More Than a Century of Automotive Innovation and Racing
X Pratt & Miller Engineering
XI 2011 SCCA Pro Racing World Challenge GT Race and TV Schedule
XII SCCA Pro Racing World Challenge
XIII References, Web Pages, Facebook
CADILLAC COMMUNICATIONS
Brian Corbett
Cadillac Communications
Phone: 586-612-6569
E-mail: [email protected]
Twitter:@BrianCorbett3
Nick Twork
Cadillac Communications
Phone: 586-565-1001
E-mail: [email protected]
I
DON BUTLER — VICE PRESIDENT, CADILLAC MARKETING
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 such as Road Atlanta or in the concrete confines of the streets of Long
Beach, adds 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 2011 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 programmed performance settings
into our CTS-V Magnetic Ride system. Combine these features learned on the track, fold
them into technology for the everyday commuter, and you have one special road car – one
that can double as a track day racer.
The CTS-V race car thins the line between racing and road car. Luxury sports car buyers
are unique customers. They are interested and attuned to technology and how it all
comes together to complete the driving experience.
The effect of racing internally at GM is harder to measure. Unlike a race cars data
gathering system, which tells you everything the car is feeling, the red-blooded rush
that a racing program infuses into an organization is tougher to show on a linegraph. Winning is infectious, prideful and contagious. A successful motorsports
program gives everyone at Cadillac the family pride of 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.
See you at the track,
Don Butler
Vice President, Cadillac Marketing
II
CADILLAC CTS-V COUPE ROAD CAR TO RACE CAR
The Cadillac CTS-V Coupe Race Car was developed in 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 pounds; the road car is 4,222 pounds. Under the hood lies a 6.2L V-8 that
is restricted, per SCCA World Challenge rules, to deliver 460 horsepower (343 kW). The 0-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, enhances the
vehicle’s handling and braking capabilities in racing conditions.
The production CTS 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 rearwheel 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 Swan Neck supported deck-lid
spoiler helps balance the horsepower on the Pirelli tires in the turns. Stopping
the racer are Brembo brakes, similar to those on the production car.
II
CADILLAC CTS-V COUPE ROAD CAR TO RACE CAR
Cadillac CTS-V Race Car Detail
• Cadillac CTS-V Coupe body produced at Lansing Grand River (Mich.)
• Cadillac CTS-V Coupe body produced at Lansing Grand River (Mich.)
• 6.2L, 90-degree V-8 with aluminum block and heads, 460 hp@5400 rpm (restricted per SCCA), torque
477 lb.-ft., developed by GM Powertrain, built by Katech Engine Development
• Sequential six-speed transmission, no-lift shift
• Limited-slip differential with 3.00 final drive
• Brembo brakes, six-pot front with 355mm rotors, four-pot rear with 328mm rotors
• BBS 12-in. x 18-in aluminum rear wheels and 11 in. x 18 in. front wheels
• 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 unitized 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 unitized body
construction
Reinforced production unitized body with race-designed safety cage
Weight
4,222 lbs.
3,200 lbs. with mandated competition ballast, 50/50 weight
distribution
Engine
6.2L Supercharged V-8 (RWD); 556 hp @ 6100 rpm; torque
551 lb.-ft.@ 3800 rpm
6.2L, 90-degree V-8 with aluminum block and heads; 460 hp @ 5400;
torque 447 lb. –ft. @ 4400 rpm
Transmission
Six-speed manual
Sequential six-speed transmission, no-lift shift
Differential
Locking rear, 4.15 final drive
Limited slip differential, 3.00 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 in. aluminum alloy
BBS 12 in. x 18 in.” aluminum rear wheels with 11 in. x 18 in. fronts
Tires
Michelin Pilot Sport PS2 performance tires
Pirelli racing slicks, front 305/645 x 18, rear 315/675 x 18, series spec
Steering
ZF Servotronic® 2, speed-sensitive, power assisted rack-andpinion; 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
Seating
Heated and ventilated driver and front passenger RECARO
14-way power-adjustable performance seats
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; AM/FM/RDS4/MP3/ DVD with USB audio connectivity
and steering wheel controls and XM Satellite Radio
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 Coupe 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 would make the race car successful on
not only natural road courses, such as 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. Aug. 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 ensure 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, 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, the force managed by the imposing rear deck-lid spoiler.
On Sept. 30 the clay molds were finished and production began. The first body was
completed Oct. 27.
Pratt & Miller’s, years of racing and winning with Cadillac and Corvette gave the
group, based in New Hudson, Mich., a large database to draw from. Determining
how the car would 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 Dec. 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 Jan. 16 at 3 a.m. The car
hit the track the next morning.
Before leaving, the team performed a Lap Time Simulation 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.
III
CTS-V COUPE RACE CAR DEVELOPMENT
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 to make, typical of a first shakedown.
Meanwhile, back in the Pratt & Miller Shop, the rest of the team was working feverishly on the No. 3
O’Connell car.
Thirty-two days later, the Cadillac squad returned to Sebring Feb. 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 more than 800 miles on both the long Sebring layout and
the tighter North Course.
June 2010
July 10
July 15
July 29
August 1
August 2
August 5
August 11
August 15
August 25
Sept. 2
Sept. 5
Sept. 13
Sept. 25
October 1
October 22
November 1
CTS-V racing program kicked-off
Begin Computational Fluid Dynamics to
access aero data
Initial engineering data reviewed on
Coupe body-in-white structure
Body-in-white arrives and structural
welding begins, with roll cage mock-up
Final review of roll cage structure
Chassis mounted on surface plate for
initial manufacturing
Clay modeling of key components begins
Chassis build panels arrive from Lansing
Suspension travels complete
GM Design sign off on styling
Roll cage mock-up complete ready for
complete weld-in
Engine mounting and Xtrac transmission
and differential placement complete
Body casting complete
Suspension initial design complete
Body removed from surface plate, second
body mounted chassis’ built concurrently
Fabrication of stock suspension
components to race ready finalized
Engine received for mock-up in car with
transmission and differential
November 1
November 1
November 4
November 10
November 20
November 27
November 30
December 3
December 23
Chassis 01 complete
Fuel cell mounted
Chassis 01 back from paint
Lexan windows mounted
Wheels mounted and car on ground to
check for interference
No. 8 (01) car sent to paint and
graphics for photo shoot (body)
Electrical harness introduced to car
No. 3 (02) build accelerates
Chassis 01 completed for Cadillac
photo shoot
January 7
CTS-V Race Car unveiled at North
American International Auto Show
January 13
Pilgrim seat, pedals and steering
fitting
January 16
Differential arrives
January 16
Test car ready for first shake down run
January 17
January 24
February 10
February 20-21
First on track test at Sebring
International Raceway Chassis 02
Show car returned to Pratt & Miller
O’Connell seat, pedals and steering
fitting
Second test at Sebring, long and short
course runs
IV
ANDY PILGRIM — NO. 8 CADILLAC RACING CTS-V COUPE
Birthdate: August 18, 1956
Birthplace: Nottingham, England
Residence: Boca Raton, Fla.
Web site: www.andypilgrim.com
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.
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 1980s, American companies were hiring British programmers and Pilgrim knew
this was an opportunity of a lifetime. His first U.S. contract job was with General Motors,
working for the Pontiac Motor Division in Pontiac, Mich. 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 to
date in his professional racing career.
During the past 15 years, Pilgrim has been a factory driver, racing BMWs and
Porches, then onto GM Racing in Corvettes, Pontiacs and Cadillacs. Most recently he
drove for K-PAX Racing in the SCCA World Challenge GT 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 is also very active outside of racing. Through the Andy Pilgrim
Foundation he has recently released The Driving Zone 2 DVD. The Driving
Zone DVDs are 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 to talk about, the virtues of safe driving. He is
also passionate about motorcycles and owns a software company.
IV
ANDY PILGRIM — CAREER HIGHLIGHTS
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 Manufacturer title; 2006 Finished all but one race in the top 10, with five
top-five finishes and four podiums. Finished season third in the driver’s championship. Broke
a 10-year (29-race) series winless streak with a victory at Road Atlanta; 2005 Earned first
GT driver’s 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. His efforts also helped propel Cadillac to the SPEED GT Manufacturer
Championship; 2004 Made impact as one of General Motors’ Cadillac CTS-V program
pilots, earning a podium (second 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-five 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, he recorded four wins, 11 topfives, 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, he 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 unprecedented.
V
JOHNNY O’CONNELL — NO. 3 CADILLAC RACING CTS-V COUPE
Birthdate: July 24, 1962
Birthplace: Poughkeepsie, N.Y.
Residence: Flowery Branch, Ga.
Family: son Canaan, daughter Kelly
Web site: www.johnnyoconnell.com
Johnny O’Connell, known immediately for his blaze of red hair, began his stint with Cadillac in the
CTS-V Sedan racer in 2004 with one start at Road Atlanta, finishing ninth. In 2006, O’Connell made
three starts at the streets of St. Petersburg (finished second), Mid-Ohio (21) and Infineon (12). This
season will be O’Connell’s first opportunity to compete in a full schedule of World Challenge races.
In addition to his duties on the track, O’Connell will also be a member of the ALMS TV broadcast
team for 2011.
O’Connell is recognized as one of North Americas most talented and versatile racing drivers.
His racing career began in single-seaters. Competing professionally for the first time in the
Formula Atlantic series in 1987, he won five races en route to the championship and Rookie
of the Year honors. Success followed in the road racing arena, where O’Connell scored a
class victory in the 12 Hours of Sebring in 1993, an overall win in 1994 and another class
victory in 1995. He also won his class at the 24 Hours of Le Mans in 1994 in his first
outing in the prestigious endurance race.
O’Connell subsequently ran a season of Indy Cars and then returned to sports car
racing with Panoz in the late ‘90s. He joined the factory Corvette effort in 2001,
scoring an overall victory in the 24 Hours of Daytona in his first race behind the
wheel of the Corvette C5-R, followed by Corvette Racing’s first class victory at
the 24 Hours of Le Mans. He helped GM’s factory team capture eight straight
manufacturer titles and shared the drivers championship for the GTS class with
teammate Ron Fellows in 2003-04. In 2008, O’Connell and teammate Jan
Magnussen dominated the GT1 class, scoring eight wins en route to the class
championship. O’Connell became the all-time leader in Sebring victories
with his seventh career win on the historic circuit.
O’Connell notched his record-setting eighth Sebring win in the seasonopening race in 2009, and then became the first American to score
four class wins in the 24 Hours of Le Mans. He made a seamless
transition to the GT2 class, finishing as runner-up in the competition
debut of the GT2 Corvette C6.R at the Mid-Ohio Sports Car Course in
August. He was third in the next round at Road America, and scored
Corvette Racing’s first GT2 win at Mosport, in his record-setting
100th career ALMS start.
V
JOHNNY O’CONNELL — CAREER HIGHLIGHTS
O’Connell is coming off of a Hall of Fame career with the Chevrolet Corvette American Le Mans Series
(ALMS) team. He is a three-time ALMS GT1 champion. He has 38 career ALMS wins, a record eight Sebring
12-hour class victories, holds ALMS records for most starts (102), most podium finishes (80), most topfive finishes (93), and most top-10 finishes (100). He is also in a quest this June to take over the most
24 Hours of Le Mans starts by an American from famed gentleman racer Mastin Gregory, who has 16
Le Mans starts. O’Connell holds a black-belt in Karate and uses martial arts as a significant part of his
training regimen. He also conducts an annual charity auction at Road Atlanta to benefit senior citizens
and research on Alzheimer’s disease.
2010 Challenging year in GT with Corvette, posted a best finish of fifth on the season and ending
the year ninth in the GT points standings; 2009 Won class in Sebring 12-hour race for record
eighth time; won GT1 in 24 Hours of Le Mans, the first American driver to score four Le Mans
victories; finished second at Mid-Ohio in competition debut for GT2 Corvette C6.R; scored first
victory for Corvette Racing in GT2 at Mosport in his record 100th career ALMS start;
2008 Won ALMS GT1 championship (with Jan Magnussen) for third time; eight ALMS
victories including Sebring 12-hour and 1,000-mile Petit Le Mans endurance races and
career-high three fast qualifiers; runner-up in GT1 class at 24 Hours of Le Mans for
second consecutive year with Corvette; 2007 Runner-up in ALMS GT1 championship,
three ALMS wins, second in GT1 at 24 Hours of Le Mans with Corvette; 2006 Fourth in
ALMS GT1 championship, one ALMS win, one ALMS pole with Corvette; 2005 Runnerup in ALMS GT1 championship, three ALMS wins with Corvette, first ALMS pole;
2004 American Le Mans Series GTS co-champion, five ALMS wins with Corvette;
2003 American Le Mans Series GTS co-champion, three ALMS wins with Corvette;
2002 Seven ALMS wins with Corvette; 2001 Overall winner in 24 Hours of
Daytona, five ALMS wins with Corvette; 1999-2000 One win in American Le
Mans Series with Panoz; 1996 Indy Racing League season driving a Reynard;
1997-98 One win in PSCR World Sports Car Championship in a Hawk and
Panoz; 1995 GT1 class winner in 12 Hours of Sebring with Nissan;
1994 Two wins in IMSA GTS, overall win in 12 Hours of Sebring with
Nissan; 1993 GTS class winner in 12 Hours of Sebring with Nissan;
1991-1993 Two wins in IMSA GTO Nissan; 1989 American Racing
Series, one win; 1988 Formula Atlantic West, posted one win;
1984-85 Jim Russell Racing School champion; 1987 Formula Atlantic
West champion and Rookie of the Year with five wins.
VI
JIM VURPILLAT — CADILLAC GLOBAL MARKETING DIRECTOR
Returning to racing in the SCCA World Challenge GT Series is a great way to demonstrate the performance
and capability of our CTS-V Series Coupe, Sedan and Wagon – the world’s fastest family of cars – and
Cadillac as the new standard of the world.
The race cars in this series are production-based, which allows us to take on our competitors on the
track, not just the showroom.
We started with a strong foundation. The CTS-Vs all feature a supercharged 6.2L V-8 delivering
556 horsepower (415 kW) and 551 lb.-ft of torque (747 Nm). Power is delivered to the rear wheels
through either a standard six-speed manual or a six-speed automatic transmission. Other highperformance features include standard Magnetic Ride Control that can read and react to the road
1,000 times a second, Brembo brakes, and 19-inch forged-aluminum wheels with Michelin Pilot
Sport PS2 tires.
The CTS-Vs have collected numerous awards, including:
•Edmunds Inside Line Most Wanted Awards for 2011 (CTS-V Wagon)
•Car and Driver 10Best List for 2011 (CTS-V Sedan, Coupe and Wagon)
•Automobile Magazine 2011 All-Star (CTS-V Wagon)
•MSN Autos Editors Choice Award for 2010 (CTS-V Wagon)
•AutoWeek Best of the Best Car for 2011 (CTS-V Coupe)
•Motor Authority Best Performance/Luxury Car to Buy for 2011
(CTS-V Coupe and Wagon).
•Internet Car of the Year (Pros Pick) for 2010 (CTS-V Coupe)
•Esquire Car of the Year Awards for 2010: Best Domestic Car
(CTS-V Coupe)
The V-Series is emerging as a very important element in the Cadillac arsenal,
and the race car only adds to our firepower.
We plan to utilize the SCCA Challenge GT racing series to reaffirm the CTS-V
Series performance credentials, and build awareness, enthusiasm and
recognition among the media and public.
VII
MARK KENT — GM RACING DIRECTOR
What you will see on the track for the 2011 season is the product of the same team responsible for Cadillac’s
very successful racing program with the Cadillac CTS-V Sedan in the World Challenge Series from 2004 to
2007. The team is composed of GM Racing, Cadillac designers and engineers, Katech Engine Development
and Pratt & Miller Engineering. When the opportunity arose to return to the World Challenge Series with the
Cadillac CTS-V Coupe, it was an easy decision to re-engage these outstanding groups of individuals.
Our team took the strong performance attributes of the production Cadillac CTS-V Coupe and started
a development process that encompassed everything we have learned on the competition side.
Because of the compressed time frame available for vehicle design, build and development, the team
relied heavily on many of the same computer-based design and analysis tools used to develop
the production version for the race car. The result of this accelerated process is a great-looking
Cadillac CTS-V Coupe Race Car that combines the dramatic design and strong underpinnings of
the production Cadillac CTS-V with the modifications required to allow it to compete in the World
Challenge Series.
We are looking forward to a season of great competition. With the deep field of tough
competitors, wins won’t come easy. And you can’t win with just a great car. You need great
drivers too. Therefore, we’ve enlisted Andy Pilgrim and Johnny O’Connell to pilot the new
Cadillac CTS-V race cars. These long-time GM Racing drivers are gentlemen outside the
car and lions behind the wheel. These men are proven winners and they are up to the task
of advancing the performance pedigree of the Cadillac CTS-V in 2011.
Pratt & Miller Engineering will field the two-car Cadillac Racing team. With a resume of
poles, wins and championships in many racing disciplines, they are ready to uphold
Cadillac’s world-class performance credentials.
VIII
TEAM CADILLAC CTS-V AND BRAND RACING HISTORY
Cadillac’s racing history was born at Sebring International Raceway on March 16, 2004. Two CTS-V Sedans
took to the track for their first SCCA Pro Racing World Challenge GT race, celebrating the brand’s entry into
professional sports car racing. At the wheel that day were Andy Pilgrim and Max Angelelli. A very hopeful
beginning, filled with anticipation for the program’s debut, almost fizzled on the starting line. As the green
flag was about to drop, Pilgrim, from his second row starting position, stalled his CTS-V Sedan. While
teammate Angelelli raced off into the lead, Pilgrim re-fired his four-door and took off after the field.
In less than six-laps he passed the entire GT field, setting the fastest lap of the race, and caught his
teammate who was leading, making it a commanding, statement-making, Cadillac one-two finish.
The inaugural CTS-V World Challenge GT season witnessed Angelelli finishing third in the season
ending Driver’s Championship, with Pilgrim fifth. In 2004 the team posted two wins at Sebring
International Raceway and Road Atlanta. The two wins were supported by three pole positions
that year. GM’s John Heinricy made one start at Mid-Ohio and finished third.
Cadillac won the double in 2005 with the Manufacturer’s Championship and Pilgrim won the
Driver’s Championship; teammate Max Papis finished fifth. Pilgrim won the championship on
consistency, posting no wins, but finishing on the podium three times while amassing eight
top five finishes. Papis raced to two wins, Road Atlanta and the season ender at Laguna
Seca with GM’s John Heinricy competing at Mid-Ohio and Portland.
Pilgrim drove to a third-place finish in the Driver’s Championship in 2006 on the
strength of his win at Road Atlanta. He also filed podium finishes at Sebring, Infineon
Raceway in Sonoma, Calif., and Miller Motorsports Park in Utah. The team shuffled
drivers Ron Fellows, Johnny O’Connell and Max Angelelli through the seat of the
team car. Fellows drove to a win at Long Beach and also had podium finishes at
Mosport in Toronto and Road Atlanta. O’Connell had a second-place run at the
Streets of Long Beach, while Angelelli’s year was highlighted by a third-place
finish at Laguna Seca.
Pilgrim and newcomer Lawson Aschenbach helped Cadillac to their
second anufacturer’s title on the strength of wins by Pilgrim at Lowe’s
Motor Speedway in Charlotte, N.C. and Laguna Seca in Monterey, Calif.
Aschenbach won at Road Atlanta and had podium finishes at Sebring,
Lowe’s Motor Speedway, Watkins Glen, N.Y., Mid-Ohio, and Mosport,
finishing the season third in the driver’s standings.
The 2007 season marked the end of the CTS-V Sedan racing era
and would see the program take a four-year hiatus. In the period
from 2004 to 2007, the team won a manufacturer’s championship
(2005), a driver’s championship (Andy Pilgrim, 2005), 10 wins,
seven pole position starts and 36 podium finishes, including wins.
VIII
TEAM CADILLAC CTS-V AND BRAND RACING HISTORY
2004
TRACK
Sebring
Lime Rock Park
Mid-Ohio
Infineon
Portland
Mosport
Mosport (2)
Road America
Road Atlanta
Laguna Seca
DRIVERS
2005
STARTED
FINISHED
Andy Pilgrim
3
2
Max Angelelli
1
1
Andy Pilgrim
6
5
Max Angelelli
5
3
Andy Pilgrim
12
7
John Heinricy
4
Max Angelelli
9
Andy Pilgrim
4
4
Max Angelelli
6
Andy Pilgrim
5
Max Angelelli
2
19
Andy Pilgrim
8
Max Angelelli
1
Andy Pilgrim
4
4
Max Angelelli
6
5
Andy Pilgrim
5
14
Max Angelelli
3
5
Andy Pilgrim
4
6
Max Angelelli
1
1
Johnny O’Connell
8
9
Andy Pilgrim
12
22
Olivier Berretta
32
17
Max Angelelli
8
7
TRACK
STARTED
FINISHED
Andy Pilgrim
4
2
Max Papis
5
5
Andy Pilgrim
5
4
Max Papis
4
13
Andy Pilgrim
7
2
3
Max Papis
2
1
6
Max Angelelli
1
3
Andy Pilgrim
4
5
22
Max Papis
3
3
4
John Heinricy
2
2
Andy Pilgrim
6
3
5
Max Papis
1
18
4
Max Angelelli
5
2
Andy Pilgrim
7
6
Max Papis
3
2
Max Angelelli
2
1
Andy Pilgrim
14
8
Max Papis
8
21
Max Angelelli
7
20
Andy Pilgrim
15
10
Max Papis
8
8
John Heinricy
23
11
Andy Pilgrim
6
4
Max Papis
3
22
Andy Pilgrim
10
4
Max Papis
3
16
Ron Fellows
5
1
Andy Pilgrim
12
4
Max Papis
2
1
Max Angelelli
10
2
Sebring
St. Petersburg
Road Atlanta
Mid-Ohio
Cleveland
Lime Rock Park
Infineon
Portland
Denver
Mosport
Laguna Seca
DRIVERS
VIII
TEAM CADILLAC CTS-V AND BRAND RACING HISTORY
2006
TRACK
Sebring
St. Petersburg
Long Beach
Mid-Ohio
Infineon
Miller Motorsport Park
Road America
Mosport
Road Atlanta
Laguna Seca
DRIVERS
2007
STARTED
TRACK
FINISHED
Andy Pilgrim
5
2
Max Angelelli
6
16
Andy Pilgrim
6
8
Sebring
Long Beach
STARTED
FINISHED
Andy Pilgrim
DRIVERS
4
6
Lawson Aschenbach
5
2
Andy Pilgrim
2
2
8
11
Johnny O’Connell
4
2
Lawson Aschenbach
Andy Pilgrim
4
7
Ron Fellows
1
26
Ron Fellows
5
1
Andy Pilgrim
14
11
Andy Pilgrim
7
5
Lawson Aschenbach
7
6
Johnny O’Connell
5
21
4
1
Andy Pilgrim
3
3
Lawson Aschenbach
14
2
Johnny O’Connell
5
4
Andy Pilgrim
1
4
Andy Pilgrim
5
3
Lawson Aschenbach
3
2
Ron Fellows
6
4
Andy Pilgrim
4
4
Andy Pilgrim
7
7
Lawson Aschenbach
8
6
Ron Fellows
6
20
Ron Fellows
3
2
Andy Pilgrim
2
21
Andy Pilgrim
6
4
Ron Fellows
1
3
Lawson Aschenbach
5
3
Andy Pilgrim
2
1
Andy Pilgrim
5
4
Ron Fellows
6
3
Lawson Aschenbach
1
2
Max Angelelli
5
22
Ron Fellows
4
21
Andy Pilgrim
9
8
Andy Pilgrim
2
7
Johnny O’Connell
6
12
Lawson Aschenbach
4
1
Max Angelelli
3
3
Ron Fellows
6
2
Andy Pilgrim
2
1
Lawson Aschenbach
8
6
Ron Fellows
4
7
Miller Motorsports Park
Lowe’s Motor Speedway Andy Pilgrim
Watkins Glen
Toronto Grand Prix
Mid-Ohio
Mosport
Road Atlanta
Laguna Seca
IX
CADILLAC – MORE THAN A CENTURY OF AUTOMOTIVE INNOVATION AND RACING
Cadillac’s groundbreaking Cadillac CTS-V race car is in keeping with the division’s high standards. The
marque has had a strong impact on design, technology and popular culture. From magnificent V-16
engines and computer-controlled suspensions to soaring tail fins and quad headlamps, Cadillac has set
the standards in bold design and ingenious technology.
Features that are now taken for granted were hailed as technological breakthroughs when Cadillac
introduced them on production vehicles. The list of Cadillac innovations includes the first self-starter,
the first independent front suspension and the first synchronized transmission. Cadillac raised the
bar in powertrains with elegant V-8, V-12 and V-16 engines. Cadillac also introduced America’s first
transverse-V-8/front-wheel drive automobile.
Cadillac’s reputation for innovation reaches back to the first Cadillac automobile completed
by company founder Henry M. Leland on Oct. 17, 1902. With a background in manufacturing
firearms and fine tools, Leland brought a passion for precision to the fledgling automotive
industry. His first single-cylinder Cadillac engine produced a then-astounding 10 horsepower,
easily surpassing the output of his rivals’ powerplants. With variable intake valves and rackand-pinion steering, Leland’s Cadillac Model A was a technological tour de force. The public
responded to this advanced design; in spite of the Model A’s princely $750 price tag, the
first production run sold out at the 1903 New York Automobile Show.
Leland imported precision gauges from Sweden that allowed Cadillac craftsmen to
manufacture components with standardized dimensions. In 1908, Cadillac became
the first American automaker to win the Royal Automobile Club of Great Britain’s
prestigious Dewar Trophy for significant automotive advancements. Three
randomly selected Cadillacs were disassembled, their parts scrambled, and the
three vehicles reassembled using only hand tools. A 500-mile road test proved
the interchangeability of each car’s 721 components. With this impressive
demonstration, Cadillac became the benchmark in automotive technology.
The pace of progress accelerated rapidly for Cadillac and the automobile
industry. In 1910, Cadillac introduced closed bodywork as standard
equipment and offered Delco’s new coil and point ignition system, a major
improvement over unreliable magneto ignitions.
Two years later, Cadillac became the first automaker to use a
sophisticated Delco electrical system that combined self-starting,
ignition and lighting functions. The Royal Automobile Club awarded
Cadillac the Dewar Trophy for the second time, making it the first
car company to win the award twice, and honored Cadillac as “the
standard of the world.”
IX
CADILLAC – MORE THAN A CENTURY OF AUTOMOTIVE INNOVATION AND RACING
Cadillac’s tradition of great powertrains began in 1915 with the introduction of the first mass-produced V-8
engine. This powerplant used a thermostat to control the flow of coolant, an innovation that was universally
adopted by other manufacturers. The engine, clutch and gearbox were bolted together to form a single
assembly.
Ten years later, Cadillac made another breakthrough in engine technology with a dual-plane
V-8 crankshaft. By arranging the connecting rod journals at 90-degree intervals and adding
counterweights to the crankshaft, Cadillac engineers produced a perfectly balanced V-8 engine with
exceptional smoothness.
The redesigned Cadillac V-8 signaled the beginning of an era of impressive multi-cylinder engines.
In 1930, Cadillac introduced the world’s first V-16 engine for passenger car use. With overhead
valves, hydraulic lash adjusters, twin carburetors, dual exhaust and an elegant exterior design,
the V-16 made an unmistakable statement about Cadillac’s standing among the world’s finest
automobiles. The 452-cubic-inch V-16 delivered 160 horsepower, while a V-12 version
introduced in the same model year produced 135 horsepower from 368 cubic inches.
The Cadillac multi-cylinder motors were more than engines; they were automotive art.
Cadillac advertisements heralded them as “Works of the Modern Masters” and described
the V-16 as “the very finest of its kind.” That was no hollow boast. The motoring press
hailed the V-16 as “the last word in automotive design in America.” The public agreed,
but as the Great Depression descended, few could afford luxury motor cars.
Cadillac’s exquisite engines were coupled with a fully synchronized transmission
design that debuted in 1929. The Cadillac “Synchro-Mesh Silent-Shift” transmission
employed bronze cones to match the gear speeds while shifting. The days of
double clutching and noisy gear changes were over for Cadillac drivers, and the
standard of the world was raised another notch.
Manual gear changes could be eliminated altogether with the introduction of
Cadillac’s optional fully automatic transmission in 1941. Pioneered in 1940 by
Oldsmobile, Cadillac’s General Motors sister division, the Hydra-Matic fourspeed automatic employed a fluid coupling and a hydraulic “brain” that
controlled gear changes.
Research on high-performance aircraft engines during World War II
paid a peace dividend when high-octane gasoline became available.
Cadillac engineers designed a new high-compression engine that
took advantage of the power-enhancing properties of this new
fuel. In 1949, Cadillac introduced the first modern mass-produced
overhead-valve V-8. Rated at an astounding 160 horsepower,
the 331-cubic-inch Cadillac V-8 featured a short stroke and
lightweight construction. It weighed 200 pounds less than the
flathead V-8 it replaced.
IX
CADILLAC – MORE THAN A CENTURY OF AUTOMOTIVE INNOVATION AND RACING
Racers quickly recognized the advantages of the new Cadillac powerplant. Famed Indy driver Paul Russo
won the 1949 Milwaukee 100 stock car race in a Cadillac, and Red Byron finished third in the 1950
NASCAR Southern 500 in Darlington, S.C. Gober Sosebee took the pole position and finished second in a
100-mile NASCAR Grand National race on a half-mile dirt track in Columbus, Ga., in June 1951.
In 1952, Buck Baker won a 250-mile race in NASCAR’s Speedway division in a Cadillac-powered Indystyle car, and Tom Deal’s Cadillac finished second in the La Carrera Panamericana road race in Mexico.
Cadillac engines powered Briggs Cunningham’s limited-production sports cars and made the Englishbuilt Allard J-2 the car to beat on road courses from Watkins Glen, N.Y., to Pebble Beach, Calif.
Cadillac even traveled the long and winding road to Le Mans, France, the home of the 24 Hours of
Le Mans endurance race. Briggs Cunningham, a well-heeled sportsman and racing enthusiast,
led the way. His American-based team brashly entered a pair of Cadillacs in the 1950 edition
of Europe’s classic road race. The first was a stock-bodied 61 Series coupe and the second
a stunning rebodied chassis that was affectionately named “Le Monstre” by the astonished
French fans. Cunningham’s fresh-from-the-showroom Cadillac finished 10th; his aerobodied creation posted a respectable 11th-place finish in spite of an excursion into a gravel
trap. A Cadillac-Allard J2 entry, driven by Tom Cole and Sydney H. Allard, finished third
overall and first in the over-8000 cc class.
In addition to engineering excellence, expressive styling was a lynchpin of Cadillac’s
image. The custom-built coachwork of the classic era gave way to extravagantly
sculptured sheet metal. GM introduced the industry’s first curved windshields in
1948, and the first tail fin made its modest debut on a Cadillac. Inspired by the
twin rudders on Lockheed P38 aircraft, the tail fin would become a defining
characteristic of Cadillac automobiles for decades.
The exuberance of the ’50s found expression in Cadillac’s ultra-luxurious
1957 Eldorado Brougham, a memorable automobile that introduced the quad
headlamp system, a brushed stainless steel roof panel, a power seat with
memory, automatic door locks, low profile tires, forged aluminum wheels
and air suspension. Like other Cadillac models, the Brougham featured
a foot-operated parking brake that automatically released when the
transmission was shifted into gear. The tail fin reached its apogee on
1959 models, which sported the tallest fins in Cadillac history.
Cadillac continued to refine the driving experience in the ’60s by
making comfort and convenience top priorities. Self-adjusting brakes
were adopted in 1960, and Cadillac introduced Climate Control
in 1964, the industry’s first thermostatically regulated heating,
ventilating and air conditioning system. Cadillac’s new Twilight
Sentinel automatically turned on the headlamps at dusk, and an
adjustable steering wheel that tilted and telescoped appeared
on Cadillac models in 1965.
IX
CADILLAC – MORE THAN A CENTURY OF AUTOMOTIVE INNOVATION AND RACING
Cadillac also made strides in safety over the decades. In 1954, Cadillac’s innovative padded dashboard
was seen as a state-of-the-art safety device. Ten years later, front seat belts became standard Cadillac
equipment. Computerized anti-lock rear brakes were introduced as optional equipment in 1971, and in
1974, Cadillac pioneered the use of an air cushion restraint (air bag) system to help protect the driver in
a frontal collision.
With the development of microprocessors, electronically controlled systems opened new avenues
for Cadillac engineers. In 1975, Cadillac became the first U.S. manufacturer to use electronic fuel
injection. The 1978 Seville was equipped with a trip computer, and two years later integrated
circuits took charge of fuel injection, ignition and vehicle diagnostics. Cadillac introduced the
first front-wheel-drive vehicle with electronic traction control in 1990. Other advances in digital
technology were quickly adapted to Cadillac vehicles, with a computer-controlled suspension
system and speed-sensitive steering introduced in 1993.
The sophisticated OnStar communication service debuted on three Cadillac models in 1997,
combining Global Positioning System (GPS) technology, cellular telephone communications
and 24-hour customer assistance. Night Vision, the first automotive application of infrared
technology, bowed on the 2000 DeVille. This system uses infrared imaging to allow the driver
to “see” the heat emitted by humans, animals and moving vehicles even in darkness.
Powertrain technology has also changed since the days of the V-16 engines. The
carburetors and overhead valves that were cutting-edge technology have been
supplanted by electronic fuel injection, multi-valve cylinder heads and double
overhead camshafts. In 1992, Cadillac unveiled the 4.6-liter Northstar V-8, the first
member of a new family of GM Premium V engines. GM Racing, the technical arm
of GM’s motorsports program, developed several competition versions of the
Premium V engine, including a twin-turbocharged Northstar V-8 that powered
the Cadillac Northstar Le Mans Prototype in the American Le Mans Series.
The small-block V-8s that power the production CTS-V and the CTS-V race
car are among the most powerful small-block engines ever produced. The
transmissions in the CTS-V race cars use a synchronizer design developed
by Cadillac years ago as “Silent Shift,” although the original bronze
synchronizer pads are replaced with carbon composite material in the
modern version.
In 2004 Cadillac entered the ultra-competitive SCCA Pro Racing World
Challenge GT Championship with the CTS-V Sedan. From their debut
in 2004 to 2007, Team Cadillac CTS-V Sedans won a Manufacturer’s
Championship (2005), a Driver’s Championship (Andy Pilgrim,
2005), 10 victories, seven pole position starts and 36 podium
finishes, including wins.
Cadillac is ready to add another chapter to its storied racing
history with the 2011 incarnation of the CTS-V Coupes,
helping to reaffirm its position in the marketplace as the New
Standard of the World.
X
PRATT & MILLER ENGINEERING
Founded in 1989 by Gary Pratt and Jim Miller, Pratt & Miller Engineering has evolved from a small business
designing and building race cars into an international engineering powerhouse. Today Pratt & Miller is
recognized around the world as a formidable force in both motorsports and high-level engineering. The
company adheres to the mantra Design, Develop, Build, Race, Win.
The company’s racing achievements include multiple wins and championship titles at the most
prestigious production-based racing events in America and Europe: the 24 Hours of Le Mans, Rolex 24
at Daytona, Sebring 12-hour, and many more.
The Pratt & Miller team has played a key role in eight consecutive GT1 manufacturer and team
championships for Chevrolet and Corvette Racing in the American Le Mans Series. With design,
fabrication and trackside support provided by Pratt & Miller, the Corvette factory team has scored
72 victories in 102 races, including an overall win in the 2001 Daytona 24-hour race and five GT
titles in the 24 Hours of Le Mans. Pratt & Miller implemented Cadillac’s factory race program
in the SCCA World Challenge GT that delivered manufacturers’ and drivers’ championships
and changed the public’s perceptions of GM’s premium brand. Pratt & Miller-built Pontiacs
earned team, manufacturer and driver championships in the Grand-Am Rolex Sports Car
Series, while privateer teams using Pratt & Miller-prepared vehicles have won races and
championships across Europe.
XI
2011 SCCA PRO RACING WORLD CHALLENGE GT RACE AND TV SCHEDULE
March 25-27
Streets of St. Petersburg, FL*
VERSUS, Saturday, April 9 at 4:30 p.m. ET
April 15-17
Streets of Long Beach, CA
VERSUS, Saturday, April 30 at 2:30 p.m. ET
April 29 - May 1
Larry H. Miller Dealerships Utah Grand Prix
VERSUS, Saturday, June 18 at 3 p.m. ET
May 20-22
Mosport Grand Prix, Toronto*
VERSUS, Saturday, June 18 at 3 p.m.
August 5-7
Mid-Ohio Sports Car Course, Lexington, OH*
VERSUS, Saturday, August 20 at 5 p.m. ET
August 26-27
Infineon Grand Prix, Sonoma, CA*
VERSUS, Sunday, September 18 at 3 p.m. ET
September 16-18
Mazda Raceway Laguna Seca, Monterey, CA
VERSUS, Saturday, October 29 at 1 p.m. ET
Sept. 28 - Oct.
Petit Le Mans at Road Atlanta
VERSUS, Saturday, October 29 at 1 p.m. ET
*Denotes double race weekends
XII
SCCA PRO RACING WORLD CHALLENGE
The SCCA Pro Racing World Challenge GT Championship comprises a 12-race schedule held at eight different
tracks. The production based series includes participation from manufacturers such as Cadillac, Porsche,
Chevrolet, Volvo and others. The GT class is World Challenge’s highest prize.
The purpose of the World Challenge Championships is to provide teams, manufacturers and aftermarket
suppliers with a competitive, production-based race series for proving their products.
There is a 50-minute time limit for every race, with the number of laps and total distance determined
by track configuration, lap times and race conditions.
Cars that have been homologated for competition in the World Challenge Series are eligible for a fullyear of competition from the time they are homologated until that particular body style has been out
of production throughout the world for four years. After a body style has been out of production for
four years, it may continue to compete in no more than of five races total with a single driver, for
an additional three years.
To keep the competition close within the World Challenge series, competition adjustments will
be made to a vehicle model when deemed necessary. Competition adjustments will primarily
be done through adjustments to the base weight, the engine speed limit and/or the required
restrictor size.
Rewarding of Equalizing Weight Assigned to Reduce Driver Sensitivity, referred to
as “REWARDS Weight,” is a weight equalization system based on the addition and
subtraction of ballast weight, based on the finishing position of individual drivers in
the previous race(s). The goal of the REWARDS System is to provide close on-track
competition among a diverse variety of cars in the top third of the field. REWARDS
System weight adjustments are in effect for the next race in which a driver
competes in the same class. The maximum additional weight is 200 pounds in
GT and GTS and 150 pounds in Touring Car.
Since 1944, SCCA has championed one mission: to bring motorsports to the
masses of American men and women who are passionate about automobiles,
speed and competition. From national championships to regional events,
whether professional or amateur, SCCA exists to organize, support and
develop auto racing at every level and provide an outlet for fans to get out
of the armchair and into the action.
So, whether the passion is autocrossing, rallying or road racing, SCCA
appeals to both professionals as well as weekend warriors.
XIII REFERENCE, WEB PAGES, FACEBOOK
Cadillac news, vehicle press kit, photos, videos: www.media.cadillac.com
Production information: www.cadillac.com
Global media information: www.media.gm.com
Race Series information: www.world-challenge.com
Engineering: www.prattmiller.com
Drivers: www.andypilgrim.com; www.johnnyoconnell.com
Facebook: https://www.facebook.com/cadillac?ref=ts