In the rear suspension design, the CT6 adopts a five-link suspension evolved from a double wishbone: lateral forces are mainly exerted by the four aluminum alloy rods consisting of the upper front control arm + upper rear control arm + lower front control arm + lower rear control arm? Virtual double wishbone? The front beam / rear wheel active steering is taken care of by the steering tie rods.
4+1=5, no problem.
Also, we can notice that the suspension follows the stoutest lower front control arm's? guidance?
When encountering an obstacle, the suspension follows the thickest lower front control arm?
Compared with the BMW 7 Series and Audi A8L, which use steel instead of aluminum alloy, the CT6's wide array of aluminum alloy components not only signals that the cost of the rear suspension will not be low, but also demonstrates Cadillac's? The CT6's wide array of aluminum components both signals that the rear suspension won't be cheap and shows Cadillac's generosity.
It's not the first time we've seen a four-wheel steering system on a new luxury model, and the ARS active rear-wheel steering system on the CT6 allows the rear wheels to counter-rotate by up to 3.5 inches when turning at low speeds, reducing the minimum turning radius to 11.3 meters; when changing lanes at high speeds, the rear wheels rotate in the same direction as the front wheels to achieve a? The rear wheels rotate in the same direction as the front wheels when changing lanes at high speeds to achieve a diagonal shift. s trend, which invariably enhances stability.
And for the low-profile CT6 that is not equipped with rear-wheel active steering, the manufacturer only needs to fix the rear-wheel steering tie-rod near the end of the car body, which can be said to save effort.
In terms of subframe design, the CT6 uses ? excess material? s X-shaped aluminum subframe, similar in profile to that of the BMW 7-Series, is connected to the frame by four rubber bushings, making the Audi A8 L's steel subframe look? not enough?
In terms of the rear axle shock absorber layout, the CT6 adopts the spring-barrel one-piece design commonly used in this class, and features rearward tilt + large travel, which is conducive to absorbing bumps on the road.
But the lack of air suspension has become the CT6's biggest pain point in the entire chassis design, and indirectly contributed to the slippage of the CT6 lineup's positioning.
Of course, as the brand's flagship sedan, the CT6 uses the same fiberglass guards inside the rear wheel arches as the front wheels, and both the workmanship and the degree of wrapping are noteworthy, showing a good deal of sincerity.
But it's worth pointing out that the CT6, which has been driven for only 5,000km or so, has seen both rear shock absorbers shedding their boots and seeping oil, which raises questions about the durability of MRC's electronically-controlled magnetorheological shock absorbers.
The label shows that the shock is an MRC Electrically Controlled Magnetorheological Shock Absorber manufactured by Kyoshi Heavy Industries (BWI). The shock cylinder is filled with a special magnetorheological fluid that adjusts viscosity through changes in the electromagnetic field; together with the suspension electronic control unit, which operates 1,000 times per second, instantaneous adjustment of compression damping/rebound damping is possible, achieving a balance between sportiness and comfort.
Expand the rest of this article (1/4) 2 Five-link rear suspension with rear-wheel steering Back to top
Explanation of five-link rear suspension
The CT6 adopts a five-link suspension evolved from the double wishbone type in the rear suspension design: lateral forces are mainly exerted by the four aluminum alloy rods composed of the upper front control arm, the upper rear control arm, the lower front control arm, the lower rear control arm, and the virtual double wishbone. Virtual double wishbone? The front beam / rear wheel active steering is taken care of by the steering tie rods.
4+1=5, no problem.
Also, we can notice that the suspension follows the stoutest lower front control arm's? guidance?
When encountering an obstacle, the suspension follows the thickest lower front control arm?
Compared with the BMW 7 Series and Audi A8L, which use steel instead of aluminum alloy, the CT6's wide array of aluminum alloy components not only signals that the cost of the rear suspension will not be low, but also demonstrates Cadillac's? The CT6's wide array of aluminum components both signals that the rear suspension won't be cheap and shows Cadillac's generosity.
It's not the first time we've seen a four-wheel steering system on a new luxury model, and the ARS active rear-wheel steering system on the CT6 allows the rear wheels to counter-rotate by up to 3.5 inches when turning at low speeds, reducing the minimum turning radius to 11.3 meters; when changing lanes at high speeds, the rear wheels rotate in the same direction as the front wheels to achieve a? The rear wheels rotate in the same direction as the front wheels when changing lanes at high speeds to achieve a diagonal shift. s trend, which invariably enhances stability.
And for the low-profile CT6 that is not equipped with rear-wheel active steering, the manufacturer only needs to fix the rear-wheel steering tie-rod near the end of the car body, which can be said to save effort.
In terms of subframe design, the CT6 uses ? excess material? s X-shaped aluminum subframe, similar in profile to that of the BMW 7-Series, is connected to the frame by four rubber bushings, making the Audi A8 L's steel subframe look? not enough?
In terms of the rear axle shock absorber layout, the CT6 adopts the spring-barrel one-piece design commonly used in this class, and features rearward tilt + large travel, which is conducive to absorbing bumps on the road.
But the lack of air suspension has become the CT6's biggest pain point in the entire chassis design, and indirectly contributed to the CT6's slippery positioning.
Of course, as the brand's flagship sedan, the CT6 uses the same fiberglass guards inside the rear wheel arches as the front wheels, and both the workmanship and the degree of wrapping are noteworthy, showing a good deal of sincerity.
But it's worth pointing out that the CT6, which has been driven for only 5,000km or so, has seen both rear shock absorbers shedding their dust covers and seeping oil abnormally, which raises questions about the durability of MRC's electronically-controlled magnetorheological shock absorbers.
The label shows that the shock is an MRC Electrically Controlled Magnetorheological Shock Absorber manufactured by Kyoshi Heavy Industries (BWI). The shock cylinder is filled with a special magnetorheological fluid, which can adjust the viscosity through changes in the electromagnetic field; together with the suspension electronic control unit, which operates 1,000 times per second, it can realize instantaneous adjustment of compression damping/rebound damping, reaching a balance between sportiness and comfort.
3 Chassis detail analysis Back to top
Chassis center detail
Excluding the front and rear axle suspension parts, we can find that the CT6's chassis is roughly flat, and there is no sharp part protruding from the premise of equipping three reinforcing parts, which is worthy of recognition. However, the design of the gearbox housing being directly exposed + the lack of necessary plastic guards / chassis armor coating + various pipelines being 100% exposed under the chassis is really puzzling.
Like most FR models, the CT6's exhaust system is arranged underneath the driveshaft and is muffled by a 2-stage muffler before exiting the car. The perimeter of the exhaust piping is basically protected by aluminum heat shields to avoid heat transfer into the car.
I think that despite having a steel-aluminum hybrid frame with good rust resistance and impeccable materials for the various functional components, as a luxury model, this? s a luxury car. s workmanship is a bit too American, isn't it?
4 How does the chassis feel Back to top
How does the whole chassis feel
The impression of American cars is still stuck in the? The big boat? You still think of American cars as "big boats"? Sorry, after driving the CT6 you will dispel this idea, and even feel that the 2.0T + 10AT powertrain is too weak, the chassis potential has not been fully tapped.
Holding the finely crafted leather steering wheel, a kind of driving desire arises: the steering wheel left and right only a circle of travel, the front end can basically provide ? The steering wheel has only one turn of travel on each side, and the front of the car basically provides a sense of direction. s pointing sense, agile and powerful head dynamics can closely follow the driver's inputs, the driver can also through the feedback of the steering wheel can? The driver also knows what the front wheels are doing through feedback from the steering wheel.
The midsize luxury sedan even has a bit of a sports car flavor.
The oversized steering wheel is clearly designed to please an older age group. But surprisingly, its steering damping is very even, with a very hydraulic-assisted finesse that adds a touch of ease to the general tone of solidity, and the steering feels nimble.
Thanks to the four-wheel steering system, the new CT6, when driving aggressively, not only the front of the car can follow the steering wheel movement quickly lead the body into the corner, reverse steering rear wheels also have a kind of rear end to make the car? The rear wheels steering in the opposite direction also has a tendency to make the rear of the car move sideways. The rear wheels also have a tendency to move the rear of the car sideways, and it is as light as a dance when passing through a corner, as if the body of 5.2m has been shortened by more than half a meter, and the flexibility is impressive.
When going up the hill to split the corner, thanks to the strong steel-aluminum hybrid frame, the rigidity of the CT6's body is excellent, presenting the calm and collected manner that this class of car deserves, without any rattles.
The MRC electromagnetic suspension system, as another trump card of the CT6, enables the chassis of the CT6 to instantly change the degree of softness and stiffness, and soften the suspension the moment it presses on speed bumps and manhole covers, reducing the sense of body lift, isolating vibrations completely outside the passenger compartment, and even having a kind of ? The faster you run over it, the more stable it is. The damping of the shock absorbers is increased after passing over bumpy roads, providing plenty of high-speed driving stability.
At the same time, the MRC electromagnetic suspension also performs well on mountain passes, and the CT6's center of gravity transfer process in the curves is smooth and controllable, the usual cumbersome feeling of the 3.1m wheelbase disappears completely, and there is no sense of disconnection between the front and rear axles of the BMW 7-Series, and you can even find a hint of the playfulness of the ATS-L model in it, which is something that the vast majority of the similar models can't do.
When cruising at highway speeds, the CT6's excellent chassis geometry is on display: in a straight line, the car is very? calm? s ability to maintain a straight line, with a leisurely, old-fashioned American sedan-like quality within a slight deficit at the wheel, makes it easy to travel thousands of miles a day.
Good straight-line driving doesn't mean the CT6 is unsuitable for high-speed lane changes: as soon as the steering wheel is out of the open area, the MRC electromagnetic suspension stiffens quickly and the front axle easily pulls the front end of the car? The front axle easily pulls the front end of the car in the desired direction. in the desired direction, and the rear can follow suit in a fraction of the time. Changing lanes at highway speeds in the CT6 is definitely safe and fun.
As already mentioned, the CT6 chassis is ? tightness? Not as tough as its German rivals, the CT6 is more in pursuit of an American luxury flavor that is targeted, stable and tough. This and the ground as if separated by a layer of rubber candy like? Toughness? , in the entire luxury car world seems particularly precious. Without the need for a delicate air suspension, the CT6 uses only the most basic springs to create a ride that is as impressive as that of the 7 Series.
While some may find the CT6's e-brake stiff and hard to apply, it's really just that they're not used to it. As long as you step on the first part of the power stroke, the CT6's braking force is very linear and controllable, without the kind of ? The brake pedal suddenly sinks? s emptiness, and the driver has a good idea of how much grip is left in the individual tires and brings the car to a firm stop at a distance less than expected.
In my opinion, the CT6's brake nod is one of the milder in its class. The entire car is able to pivot on the rear suspension, with the stiffened front suspension resisting the powerful braking of the 2 Eagle F1 performance tires, and the front end hardly feels like it's sinking when you're in the car.
It's no exaggeration to say that the CT6's chassis has been the chassis of luxury cars for the past 10 years. wind vane?
With a real-world price of around 40w RMB, it's hard not to be impressed by the Cadillac CT6.
(Photo: Qin Zijun) @2019