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A letter to the Federal Trade Commission from two U.S. senators explains that automakers sold drivers’ data for a shockingly low amount. The letter marks an escalation from a New York Times report that was published in March of this year. The letter from the senators focuses on GM, Honda, and Hyundai because all three sold data to Verisk, according to the initial NYT report. UPDATE 7/31/24: This story has been updated to include a statement from Hyundai regarding the brand’s relationship with the data broker Verisk. If you drive a car that’s capable of connecting to the internet, the manufacturer may be collecting and selling data based on your driving habits to third-party data brokers. A report by the New York Times in March detailed the practice, and now a letter by U.S. senators Ron Wyden and Edward J. Markey to the Federal Trade Commission explains how little manufacturers actually made. In the letter, Wyden and Markey chose to focus on three automakers: GM, Honda, and Hyundai. That’s because all three sold data to the data broker Verisk. In turn, Verisk sold the data to auto insurers, helping them to assign risk scores. According to the letter, one of the company’s products, which it shut down following the NYT report, rated drivers’ driving habits with data collected from internet-connected cars. HyundaiOne shocking revelation from the letter is just how little the manufacturers actually profited from selling the data. Staffers from Sen. Wyden’s office investigated the three automakers and found that Verisk paid Honda $25,920 over four years for information about 97,000 cars, amounting to just 26 cents per car. Hyundai was paid just over $1 million for data on roughly 1.7 million cars over a six-year period, totaling 61 cents a car. GM would not reveal how much it was paid, according to Sen. Wyden, though a new report this week from the New York Times suggests the manufacturer sold data for more than 8 million cars. “Companies should not be selling Americans’ data without their consent, period,” wrote the senators. “But it is particularly insulting for automakers that are selling cars for tens of thousands of dollars to then squeeze out a few additional pennies of profit with consumers’ private data.”The letter also details that while GM and Honda customers had to opt in for their data to be shared, Wyden referred to the process as “deceptive.” Hyundai, on the other hand, confirmed to Wyden’s office that customers who enabled internet access in their vehicles were automatically enrolled for their data to be shared with Verisk. Car and Driver received a statement from Hyundai regarding the brand’s relationship to Verisk. “Regrettably, Senator Wyden’s letter mischaracterizes Hyundai’s data policies and the safeguards it implemented to ensure customer consent for sharing driving behavior information with insurers. The letter also inaccurately describes the customer consent required for the sharing of customer driving behavior data with Verisk, a third-party data-sharing service provider. Each customer’s vehicle usage-based “Drive Score” information was activated only after the customer affirmatively opted into Hyundai’s BlueLink connected car suite of services. It is important to note that Verisk was not authorized by Hyundai or the customer to share the Drive Score data with insurers until the customer affirmatively consented to this on an insurer’s website or app.”The good news for drivers concerned about their data being sold to insurance companies is that following the report in March, Verisk shut down the program in April. The letter concludes with the senators urging the FTC to investigate the practice within the industry and to hold the senior executives accountable. This story was originally published July 28, 2024. Related StoriesJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Audi has revealed two new members of its electric-vehicle lineup: the 2025 A6 e-tron and S6 e-tron.The new models will join the gasoline-powered A6 and S6. The e-trons will be 2025 models, with the order books set to open in September 2024.We expect the A6 e-tron to start around $70,000 and the more performance-oriented S6 e-tron to top out in the $90,000 range.High floor and low floor are the two descriptors Audi uses to relate the primary difference between the Q6 e-tron SUV and the A6 e-tron Sportback. Both are on the same electric platform; the choice is whether you want to sit high or sit low in your electric vehicle. The new A6 e-tron isn’t Audi’s first battery-powered four-door, the first being the Porsche Taycan–based e-tron GT, but it’s the first one under six figures. Exact pricing is not yet available, but we expect the brand’s new electric sedan to start around $70,000 for the rear-drive version with 362 horsepower, rising to $80,000 for the 422-hp A6 e-tron and cresting over $90,000 for the 543-hp S6 e-tron when it goes on sale late next spring.All versions get a shapely new body, and as the Sportback name implies, there’s a hatch around back. The large taillight is made up of OLED lights that can be configured via the settings menu in the car to change the look of the rear end. The rest of the world will get the even better-looking Avant (wagon in Audi-speak) version. Audi representatives wouldn’t comment on the possibility of an Allroad version of the wagon.The interior design is shared with the Q6 e-tron and has a large, curved panel that has an infotainment display measuring 14.5 inches and the driver’s display that measures 11.9 inches. We do wish for more options for the gauge cluster. Current Audis do it better. To allay passenger boredom, there’s an optional 14.5-inch display mounted to the dashboard in front of the passenger’s seat for them to play games or watch videos. A panoramic glass roof can go from transparent to opaque with a push of a button and can mimic a shade or even display a checkerboard-like design. Cargo space under the hatch measures 26 cubic feet. A tiny front trunk is just short of one cubic foot, and usefulness.A 94.4-kWh battery is buried in the floor of the A6 e-tron and is likely to provide a 350-mile range. Official EPA range numbers are not yet available and the over-450-mile European Union number is likely not repeatable in the real world. The 800-volt electrical architecture allows for up to 270-kW charging speeds on a DC fast-charger and can take the battery from 10 to 80 percent in a claimed 21 minutes. If the hookup is a 400-kW connection, the A6 will charge its two banks separately at up to 135 kW. The onboard charger allows for 11 kW on an AC connection.Audi has more speed claims. The base single-motor A6 e-tron should hit 60 mph in 5.2 seconds, the two-motor A6 e-tron Quattro reduces that time to 4.3 seconds, and finally the S6 e-tron will hit 60 in 3.7 seconds. The slippery body goes as low as 0.21 in European versions with camera sideview mirrors; ours will undoubtedly be a little less slippery.A handsome, if lozenge-shaped, new member of the Audi family, the new electric A6 joins the gas-fed A6 in the lineup next year. Eventually, the internal-combustion-powered A6 will exit production, leaving only the electric version. So how do you want it? High floor or low floor?Tony Quiroga is a 20-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years. More

The 2025 Ford Maverick arrives with a redesigned front end and updated interior, plus the Tremor package has been added as a full trim. The 2.5-liter four-cylinder hybrid powertrain also adds optional all-wheel drive and increases the max towing capacity to 4000 pounds. All Mavericks now come with a larger 13.2-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto.CLARIFICATION 7/31/24: This story has been updated to state the Maverick’s turbocharged 2.0-liter four-cylinder engine now makes 238 horsepower versus its previous 250-hp output.The Ford Maverick is entering its fourth model year with a visual evolution, updated tech, and increased capability for hybrid models. Our favorite compact pickup truck has proven popular since launching in 2022. With the new facelifted version, Ford looks to increase the Maverick’s value by packing it with more tech and expanding the lineup—the Tremor is now a standalone trim. The big news pertains to the hybrid models, which can now be optioned with all-wheel drive on the XL, XLT, and Lariat trims. Ford says it was the number one request from owners. Along with adding all-wheel drive, hybrid Mavericks can now add the optional Tow package, matching the turbocharged four-cylinder’s 4000-pound tow rating. The truck’s available powertrains still consist of the 191-hp hybrid 2.5-liter four-cylinder that comes standard as well as the optional 2.0-liter turbo four, which sees its output drop from 250 to 238 horsepower.The Maverick’s visual changes add more distinction between trim levels. The headlights now have black accents, and the top trims add LED running lights. The front bumper now extends upwards into the headlight housing which takes on the shape of the number “7,” but the aesthetic looks strange to some of us—like partially boarded up windows. Still, each trim level now comes with a unique grille design, and the overall changes result in a Maverick that looks fresh but also familiar. Inside, it’s impossible to ignore the new infotainment touchscreen, which has grown from a modest 8.0 inches to a comparatively huge 13.2 inches. All Mavericks come with the larger screen, which utilizes Ford’s Sync 4 software and has wireless Apple CarPlay and Android Auto. The updated infotainment system also has a 5G WiFi connection that allows the Maverick to receive over-the-air updates. Tech upgrades are rounded out with the addition of a 360-degree camera as well as Ford’s Pro Trailer Hitch Assist and Pro Trailer Backup Assist features. The trailer assist and backup assist are optional on the XL and XLT trims but standard on the Lariat and Tremor. The top trims also have standard adaptive cruise control and lane-centering. However, the full lineup has improved active safety systems.All the 2025 Ford Maverick’s improvements come with slightly higher pricing. For instance, the base XL trim now starts at $27,890, an increase of $2375 compared with last year’s model. The XLT hybrid starts at $30,390, the AWD EcoBoost Lariat starts at $37,130, and the AWD Lariat hybrid starts at $38,330. The new Tremor model sits at the top of the lineup and starts at $41,390. Order books for the new Maverick open on August 1, with deliveries expected to begin later this year.More on the MaverickJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Tesla has been the subject of a great deal of criticism for its Autopilot semi-autonomous technology.The newest report, a video series by the Wall Street Journal, shows footage of several crashes that have been reported to be linked to the use of the Autopilot system.The Journal concludes that reliance on computer sensors and cameras, rather than lidar, is one reason for its problems. Despite being investigated by the National Highway Traffic Safety Administration (NHTSA) over its controversial semi-autonomous drive mode, Autopilot, Tesla hasn’t faced any substantial consequences. Tesla models new and old continue to roam city streets and interstates with technology that—while technically an SAE Level 2 semi-autonomous drive mode—can be misused as a fully autonomous system. Hence the controversy over the name Autopilot, and among the reasons for the myriad investigations into Tesla by the federal government as well as news outlets. The most recent investigation by the Wall Street Journal attempts to identify why some Teslas have crashed.The WSJ’s roughly 11-minute video, which requires a subscription to view, is the second in a series that puts Tesla’s Autopilot system under the microscope. It links the cause of some crashes to Autopilot’s overreliance on computer vision, which is basically a way of teaching computers to understand information based on digital inputs such as video. 1000 Tesla Crashes Reported to NHTSAAutomakers in the U.S. have had to report all serious real-world crashes involving SAE Level 2 or higher automated driving systems since NHTSA issued a General Order on crash reporting in June 2021. Tesla has reportedly submitted over 1000 crashes to NHTSA since 2016, but the WSJ claims most of that data is hidden from the public because Tesla considers it proprietary. However, the news outlet says it worked around that by gathering reports from individual states and cross-referencing them with crash data that Tesla submitted to NHTSA.Among the 222 crashes the WSJ says it pieced together for this report, the paper said 44 occurred when a Tesla with Autopilot activated suddenly veered, while another 31 crashes reportedly happened when Autopilot failed to yield or stop for an obstacle. Incidents where the Tesla failed to stop are said to result in the most serious injuries or death. The WSJ had experts analyze one fatal accident where Autopilot didn’t recognize an overturned truck on the highway and the car crashed into it.That’s what some experts who were interviewed by the Journal said is evidence of Autopilot’s gravest flaw. Unlike some other automakers that have radar computer vision and lidar laser imaging to detect objects, Tesla mainly relies on camera-based computer vision with radar as a backup on some models. John Bernal, who was fired from Tesla in 2022 for posing videos of Autopilot failing, tells the WSJ that he has found that the cameras used on some Tesla models are not calibrated properly. He says that when the cameras don’t see the same thing, they can have problems identifying obstacles. And as the investigation suggests, Tesla’s overreliance on cameras to control Autopilot can lead to crashes.One thing is certain: This investigation, and Tesla’s responses to it, will be important to follow.Eric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Over 1.8 million Tesla models are part of a recall over faulty software that might not detect an unlatched hood, which could then possibly fly open.The recall affects certain Model S, Model 3, Model X, and Model Ys from the 2020 to 2024 model years.Tesla says the issue can be fixed via an over-the-air software update that’s free.On certain Tesla models, there’s a chance that a software issue might prevent the vehicle from detecting a hood that’s not fully latched. The worst-case scenario is that the hood flies open while the car is driving down the road and obstructs the view ahead. And if you can’t see the road, the odds of getting in a crash obviously increase.This defect is pretty widespread too, with the National Highway Traffic Safety Administration (NHTSA) reporting that 1,849,638 Tesla models could be affected. The list of recalled Teslas include the Model S (2021 to 2024 model years), the Model 3 (2021 to ’24), the Model X (2021 to ’24), and the Model Y (2020 to ’24). The Cybertruck was not included in the recall.Michael Simari|Car and DriverWhile the amount of Tesla models affected by the recall is in the millions, the good news is that none of them have to be taken in for physical service. Instead, Tesla says the faulty hood-latch-detection software can be fixed with a free over-the-air update that the automaker has released.Owners will be notified with a letter in the mail by September 22, 2024. They can also check the Tesla customer service website or the NHTSA recalls website to see if their vehicle is affected.More Tesla NewsEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Recaro Automotive has filed for bankruptcy, as first reported by Autocar. The German automotive seat supplier has been approved for self-administration, but it’s unclear how that will affect the brand’s future.Recaro was bought by a U.S.-based private investment company back in 2020.Recaro has filed for bankruptcy. The company, which has supplied seats to various car manufacturers for decades, was yesterday approved for self-administration by a German court, per a report by Autocar.It’s unclear how the filing will affect Recaro, who provides sports seats for brands such as BMW, Ford, the VW Group, and others. The seat maker’s employees were unaware of the bankruptcy, according to Autocar, who also reported that the IG Metall trade union that represents 215 workers at Recaro’s factory in Kircheim unter Teck, Germany, has demanded transparency from the supplier’s upper management.Chris Doane Automotive|Car and DriverBack in January 2020, Recaro Automotive announced that it had sold its business to Raven Acquisitions LLC, which is a privately owned investment corporation based in Detroit, Michigan. At the time, Recaro reported that it had made approximately $150 million in revenue in 2019, and it said that the new ownership would allow the company to prioritize making seats “with shorter and faster decision-making processes allowing greater flexibility to better meet the requirements of the market.” It’s currently unclear what financial moves led to the insolvency.Recaro’s history dates back to 1906 when “master saddler” Wilhelm Reutter began designing and building car bodies and interior components. In 1965, Recaro launched its first sports seat, and then in ’67 it introduced the first road-legal full shell seat. Future innovations would include a seat with speakers in the headrest (1977), the Recaro A8 sports seat with a plastic backside (1989), and it would go on to make the first retrofit seat with a universal side airbag in 2004 followed by designing a seat with a new lightweight composite shell in 2005.RecaroRecaroRecaro-Related ReadingEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

The new Pagani Utopia Roadster is a convertible version of the Utopia coupe.The droptop model isn’t any heavier than its coupe counterpart, and both have an 852-hp twin-turbo V-12 without hybrid assist—but with a manual option. The Pagania Utopia Roadster costs around $3.4 million and only 130 copies will be sold around the globe.Artistry and state-of-the-art automotive technology converge on the new Pagani Utopia Roadster. It’s the topless follow-up to the Utopia coupe that was revealed back in 2022, but Pagani didn’t just lop off the roof and reinforce the body. Instead, the Italian hypercar maker meticulously redesigned the Carbo-Titanium monocoque for maximum rigidity without adding weight. That means the Utopia Roadster isn’t any heavier than its coupe counterpart, which Pagani claims weighs a feathery 2822 pounds without any fluids.A Topless UtopiaLike its fixed-roof sibling, the Utopia Roadster is among the few new hypercars that doesn’t have a hybrid powertrain. Another anomaly is that it caters to purists by offering a seven-speed manual transmission. The stick-shift setup routes power from the twin-turbocharged 6.0-liter V-12 to the rear wheels. Developed by Mercedes-AMG, the Utopia’s hand-assembled engine makes a hefty 852 horsepower at 6000 rpm and 811 pound-feet of torque from 2800–5900 rpm. You can also choose to skip the Utopia’s third pedal and opt for the seven-speed automatic, which allows paddle-shifted gearchanges. Pagani didn’t share any performance estimates, but it did quote the droptop’s electronically limited top speed of 217 mph.The Utopia Roadster’s hardtop roof features a glass panel that helps keep the two-seater cockpit feeling airy. That top can also be removed and placed on a stand for safe keeping. What about when you’re out for a drive and bad weather unexpectedly strikes? Well, Pagani stores a supplementary soft top behind the seats. And when it comes to storing luggage, every Utopia includes two matching suitcases made of carbon fiber and leather that go in compartments on either side of the engine bay. The accessorizing doesn’t stop there as a separate set of matching garment bags live behind the headrests.PaganiAs you’d expect from a roughly $3.4 million hypercar, the personalization options are virtually limitless. The Utopia Roadster pictured here is painted Habanero Red, and it allows the car’s carbon-fiber bodywork to show through. This specific car, which will make its public debut at the upcoming Monterey Car Week, is also equipped with the optional Sport package that includes exclusive bits made from Pagani’s Carbo-Titanium material. This applies to the convertible’s movable exterior flaps to the seat structures to the gear shifter.Inside, the Utopia Roadster represents a simpler time when the gauges and switchgear were more mechanically complex. Besides the single digital display facing the driver, which allows access to the infotainment system, navigation, and backup camera, everything else in the cabin is appropriately ornate and appears to be wonderfully tactile, from the shifter’s exposed linkage to the toggles on the dash to the steering wheel. Pagani says the latter actually started life as a single piece of aluminum before it was milled for 28 hours into a steering wheel weighing just 3.5 pounds. We also dig the checkered pattern on the seat cushions, with Pagani calling this interior design Grecale and Huayra Signature leather. Interestingly, the Utopia’s key is shaped like the car itself and has a dedicated nook on the center console.Release the leather straps that secure the Utopia’s rear hood and raise it skyward and the Roadster’s eye candy continues. The V-12 is dressed with bronze valve covers, carbon fiber, and other flashy bits, some of which can be seen from the outside via a small window. The Pagani’s distinctive quad-tipped center-exit exhaust also helps identify the car. The forged 21-inch front and 22-inch rear wheels offer a turbine-like design that’s said to help cool the brakes. Those Brembo stoppers include carbon-ceramic rotors that measure 16.1 inches in front and 15.4 inches in back and feature a set of monoblock six- and four-piston calipers, respectively. Pagani also says the Utopia Roadster offers Pirelli’s Cyber tire that uses a sensor on the inside of the tread. The sensor then transmits data to the car’s electronic control units (i.e. ABS, stability control, and traction control). Along with a standard set of Pirelli P Zero Corsa and P Zero winter tires, the Utopia Roadster can be equipped with stickier Pirelli P Zero Trofeo RS rubber.The Pagani Utopia Roadster has been homologated for sale in the United States. However, with only 130 copies planned for global production, being filthy rich is by no means a guarantee that you can own one. More Pagani StoriesEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

We absolutely adore the Cadillac CT5-V Blackwing. Its 668-hp supercharged 6.2-liter V-8, available manual transmission, adult-sized rear seat, and sweet balance between everyday comfort and ferocity when prodded has made it a three-time 10Best winner and one of our favorite sports sedans of all time. Cadillac is leaning into the Blackwing’s angry side for 2025 with a comprehensive suspension-upgrade option called the Precision package. After driving a prototype at one of our favorite tracks, Virginia International Raceway, we came away very impressed.This new offering builds upon the 2025 facelift for the entire CT5 lineup, including a revised front fascia, larger dashboard screens, and an overhauled version of its onboard Performance Data Recorder telemetry. The CT5-V’s new Precision package is all about making the Blackwing more direct and more rapid on track. Development engineer Derek Zalewski tells us this project was somewhat inspired by former GM performance boss John Heinricy running a CT4-V Blackwing in SCCA’s T2 class. What else could be done to up the CT5 Blackwing’s track game? The answer: Spring rates are 70 percent stiffer up front and 60 percent in the rear, there’s a stiffer front anti-roll bar, and pretty much every bushing has been replaced. There are bits inherited from the Camaro SS 1LE and ZL1 1LE and—in the most extreme case—one of the rear cradle bushings is now 1000 percent stiffer. Michelin Pilot Sport 4S tires remain standard, but track-oriented Cup 2R rubber is available, and the 285-section width is 10 millimeters wider than the stock PS4Ss. (Interestingly, in the interest of development time and cost, these are off-the-shelf tires versus the GM norm of having them customized for the vehicle.) The front suspension knuckles had to be revised to be able to accommodate 2.8 degrees of negative camber up front, and a second set of rear toe-control links are provided—they come in the trunk, and are about 0.1 inch longer—to be able to adjust the rear alignment to negative 2.0 degrees of camber (stock track alignment is -2.4 degrees front, -1.5 degrees rear). Finally, to make it all sing, the electronic controls—steering, MR dampers, stability control including Performance Traction Management, and the electronically controlled limited-slip differential—get a retune. In case you were wondering, engineers say the LT4 V-8 is already at the limits of balancing power and emissions, so there’s no more power. But 668 horsepower is still a lot.The added grip from the Cup 2R tires is instantly noticeable at VIR. The fronts just grip and grip and grip with no squeal. Average grip through Turn 1 is up nearly 10 percent over the last Blackwing we ran at Lightning Lap, and that’s with just a handful of cold laps. With our normal three days of lapping, expect an even bigger gap. The other two areas where the CT5’s added stiffness really blew us away is the increase in stability under braking and in the most challenging cornering sections. On our first lap braking into Turn 1 was, well, uneventful. We still remember the feeling of the standard Blackwing’s rear waggling under braking. Another highlight is NASCAR, where a preceding fast left-hand sweeper leads into the braking zone. It’s a dicey section to carry lots of speed through the left and then get the braking done in time to make NASCAR’s apex, and a spot that trips up many cars (drivers, too). This CT5 felt so much more stable and predictable there, making it much easier to gather it up and get to the apex cleanly. Similarly, the fast off-camber left-hander after the climbing esses is another spot where the CT5’s newfound, well, precision is sure to lead to quicker times. That slight rear wallow that you sometimes feel in the stock Blackwing has been absolutely banished.Considering how large of an improvement the Precision package felt like on track, we were pleasantly surprised at how perfectly livable it remains on the street. About the worst of its newfound stiffness is a bit more head toss over low-speed impacts such as putting one side over a parking-lot speed bump. It otherwise proved remarkably refined and streetable considering the serious stiffening underneath. We’ll put it this way: It’s a serious on-track upgrade, but we’d choose it for our daily driver too, further solidifying GM’s ride-and-handling engineers as some of the best in the business. Cadillac hasn’t yet announced pricing for the Precision package, but it will go on sale in early 2025. Ticking that box will require the carbon-ceramic brake option, but it will be available with or without the carbon-fiber aero packages. There was no time for an official lap time during this teaser drive. Cadillac also wouldn’t quote us a bogey time for a Precision-package-equipped Blackwing at VIR, but the team is confident the car has what it takes to become the fastest gas-powered four-door in our Lightning Lap history. Being just 1.7 seconds quicker than before would do it, getting its nose across the finish line just ahead of the Porsche Panamera Turbo S. More Cadillac CT5 StoriesDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More