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2014 Cadillac Racing CTS-V Coupe Media Kit

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Cadillac Racing CTS-V Coupe Media Kit

I           Why We Race – Team Cadillac

II          Cadillac CTS-V Coupe Road Car to Race Car

III         CTS-V Coupe Race Car Development

IV        Andy Pilgrim - No. 8

V         Johnny O’Connell - No. 3

VI        Cadillac CTS-V and Brand Racing History

VII       Cadillac Racing History

VIII      Pratt & Miller Engineering

IX        2014 SCCA Pro Racing World Challenge GT Schedule

X         SCCA Pro Racing

XI        Reference, web pages, Facebook, Twitter

 

Cadillac Communications:

Brian Corbett
Cadillac Communications
586.612.6569
brian.corbett@cadillac.com
@BrianCorbett3 on Twitter

Kyle Chura
Team Cadillac Communications
248.821.0468
kyle@kcapr.com
@kcacomm on Twitter

 

 

I         Why We Race - Team Cadillac

 

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

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

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

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

Winning is infectious, prideful and contagious. A successful motorsports program gives everyone at Cadillac that family pride watching a relative succeed. Although not maternal, the Cadillac CTS-V racing cars are very much the progeny of 4,000 dedicated Cadillac team members.

 

 

II        Cadillac CTS-V Coupe Race Car

 

The Cadillac CTS-V Race Car was developed to a very aggressive timeline of less than eight months. The resulting product is a road racing athlete. The underlying difference between it and the road car is a body mass index of 3,200 lbs.; the road car is 4,222 lbs. Under the hood lays a 6.2L V-8 that is restricted, per SCCA World Challenge rules, to deliver 505 horsepower. Zero to 60-time is estimated at 3.1 seconds. The engine was developed by GM with build and track service provided by Katech Engine Development. Power is put down by a six-speed sequential gearbox that delivers the torque to a limited slip rear differential. The combination of Pirelli 18-inch racing tires, specified by the series, and Brembo brakes, similar to those found on the production CTS-V, enhance the vehicles handling and braking capabilities in racing conditions.

The production Coupe is a classic 2+2 layout bolstered with advanced technology, such as a rear-view camera system and a performance-oriented suspension system coupled to rear-wheel or all-wheel drive.

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

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

Cadillac CTS-V Coupe Race Car Detail:

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

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

-       Sequential six-speed transmission, no lift shift

-       Limited slip differential with 3.0 final drive

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

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

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

-       Three-way adjustable shocks

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

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

-       Steering, variable power assisted rack and pinion

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

-       Pratt & Miller developed side impact reducing crush box

-       Pratt & Miller designed cool seat

-       Two rear-view cameras with dash readout

CTS-V Coupe Road to Race Car Specification Comparison

Specification

CTS-V Coupe Road Car

CTS-V Coupe Race Car

Body Structure

Strategically placed high-strength steel in uni-body construction

Reinforced production uni-body with race designed safety cage

Weight

Curb weight 4,222 lbs.

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

Engine

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

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

Transmission

Six speed manual

Sequential six-speed transmission, no lift shift

Differential

Locking rear, 4.15 final drive

Limited slip differential with 3.0 final drive

Brakes

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

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

Wheels

19” aluminum alloy

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

Tires

Michelin Pilot Sport PS2 performance tires

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

Steering

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

Steering, variable power assisted rack and pinion

Suspension

Front and rear independent with StabiliTrak Electronic Stability Control System

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

Steering Wheel

Adjustable leather wrapped with radio controls

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

Rear Vision

Rear vision camera

Rear vision camera

Seating

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

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

 

Safety

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

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

Radio

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

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

 

 

III       CTS-V Coupe Race Car Development

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

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

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

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

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

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

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

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

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

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

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

June 2010     CTS-V racing program kicked-off

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

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

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

Aug. 1             Final review of roll cage structure

Aug. 2            Chassis mounted on surface plate for initial manufacturing

Aug. 5             Clay modeling of key components begins

Aug. 11          Chassis build panels arrive from Lansing

Aug. 15          Suspension travels complete

Aug. 25          GM Design sign-off on styling

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

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

Sept. 13         Body casting complete

Sept. 25         Suspension initial design complete

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

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

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

Nov. 1             Chassis 01 complete          

Nov. 1             Fuel cell mounted

Nov. 4             Chassis 01 back from paint

Nov. 10          Lexan windows mounted

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

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

Nov. 30          Electrical harness introduced to car

Dec. 3             Car 3 (02) build accelerates

Dec. 23          Chassis 01 completed for Cadillac Marketing photo shoot

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

Jan. 13           Pilgrim seat, pedals and steering fitting

Jan. 16           Differential arrives

Jan. 16           Test car ready for first shake down run

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

Jan. 24           Show car returned to Pratt & Miller

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

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

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

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

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

Sept. 29         O’Connell wins at Road Atlanta

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

Apr. 13           Pilgrim wins at Long Beach

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

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

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

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

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

July 6             O’Connell wins at Lime Rock Park

July 14           O’Connell wins at Toronto

Aug. 25          Pilgrim wins at Sonoma

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

 

 

 

 

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

Birthdate: August 18, 1956

Birthplace: Nottingham, England

Residence: Boca Raton, Fla.

Web site: andypilgrim.com

 

Pilgrim 2013 Pirelli World Challenge season stats:

•           One race win at Sonoma

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

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

•           Pilgrim had an average race finish of 3.31

•           Completed 444 race laps of a possible 446

 

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

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

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

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

 

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

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

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

Career Highlights:

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

 

 

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: johnnyoconnell.com

 

O’Connell’s 2013 Pirelli World Challenge season stats include:

•           Five wins: Circuit of the America’s (COTA), Detroit, Lime Rock, Toronto and Houston

•           Second place finishes at Detroit (race two) and Mid-Ohio

•           Third place runs at St. Pete (2) and at Lime Rock (race two)

•           Average finishing position of fifth

•           Average starting position of 2.62

•           Seven fastest race laps

•           Completed 380 of a possible 446

 

Johnny O’Connell is the reigning World Challenge GT Driver Champion. With back-to-back GT driver’s championships (2013 and 2012) he was also instrumental in Cadillac also winning consecutive manufacturer titles. Known immediately for his blaze of red hair, started 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 2nd), Mid-Ohio (21st) and Infineon (12th). In 2011, O’Connell became a full-time World Challenge driver, earning two victories, 10 top-five and 12 top-10 finishes on the way to second in the final series points.

 

O'Connell is recognized as one of North America's most talented and versatile racing drivers. His racing career began in formula cars. 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 manufacturers’ titles and shared the drivers’ championship for the GTS class with teammate 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 victory on the historic circuit.

O'Connell notched his record-setting eighth Sebring win in the season-opening 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 then scored Corvette Racing's first GT2 win at Mosport in his record-setting 100th career ALMS start. At the conclusion of the 2009 season, O'Connell held numerous ALMS records, including the most career starts (102), most podium finishes (80), most top-five finishes (93) and most top-10 finishes (100).

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. His 38 career ALMS wins, record eight Sebring 12-hour class victories, hold ALMS records for most starts (102), most podium finishes (80), most top-five finishes (93), and most top-10 finishes (100); first American driver to win 24 Hours of Le Mans four times. He is also in a quest 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.

 

Career Highlights:

2013 O’Connell defended his GT driver’s championship title making it two in a row. Season highlights included five wins at Circuit of the America’s (COTA), Detroit, Lime Rock, Toronto and Houston; second place finishes at Detroit (race two) and Mid-Ohio; third place runs at St. Pete (2) and at Lime Rock (race two). Strong season contributed to Cadillac winning the manufacturer title for a second year. 2012 O’Connell led Team Cadillac to the series championship for both driver and manufacturer, highlighted by a sweep of the top step of the podium in both races at Detroit, with an additional win at St. Petersburg and podium finishes at Long Beach, Laguna Seca, Mosport and Mid-Ohio. 2011 Earned the first two victories for Cadillac in its return to the World Challenge ranks, at Mid-Ohio and at Road Atlanta. Finished second in series points on the strength of that final victory. 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 Runner-up 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      Cadillac CTS-V Racing and Brand 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 fast lap of the race, and caught his teammate who was leading and made 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 where he finished third.

Cadillac won the double in 2005 with the Manufacturer’s Championship and Pilgrim won the Driver’s Championship; teammate Max Papis finished in 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 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 at Laguna Seca.

Pilgrim and newcomer Lawson Aschenbach helped Cadillac to their second Manufacturer’s title on the strength of wins by Pilgrim at Lowe’s Motor Speedway in Charlotte, North Carolina and Laguna Seca in Monterey, California.  Aschenbach won at Road Atlanta and had podium finishes at Sebring, Lowe’s Motor Speedway, Watkins Glen, New York, 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 motorsports. In the period from 2004 to 2007, the team won a Manufacturer’s Championship (2005), a Driver’s Championship (Andy Pilgrim, 2005), had 10 wins, seven pole position starts and 36 podium finishes, including wins.

Team Cadillac was reborn on the streets of St. Petersburg in March of 2011 after a four year absence. Johnny O’Connell and Andy Pilgrim ushered in the new version of the team driving the all-new Cadillac CTS-V Coupes in the ultra-competitive Pirelli World Challenge GT Series. In that inaugural season O’Connell posted wins at Mid-Ohio and Road Atlanta, while Pilgrim posted podium finishes at Sonoma and Road Atlanta.

In 2012, Team Cadillac returned the series with championship intentions. From the drop of the green flag at St. Petersburg, Johnny O’Connell put the field on notice that he was going for the championship. Winning the first race and placing second in the next race on the same weekend, O’Connell went on to post additional wins at Detroit, sweeping the weekend winning both races, and added podium finishes at Long Beach, Laguna Seca, Mosport, Mid-Ohio and Sonoma to capture the Pirelli World Challenge GT Series driver’s championship and Manufacturer Championship for Cadillac. Pilgrim posted a win on the streets of Long Beach as well as podium finishes at St. Petersburg, Miller Motorsport Park, Detroit and Sonoma to finish second in the GT series.

The 2013 season witnessed Team Cadillac driver Johnny O’Connell defending his Pirelli World Challenge GT driver’s championship by winning five races over the 14 race season which concluded in Houston. Teammate Andy Pilgrim finished the season in third, and Cadillac won the GT manufacturer championship for the second year in a row. O’Connell took the championship right down the last few laps of a very exciting final round in Houston, which was a must win race. The Georgian posted wins at Circuit of the America’s (COTA), Detroit, Lime Rock, Toronto and Houston to win the GT driver’s championship by a slim 57 point margin. Teammate Pilgrim posted a win at Sonoma Raceway and was credited with eight podium finishes on the season.

Since the team’s inception in 2004, Team Cadillac has amassed 23 wins, 77 podium finishes (including wins) and 19 pole positions. The team won the World Challenge Manufacturer Championship in 2005, 2006, 2012 and 2013. Team Cadillac drivers have won the World Challenge Driver’s Championship in 2005 with Andy Pilgrim and in 2012 and 2013 with Johnny O’Connell.

 

 

 

 

2011 Cadillac CTS-V Results

Track

Drivers

Started

Finished

St. Petersburg

Andy Pilgrim

 

Johnny O”Connell

8

7

6

6

11

8

4

7

Long Beach

Andy Pilgrim

Johnny O’Connell

9

7

8

7

Miller Motorsports Park

Andy Pilgrim

Johnny O’Connell

8

6

5

4

Mosport

Andy Pilgrim

 

Johnny O’Connell

4

4

6

3

5

5

4

2

Mid-Ohio

Andy Pilgrim

 

Johnny O’Connell

 

Jordan Taylor

 

7

7

5

8

4

3

4

6

8

1

2

4

Sonoma

Andy Pilgrim

 

Johnny O’Connell

4

2

1

3

4

2

2

6

Laguna Seca

Andy Pilgrim

Johnny O’Connell

7

3

14

4

Road Atlanta

Andy Pilgrim

Johnny O’Connell

4

1

3

1

 

 

 

2013 Cadillac CTS-V Results

Event

Drivers

Started

Finished

St. Petersburg

O’Connell

 

Pilgrim

5

4

6

6

3

3

4

5

Long Beach

O’Connell

Pilgrim

5

7

8

2

Circuit of the America’s

O’Connell

 

Pilgrim

1

1

4

4

1

17

3

2

Detroit

O’Connell

 

Pilgrim

1

3

4

4

1

2

3

8

Lime Rock

O’Connell

 

Pilgrim

1

1

2

3

3

1

2

2

Toronto

O’Connell

Pilgrim

1

4

1

2

Mid-Ohio

O’Connell

 

Pilgrim

 

Taylor

5

3

8

5

3

8

2

11

5

4

7

12

Sonoma

O’Connell

Pilgrim

1

2

11

1

Houston

O’Connell

Pilgrim

2

3

1

3

 

2012 Cadillac CTS-V Results     

Track

Drivers

Started

Finished

St. Petersburg

Andy Pilgrim

 

Johnny O”Connell

2

2

4

3

5

3

1

2

Long Beach

Andy Pilgrim

Johnny O’Connell

2

3

1

3

Laguna Seca

Andy Pilgrim

Johnny O’Connell

4

2

4

2

Miller Motorsports Park

Andy Pilgrim

Johnny O’Connell

2

7

3

7

Detroit

Andy Pilgrim

 

Johnny O’Connell

3

3

2

1

3

4

1

1

Mosport

Andy Pilgrim

 

Johnny O’Connell

5

4

4

2

10

5

2

10

Mid-Ohio

Andy Pilgrim

 

Johnny O’Connell

3

5

5

4

4

5

3

7

Sonoma

Andy Pilgrim

Johnny O’Connell

4

3

2

5

 

 

2006 Cadillac CTS-V Racing History

Track

Drivers

Started

Finished

Sebring

Andy Pilgrim

Max Angelelli

5

6

2

16

St. Petersburg

Andy Pilgrim

Johnny O’Connell

6

4

8

2

Long Beach

Andy Pilgrim

Ron Fellows

4

5

7

1

Mid-Ohio

Andy Pilgrim

Johnny O’Connell

7

5

5

21

Infineon

Andy Pilgrim

Johnny O’Connell

3

5

3

4

Miller Motorsport  Park

Andy Pilgrim

Ron Fellows

5

6

3

4

Road America

Andy Pilgrim

Ron Fellows

7

6

7

20

Mosport

Andy Pilgrim

Ron Fellows

2

1

21

3

Road Atlanta

Andy Pilgrim

Ron Fellows

Max Angelelli

2

6

5

1

3

22

Laguna Seca

Andy Pilgrim

Johnny O’Connell

Max Angelelli

9

6

3

8

12

3

 

 

 

2007 Cadillac CTS-V Racing History   

Track

Drivers

Started

Finished

Sebring

Andy Pilgrim

Lawson Aschenbach

4

5

6

2

Long Beach

Andy Pilgrim

Lawson Aschenbach

Ron Fellows

2

8

1

2

11

26

Miller Motorsports Park

Andy Pilgrim

Lawson Aschenbach

14

7

11

6

Lowe’s Motor Speedway

Andy Pilgrim

Lawson Aschenbach

4

14

1

2

Watkins Glen

Andy Pilgrim

Lawson Aschenbach

1

3

4

2

Toronto Grand Prix

Andy Pilgrim

Lawson Aschenbach

Ron Fellows

4

8

3

4

6

2

Mid-Ohio

Andy Pilgrim

Lawson Aschenbach

6

5

4

3

Mosport

Andy Pilgrim

Lawson Aschenbach

Ron Fellows

5

1

4

4

2

21

Road Atlanta

Andy Pilgrim

Lawson Aschenbach

Ron Fellows

2

4

6

7

1

2

Laguna Seca

Andy Pilgrim

Lawson Aschenbach

Ron Fellows

2

8

4

1

6

7

 

 

2004 Cadillac CTS-V Racing History

Track

Drivers

Started

Finished

Sebring

Andy Pilgrim

Max Angelelli

3

1

2

1

Lime Rock Park

Andy Pilgrim

Max Angelelli

6

5

5

3

Mid-Ohio

Andy Pilgrim

John Heinricy

Max Angelelli

12

4

9

7

3

6

Infineon

Andy Pilgrim

Max Angelelli

4

6

4

22

Portland

Andy Pilgrim

Max Angelelli

5

2

4

19

Mosport

 

Mosport (2)

Andy Pilgrim

Max Angelelli

Andy Pilgrim

Max Angelelli

8

1

4

6

5

4

4

5

Road America

Andy Pilgrim

Max Angelelli

5

3

14

5

Road Atlanta

Andy Pilgrim

Max Angelelli

Johnny O’Connell

4

1

8

6

1

9

Laguna Seca

Andy Pilgrim

Olivier Berretta

Max Angelelli

12

32

8

22

17

7

 

 

 

2005 Cadillac CTS-V Racing History   

Track

Drivers

Started

Finished

Sebring

Andy Pilgrim

Max Papis

4

5

2

5

St. Petersburg

Andy Pilgrim

Max Papis

5

4

4

13

Road Atlanta

Andy Pilgrim

Max Papis

Max Angelelli

7

2

1

2

1

3

Mid-Ohio

Andy Pilgrim

Max Papis

John Heinricy

4

3

2

5

3

2

Cleveland

Andy Pilgrim

Max Papis

Max Angelelli

6

1

5

3

18

2

Lime Rock Park

Andy Pilgrim

Max Papis

Max Angelelli

7

3

2

6

2

1

Infineon

Andy Pilgrim

Max Papis

Max Angelelli

14

8

7

8

21

20

Portland

Andy Pilgrim

Max Papis

John Heinricy

15

8

23

10

8

11

Denver

Andy Pilgrim

Max Papis

6

3

4

22

Mosport

Andy Pilgrim

Max Papis

Ron Fellows

10

3

5

4

16

1

Laguna Seca

Andy Pilgrim

Max Papis

Max Angelelli

12

2

10

4

1

2

VII     Cadillac – Over 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 rack-and-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.”

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 four-speed 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.

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, South Carolina. 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, Georgia, in June 1951.

In 1952, Buck Baker won a 250-mile race in NASCAR’s Speedway division in a Cadillac-powered Indy-style car, and Tom Deal’s Cadillac finished second in the Carrera Panamerica road race in Mexico. Cadillac engines powered Briggs Cunningham’s limited-production sports cars and made the English-built 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 aero-bodied 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 the headlamps on at dusk, and an adjustable steering wheel that tilted and telescoped appeared on Cadillac models in 1965.

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 their 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), had 10 wins, seven pole position starts and 36 podium finishes, including wins.

Cadillac returned to professional racing in 2011 with two CTS-V Coupes in the ultra-competitive Pirelli World Challenge GT Series with seasoned drivers Johnny O’Connelll and Andy Pilgrim. In 2011, the team posted two wins, Mid-Ohio and Road Atlanta, to prove the competitiveness of the new Standard of the World race cars. In 2012, the team took the next step by winning both the driver championship for O’Connell, Pilgrim came second, as well as adding another manufacturer title to the Cadillac racing pedigree. Team Cadillac posted wins at St. Petersburg, Long beach, and two in Detroit. The four wins and eight podium finishes were highlighted by a very special sweep of the top step of the rostrum at the Detroit Grand Prix in both races.

 

The 2013 Pirelli World Challenge season had Team Cadillac driver Johnny O’Connell defending his 2012 driver championship and helping Cadillac to win the manufacturer title. The season was not without its drama. Although O’Connell posted wins at Circuit of the America’s (COTA), Detroit, Lime Rock, Toronto and Houston his championship was won with a slim 57 point margin. The highs were wins at the new COTA circuit to go along with a Cadillac hometown win in Detroit. The lows were a 17th place finish in the second race at COTA, and two 11th place finishes at Mid-Ohio and Sonoma. Never giving up, O’Connell went on to post a must win at the season finale in Houston to clinch his second GT driver’s title. Teammate Pilgrim had a very consistent season. He posted a win at Sonoma Raceway and was credited with eight podium finishes, five of those were second place runs at Long Beach, COTA, Toronto and two at Lime Rock on his way to a third place trophy in the driver’s points.

 

 

 

 

VIII    Pratt & Miller Engineering

Founded by Gary Pratt and Jim Miller in 1989, 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 a mantra of 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 78 ALMS class victories, making it the most successful team in American Le Mans Series history, boasts the longest winning streak in GT1 (25, 2007 Sebring-2009 Long Beach), has amassed nine Manufacturer and Team Championships, and eight Drivers Championships, to go along with the Michelin Green X Challenge GT Manufacturer Champion (Chevrolet) and Team Champions (No. 3 Corvette C6.R, Jan Magnussen/ Antonio Garcia) in 2012. 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 have earned team, manufacturers’ and drivers’ championships in the Grand-Am Rolex Sports Car Series, while privateer teams using Pratt & Miller-prepared vehicles have won races and championships across Europe.

Pratt & Miller has helped Team Cadillac win 23 races, stand on the podium 77 times (including wins) and boast 19 pole positions that have resulted in three driver championships (2013, 2012, 2005) and four manufacturer titles (2013, 2012, 2006, 2005).

 

 

Team Cadillac 2014

Name

Hometown

Duties

Johnny O’Connell

Flowery Branch, Ga.

Driver CTS-V Coupe No. 3

Andy Pilgrim

Boca Raton, Fla.

Driver CTS-V Coupe No. 8

Steve Cole

Brattleboro, Vt.

Technical Director

Greg Dansbury

Detroit, Mich.

Race Team Mechanic

Andrew Emrick

Riga, Mich.

Crew Chief No. 8

Alex Stephens

Calhoun, Ga.

Race Team Mechanic

Mike Haas

Toledo, Ohio

Truck Driver, Race Team Support

John Lankes

Byron, Mich.

Engineer

Eric Leichtle

Arlington, Texas

Engineer

Dave Miller

Fowlerville, Mich.

Truck Driver, Race Team Support

Neil Schreiber

Collinsville, Ill.

Data Acquisition Engineer

Caleb Stream

Haslett, Mich.

Race Team Mechanic

Jordan Krell

Plankinton, S.D.

Electrical Engineer

Mike West

Taylor, Mich.

Crew Chief No. 3

Brandon Wolff

Duluth, Minn.

Race Team Mechanic

Mike Ray

White Lake, Mich.

Director Video Production

Stephen Jacobs

White Lake, Mich.

Video Production

Evan Deneau

White Lake, Mich.

Video Production

 

 

 

IX      Pirelli World Challenge GT 2014 Schedule

*Firestone Grand Prix of St. Petersburg

Friday, March 28 - Sunday, March 30

 

Toyota Grand Prix of Long Beach

Friday, April 11 - Sunday, April 13

 

*Barber Motorsports Park

Friday, April 25 - Sunday, April 27

 

*Chevrolet Detroit Belle Isle Grand Prix

Friday, May 30 - Sunday, June 01

 

*Road America

Thursday, June 19 - Saturday, June 21

 

*Honda Indy Toronto

Friday, July 18 - Sunday, July 20

 

*Honda Indy 200 at Mid-Ohio

Friday, August 01 - Sunday, August 03

 

*Sonoma Grand Prix

Friday, August 22 - Sunday, August 24

 

Miller Motorsports Park

Friday, September 12 - Saturday, September 13

 

*Denotes double race weekends.

 

 

 

X       SCCA Pro Racing World Challenge

The SCCA Pro Racing World Challenge GT Championship is comprised of a 14-race schedule held at nine different tracks. The production-based series includes participation from manufacturers like Cadillac, Porsche, Chevrolet, Volvo and others. The GT class is World Challenge’s highest prize. All cars run on the same compound Pirelli P-Zero racing slick tire.

The purpose of the World Challenge Championships is to provide teams, manufacturers and aftermarket suppliers a competitive, production-based race series in which to prove their products.

There is a 50-minute maximum time limit for every race, with the number of laps and total distance being 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 full year 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 a total of five races total with a single driver, for an additional three years.

In order 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.

SCCA Pro Racing will make competition adjustments in order to keep the racing close within the Pirelli 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.

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 to provide an outlet for you fans to get out of the armchair and into the action.

So, whether your passion is autocrossing, rallying or road racing - as a professional or as a weekend warrior – SCCA racing will appeal to you.

 

 

 

XII     Reference

Cadillac news, vehicle press kit, photos, videos..... media.cadillac.com

Production information................................................ cadillac.com

Global media information............................................ media.gm.com

Race Series information.............................................. world-challenge.com

Pratt & Miller Engineering........................................... prattmiller.com

Andy Pilgrim .................................................................. andypilgrim.com

Johnny O’Connell ....................................................... johnnyoconnell.com

Facebook....................................................................... facebook.com/cadillac

......................................................................................... facebook.com/Johnnyoconnell

......................................................................................... facebook.com/Andypilgrim

Twitter............................................................................. http:twitter.com/Cadillac_racing