Nothing, really. We've been testing at the Ring with V series vehicle since the beginning of the V series. So it just became part of our routine development.

We've maximized the power output of the engine while maintaining the customer expectations for durability and reliability. Plus, the cooling system needs to be sized to that power output requirement. We believe we've reached the practical limits for heat exchanger capabilities.

As to your weight saving question: effiecient load pass for the suspension and structure, use of high strength steels to maximize efficiency, and the use of alternate materials (i.e. the carbon fiber hood).

The short answer is: they'll have distinctly different characters. That was planned from the beginning.

Capabilities straight out of the box. And with all the technology standard, it can actually do two things well – comfort street driving and no excuses track performer. We also paid a lot of attention to intuitive driver controls.

Most of the V engineers do the base car. Very few are actually dedicated solely on V. And those that are have provided input into the base vehicle to ensure that we can make a V that meets our standards.

Half a step below Bob Lutz. But I don't fly jets.

For now we're sticking with the lightest, most nimble sports sedan with the best weight distribution. But we're not ruling it out for the future.

It doesn't fit. We would've had to push the powertrain too far forward.

We haven't run the official ring time yet but expect it to be faster the current CTS-V.

The cooling system.

This engine won't disappoint anyone. Think about the fact that we used a 6.0L to get 400hp in the past and this 3.6L makes 455hp. I'm as much of a V8 fan as the next guy, but this is a no excuses car...

Whoops. Wrong account.

The Cimmaron V will be a badass!!

With the need for airflow to cool the powertrain it could add a lot of front lift. The hood vent helps with both, it gets more front end airflow and less front lift.