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    Cadillac Unveils New A Twin-Turbo 3.6L V6 For The 2014 CTS

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    By William Maley

    Staff Writer - CheersandGears.com

    March 18, 2013

    The new Cadillac CTS will be introduced next week at the New York Auto Show, but the brand decided to announce the engine lineup for it this week.

    The big news for the CTS is the introduction of the twin-turbo 3.6-liter V6 good for 420 horsepower and 430 pound-feet. That is mated to an eight-speed automatic transmission. This combination runs to 60 MPH in 4.6 seconds, a top speed of 170 MPH, and returns an estimated MPG of 17 City/25 Highway.

    “The new Cadillac Twin-Turbo brings a new dimension of technologically advanced performance to the all-new 2014 Cadillac CTS sedan,” said David Leone, executive chief engineer. “Delivering power and sophistication, it marks another large step forward in the product-driven expansion of Cadillac.”

    This engine will also be available in the 2014 XTS.

    Other engines for the 2014 CTS will include the 2.0L turbo-four making 272 horsepower and 295 pound-feet of torque, and the 3.6L V6 with 321 horsepower and 275 pound-feet of torque.

    Source: Cadillac

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Cadillac Twin-Turbo Debuts in All-New 2014 CTS Sedan

    2013-03-18

    • 420 horsepower (313 kW) / 430 lb-ft of torque (583 Nm) – SAE certified
    • Most power-dense six-cylinder in segment at 118 hp/liter
    • Cadillac’s first twin-turbo engine and eight-speed automatic transmission

    DETROIT – Cadillac today announced details of a new Twin-Turbo V-6 engine and eight-speed transmission – firsts for the brand and signature features of the all-new 2014 Cadillac CTS midsize luxury sedan debuting next week at the New York Auto Show.

    The Cadillac Twin-Turbo V-6 is the most power-dense six-cylinder engine in the midsize luxury segment – a 3.6L with 118 horsepower per liter (88 kW/liter) – and the eight-speed automatic enhances fuel economy and acceleration over a six-speed automatic.

    “The new Cadillac Twin-Turbo brings a new dimension of technologically advanced performance to the all-new 2014 Cadillac CTS sedan,” said David Leone, executive chief engineer. “Delivering power and sophistication, it marks another large step forward in the product-driven expansion of Cadillac.”

    Rated at an SAE-certified 420 horsepower (313 kW) and 430 lb.-ft. of torque (583 Nm), it is the most powerful V-6 ever from General Motors. It also has 15 percent greater power density than BMW 535i’s turbocharged 3.0L six, which is rated at 300 horsepower (223 kW), for a ratio of 100 horsepower per liter (74 kW/liter) – and even the BMW 550i’s TwinPower 4.4L V-8, rated at 400 horsepower (298 kW), or 91 horsepower per liter (68 kW/liter). Power density is a measure of efficiency for an engine’s size.

    A pair of smaller turbochargers and an efficient charge air cooler help provide more immediate power delivery. Additionally, approximately 90 percent of the 3.6L Twin-Turbo’s peak torque is available from 2,500 rpm to 5,500 rpm, giving the engine a broad torque curve that customers will feel as strong, willing power in almost all driving conditions, such as accelerating or overtaking traffic on the highway.

    Those features help the new CTS sedan reach 60 mph from a standstill in an estimated 4.6 seconds and achieve an estimated top speed of 170 mph (274 kph).

    The new Cadillac Twin-Turbo will expand the performance envelope of the upcoming 2014 CTS midsize luxury sedan, launching this fall in the United States. The engine will also will be offered in the 2014 XTS large luxury sedan this fall.

    The new engine is a comprehensive upgrade on the 60-degree, 3.6L DOHC V-6 offered in today’s SRX, XTS and ATS. However, almost every component is unique. New features include:

    • All-new cylinder block casting
    • All-new cylinder head castings
    • Strengthened connecting rods
    • Machined, domed aluminum pistons with top steel ring carrier for greater strength
    • 10.2:1 compression ratio
    • Patented, integrated charge air cooler system with low-volume air ducts
    • Two turbochargers produce more than 12 pounds of boost (80 kPa)
    • Vacuum-actuated wastegates with electronic control valves
    • All-new direct injection fuel system
    • Tuned air inlet and outlet resonators, aluminum cam covers and other features that contribute to exceptional quietness and smoothness.

    The 2014 CTS sedan will also feature the naturally aspirated 3.6L V-6 rated at 321 horsepower, as well as a 2.0L turbocharged engine rated at an estimated 272 horsepower.

    Proven foundation, new features

    Because the Cadillac Twin-Turbo is based on the same architecture as the existing naturally aspirated 3.6L V-6, it benefits from many proven technologies including dual-overhead camshafts, variable valve timing and direct injection. Key features also include:

    • A durable forged steel crankshaft that contributes to greater high-rpm smoothness
    • A friction-reducing polymer coating on the piston skirts, as well as fully floating wrist pins that help reduce friction
    • Pressure-actuated oil squirters drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil
    • A cast aluminum oil pan is stiffer to improve powertrain rigidity and reduce vehicle vibration. It bolts to the transmission bell housing as well as the engine block, eliminating points of vibration.

    The cylinder block casting is unique to the turbocharged engine with cast-in provisions for turbocharger coolant and oil connections, as well as positive crankcase ventilation passages. It uses nodular iron main bearing caps for greater strength to manage the higher cylinder pressures that come with turbocharging.

    The cylinder heads are also unique to the Cadillac Twin-Turbo. They feature a high-tumble intake port design that enhances the motion of the air charge for a more-efficient burn when it is mixed with the direct-injected fuel and ignited in the combustion chamber. The topology of the pistons, which feature centrally located dishes to direct the fuel spray from the injectors, is an integral design element of the chamber design, as the piston heads become part of the combustion chamber with direct injection.

    “The high-tumble heads were developed with advanced modeling programs that helped us determine the optimal design in less time and with less trial and error,” said Richard Bartlett, assistant chief engineer for the 3.6L engine. “Literally hundreds of simulations were performed to optimize the port flow, injector spray angle and pattern, and piston topology to produce a highly efficient yet powerful combustion chamber.”

    Large, 38.3-mm intake valves and 30.6-mm sodium-filled exhaust valves enable the engine to process tremendous airflow. In some conditions, the continuously variable valve timing system enables overlap conditions – when the intake and exhaust valves in a combustion chamber are briefly open at the same time – to promote airflow scavenging that helps spool the turbochargers quicker for faster boost production.

    Hardened AR20 valve seat material on the exhaust side is used for its temperature robustness, while the heads are sealed to the block with multilayer-steel gaskets designed for the pressure of the turbocharging system.

    As with the naturally aspirated 3.6L, the heads feature integral exhaust manifolds, although upper and lower water jackets were added to the heads to provide uniform temperature distribution and optimal heat rejection. On top of the heads, new aluminum cam covers enhance quietness and are designed with greater positive crankcase ventilation volume to support the turbo system.

    Integrated charge air cooling

    Another unique feature of the Cadillac Twin-Turbo is its efficient manner of processing the pressurized air charge through the cylinder heads and into the combustion chambers. A single, centrally located throttle body atop the engine controls the air charge from both turbochargers after the temperature is reduced in the intercooler. This efficient design fosters more immediate torque response, for a greater feeling of power on demand, and reduces complexity by eliminating the need for a pair of throttle bodies.

    Using a pair of smaller turbochargers rather than a single, larger turbo also helps ensure immediate performance, because smaller turbochargers spool up – achieve boost-producing turbine speed – quicker to generate horsepower-building air pressure that is fed into the engine. The Cadillac Twin-Turbo’s integrated charge air cooling system also contributes to its immediate response, because the compressors blow through very short pipes up to the intercooler.

    With no circuitous heat-exchanger tubing, there is essentially no lag with the response of the turbochargers. In fact, airflow routing volume is reduced by 60 percent when compared with a conventional design that features a remotely mounted heat exchanger.

    “It is a very short path from the turbos to the throttle body,” said Bartlett. “The compressors draw their air directly from the inlet box and send their pressurized air through the intercooler basically immediately, giving the new CTS a tremendous feeling of power on demand.”

    The charge-cooling heat exchangers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air for greater power. The twin-brick configuration of the heat exchangers is similar in design and function to the 6.2L supercharged “LSA” engine used on the current CTS-V Series.

    “The LSA engine showed us the efficiencies of mounting the intercooler on top of the engine, especially when it came to packaging and maintaining a short, unobstructed path for the air charge,” said Bartlett. “It’s efficient and effective – and we wanted to build on that experience.”

    The air cooler system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, for fast torque production.

    Vacuum-activated wastegates

    Unique vacuum-actuated wastegates – one per turbocharger – and electronic vacuum-actuated recirculation valves are used with the 3.6L Twin-Turbo for better management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance across the rpm band.

    A wastegate is used to regulate the boost pressure of the engine. It provides a method to bypass the exhaust flow from the turbo’s turbine wheel, which can be reintroduced into the exhaust stream – via a bypass tube – to maintain optimal turbine speed across the rpm band. Conventional wastegates are pressure-activated, allowing control of the actuator.

    The Cadillac Twin-Turbo’s vacuum-activated wastegate valves provide more consistent boost control, particularly at lower rpm, to enhance low-rpm torque, for a greater feeling of power at low speeds. They are independently controlled on each engine bank to balance the compressors’ output to achieve more precise boost pressure response.

    The wastegates also work in concert with the recirculation valves to eliminate co-surge from the turbos – a condition that can result in dynamic flow reversal, such as the moment immediately after the throttle closes. This overall system integration contributes to the engine’s smoother, more consistent feeling of performance.

    In addition to the vacuum-actuated wastegates and recirculation valves, the engine employs dual mass air flow sensors and an integral inlet air temperature/humidity sensor, a dual-compressor inlet pressure sensor and dual manifold pressure sensors.

    Eight speeds, no waiting

    The Cadillac Twin-Turbo is paired with a high-performance, paddle-shift eight-speed automatic transmission that offers efficiency and performance advantages over a six-speed transmission – including 1.5-percent greater fuel economy.

    The new paddle-shift eight-speed delivers smooth, quick shift performance – as quick as 0.3-second on wide-open-throttle upshifts – with the quietness, smoothness and refinement Cadillac customers expect. Smaller gear steps – closer ratios – support world-class performance, with quicker, more imperceptible shifting.

    The wide, 6.71 gear spread of the transmission enables the CTS to deliver strong performance at all rpm levels, while achieving good fuel economy on the highway. A “tall,” 0.69-ratio eighth-gear also helps maintain a low engine speed of approximately 1,800 rpm at 70 mph – about 200 rpm lower than a six-speed – which not only enhances efficiency but contributes to a quieter driving experience.

    Complete electronic control of the transmission enables it to select the best gear for the driving conditions, allowing the transmission to “skip” one or more gears, if appropriate, when up-shifting or down-shifting. In manual mode, torque converter lockup is used in gears two through eight to balance performance and efficiency, while preserving the maximum torque multiplication in first gear for optimal launch performance

    The CTS development team tailored the transmission for the high torque output of Cadillac 3.6L Twin-Turbo, which included stronger gear sets and a greater number of clutch plates. The team also wove in driver-selectable performance features enable the transmission to hold lower gears during certain performance-driving situations, for a more connected and responsive driving experience with the new turbocharged engine.

    Paddle-shift control enables the driver manual control of the gear changes, for the ultimate feeling of control of the turbocharged CTS.

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    No Cubical, this engine is a Caddy Engine.

    Camaro can have a twin scroll single turbo v6 of it's own marketing brand.

    We need to build the speciality of each brand and stop watering it down. The last thing we want to hear is people saying "There is the new XTS or CTS with that Chevy Engine.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    Edited by Cubical-aka-Moltar

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    Nice. The 420-hp twin-turbocharged V8 in the Audi S6 actually gets better MPG than these figures from Cadillac, but this V6 is likely to be much less expensive than competitive forced induction V8s of similar performance.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    So, it's all about perception?

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    So, it's all about perception?

    Partially....for marketing in the premium niche, you have to have premium hardware..that's how the game works.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    So, it's all about perception?

    Partially....for marketing in the premium niche, you have to have premium hardware..that's how the game works.

    What's so premium about it?

    Other than price.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    So, it's all about perception?

    Partially....for marketing in the premium niche, you have to have premium hardware..that's how the game works.

    What's so premium about it?

    Other than price.

    Read the details.

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    I read them.

    No significant differences as compared to an LS3 in a Camaro - except complexity and price.

    The numbers are a wash otherwise.

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    OK.

    This engine essentially produces the same HP/TQ/MPG as an NA V8 of medium tune. But it adds a great deal of complexity and expense.

    Is there a gain here?

    I'm not trying to rain on this engine's parade, it is a potent package, but I just don't see much advantage to it after all of the effort put into it.

    It's for a Cadillac, so complexity and expense is a necessity.... it fits better w/ the market niche than an NA pushrod v8 would....BMW was a twin turbo DOHC 6, the M-B E-class is getting one, Audi has a turbo V6 in the A6.

    So, it's all about perception?

    Yes and also what the people in this segment want and buy.

    You can force on people what they need or you can give them what they want.

    Like I said in the other tread people in this segment perceived value. Often more technical and the more turbo's and cams the better they like it.

    Camino you have to remember this is not a muscle car segment and the people here are not hung up on cylinder counts but they are hung up on technology and advanced systems. It is kind of like NASCAR vs. F1. Both are fast and NASCAR is as fast and is cheaper but many love the technology and the strategy of F1 when they can keep the tires on the car.

    If Cadillac wants to make inroads into Europe they need to offer what they want over there and people here will still by it because it will be a sweet engine. I am willing to bet the torque curve is flatter and wider than the LT1.

    Either way the CTS standard car is nearly as good as the present V in performance. Make one ponder what they have cooked up for the V. All I know is it will have to be AWD if they want it to hook up.

    The E63 is now turning 3.5 sec 0-60 times and I expect Cadillac may be able to match that with the V.

    As good as pushrods are any car sold outside the states will need to give the global markets what they want. I would not be surprised to see some Euro companies look at the push rod again to gain lower hoods. Some showed envy at the Vette. If they enter the market again it will play into GM's hands as they are already there. GM should also do a better job of marketing the V8 to. Too many have no clue how advanced the new LT is.

    By the way this engine sounds great on the dyno.

    Edited by hyperv6

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    Well, I guess my takeaway from this is that this engine is for those with more money than brains.

    I would have been far more impressed if the engine delivered dramatic fuel economy while maintaining the same performance levels (or even a bit less).

    As is, I see no real advantage at all.

    Edited by Camino LS6
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    Camino they look down on your taste too so I guess it is a fair fight.

    The fact is there are a lot of different taste and GM is address more than just yours. There is no right or wrong as long as it sells more cars in more markets.

    I would not diss this engine too much till you drive it. I suspect based on the Turbo 4 it should be a pretty amazing engine and the torque will be in lower and higher than the old 428 HO Pontiac I used to drive.

    You will still get your V8 in the V so just hang on there will be a flavor for everyone.

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    Camino they look down on your taste too so I guess it is a fair fight.

    The fact is there are a lot of different taste and GM is address more than just yours. There is no right or wrong as long as it sells more cars in more markets.

    Well, I guess my takeaway from this is that this engine is for those with more money than brains.

    I would have been far more impressed if the engine delivered dramatic fuel economy while maintaining the same performance levels (or even a bit less).

    As is, I see no real advantage at all.

    You aren't the target customer...so stick w/ Chevy trucks.

    Edited by Cubical-aka-Moltar

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    C'mon guys, this engine simply doesn't deliver what it should: near V8 performance, with V6 fuel economy.

    I'm not talking about taste, or cylinder count, or flavor, or even what I like or don't like. I'm looking at the numbers, and without gains in fuel economy, they just don't offer much.

    I'm sure I'd enjoy driving a car with this engine, it is quite potent, but what a roundabout way to get to that result!

    It ought to be beyond simple parity with an LS3 - it ought to blow it out of the water.

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    C'mon guys, this engine simply doesn't deliver what it should: near V8 performance, with V6 fuel economy.

    I'm not talking about taste, or cylinder count, or flavor, or even what I like or don't like. I'm looking at the numbers, and without gains in fuel economy, they just don't offer much.

    I'm sure I'd enjoy driving a car with this engine, it is quite potent, but what a roundabout way to get to that result!

    It ought to be beyond simple parity with an LS3 - it ought to blow it out of the water.

    Did you read the article? This is clearly V8 performance...

    good for 420 horsepower and 430 pound-feet. That is mated to an

    eight-speed automatic transmission. This combination runs to 60 MPH in

    4.6 seconds, a top speed of 170 MPH

    The fuel econ numbers will likely be class competitive w/ similar models from the German trio... this isn't an engine for a Malibu...premium market buyers aren't as hung up on fuel economy numbers as economy car buyers are.

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    the advantage is that Cadillac will be putting an engine in the car people want in cadillac, not one perceived to be a redneck engine or a truck engine.

    I know myself, I would prefer the twin turbo v6. I would not want a v8 in my CTS.

    this engine will go in a bunch of GM stuff also. I'd like to see it in the Corvette and Camaro.

    The marketers need the product to have attributes they can market, not to have to sell concepts that are not much in favor in the buying group's minds.

    60 degree design, two less expensive pistons, shorter and less expensive crankshaft.........

    engine cover is sort of bland.

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    C'mon guys, this engine simply doesn't deliver what it should: near V8 performance, with V6 fuel economy.

    I'm not talking about taste, or cylinder count, or flavor, or even what I like or don't like. I'm looking at the numbers, and without gains in fuel economy, they just don't offer much.

    I'm sure I'd enjoy driving a car with this engine, it is quite potent, but what a roundabout way to get to that result!

    It ought to be beyond simple parity with an LS3 - it ought to blow it out of the water.

    Did you read the article? This is clearly V8 performance...

    good for 420 horsepower and 430 pound-feet. That is mated to an

    eight-speed automatic transmission. This combination runs to 60 MPH in

    4.6 seconds, a top speed of 170 MPH

    The fuel econ numbers will likely be class competitive w/ similar models from the German trio... this isn't an engine for a Malibu...premium market buyers aren't as hung up on fuel economy numbers as economy car buyers are.

    Please stop asking if I read it.

    I gave it its due on power - the engine has it in spades.

    What it doesn't have is a justification for its lousy MPG numbers in a new , lighter architecture and with all of its tech.

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    C'mon guys, this engine simply doesn't deliver what it should: near V8 performance, with V6 fuel economy.

    I'm not talking about taste, or cylinder count, or flavor, or even what I like or don't like. I'm looking at the numbers, and without gains in fuel economy, they just don't offer much.

    I'm sure I'd enjoy driving a car with this engine, it is quite potent, but what a roundabout way to get to that result!

    It ought to be beyond simple parity with an LS3 - it ought to blow it out of the water.

    Did you read the article? This is clearly V8 performance...

    good for 420 horsepower and 430 pound-feet. That is mated to an

    eight-speed automatic transmission. This combination runs to 60 MPH in

    4.6 seconds, a top speed of 170 MPH

    The fuel econ numbers will likely be class competitive w/ similar models from the German trio... this isn't an engine for a Malibu...premium market buyers aren't as hung up on fuel economy numbers as economy car buyers are.

    Please stop asking if I read it.

    I gave it its due on power - the engine has it in spades.

    What it doesn't have is a justification for its lousy MPG numbers in a new , lighter architecture and with all of its tech.

    The gas mileage numbers seem more than adequate. it's not a diesel.

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    To Camino's point, you know what would be great to see?

    Some numbers with the LT1 mated with the 8AT. Then we could see which configuration was superior, performance- and economy-wise. Unfortunately, we won't see that until the next Camaro comes out, so we have to wait.

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    Ehh, you young-in's and yur newfangled turbochargers and fuel injection. Back in my day we had carburetors and injections implied a trip to the doctor. We had to crank the engine by hand, none of this motorized starter tomfoolery.

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    the advantage is that Cadillac will be putting an engine in the car people want in cadillac, not one perceived to be a redneck engine or a truck engine.

    I know myself, I would prefer the twin turbo v6. I would not want a v8 in my CTS.

    this engine will go in a bunch of GM stuff also. I'd like to see it in the Corvette and Camaro.

    The marketers need the product to have attributes they can market, not to have to sell concepts that are not much in favor in the buying group's minds.

    60 degree design, two less expensive pistons, shorter and less expensive crankshaft.........

    engine cover is sort of bland.

    Let's clarify something: I am not calling for this car to have a V8 - it should not. I am also not calling for more power - it has more than enough.

    In all honesty, I am simply calling for better results overall. My thinking here is that this engine has leaned too far to the performance side and ignored fuel economy.

    This is V-level performance that should have been toned down in favor of MPG gains.

    The V will have to be a lesson in overkill to slot above this engine, and I see that as a mistake.

    Ehh, you young-in's and yur newfangled turbochargers and fuel injection. Back in my day we had carburetors and injections implied a trip to the doctor. We had to crank the engine by hand, none of this motorized starter tomfoolery.

    Don't be foolish, the numbers aren't there.

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      Cadillac says that CT6 owners have driven more than 2.5 million miles with SuperCruise active since it was introduced on 2018 model year vehicles. 

    • By Drew Dowdell
      After disappointing fans with a less than awe-inspiring release of the CT4-V and CT5-V on Thursday, Cadillac took the cars to Belle Isle, in Detroit, Michigan on Saturday.  General Motors President Mark Reuss and GM Vice President Global Product Ken Morris drove prototypes of the next step up in V-Series Performance at the Detroit Grand Prix. The two sedans appear to be uprated, higher performance versions of the cars shown on Thursday, more in line to be direct replacements for the ATS-V and CTS-V they succeed. 
      Much of the disappointment surrounding the two cars comes from the relatively tepid power outputs. The CT4-V comes with a 320 horsepower turbo-charged 4-cylinder and the CT5-V comes with a 355 horsepower twin-turbo V6, a mere 20 horsepower increase over the non-V CT5 V6 and less than the 400 horsepower available in the 2019 Cadillac CT6 Platinum, and a far cry from the 460 horsepower ATS-V and 620 horsepower CTS-V.  Cadillac is aiming to make the V-series more accessible to customers, however, we feel that they could have achieved this same goal by calling the revealed cars V-Sport instead of V-series.
      As of yet, we can only speculate what Cadillac is planning for the upgraded V-series cars, but hopefully, the twin-turbo V8 Blackwing will make it into at least one of them.  

      View full article
    • By Drew Dowdell
      After disappointing fans with a less than awe-inspiring release of the CT4-V and CT5-V on Thursday, Cadillac took the cars to Belle Isle, in Detroit, Michigan on Saturday.  General Motors President Mark Reuss and GM Vice President Global Product Ken Morris drove prototypes of the next step up in V-Series Performance at the Detroit Grand Prix. The two sedans appear to be uprated, higher performance versions of the cars shown on Thursday, more in line to be direct replacements for the ATS-V and CTS-V they succeed. 
      Much of the disappointment surrounding the two cars comes from the relatively tepid power outputs. The CT4-V comes with a 320 horsepower turbo-charged 4-cylinder and the CT5-V comes with a 355 horsepower twin-turbo V6, a mere 20 horsepower increase over the non-V CT5 V6 and less than the 400 horsepower available in the 2019 Cadillac CT6 Platinum, and a far cry from the 460 horsepower ATS-V and 620 horsepower CTS-V.  Cadillac is aiming to make the V-series more accessible to customers, however, we feel that they could have achieved this same goal by calling the revealed cars V-Sport instead of V-series.
      As of yet, we can only speculate what Cadillac is planning for the upgraded V-series cars, but hopefully, the twin-turbo V8 Blackwing will make it into at least one of them.  
    • By William Maley
      At an event tonight in Detroit, Cadillac delivered a one-two punch for those craving for a bit of performance with the introduction of the 2020 CT4-V and CT5-V. On paper, the two models aren't what we were expecting. Instead of the firebreathing monsters that were the ATS-V and CTS-V, the CT4 and CT5-V are more in line with middle children of German automakers - Audi S4, BMW M340i, and Mercedes-AMG C43 and E43.
      CT4-V
      To say we're a bit surprised that Cadillac is showing off the performance variant of their upcoming entry-level sedan would be an understatement - the reveal of the standard CT4 is expected to happen in a few weeks. Aimed at the likes of the Audi S3 and Mercedes-AMG A45, the CT4-V uses a 2.7L turbo-four from the Chevrolet Silverado and GMC Sierra. It makes 320 horsepower and 369 pound-feet of torque. Power flows through a 10-speed automatic to either rear or all four wheels. No manual is available. Other mechanical bits to be aware of are four-piston brake calipers at all corners, and Magnetic Ride Control being standard on RWD models - AWD sticks with conventional shocks.
      Design-wise, the CT4-V looks like it could be mid-cycle facelift for the ATS with a similar profile. The front end mimics the larger CT5 with a wide grille and unique headlight shape. Around back, there is a boat tail effect for the trunk lid with a small lip spoiler and quad tailpipes.
      CT5-V
      Cadillac appears to be playing it quiet with the CT5-V's design. The only bits that set it apart from the standard model are the dark trim, quad-tailpipes, rear diffuser, and new wheels. Under the hood is a twin-turbo 3.0L V6 making 355 horsepower and 400 pound-feet of torque. For those keeping score, that's 20 more horsepower than the CT5 with this same engine, while torque is unchanged. Like the CT4-V, the CT5 routes power through a 10-speed automatic and either rear- or all-wheel drive. An electronically controlled limited-slip differential, Magnetic Ride Control, Performance Traction Management system, and four-piston brakes finish off the changes.
      The CT4-V and CT5-V are expected to go on sale early next year.
      Our Big Concern
      We find ourselves wondering what is Cadillac thinking? On paper, these models make more sense as V-Sport models considering what's being presented. Badging them as V dilutes hardcore image that the past few models have brought forth. Why is Cadillac doing this? Autoblog may have an answer. According to a Cadillac representative, the brand is wanting to bring in a broader set of buyers to showrooms, hence they are making them less hardcore. This will allow them to bring V versions of other models like their crossovers. But there are hardcore versions coming in the pipeline according to the rep.
      Still, we can't help but wonder if GM has done their classic move of shooting themselves in the foot.
      Source: Cadillac


      Cadillac Reveals First-Ever CT4-V and CT5-V
      Expanded lineup adds more choices for spirited performance. Highlights include available Super Cruise, AWD, Magnetic Ride Control 4.0, eLSD and new V-Mode Driven by Cadillac’s latest turbocharging technology and building on more than 15 years of performance credentials, the first-ever 2020 CT4-V and CT5-V were unveiled today, expanding choices for the brand’s V-Series performance sub-brand.
      Following the 2019 CT6-V, they grow the V-Series family with even more levels of performance, while preserving the lineage established by the original V-Series lineup introduced in 2004.   
      “The new V-Series sedan lineup defines modern sophistication by combining luxury appointments with thoughtful technology and athletic refinement for the discerning enthusiast,” said Brandon Vivian, Cadillac executive chief engineer. “We are inviting even more customers into the V-Series family by adding a new level of elevated performance between our Sport models and the ultimate, high-performance track capability that the V-Series has grown to represent.”
      The first-ever CT4 and recently introduced CT5 represent Cadillac’s realigned sedan portfolio, characterized by new proportions, innovative technologies and more appearance and performance choices. Each is built on Cadillac’s award-winning rear-wheel-drive Alpha architecture, with the V-Series models developed to deliver the ultimate blend of performance, presence and road-going refinement.
      Both share the latest standard V-Series performance technologies, including Magnetic Ride Control 4.0, which is tuned specifically for V models to enhance comfort without sacrificing performance-oriented responsiveness, and drive modes that include new V-Mode personalization. Each model is available in RWD or AWD and features a 10-speed automatic transmission, Brembo front brakes with eBoost electronic assist and a limited-slip rear differential on CT4-V and electronic limited-slip differential on CT5-V.
      Cadillac’s exclusive Super Cruise1, the first true hands-free driver assistance feature for the freeway, is available on more than 130,000 miles of limited-access freeways in the U.S. and Canada. It will be available on both new V-Series models.  
      “The new lineup expands the V-Series ethos, drawing more customers into the Cadillac Performance family, and the newest Vs are focused on elevated athleticism and luxurious refinement for customers wanting a dynamic daily drive,” said Mark Reuss, GM president. “And this is only the beginning of the V family. Cadillac’s passion for performance shines on a racetrack. Stay tuned.”
      Vehicle highlights

      CT5-V — The first-ever CT5-V builds on the precision-focused details of the all-new luxury sedan introduced earlier this year to offer elevated road performance and an engaging driving experience.  
      Powered by Cadillac’s high-output 3.0L Twin Turbo V-6 engine, which uses low-inertia turbochargers to enhance power production across the rpm band. It is rated at a Cadillac-estimated 355 horsepower (265 kW), pending SAE certification. 10-speed automatic transmission. Electronic limited-slip rear differential. Standard RWD and available AWD. V-Series performance chassis with Magnetic Ride Control 4.0. Performance Traction Management. Vehicle Control Mode with customizable V-Mode. Brembo front braking system. 19-inch wheels and summer-only performance tires2 (all-season tires available with AWD). Dark exterior accents and V-Series mesh grilles; unique rear diffuser and quad exhaust tips. Super Cruise1 available. Unique performance persona instrument cluster and V-Mode steering wheel control. CT4-V — Developed for a new generation of sedan customers, the first-ever CT4 blends nimble handling and Cadillac’s signature technology. The CT4-V takes these traits further, infusing the brand’s racing DNA for a dynamic, responsive and exhilarating driving experience.   
      Powered by Cadillac’s high-output 2.7L Turbo engine featuring a unique three-step sliding camshaft that helps optimize performance at all speeds. It is rated at a Cadillac-estimated 320 horsepower (239 kW), pending SAE certification. 10-speed automatic. Limited-slip rear differential. V-Series performance chassis with Magnetic Ride Control 4.0 (on RWD) or ZF MVS passive dampers (on AWD). Vehicle Control Mode with customizable V-Mode. Brembo front braking system. 18-inch wheels and summer-only performance tires2 (all-season tires available with AWD). Near-perfect 50/50 weight distribution for an exceptional feeling of balance and control. Dark exterior accents and V-Series mesh grilles; quad exhaust tips, unique rear spoiler design that helps reduce rear lift while increasing grip for the rear tires. Super Cruise1 available. Unique performance persona instrument cluster and V-Mode steering wheel control. MORE TO COME
      The CT4-V and CT5-V go on sale early in the 2020 calendar year, with production at GM’s Lansing Grand River facility in Michigan. Additional product information, as well as details on additional V-Series variants and CT4 Luxury, Premium Luxury and Sport models, will be announced at a later date.

      View full article
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