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



    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.

    -1

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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.

    -1

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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
    -1

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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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      Now we come to the successor of the SRX, the 2017 XT5. Those who were hoping for a change in the priorities will be disappointed as the XT5 doesn’t mess with the SRX’s recipe. But is that bad thing?
      Evolution is the impression you get when walking around the XT5. Cadillac’s designers didn’t make any drastic changes to the design profile aside from softening the Art & Science design language. The front now features a comically-large grille and headlights with a strand of LEDs that run into the bumper. Towards the back is an integrated spoiler that extends the roofline, a set of large taillights, and a rear bumper that comes with chrome exhaust ports and a faux skid plate. The XT5 does lose some of the polarizing details that made the SRX stand out, but it still stands out slightly in what is becoming a crowded class.
      Cadillac has been stepping up its game in terms of their interiors with their new models. Case in point is the XT5. Our top-line Platinum tester featured faux suede, leather, and wood trim on a number of surfaces that make it look and feel quite luxurious. We’re glad to see the removal of the Piano Black panel for the center stack as it looked out of place and was a magnet for fingerprints. One design idea we’re not so keen on is the gear selector. Instead of a lever, Cadillac went with a joystick controller to engage the various gears. The controller isn’t intuitive as you’ll find yourself going into the wrong gear or not going into one at all on a somewhat regular basis. You will get the hang of it after a bit, but you can’t help but wonder why Cadillac decided to change this in the first place.
      The leather used for the seats feel quite supple and help fix the issue of uncomfortable seats in the SRX. Interior space has grown, thanks to a two-inch increase in the wheelbase. Rear legroom has grown 3.2 inches and it allows anyone sitting back there to stretch out. Headroom is still slightly tight thanks in part to our tester coming with the optional panoramic sunroof. But this can be alleviated by recalling the rear seat slightly. Cargo space in smack dab in the middle - 30 cubic feet with the rear seats up and 63 cubic feet when folded.
      Cadillac User Interface (CUE) has been one of our least favorite infotainment systems to use since it was introduced a few years ago. The litany of problems ranging from a touch sensitive buttons not responding to inputs to the system crashing have dragged Cadillac down. But the system has been getting a number of changes and updates over the past few years. For starters, Cadillac has removed most of the touch-sensitive buttons from the system. Being able to press an actual button to turn on the heated/ventilated seats or adjust the temperature is really nice. It is a shame Cadillac didn’t bring back an actual volume knob for CUE - the touch-sensitive strip is still there. But at least there are volume controls on the steering wheel that allow you to avoid it. The system itself has been overhauled with a faster processor and a slightly improved interface. The changes make a difference as the system is snappier and a little bit easier to understand. If you still find CUE a bit overwhelming, you’ll be happy to know that CUE now features Apple CarPlay and Android Auto integration.
      Cadillac bucks the trend in the midsize luxury crossover class by only offering one engine - a 3.6L V6 producing 310 horsepower and 271 pound-feet of torque (@ 5,000 rpm). This comes paired with an eight-speed automatic and the choice of front or all-wheel drive. The V6 is the weak link in the XT5. When leaving a stop, it takes a moment for the engine to realize the accelerator pedal has been pressed before it starts working. This is even worse when you’re trying to make a pass as it seems the engine was busy taking a nap before it was hastily woken up. Once the engine is awake, it takes its time to get up to speed. There is a positive to the V6 engine and that is the stop-start system. Unlike some previous systems that are slow to restart the engine or do so in a very rough fashion, Cadillac’s system is quick and smooth when you let off the brake. The eight-speed automatic seems reluctant to downshift at times. We’re guessing this transmission was calibrated for fuel economy. At least the eight-speed automatic delivers smooth shifts.
      Fuel economy figures for the 2017 Cadillac XT5 all-wheel drive stand at 18 City/26 Highway/21 Combined. Our average fuel economy for the week landed around 22.3 mpg in mostly city driving. 
      One characteristic we liked about the SRX was its comfortable ride. Yes, it flies in the face of Cadillac’s message of beating the German’s at their own handling game. But buyers loved the smoothness on offer. Sadly, the XT5 loses a bit of the smoothness. Despite our tester featuring an adaptive suspension system, the XT5 wasn’t able to fully iron out bumps. Some of this can be attributed to 20-inch wheels fitted to our tester. At least the XT5 keeps road and wind noise out of the interior. Like the SRX, the XT5 isn’t sporty. Body motions are kept in check, but the light weight and nonexistent feel from the steering puts a halt to that idea. 
      An item Cadillac has been touting on the XT5 is the Rear Camera Mirror. Available only on the top-line Platinum, the mirror can stream the view from the rear camera by flicking a switch. We found this to be really helpful when backing out of parking lots as it gave a view that isn’t hindered by the thick rear pillars. Hopefully, Cadillac spreads this feature down to other trims of the XT5. 
      In some respects, the 2017 Cadillac XT5 is a step forward. The model improves on certain parts of the SRX such as a more luxurious and spacious interior, improved CUE system, and sharper looks. But in other respects, Cadillac messed up with the XT5. The 3.6L V6 needs to be shown the door and a new engine that offers better low-end performance to take its place. The loss of the smooth ride that the SRX was known for hurts the XT5 as well. Finally, there is the price. Our XT5 Platinum tester came with an as-tested price of $69,985. It is a nice crossover. But if we’re dropping close $70,000 on a luxury crossover, we can think of a few models that would be ahead of the XT5.
      It should be noted that the Cadillac XT5 has taken the place of the SRX of being the brand’s best selling model. At the end of 2016, Cadillac moved 39,485 XT5s. But unlike the SRX which we could recommend without hesitation, the XT5 comes with a number of caveats that we cannot do the same.
      Disclaimer: Cadillac Provided the XT5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Cadillac
      Model: SRX
      Trim: Platinum
      Engine: 3.6L V6 VVT DI
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,700
      Torque @ RPM: 271 @ 5,000
      Fuel Economy: City/Highway/Combined - 18/26/21
      Curb Weight: N/A
      Location of Manufacture: Spring Hill, TN
      Base Price: $62,500
      As Tested Price: $69,985 (Includes $995.00 Destination Charge)
      Options:
      Driver Assist Package - $2,340.00
      20-inch Wheels - $2,095.00
      Trailering Equipment - $575.00
      Black Ice Body Side Moldings - $355.00
      Compact Spare Tire - $350.00
      Black Ice License Plate Bar - $310.00
      Black Roof Rails - $295.00
      Black Splash Guards - $170.00

      View full article
    • By William Maley
      Cadillac has been trying to position itself being as an alternative to German brands with models that offer exemplary handling characteristics and sharp designs. But the brand has the issue of models that don’t quite fit the image being presented. The SRX is the poster child for this. Yes, it had the sharp looks the brand was getting known for. But you wouldn’t call it sporty. It was more along the lines of a Lexus RX where luxury and comfort were the main priorities. Enthusiasts and critics were not pleased with this, but consumers gobbled them up. The SRX for a time was Cadillac’s best-selling model.
      Now we come to the successor of the SRX, the 2017 XT5. Those who were hoping for a change in the priorities will be disappointed as the XT5 doesn’t mess with the SRX’s recipe. But is that bad thing?
      Evolution is the impression you get when walking around the XT5. Cadillac’s designers didn’t make any drastic changes to the design profile aside from softening the Art & Science design language. The front now features a comically-large grille and headlights with a strand of LEDs that run into the bumper. Towards the back is an integrated spoiler that extends the roofline, a set of large taillights, and a rear bumper that comes with chrome exhaust ports and a faux skid plate. The XT5 does lose some of the polarizing details that made the SRX stand out, but it still stands out slightly in what is becoming a crowded class.
      Cadillac has been stepping up its game in terms of their interiors with their new models. Case in point is the XT5. Our top-line Platinum tester featured faux suede, leather, and wood trim on a number of surfaces that make it look and feel quite luxurious. We’re glad to see the removal of the Piano Black panel for the center stack as it looked out of place and was a magnet for fingerprints. One design idea we’re not so keen on is the gear selector. Instead of a lever, Cadillac went with a joystick controller to engage the various gears. The controller isn’t intuitive as you’ll find yourself going into the wrong gear or not going into one at all on a somewhat regular basis. You will get the hang of it after a bit, but you can’t help but wonder why Cadillac decided to change this in the first place.
      The leather used for the seats feel quite supple and help fix the issue of uncomfortable seats in the SRX. Interior space has grown, thanks to a two-inch increase in the wheelbase. Rear legroom has grown 3.2 inches and it allows anyone sitting back there to stretch out. Headroom is still slightly tight thanks in part to our tester coming with the optional panoramic sunroof. But this can be alleviated by recalling the rear seat slightly. Cargo space in smack dab in the middle - 30 cubic feet with the rear seats up and 63 cubic feet when folded.
      Cadillac User Interface (CUE) has been one of our least favorite infotainment systems to use since it was introduced a few years ago. The litany of problems ranging from a touch sensitive buttons not responding to inputs to the system crashing have dragged Cadillac down. But the system has been getting a number of changes and updates over the past few years. For starters, Cadillac has removed most of the touch-sensitive buttons from the system. Being able to press an actual button to turn on the heated/ventilated seats or adjust the temperature is really nice. It is a shame Cadillac didn’t bring back an actual volume knob for CUE - the touch-sensitive strip is still there. But at least there are volume controls on the steering wheel that allow you to avoid it. The system itself has been overhauled with a faster processor and a slightly improved interface. The changes make a difference as the system is snappier and a little bit easier to understand. If you still find CUE a bit overwhelming, you’ll be happy to know that CUE now features Apple CarPlay and Android Auto integration.
      Cadillac bucks the trend in the midsize luxury crossover class by only offering one engine - a 3.6L V6 producing 310 horsepower and 271 pound-feet of torque (@ 5,000 rpm). This comes paired with an eight-speed automatic and the choice of front or all-wheel drive. The V6 is the weak link in the XT5. When leaving a stop, it takes a moment for the engine to realize the accelerator pedal has been pressed before it starts working. This is even worse when you’re trying to make a pass as it seems the engine was busy taking a nap before it was hastily woken up. Once the engine is awake, it takes its time to get up to speed. There is a positive to the V6 engine and that is the stop-start system. Unlike some previous systems that are slow to restart the engine or do so in a very rough fashion, Cadillac’s system is quick and smooth when you let off the brake. The eight-speed automatic seems reluctant to downshift at times. We’re guessing this transmission was calibrated for fuel economy. At least the eight-speed automatic delivers smooth shifts.
      Fuel economy figures for the 2017 Cadillac XT5 all-wheel drive stand at 18 City/26 Highway/21 Combined. Our average fuel economy for the week landed around 22.3 mpg in mostly city driving. 
      One characteristic we liked about the SRX was its comfortable ride. Yes, it flies in the face of Cadillac’s message of beating the German’s at their own handling game. But buyers loved the smoothness on offer. Sadly, the XT5 loses a bit of the smoothness. Despite our tester featuring an adaptive suspension system, the XT5 wasn’t able to fully iron out bumps. Some of this can be attributed to 20-inch wheels fitted to our tester. At least the XT5 keeps road and wind noise out of the interior. Like the SRX, the XT5 isn’t sporty. Body motions are kept in check, but the light weight and nonexistent feel from the steering puts a halt to that idea. 
      An item Cadillac has been touting on the XT5 is the Rear Camera Mirror. Available only on the top-line Platinum, the mirror can stream the view from the rear camera by flicking a switch. We found this to be really helpful when backing out of parking lots as it gave a view that isn’t hindered by the thick rear pillars. Hopefully, Cadillac spreads this feature down to other trims of the XT5. 
      In some respects, the 2017 Cadillac XT5 is a step forward. The model improves on certain parts of the SRX such as a more luxurious and spacious interior, improved CUE system, and sharper looks. But in other respects, Cadillac messed up with the XT5. The 3.6L V6 needs to be shown the door and a new engine that offers better low-end performance to take its place. The loss of the smooth ride that the SRX was known for hurts the XT5 as well. Finally, there is the price. Our XT5 Platinum tester came with an as-tested price of $69,985. It is a nice crossover. But if we’re dropping close $70,000 on a luxury crossover, we can think of a few models that would be ahead of the XT5.
      It should be noted that the Cadillac XT5 has taken the place of the SRX of being the brand’s best selling model. At the end of 2016, Cadillac moved 39,485 XT5s. But unlike the SRX which we could recommend without hesitation, the XT5 comes with a number of caveats that we cannot do the same.
      Disclaimer: Cadillac Provided the XT5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Cadillac
      Model: SRX
      Trim: Platinum
      Engine: 3.6L V6 VVT DI
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,700
      Torque @ RPM: 271 @ 5,000
      Fuel Economy: City/Highway/Combined - 18/26/21
      Curb Weight: N/A
      Location of Manufacture: Spring Hill, TN
      Base Price: $62,500
      As Tested Price: $69,985 (Includes $995.00 Destination Charge)
      Options:
      Driver Assist Package - $2,340.00
      20-inch Wheels - $2,095.00
      Trailering Equipment - $575.00
      Black Ice Body Side Moldings - $355.00
      Compact Spare Tire - $350.00
      Black Ice License Plate Bar - $310.00
      Black Roof Rails - $295.00
      Black Splash Guards - $170.00
    • By William Maley
      Cadillac is going to have a quiet 2017, but 2018 looks to be a blockbuster year as the first of their needed crossovers will launch - the compact XT3. Thanks to a spy photographer, we have gotten our first look at it.
      General Motors' camouflage department did a really good job of covering up the XT3, so we can't really tell much about the design except that it looks like an even smaller XT5. One detail they weren't able to cover up is the intercooler, leading us to believe that the XT3 will come with turbocharged power - most likely the 2.0L turbo. A nine-speed automatic and the choice of front or all-wheel drive is likely. Platform-wise, expect the XT3 to use the underpinnings of the Chevrolet Equinox and GMC Terrain.
      Source: Car and Driver

      View full article
    • By William Maley
      Cadillac is going to have a quiet 2017, but 2018 looks to be a blockbuster year as the first of their needed crossovers will launch - the compact XT3. Thanks to a spy photographer, we have gotten our first look at it.
      General Motors' camouflage department did a really good job of covering up the XT3, so we can't really tell much about the design except that it looks like an even smaller XT5. One detail they weren't able to cover up is the intercooler, leading us to believe that the XT3 will come with turbocharged power - most likely the 2.0L turbo. A nine-speed automatic and the choice of front or all-wheel drive is likely. Platform-wise, expect the XT3 to use the underpinnings of the Chevrolet Equinox and GMC Terrain.
      Source: Car and Driver
    • By William Maley
      GM Announces January U.S. Sales, Affirms Positive Outlook
      DETROIT — General Motors (NYSE: GM) U.S. dealers delivered 195,909 cars, trucks and crossovers in January, down 3.8 percent year over year. Retail sales totaled 155,010 units, down 4.9 percent, and the company set a new January record for average transaction prices.
      “In early January, we focused on profitability while key competitors sold down their large stocks of deeply discounted, old-model-year pickups,” said Kurt McNeil, U.S. vice president of Sales Operations. “We gained considerable sales momentum as we rebuilt our mid-size pickup, SUV and compact crossover inventories from very low levels following record-setting December sales.”
      Inventories of most of these products were in the 30 – 50 days’ supply range at the beginning of January.
      January Highlights (vs. Jan. 2016)
      GM estimates that the seasonally adjusted annual selling rate (SAAR) for light vehicles was approximately 17.6 million units. GM’s ATPs, which reflect retail transaction prices after incentives, rose $1,200 per unit to $34,500, a new January record.  GM was the only domestic automaker and one of only two full-line automakers to reduce incentives as a percentage of ATP. GM spending was 12.7 percent, down 0.3 points, and the industry average was 12.3 percent, up 1.3 points. Rental deliveries were down 1 percent. Total fleet sales were up 1 percent on a 12 percent increase in Government deliveries and a 1 percent increase in Commercial sales. GM’s fleet mix was 21 percent of total sales. Small business deliveries were up 4 percent. Chevrolet Retail Sales
      The Cruze, up 22 percent, the Volt, up 56 percent, and the Trax, up 40 percent, had their best-ever January retail sales. Total sales were also January records. Spark deliveries were up 40 percent. Bolt EVs, which were available in California and Oregon during the month, had the fastest days to turn in the industry at 7 days. The Tahoe, up 8 percent, and Suburban, up 11 percent, had their best January retail sales since 2008. The Equinox was up 4 percent. The Colorado was up 9 percent for its best January retail sales since 2005. Total sales were also the highest January since 2005. Sales of the Silverado HD pickup were up 32 percent for the truck’s best January retail sales since 2008. Total HD sales were also the best since 2008. Buick Retail Sales
      Crossover deliveries were up 20 percent, driven by higher Encore sales and the first-ever Envision. Average transaction prices were up 9 percent, four times better than the industry average growth. GMC Retail Sales
      Deliveries of the Acadia were up 15 percent. Sierra deliveries were up 2 percent, for the truck’s best retail January sales since 2002. Average transaction prices were up 7 percent, more than three times better than the industry average growth. Cadillac Retail Sales
      Cadillac sales were up more than 1 percent. Crossover deliveries were up 11 percent, on the strength of the new XT5. Total Escalade deliveries were up 10 percent, driven by 7 percent increase in Escalade ESV retail sales. Average transaction prices were the highest in the brand’s history at $55,300, up about $1,000 year over year. GM Momentum Continues to Grow
      In 2016, GM was the industry’s fastest-growing full-line automaker on a retail sales basis, and Chevrolet has been the fastest-growing full-line brand for two consecutive years on a retail basis. Chevrolet grew retail market share in 2015-2016 by almost one full percentage point, which translates to more than 120,000 incremental sales.
      “Our go-to-market strategy in 2017 is the same as 2016,” McNeil said. “We are focused on strengthening our brands, growing retail sales and share, reducing daily rental deliveries and maintaining our operating discipline.”
      GM is optimistic about the year ahead because the economy is strong and the company’s four brands are dramatically expanding their product offerings in fast-growing crossover segments.
      Industry sales are expected to remain at or near record levels, with higher GM retail sales and market share on a year-over-year basis. GM’s deliveries to daily rental companies are expected to decline as a percentage of total sales for the third year in a row. GM will continue to match production with customer demand. Previously announced plans to reduce passenger car production at plants in Lordstown, Ohio and Lansing, Michigan were implemented at the end of January. GM’s operating discipline will help drive continued improvements in brand health and resale values. During January, IHS Markit said GM had the highest overall loyalty to a manufacturer for the second year in a row. Also, Kelley Blue Book gave seven Chevrolet and GMC vehicles awards for outstanding resale value, more than any other manufacturer. Ten all-new or recently redesigned crossovers are expected to drive GM’s 2017 sales results, including two new compact models, which will compete in the industry’s largest segment. Crossover Launches by Brand
      Chevrolet will have the industry’s broadest and freshest lineup of utility vehicles behind the 238-mile range Bolt EV; the 2018 Equinox, which arrives in showrooms soon; and the all-new Traverse, which arrives this summer. At Buick, crossovers are expected to account for as much as 75 percent of retail deliveries, up from 66 percent in 2016, driven by the Encore, Envision and Enclave. GMC, which has the highest average transaction prices of any non-luxury brand, will launch the all-new 2018 Terrain in late summer. It will complement the redesigned Acadia, which went on sale in late summer 2016. Cadillac will benefit from a full year of production of the new XT5 crossover, which is now the second best-selling vehicle in its segment.
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