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Cadillac News: Rumorpile: Cadillac ATS-V Could Pack A 3.2L Twin-Turbo V6


William Maley

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William Maley

Staff Writer - CheersandGears.com

November 13, 2013

We know that Cadillac is hard at work on an ATS-V, but no one has been able to nail down what will be under the hood of it. Reports say it could either be a twin-turbo V6, possibly the new TT 3.6 found in the CTS and XTS VSport, or a V8 engine. According to a new report from Automobile, the ATS-V will likely have a twin-turbo V6, but not the 3.6. The report says the twin-turbo V6 will be a 3.2L and will be capable of producing of more than 500 horsepower.

This TT 3.2 V6 has a bit of interesting story to it. The engine is based on GMs’ High Feature V6 engine architecture which was supplied to Alfa Romeo in the later half of the 2000's. Alfa Romeo fitted its own set of twin turbos and direct-injection system, thus creating the 3.2 JTS engine which was available on the 159, Brera, and Spider.

Source: Automobile

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


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Sounds Like if they go with the 3.2 TT V6 it would be due to tax from the stupid Euro Zone rather than a solid TT engine. Euro zone auto rules will kill off auto companies at the rate they are going.

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I doubt this would be a direct lift from the Alfa Romeo.... more likely, it is just the current 3.6TT with a slightly shorter stroke and the boost turned way up.

Yeah. My guess is that, if the rumour has some truth in it, it'll be a variant of the 3.6L block but I guess with a smaller bore. I think the rationale is that a smaller displacement engine using the 3.6L block would have thicker cylinder walls and it would withstand higher boost pressures.

Edited by ZL-1
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I doubt this would be a direct lift from the Alfa Romeo.... more likely, it is just the current 3.6TT with a slightly shorter stroke and the boost turned way up.

Yeah. My guess is that, if the rumour has some truth in it, it'll be a variant of the 3.6L block but I guess with a smaller bore. I think the rationale is that a smaller displacement engine using the 3.6L block would have thicker cylinder walls and it would withstand higher boost pressures.

Smaller bore would make sense too. I seem to remember that the HF engines were capable of taking cylinder sleeves to adjust bore size, so the block itself would actually be the same but then they could sleeve it down to the displacement they wanted it to be. With no sleeve, the displacement would be 4.0 liters, but it would have to be a relatively slow, all torque/no rev, engine.

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I hope they also do a lower boost turbo version of the 3.0L V6 to replace the NA 3.6L in the regular ATS,CTS and even XTS models! Then they could also build that 4.5L DOHC 4VPC Turbo V8 to use in the upcoming large Cadillac and the next CTS V in different stages of tune! An all DOHC 4VPC Turbo Cadillac engine lineup would be properly competitive in todays premium market!

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Still Think Cadillac should have a family of V4, V6 and V8 engines based on Corvette V8 DNA engines for their lineup.

These engines could all be Twin Turbo'd and maxed out and then use detuned versions for the other departments.

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the HF 3.0 was never a particularly compelling engine... if they did do a 3.0, it would/should be a new design.

The only issue the HF 3.0L V6 had was it was competing with larger more torquey 3.5L/3.7 V6s from other beands! With twin turbocharging it could become something special for Cadillac replacing todays NA 3.6L V6! And remember it was putting out 260HP using a unique from the 3.6L high compression ratio but with a lower compression ratio its economy would improve significantly as well as its power with turbocharging!

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My guess is if Caddy rolls with a 3.2 turbo, that it also might become a replacement for the 3.6 in some cars. For example, as the step up motor in the CTS and XTS. CTS motor lost them the C/D comparo in the recent issue. A 3.2 turbo 6 would upgrade over the 3.6 and then they could spread it around the lineup and to the ATS. It could even end up in say the Impala or LaCrosse.

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The pressures in this engine will be greater than the 3.6 TT so we will see the bore shrink just as we did in the ZR1.

We saw hints of this engine coming over a year ago and it is no surprise.

Even on the Ecotec they went to 2.0 liters to add more pressure for durability so it s very simple to see what they are doing. Now while I do not have the boost numbers I am speaking of numbers that would bury a T type.

My GM tune on my 2.0 eco puts out 23 PSI of warranty coverage. With the TT it may not be a high but it will spool up low down and hold it for a long time when called upon.

We deal with many Supercharger companies and Turbo companies at work and our customers. Bock damage and blown head gaskets are very common in adapted engines. Ford Small Block suffer the most with only 4 head bolts around each cylinder. With out O ring head gaskets they almost always fail.

Block strength, head strength and head bold or studs are also a factor. Just look at the failure alone of the Ford Diesels and their head bolts from a couple years ago.

I expect that the 3.2 may show up else where as the High Performance Option. The 3.6 Turbo may not be the performance engine as we though it may just be the normal TT engine and the heavy grunt work will go to the 3.2 TT.

The real question is will the TT set up on the V6 and V8 be held as the Cadillac trademark engine to set them apart. The non Turbo and Supercharged V8 may be left to Chevy.

While GM may not be able to make a Cadillac engine the TT hallmark could make the engine that GM makes special just to Cadillac. In this segment technology sells and if they want to sell in Europe and Germany they need to address this over there. It is like Americans love NASCAR and Indy car but Euro people love F1 for the technology and not so much for on track passing. Just see how BMW and Benz sell their cars over there as they detail the technology no matter if it is performance of safety over there before anything else. They buy things not for what image they depict but for the technology they demonstrate.

Cadillac is going to be global in 10 years and you need to start building a global image now to do that later.

Edited by hyperv6
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The pressures in this engine will be greater than the 3.6 TT so we will see the bore shrink just as we did in the ZR1.

We saw hints of this engine coming over a year ago and it is no surprise.

Even on the Ecotec they went to 2.0 liters to add more pressure for durability so it s very simple to see what they are doing. Now while I do not have the boost numbers I am speaking of numbers that would bury a T type.

My GM tune on my 2.0 eco puts out 23 PSI of warranty coverage. With the TT it may not be a high but it will spool up low down and hold it for a long time when called upon.

We deal with many Supercharger companies and Turbo companies at work and our customers. Bock damage and blown head gaskets are very common in adapted engines. Ford Small Block suffer the most with only 4 head bolts around each cylinder. With out O ring head gaskets they almost always fail.

Block strength, head strength and head bold or studs are also a factor. Just look at the failure alone of the Ford Diesels and their head bolts from a couple years ago.

I expect that the 3.2 may show up else where as the High Performance Option. The 3.6 Turbo may not be the performance engine as we though it may just be the normal TT engine and the heavy grunt work will go to the 3.2 TT.

The real question is will the TT set up on the V6 and V8 be held as the Cadillac trademark engine to set them apart. The non Turbo and Supercharged V8 may be left to Chevy.

While GM may not be able to make a Cadillac engine the TT hallmark could make the engine that GM makes special just to Cadillac. In this segment technology sells and if they want to sell in Europe and Germany they need to address this over there. It is like Americans love NASCAR and Indy car but Euro people love F1 for the technology and not so much for on track passing. Just see how BMW and Benz sell their cars over there as they detail the technology no matter if it is performance of safety over there before anything else. They buy things not for what image they depict but for the technology they demonstrate.

Cadillac is going to be global in 10 years and you need to start building a global image now to do that later.

So then TT would be the Trademark of Cadillac and leave the same 3.2 T for chevy?

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Honestly, rumors are just that, rumors... I wouldn't put too much faith in rumors.

But, just on the technicalities. I doubt they will use the Alfa engine -- it's OLD! If it's the GM HF block the logical thing will be a reduction in bore, not a shortening of the stroke. Reducing the bore has two disirable effects. Firstly, it strengthens the cylinder walls allowing it to better withstand increased working pressures. Secondly, it makes the engine more resistant to detonation because it shortens the distance from the spark plug to the furthest corner of the combustion chamber. Reducing the stroke does not do any of the above. The only thing it does is reduce the piston speed which permits a higher redline. With turbocharged engines it's easier to crank up the boost to get more power than it is to have a turbo system able to keep up with the airflow at very high rpms (say 7000~8000 rpm) while also being responsive at low rpms off idle.

Edited by dwightlooi
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  • 1 month later...

could they get about 350hp with a 3.2t v6? That would be to me where a mid level CTS would spec out nicely.

Hell that would be the entry level engine.

The 3.2 TT will do so much better than that. My 2.0 is at 300 HP and has no issues on pump gas and holds the full GM warranty.

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The pressures in this engine will be greater than the 3.6 TT so we will see the bore shrink just as we did in the ZR1.

We saw hints of this engine coming over a year ago and it is no surprise.

Even on the Ecotec they went to 2.0 liters to add more pressure for durability so it s very simple to see what they are doing. Now while I do not have the boost numbers I am speaking of numbers that would bury a T type.

My GM tune on my 2.0 eco puts out 23 PSI of warranty coverage. With the TT it may not be a high but it will spool up low down and hold it for a long time when called upon.

We deal with many Supercharger companies and Turbo companies at work and our customers. Bock damage and blown head gaskets are very common in adapted engines. Ford Small Block suffer the most with only 4 head bolts around each cylinder. With out O ring head gaskets they almost always fail.

Block strength, head strength and head bold or studs are also a factor. Just look at the failure alone of the Ford Diesels and their head bolts from a couple years ago.

I expect that the 3.2 may show up else where as the High Performance Option. The 3.6 Turbo may not be the performance engine as we though it may just be the normal TT engine and the heavy grunt work will go to the 3.2 TT.

The real question is will the TT set up on the V6 and V8 be held as the Cadillac trademark engine to set them apart. The non Turbo and Supercharged V8 may be left to Chevy.

While GM may not be able to make a Cadillac engine the TT hallmark could make the engine that GM makes special just to Cadillac. In this segment technology sells and if they want to sell in Europe and Germany they need to address this over there. It is like Americans love NASCAR and Indy car but Euro people love F1 for the technology and not so much for on track passing. Just see how BMW and Benz sell their cars over there as they detail the technology no matter if it is performance of safety over there before anything else. They buy things not for what image they depict but for the technology they demonstrate.

Cadillac is going to be global in 10 years and you need to start building a global image now to do that later.

So then TT would be the Trademark of Cadillac and leave the same 3.2 T for chevy?

You miss the point of the TT set up. They use two turbo's not for power but more so for less lag as the two turbo's will hold the volume of one large turbo but they will spool much faster for much less lag. The TT has none of that GN lag you used to get and with the VVT adjusting for low end torque what lag you have is not any where as detectable.

A single turbo would not move much volume and would have a lot more lag. If you want a detuned Caddy engine you put two smaller Turbo's on it or you just hold down on the boost. In the Cadillac you can afford to make the engine Premium required and run a 3 bar T Map but on the Chevy GM likes to run a Premium Recommended rating that give the owner the option but a little less power.

Turbo charging is one of the greatly misunderstood things today with all the changes we have seen in the last 5-10 years. DI and VVT along with the better turbo units and computers have totally changed this game. I was as anti turbo as you could get years ago and now that I have learned the new ways I really can appreciate the changed and how well they can make these smaller engines perform. The new engine with the torque curves that are flat as a table from 1800-5300 RPM in my engine are amazing. I have not seen torque like that since a 428 Pontiac.

GM will not use an Alfa engine in a Alpha. Though the T maps in my HHR are from a Alfa LOL!

Edited by hyperv6
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I did forget to also mention that two smaller duels are at times easier to package in some V6 compartments.

I believe it is Honeywell that is working on a new Duel Boost Turbo that is a single housing. It is smaller and more efficient with many advantages. Check it out as you will see this as the next step for most gas powered engines.

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As far as the concerns with lag, I wonder why GM doesn't try supercharging.

Simple it take power to make power with a supercharger. Also packaging can be difficult or expensive in some cased.

Turbo engines do not have any drag on them to run a turbo where as a SC engine has to use power to make power. In a larger V8 this is not as much an issue as it would be in a smaller engine where you are working to make power but not take on any power loss with drag or loss in MPG that you are trying to gain.

Also packaging can be difficult with a SC where as you have to have a drive system where a Turbo can take power from anywhere in an exhaust system. You can mount a turbo high, low, in front, back or even at the rear axle as one system does today.

Also todays Direct Injection engines love turbo charging and react to it very well. Add to it Variable valve timing and the new improved turbo units and drag is pretty much reduced to a point that many do not notice it.

With my own turbo the lag is small and the torque is instant so you really do not miss it and if anything it make it more drivable as with 315 FT LBS of torque available at 1800-1900 RPM it can be tricky on in the snow. To be honest most automatic transmissions have more lag in the down shift than most modern turbo engines.

Having owned several 3800 SC versions including the last Gen III and a Eco Turbo with the GM upgrade kit I would take the Eco Turbo hands down every time over the 3800 SC. I liked the SC engines but they just do not have the pull or acceleration the Eco has. I can kick it down and spin the tires at 50 MPH and I never could do that with any of my FWD 3800 SC engines. The first time it happened I thought something broke as the power cut, the waste gate popped and I had dash lights that I finally noticed they were for the traction control.

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So I guess my question is this... if, say, GM were to built a 3.2L V6S with 350 or so HP, how much power would be lost in running a normal-sized (whatever "normal" may be) blower? And would it really be that consequential in an compact sport sedan?

Also, how do Audi, Jaguar, and Porsche make the supercharged V6/V8 worth the effort? (and I know I'm forgetting a brand or two)

Edited by Lamar
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So I guess my question is this... if, say, GM were to built a 3.2L V6S with 350 or so HP, how much power would be lost in running a normal-sized (whatever "normal" may be) blower? And would it really be that consequential in an compact sport sedan?

Also, how do Audi, Jaguar, and Porsche make the supercharged V6/V8 worth the effort? (and I know I'm forgetting a brand or two)

With the 6th Generation (TVS 4-lobe) Eaton Superchargers, the rough rule of thumb is 0.1hp per horsepower. In otherwords, it takes about 0.1 horsepower in parasitic drag to drive the blower for every horsepower the engine puts out. We are assuming modest boost levels of about 9~11 psi. A 3.2L engine will probably run the 0.9L or 1.05L blower. A 350 hp 3.2L application will actually burn enough fuel to make about 385 hp, 35 of which is consumed by the supercharger itself.

The upsides to supercharging are that:-

  1. There is no turbolag at all and the throttle gives the driver a direct connection to the output of the engine, which is preferred in spirited driving. Supercharged engines typically feel and drive like a larger displacement normally aspirated engine.
  2. The Supercharger is actually better for emissions because there is no turbine between the exhaust ports and the catalyst to soak up heat and slow catalyst light off in cold starts
  3. The supercharger typically packages neatly into the engine Vee and costs less, whereas a turbo setup will typically require two turbos and a bunch of piping to take air to them, from them to IC(s) and finally to the engine.
  4. Superchargers also have better reliability and/or require less hardware to make reliable because they do not subject oil to thousands of degrees of heat in the turbine bearing section -- heat which in modern applications typically calls for an electric water circulation pump to keep the turbo cooled after the engine shuts off, mandate more frequent oil change intervals or high temperature synthetics

#3 is predorminantly why Audi and Jaguar went with the TVS R1050 blower on the 3.0V6 even while they prefer turbochargers for their inline-4 applications.

Onw problem with GM's HF V6es is that they are 60 degree engines. In general, a supercharger is easier to package with a 90 degree engine with a wider valley for the blower to fit in. With 60 deg engines the blower sits high

Edited by dwightlooi
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      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.
    • By William Maley
      After months of rumors and spy photos, Cadillac finally spilled the beans on their new high-performance CT4 and CT5 Blackwing. These new models are planned to give German rivals a bruising when they start arriving at dealers later this summer. Here is what we know.
      CT4 Blackwing
      The smaller of the two Blackwing models starts with a twin-turbo 3.6L V6 engine with 472 horsepower and 445 pound-feet of torque. To achieve this power, Cadillac upgraded the various internals with titanium connecting rods and a revised crankshaft. Power is routed to the rear-wheels by either a six-speed manual or ten-speed automatic. Performance figures are impressive with a 0-60 mph time of 3.8 seconds (automatic transmission) and a top speed of 189 mph.
      In terms of handling, the CT4 Blackwing features an electronic limited-slip rear differential and latest version of Magnetic Ride Control 4.0 - Cadillac claims the latter is the quickest-reacting suspension in the world. A set of Michelin Pilot Sport 4S tires keep the vehicle glued to the road, while optional optional carbon ceramic brakes bring it to a quick stop.
      Visually, the CT4 Blackwing uses a new grille with larger openings to gobble up more air; functional fender vents, front splitter, and a rear spoiler. A carbon fiber package that claims to reduce aerodynamic lift by 214 percent is an option.
      CT5 Blackwing
      For those who want something a bit more mad can direct their attention to the CT5 Blackwing. Under its hood lies a massaged 6.2L supercharged V8 engine with 668 horsepower and 659 pound-feet of torque. Again, power is routed to the rear-wheels via a six-speed manual or ten-speed automatic. 0-60 mph takes 3.7 seconds (automatic transmission) and can cruise towards 200-plus mph. 
      What does this massaged V8 engine have? For starters. there's a larger supercharger (1.7-liters), aluminum cylinder heads, titanium intake valves, and improved airflow. 
      Like the CT4, the CT5 Blackwing gets Magnetic Ride Control 4.0 and electronic limited-slip rear differential. A set of forged 19-inch wheels exclusive to the Blackwing come wrapped in a set of Michelin Pilot Sport 4S tires. 
      Outside, a new grille with larger openings to allow for more air, front splitter, and rear spoiler are the key changes to note. A carbon fiber package is optional.
      How Much?
      The CT4 Blackwing will set you back $59,990, and the larger CT5 Blackwing will cost $84,990. Both prices include a $995 destination charge. You can head down to your nearest Cadillac dealer to place a pre-order for either model right now.
      Source: Cadillac
      V-Series Blackwing: Ultimate Track Capability, Zero Compromise
      The 2022 Cadillac CT4-V Blackwing and CT5-V Blackwing, two of the most powerful Cadillacs ever, raise the bar on performance The 2022 Cadillac CT5-V Blackwing and CT4-V Blackwing represent the pinnacle of Cadillac performance and craftsmanship, leveraging championship-winning racing heritage to create the most track-capable Cadillacs ever, while continuing to set new standards for luxury and comfort.
      Leveraging a Cadillac racing history that began in 1949 and has seen sustained success over the last two decades, the V-Series Blackwing models were developed with driver engagement and performance at the top of mind.
      “V-Series Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” said Brandon Vivian, executive chief engineer, Cadillac. “We looked to our championship-winning racing heritage and brought an uncompromising eye for detail to create two cars that elevate the V-Series experience.”
      V-Series Blackwing vehicles build on the already excellent performance dynamics of the CT5-V and CT4-V to create the top tier of the Cadillac sedan lineup.
      Highlights include:
      Evolutions of the track-ready Cadillac 6.2L Supercharged V8 in the CT5-V Blackwing and 3.6L Twin-Turbo V6 in the CT4-V Blackwing Upgraded TREMEC six-speed manual transmission standard Available 10-speed automatic transmission Electronic Limited Slip Rear Differential enhanced to reduce mass and improve on-track reliability Advanced suspension refinements providing greater body control and a more agile feel Magnetic Ride Control 4.0, the world’s fastest reacting suspension technology, sharpening the balance between daily-driving comfort and high-performance track capability Unique structural enhancements improving steering response and handling on the track Cadillac’s largest ever factory-installed brakes, available on the CT5-V Blackwing Extensive validation including 12-hour and 24-hour track testing Customizable integrated digital gauge cluster with Custom Launch Control and Performance Traction Management settings Liberating performance
      The CT5-V Blackwing uses an upgraded 6.2L supercharged V8 that, thanks to a higher flow air-intake and revised exhaust system, is rated at 668 horsepower (498 kW) and 659 lb-ft of torque (893 Nm), making it the most powerful production Cadillac ever. Each engine is hand-built at GM’s Bowling Green Assembly facility in Kentucky and features a signed engine builder’s plate.
      The CT4-V Blackwing sports an evolution of the Cadillac 3.6L Twin-Turbo V6 that features revised control system software and an improved air intake system to create 472 horsepower (352 kW) and 445 lb-ft of torque (603 Nm). The turbos’ low-inertia (titanium-aluminide) turbine wheels enable more precise and responsive application of torque throughout the rev range.
      Highlighted features and output:
      CT5-V Blackwing: 6.2L Supercharged V8 - 668 hp, 659 lb-ft of torque GM-estimated top track speed: over 200 mph GM-estimated 0-60 mph: 3.7 seconds (automatic transmission) Most powerful Cadillac ever Air intake airflow is improved by 46 percent vs. the CTS-V Compact, high-output 1.7L four-lobe Eaton supercharger with small-diameter rotors that enable boost to be generated earlier in the rpm band for instantaneous response Rotocast A356T6 aluminum cylinder heads are stronger and handle heat better than conventional aluminum-alloy heads Lightweight titanium intake valves Track-capable wet-sump oiling and vent system with external oil separator and drainback CT4-V Blackwing: 3.6L Twin-Turbo V6 - 472 hp, 445 lb-ft of torque GM-estimated top speed: 189 mph GM-estimated 0-60 mph: 3.8 seconds (automatic transmission) Most powerful and fastest Cadillac in the subcompact class Air intake restriction is improved by 39 percent vs. the ATS-V Turbocharger compressors matched for peak efficiency at peak power for optimal track performance Titanium connecting rods (manual transmission only) and revised crankshaft counterweights reduce main/rod bearing reciprocating loads Re-targeted piston oil squirters, which direct engine oil at the bottoms of the pistons, for improved temperature control The manifold-integrated water-to-air charge cooling system contributes to more immediate torque response Airflow routing volume is reduced by 60 percent when compared to a conventional design that features a remotely mounted heat exchanger Track-capable braking systems
      Both V-Series Blackwing models feature advanced high-performance braking systems that have been extensively track and road-tested. The exclusive V-Series Blackwing wheel designs enable an even larger rotor over the previous CTS-V, making the CT5-V Blackwing braking system the largest factory-installed brakes in Cadillac history. Additionally, an available carbon-ceramic brake package for the CT5-V Blackwing, featuring cross-drilled rotors, deliver several benefits including weight savings, durability and heat management.
      Highlighted features:
      CT4-V Blackwing: 14.96 x 1.34-inch (380 X 34 mm) front rotors and 13.4 x 1.1-inch (340.5 x 28 mm) rear rotors CT5-V Blackwing: 15.67 x 1.42-inch (398 X 36 mm) front rotors and 14.7 x 1.1-inch (373.5 x 28 mm) rear rotors Staggered Brembo® six-piston front calipers and four-piston rear calipers Available on the CT5-V Blackwing, the lightweight carbon-ceramic brake package significantly improves heat management, as well as greater resistance to wear under extreme conditions on the racetrack, while also reducing unsprung mass and rotating mass: 53-pound (24 kg) reduction in unsprung weight 62-pound (28 kg) reduction in rotating mass High-performance copper-free brake linings comply with California law and deliver superior fade resistance with an excellent pedal feel on and off the track Brake systems are integrated to each vehicles’ selectable drive modes, including brake pedal feel. Brake pedal feel can also be assigned within My-Mode and V-Mode Manual transmission is standard
      Rare for sport sedans today, a six-speed TREMEC manual transmission is standard on both vehicles. It has been optimized for each V-Series Blackwing vehicle to provide an engaging experience on the track or on the road. Details include:
      LuK twin-disc clutch for high torque capacity and great pedal feel Active Rev Matching accessible via a console mounted toggle switch to automatically adjust engine speed to match anticipated downshifts No-Lift Shift allowing the driver to shift gears without letting off the gas pedal. In the case of the CT4-V Blackwing, it allows the turbos to remain spooled, resulting in faster lap times Transmission and rear differential cooling – the manual and automatic transmissions use the same track-performance cooling system for greater track performance Clutch and brake pedals positioned for optimal driver ergonomics A physical barrier stop for the clutch pedal rather than a hydraulic master cylinder stop provides greater driver feedback during clutch operation A shorter shifter ratio than previous generations for more precise shifts Ten-speed automatic transmission
      The CT5-V Blackwing and CT4-V Blackwing are available with a 10-speed electronically controlled automatic transmission. It is tuned to complement the dual-personality experience of each respective model.
      Highlighted features:
      Tap Shift/Manual Mode allowing the driver to use integrated magnesium paddle shifters to select a gear and hold it until selecting the next gear, up or down Sport Mode providing real-time interpretation of driving conditions, adjusting the transmission to reduce shift busyness and improve performance, while retaining aggressive driving dynamics Twenty-four-hour track testing resulted in several improvements in response to the demands of a high-g track environment, including a unique oil pan design and priority valve changes Unique control systems with performance calibrations tailored for each model Ten forward gears offer the most available transmission speeds in each sedans’ respective segments, helping keep the engines within their optimal rpm bands, while also anticipating the next shifts Dynamic Performance Mode is calibrated specifically for V-Series Blackwing to deliver track focused shift patterns and automatically activates when high-g forces are experienced in Sport or Track mode An auxiliary pump primes the automatic transmission system from the time the vehicle door is opened for improved cold-shift performance. Both V-Series Blackwing models also feature an enhanced Electronic Limited Slip Rear Differential. It weighs less and has been optimized for each driving mode and each Performance Traction Management setting.
      Highlighted features:
      More control of the rear differential compared to traditional open and mechanical limited-slip differentials Enhances road grip by automatically allocating torque to the rear wheel with the most traction during hard cornering — with the capability of sending up to 1,475 lb-ft (2,000 Nm) of locking torque across the axle High-performance differential cooler An aluminum housing replacing the previous generation cast iron housing, reducing mass by more than 22 pounds (10 kg) Exclusive integrated heat exchanger for enhanced cooling Advanced suspension systems and strengthened chassis
      V-Series Blackwing combines the fourth generation of Magnetic Ride Control (MR 4.0), with improvements to the front and rear suspension systems. Stiffer spring rates, unique hollow stabilizer bars, higher-rate bushings and more enable a driving experience that isolates the driver from road imperfections, while also providing a precise, engaging connection with the road.
      MR 4.0 highlights:
      Immense performance envelope that gave Cadillac engineers the freedom to optimize everyday driving and aggressive track performance New accelerometers and an inertial measurement unit that transmit and process changes in road conditions four times faster than the previous generation system Secondary temperature maps that enable engineers to compensate for changes in damper fluid temperature for more consistent performance, even during performance driving Inertial measurement unit that provides more precise measurements of body motion relative to the wheel for more accurate readings under heavy braking, hard cornering and other driving conditions Improved magnetic flux control that creates a more consistent and accurate transition between rebound and compression Improvements to transient body control that allow the vehicle to remain more level while transitioning between corners MacPherson strut front suspension:
      Ride link includes an all-new 100-percent elastomer bushing on the CT4-V Blackwing and a retuned hydro bushing on the CT5-V Blackwing, for improved ride response Handling link has cross-axis ball joints for improved lateral control and quicker steering response Five-link independent rear suspension:
      Lateral link features stiffer bushings for faster response and increased cornering agility Toe link has cross-axis ball joints for increased stability and driver confidence Rear knuckles have increased stiffness for improved braking and better control during cornering Rear cradle mounts have been stiffened for optimum balance between road comfort and track performance V-Series Blackwing models are built on Cadillac’s award-winning rear-wheel drive architecture and feature unique structural enhancements including shock tower braces, an underside shear plate and thicker rear cross members to improve chassis rigidity. Along with the unique suspension elements, the stiffer structure enhances steering response, handling and the everyday driving experience.
      All-day performance, on and off the track
      The CT5-V Blackwing and CT4-V Blackwing build on Cadillac’s racing heritage and were developed to be track-capable straight from the factory. That includes an intensive validation program to ensure consistent performance during the most challenging track conditions.
      Validation for both models included:
      Twenty-four-hour continuous track testing with the available automatic transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Twelve-hour continuous track testing with the standard manual transmission, available carbon fiber aero package, aluminum wheels and available carbon ceramic brake package Functional aerodynamics, including an available carbon fiber aero package, contribute to the V-Series Blackwing models’ track prowess to support a variety of cooling needs for the cars’ respective engines, transmissions, axles and other supporting systems.
      Additionally, MICHELIN® Pilot Sport 4S tires developed exclusively for the V-Series Blackwing models contribute to their balance of track capability and road comfort. Highlights include:
      Unique, multiple-compound tread composition: Contact patch composed of three unique tread rubber compounds Racing “R compound” used for the majority of the tread Compounds optimized for wet traction, enhanced street and track durability, as well as rolling resistance The mold shape of the tire has been specifically engineered for Blackwing models to optimize contact with the road Tire sizes: CT5-V Blackwing tire size: 275/35ZR19 (front) and 305/30ZR19 (rear) CT4-V Blackwing tire size: 255/35ZR18 (front) and 275/35ZR18 (rear) Both V-Series Blackwing vehicles feature standard forged aluminum alloy wheels with staggered widths, front to rear. These forged wheels are stronger and lighter than conventional cast aluminum.
      Wheel sizes:
      CT5-V Blackwing: Front – 19 x 10 inches / Rear – 19 x 11 inches CT4-V Blackwing: Front – 18 x 9 inches / Rear – 18 x 9.5 inches Coming this summer
      Reservations for both vehicles open on Feb. 1, 2021 at 7:30 p.m. ET on Cadillac.com, with deliveries later this summer. Pricing begins at $59,9901 for the CT4-V Blackwing and $84,9901 for the CT5-V Blackwing.

      View full article
    • By David
      Here you will find the latest teaser videos from Cadillac.
      Cadillac CELESTIQ
      Cadillac-CELESTIQ-Teaser.mp4
      Cadillac BLACKWING teaser
      BLACKWING-teaser.mp4
      Will add more teasers as Cadillac releases them.
       
      Here is the link for the Cadillac BLACKWING Reveal on February 1st 2021 @ 7pm EST.
      Cadillac Pressroom - United States - V-Series Blackwing
    • By William Maley
      The COVID-19 pandemic has possibly caused another auto show to rethink their plans. According to Automotive News, organizers of the show are planning to delay the show from November to next May. Three sources tell the outlet the new dates are May 21st to 31st. Two of sources go on to say that an announcement could come this week.
      Automotive News tried to get comment from Terri Toennies, president of the show, but did not reply.
      By possibly moving the LA Auto Show to May, automakers and organizers of the New York and Detroit shows find themselves in a difficult spot. The LA show sandwiches between New York (April) and the revised Detroit show (June), which may cause automakers to make difficult decisions as to which shows get the most significant unveilings or whether to attend at all.
      Auto shows in general have been struggling before the onset of the pandemic. With automakers deciding to hold their own events to have more time in the spotlight and save cash, the spectacle of the show has gone down.
      We'll keep you posted.
      Source: Automotive News (Subscription Required)

      View full article
    • By William Maley
      The COVID-19 pandemic has possibly caused another auto show to rethink their plans. According to Automotive News, organizers of the show are planning to delay the show from November to next May. Three sources tell the outlet the new dates are May 21st to 31st. Two of sources go on to say that an announcement could come this week.
      Automotive News tried to get comment from Terri Toennies, president of the show, but did not reply.
      By possibly moving the LA Auto Show to May, automakers and organizers of the New York and Detroit shows find themselves in a difficult spot. The LA show sandwiches between New York (April) and the revised Detroit show (June), which may cause automakers to make difficult decisions as to which shows get the most significant unveilings or whether to attend at all.
      Auto shows in general have been struggling before the onset of the pandemic. With automakers deciding to hold their own events to have more time in the spotlight and save cash, the spectacle of the show has gone down.
      We'll keep you posted.
      Source: Automotive News (Subscription Required)
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