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Cadillac News: Rumorpile: ATS-V Packing A 425 Horsepower Twin-Turbo V6


William Maley

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It seems with every passing moment, the rumorpile churns more information out on the upcoming Cadillac ATS-V. Case in point is a report from Motor Trend this week which says the ATS-V will utilize the 3.6L Twin-Turbo V6 engine with 425 horsepower under the hood. Even better is that the ATS-V will also come with a a seven-speed manual gearbox option.

Now this is very different from our last report in November when it was said that the ATS-V would be packing a turbocharged 3.2L V6, capable of 500 plus horsepower.

There is more to Motor Trend's ATS rumor as well. There is plans for a more extreme version of the ATS-V possibly named ATS-V+. The V+ is expected to get a much powerful V8 engine of some kind (Z06 maybe?) and come out around 2017 at the earliest. There is also talk of an eight-speed automatic and a dual-clutch gearbox coming in the future.

Source: Motor Trend

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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I am still of the opinion that none of these publications actually know what's under the hood of the ATS-V. Unlike the Z06 there had been no actual credible leaks, just rumors. To me, it's still 50/50 between the LT1 V8 and the 3.6TT. Here's why...

Case for the LT1 V8

  • This maintains the Cadillac V-car tradition of using Corvette motors and makes the V-car powertrain philosophy consistent if they use the 625+ bhp LT4 in the CTS-V (which I am quite sure will be the case)
  • While the 211 kg LT1 is 28kg heavier than the LS3, this is by far the lighter, more compact, more powerful and more torquey motor (compared to the LF3 V6 which weighs 220kg)
  • That LT1 is also somewhat cheaper than the LF3 allowing for money to be put into other performance equipment
  • Fuel Economy will be 1~2 mpg worse than in the lighter & sleeker Corvette, but 16/27 mpg is more than competitive in a 455 bhp car

Case for the LF3 V6TT

  • The XTS and CTS already use this motor, using it adds fewer discrete engines to the Cadillac lineup
  • There are those who believe that Cadillac should do what the Europeans do, the BMW M3 is now a turbo 6
  • For markets with a displacement tax, the 3.6 liter powerplant may have a tax advantage over the 6.2 liter
  • I project the 3.6TT beating the 6.2 V8 by 1 mpg in the City, although it remains to be seen if there is any advantage on the Freeway. Given the ATS's lighter mass over the CTS Vsport, expect 1~2mpg better mileage -- at least 17/26 mpg, perhaps 17/27. Again, very good numbers, but not clearly superior to the pushrod V8.

As far as the Alfa Romeo 3.2 based TT? I don't know where that came from. That was and is never in the cards.

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Wouldn't there also be the push to make Cadillac more distinct from the rest of GM? You want the Camaros and ATS Coupes to be sold well without being seen as the same car if they share the same engines.

The Turbo V6 is in the XTS exclusively and the Impala only gets the regular 3.6L V6.

The same may apply with the high-performance models of each brand. The ATS-V will get the turbo V6 and the next-gen Camaro will get the LT1.

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I think the CTS V-sport powertrain is the ATS-V powertrain. It keeps that set up as Cadillac only and the work is already done and they have some economies of scale there. The 3-series is what Cadillac is going for and the M3 has a turbo 6, I just feel like that decision on a turbo V6 was made long ago.

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Ocn stop stealing my Syclone and Typhoon line! ;)

A modern Syclone and Typhoon would be cool...even cooler would be an Escalade V series w/ the CTS-V engine.

An Escalade V was considered as they had mules running around with the Supercharged V8, but was killed due to the depression and the killing of the old GM and move to the new GM. 3rd party Superchargers on the escalades are amazing. Have a friend that like me has a 2006 Escalade ESV Platinum that he supercharged and while it requires Premium, it is freakin amazing to drive.

I agree with you that they need a V series in all their auto lines.

Escalade V

SRX V

XTS V

CTS V

ATS V

:metal:

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2013 M3 4L V8 414HP @ 8300 rpm; 295 lb-ft of torque @ 3900 rpm

2015 M3/M4 3L I-6 425hp @ 7600 rpm; 406 lb-ft of torque @ 1800 rpm plus 170lbs lighter than the previous version.

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6.2L V8 (L86) with Overhead Valve, two valves per cylinder, variable valve timing, Direct Fuel injection, 11.5:1 compression and regular fuel, max RPM 6000, 420 HP @ 5600 rpm, 450 lb-ft @ 4100 rpm.

3.6L v6 TT (LF3) with dual overhead cam, four valves per cylinder, variable valve timing, Direct Fuel injection, 9.5:1 compression and premium fuel required, max RPM 6500, 420 HP @ 5750 rpm, 430 lb-ft @ 3500 rpm.

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6.2L V8 (L86) with Overhead Valve, two valves per cylinder, variable valve timing, Direct Fuel injection, 11.5:1 compression and regular fuel, max RPM 6000, 420 HP @ 5600 rpm, 450 lb-ft @ 4100 rpm.

3.6L v6 TT (LF3) with dual overhead cam, four valves per cylinder, variable valve timing, Direct Fuel injection, 9.5:1 compression and premium fuel required, max RPM 6500, 420 HP @ 5750 rpm, 430 lb-ft @ 3500 rpm.

Three things...

(1) The L86 is used in the Silverado pickup truck. If the ATS uses the V8, it'll much more likely be the LT1 used in the Corvette. The LT1 makes 460 hp @ 6000 rpm / 465 lb-ft @ 4600 rpm.

(2) The LF3 3.6L TT V6 actually has 10.2:1 compression (not 9.5) -- per GM official statistics.

(3) Contrary to what many people think, the Twin Turbo V6 is the heavier engine. The 6.2L LT1 V8 weighs 465 lbs vs the 3.6L LF3 V6's 485 lbs -- both GM's official numbers. For comparison, BMW's S65 4.0L DOHC V8 weighs 445 lbs whereas the previous generation LS3 port injected pushrod V8 weighed 403 lbs.

BTW, the ATS is only very slightly lighter than the F30 3-series. The ATS 2.0T weighs 3,373 lbs equipped with the Hydramtic 6L45 6-speed auto. The BMW 328i 2.0T weighs 3,410 lbs equipped with the ZF 8HP 8-speed transmission. Still, it's the first time a GM platform has a weigh advatnage over Bavarian and Stuttgart stuff.

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      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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