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New York 2018: 2019 Cadillac CT6 V-Sport Packs 550 Horsepower V8: Comments

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Cadillac is updating the CT6 for 2019 with revised styling including a grille inspired by the Escala concept, new headlights, and reshaped trunk lid. The interior boasts an updated infotainment system with a 10-inch 1080P touchscreen and rotary dial controller with physical shortcut buttons to most used functions. But the big news is under the hood.

Cadillac is introducing an all-new twin-turbo 4.2L V8 engine with double overhead cams. Making its debut in the all new CT6 V-Sport, the V8 produces 550 horsepower and 627 pound-feet of torque. Cadillac says this engine is a clean-sheet design, as evidence by the “hot-V” configuration -  the turbochargers sit in between the cylinder banks to reduce turbo-lag and making the engine more compact. The V8 sends its power through a new 10-speed automatic to all four wheels. The engine will be hand-built at GM's Bowling Green, Kentucky's Performance Build Center.

In 2019, a lower output version of the twin-turbo V8 will become an option on the CT6, producing 500 horsepower. The only differences between the high and low-output versions are a different ECU tune and more restrictive exhaust.

Other performance goodies for the CT6 V-Sport include revised settings for the steering and Magnetic Ride Control system; limited slip differential, larger brakes, active exhaust system, summer-only performance tires, and a Track Mode setting. Exterior changes include a blacked-out grille, 20-inch wheels, "high-lumen" headlights, and integrated spoiler.

The introduction of the CT6 V-Sport also marks a change in how Cadillac organizes their trim lineup. It will become forked with Luxury trim on one side and V-Sport on the other side.

No word on when the 2019 Cadillac CT6 will arrive at dealers.

Source: Cadillac
Press Release is on Page 2


Cadillac Introduces First-Ever CT6 V-Sport

  • New high-performance V-Performance model
  • V-Sport model boasts all-new Cadillac 4.2L Twin Turbo V-8
  • First in a series of new Cadillac performance vehicles

Cadillac today unveiled the CT6 V-Sport, the first-ever V-Performance model of its top-of-range sedan. The introduction of the high-performance variant coincides with a makeover of the entire CT6 lineup that incorporates the newest iteration of Cadillac’s design language featured on the Escala Concept. The Cadillac V-Sport portfolio currently includes the CTS V-Sport and the XTS V-Sport.

“Cadillac V-Sport is the embodiment of our passion to deliver an exhilarating driving experience without compromises,” said Cadillac President Johan de Nysschen. “The all-new CT6 V-Sport provides the perfect balance of performance and luxurious refinement.”

The CT6 V-Sport boasts an all-new Cadillac 4.2L Twin Turbo V-8 Cadillac -estimated at 550 horsepower (410 kW) and stunning 627 lb-ft of torque (850 Nm) that elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel. The engine is a clean-sheet design and introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.

At the center of the Cadillac Twin Turbo V8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.

“With the introduction of the all-new CT6 V-Sport, Cadillac begins a new chapter in its performance legacy with the introduction of the brand’s first-ever twin-turbo V-8 engine,” added de Nysschen. “It is the centerpiece of the new CT6 V-Sport, an engaging sport sedan infused with DNA of Cadillac’s world-renowned and championship-winning motorsports program.”

The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its broad, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway for refinement and efficiency. Narrow steps between the gear ratios also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.

OPTIMIZED FOR PERFORMANCE

The first-ever Cadillac CT6 V-Sport includes a bold, dark front with a large V-inspired mesh grille and new horizontal LED headlamps with strong vertical signatures, making it distinctly Cadillac. Lower aero components and Gloss Black side window surround trim provide the performance sport sedan’s chiseled exterior with a dark and distinguished look. New, unique 20-inch V-Sport wheels with summer-only tires[1], lower aero components and spoiler further express the sedan’s performance capabilities.

  • New, summer-only performance tires developed exclusively for Cadillac V-Sport are tuned to deliver crisp response and track capable performance while retaining isolation and comfort.
  • Mechanical limited-slip rear differential increases traction at the limit and provides more predictable performance during spirited and track driving.
  • V-Sport specific suspension tuning for improved roll control, cornering capability and steering response.
  • A new 19-inch Brembo brake system developed specifically for the CT6 high-performance application.
    • Brembo monoblock, fixed-opposed, four-piston
    • Equipped with performance linings and air deflectors that direct air to cool the brakes during sporty, aggressive driving
  • Modified steering and Magnetic Ride Control damper calibrations
  • Exhaust system with active valves offering reduced back pressure and more sound character
    • Tuned for V-Sport model, with a performance oriented exhaust note

TRACK MODE, OPTIMIZED FOR PERFORMANCE

  • Maximized Magnetic Ride Control damper control
  • Re-mapped steering efforts for sportier, dynamic feedback
  • Track-tuned Active Rear Steer
  • Revised AWD torque split
  • Unique, track-focused stability controls
  • Track focused active exhaust valve calibration

 “The CT6 V-Sport was developed for driving enthusiasts who want the best of both worlds: a high-performance sports sedan and a luxury car with all the comforts and technology that come with it,” said Lyndon Lie, CT6 chief engineer. “With its lightweight architecture, an all-new Cadillac Twin Turbo V-8 coupled with the tightened suspension and revised AWD torque split, we’ve enhanced the CT6 to be well-balanced and capable of all conditions.”

REFRESHED CT6 LINEUP

CT6 retains a dominant vertical light signature and adds horizontal elements to give the front end a more aggressive appearance. That inspiration continues to the back with the new rear lighting graphic, which is most visible at night.

"The V-Sport gave us the opportunity to accentuate the aggressive dynamics of the architecture," said Andrew Smith, executive director of Cadillac Design. "The CT6 is the first entry that incorporates cues for the new Sport and V-Sport model strategy, which allowed us to make the car look as powerful as it drives."

In addition to the introduction of the CT6 V-Sport, the 2019 CT6 lineup incorporates Cadillac’s new “Y” trim strategy for its models — each model will have Luxury and Sport trims with distinct personas and features. On non-V-Sport CT6 models, new horizontal high-lumen headlights and a revised taillight design refresh Cadillac’s signature lighting, inspired by the Escala Concept.

INTUITIVE TECHNOLOGIES 

Led by the latest Cadillac user experience — the brand’s most advanced infotainment interface — the CT6 offers a connected environment.

The Cadillac user experience is a dynamic platform that offers a smartphone-like experience with an intuitive interface, faster response and improved voice recognition from previous generations. The system can be updated over time to meet a customer’s evolving connectivity needs. It leverages the cloud and available embedded 4G LTE connection to enable personalization, available connected navigation and news, marketplace and entertainment applications via the app store and a new rotary controller that offers users alternative ways to interact with the system.

The new controller includes volume and seek forward/back controls for the audio system; shortcut buttons for fast access to the most frequently used apps such as Audio, Phone, Navigation (if available) and Home; and a large center dial to operate primary features of the most frequently used apps, scroll menus and lists and select other apps to be displayed.

Additional CT6 technologies include:

  • Super Cruise, the first truly hands-free driver assistance feature for the freeway, is available (non- V-Sport only)[ii].
  • The 10-inch diagonal Cadillac user experience interface screen has 1080p HD resolution.
  • Next-generation, 5-watt wireless charging with larger charge area for better phone compatibility[iii].
  • Available Cloud-connected navigation provides real-time traffic and routing.
  • Rear-seat Infotainment has media input through USB, HDMI or Wi-Fi connection to a phone.
  • The second-generation Rear Camera Mirror has a new frameless design and zoom and tilt features.
  • The full suite of available active safety features includes Forward Collision Alert, Lane Change Alert with Side Blind Zone Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, Forward/Reverse Automatic Braking, and Safety Alert Seat
  • Available Surround Vision provides a 360-degree camera view around the vehicle, displayed on the Cadillac user experience screen, helping the driver avoid nearby objects during low-speed maneuvering
  • Available industry-first Surround Vision Recorder video recording system can record front and rear views while driving, and 360 degrees of recording if the vehicle’s security system is activated.
  • Night Vision helps identify people and large animals via heat signatures on a display in the driver information center.
  • Available Automatic Parking Assist with Braking steers the vehicle and applies the brakes at idle speed to help park in parallel or perpendicular spaces while the driver follows text commands, selects gear, and overrides braking and acceleration as needed.
  • Available Front Pedestrian Braking provides pedestrian detection indications, alerts and automatic braking to help avoid collisions or reduce the harm caused by one.
  • New available Rear Pedestrian Detection alerts the driver, when in Reverse, of an imminent collision with a pedestrian by providing visual notification on rear view camera display.

Safety or driver assistance features are no substitute for the driver's responsibility to operate the vehicle in a safe manner.  The driver should remain attentive to traffic, surroundings and road conditions at all times.  Visibility, weather, and road conditions may affect feature performance. Read the vehicle's owner's manual for more important feature limitations and information.

Cadillac Introduces First-Ever Twin-Turbo V-8 Engine

  • Sophisticated, all-new 4.2L Twin Turbo V-8 is at the heart of new CT6 V-Sport’s exemplary performance

Cadillac begins a new chapter in its high-performance legacy with today’s introduction of the brand’s first-ever twin-turbo V-8 engine. It is the centerpiece of the new CT6 V-Sport, an engaging sports sedan infused with DNA of Cadillac’s world-renowned motorsports program.

Developed as a small-displacement V-8 in the classic vein and offering exceptional power density of 131 hp (98 kW) per liter, this new Cadillac-exclusive 4.2L Twin Turbo V-8 — GM estimated at 550 horsepower (410 kW) and 627 lb-ft of torque (850 Nm) — elevates the CT6’s performance to a new plateau and offers drivers an unparalleled experience behind the wheel.  An optional 500-horsepower version will also be available.

“Cadillac’s performance technology reaches new heights with the new and exclusive 4.2L Twin Turbo V-8,” said Cadillac President Johan de Nysschen. “The engineering prowess embodies the very spirt of Cadillac performance on and off the racetrack.”

The new Cadillac Twin Turbo V-8 is a clean-sheet design that also introduces unique design elements developed to balance performance and efficiency with compact, mass-efficient packaging.

“Designing an all-new engine was the best way to achieve the performance goals for the CT6 V-Sport,” said Jordan Lee, 4.2L TT V-8 chief engineer. “It builds on Cadillac’s well-established turbocharging know-how and forges new ground with innovative features that deliver exceptional performance and refinement.”

At the center of the 4.2L Twin Turbo V-8 is a “hot V” configuration that transposes the conventional layout of the cylinder heads’ intake and exhaust systems to mount the turbochargers at the top of the engine — in the valley between the heads — to virtually eliminate turbo lag and reduce the engine’s overall packaging size.

In a conventional turbocharged engine, the cylinder heads receive the pressurized air charge through ports at the top of the engine and the exhaust exits through ports on the lower outside of the heads into manifolds connected to the turbochargers.

With Cadillac’s innovative hot V design, the intake-charged air enters through the lower outside of the heads and exits through the top inside — where the turbochargers are integrated with the exhaust manifolds — for quick spool-up that translates into more immediate power delivery. The design also allows closer mounting of the catalytic converters, for efficient packaging.

Additional engine highlights:

  • Twin-scroll turbochargers
  • Electronic wastegate control
  • Twin water-to-air charge coolers
  • Twin throttle bodies
  • Direct injection
  • Dual-independent camshaft phasing
  • Active Fuel Management (cylinder deactivation)
  • Variable-pressure oiling system
  • Stop/start technology

Each engine will be hand-built at the Performance Build Center in Bowling Green, Kentucky.

SMALL DISPLACEMENT, LARGE EFFECT

The new Cadillac Twin Turbo V-8’s foundation is an all-new, durable and lightweight aluminum cylinder block that houses an equally robust, lightweight rotating assembly composed of a forged steel crankshaft, forged steel connecting rods and high-strength aluminum pistons.

The crankshaft’s 90.2mm (3.55 inch) stroke complements the cylinder bores’ 86mm (3.39 inch) diameter to give the engine its 4.2L (255 cubic-inch) displacement.

Its comparatively small bore dimension enables the reduction in the size and weight of the pistons, optimizing the engine’s geometry to match the fast-rev capability permitted by the engine’s low-inertia, twin-scroll turbochargers. The result is exceptional responsiveness and immediacy of power across the rpm band.  

The turbochargers produce up to 20 pounds of boost (1.38 bar) and are matched with electronic wastegate control for more precise boost management and more responsive torque production. In fact, 90 percent of the engine’s peak torque is available at only 2000 rpm, and it is carried through 5200 rpm for a confident, virtually bottomless power reserve.

TWIN-SCROLL TURBOCHARGERS

The turbos’ twin-scroll design broadens their performance capability, offering quicker response and greater efficiency. Rather than a single spiral chamber (scroll) feeding exhaust gas from the exhaust manifold to drive the turbine on each turbocharger, the twin-scroll design has a divided housing with two exhaust gas inlets and two nozzles to drive the turbine. Generally, one of the nozzles contributes to quicker response and boost production, while the other contributes to overall peak performance.

Each of the engine’s integrated exhaust manifolds/turbocharger housings splits the exhaust channels from the cylinder head so the exhaust flows through separate scrolls based on the engine’s exhaust pulses. When matched with precise valve timing, that separation leverages exhaust-scavenging techniques to optimize gas flow, improves turbine efficiency and reduces turbo lag.

The electronically controlled wastegates — one per turbocharger — are used for more precise management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each cylinder bank to balance the turbo compressors’ output, for greater boost pressure response.

WATER-TO-AIR CHARGE COOLING AND DUAL THROTTLE BODIES

An efficient water-to-air charge-cooling system contributes to the engine’s performance, enhancing the turbochargers’ effectiveness. Similar in concept to an engine’s radiator, the system’s intercoolers cool the boosted air charge before it enters the cylinders. Cooler air is denser, which means there is more oxygen in a given volume, resulting in optimal combustion and more power.

The system features a pair of heat exchangers located above the valley-mounted exhaust manifold/turbocharger housings. The turbos pump pressurized air directly through the heat exchangers and into the cylinder heads. The heat exchangers are cooled by their own coolant circuit.

The intercoolers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air. Also, the system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production.

Before entering the combustion chambers, the cooled air charge flows through a pair of throttle bodies, one for each engine bank. Each electronically controlled throttle body has a 59mm diameter opening.

NEW 10-SPEED TRANSMISSION

The new Cadillac Twin Turbo V-8 is matched with a 10-speed automatic transmission. Its wide, 7.39 overall gear ratio spread enhances off-the-line performance and contributes to reduced engine speed on the highway, which enhances refinement and efficiency. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all vehicle speeds.

ADDITIONAL TECHNOLOGIES

Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio — 9.8:1 — is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature to lessen the likelihood of spark knock. A pair of engine-mounted, camshaft-driven high-pressure fuel pumps supplies fuel to the specialized injectors at 5,075 psi (350 bar), with each pump supplying fuel to one bank of the engine.

Active Fuel Management (AFM), also known as cylinder deactivation, imperceptibly shuts down half of the engine’s cylinders in certain light-load driving conditions to enhance fuel economy. Unique deactivating rocker arms are used for each of the four valves of the cylinder being deactivated.

Dual overhead camshafts and a virtually silent chain-driven valvetrain contribute to the smoothness and the high output of the Cadillac Twin Turbo V-8, while dual independent continuously variable valve timing helps deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or drivability.

Oil jets located in the block are employed for performance and temperature control. Four jet assemblies in the engine drench the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power without reducing long-term durability.

Variable-pressure oiling system. A variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed. With it, the oil supply is matched to the engine load rather than the linear operation of a conventional, fixed-flow oil pump.  The engine uses 10 quarts of General Motors’ dexos2 0W40 motor oil.

Stop/start technology shuts down the engine when the vehicle stops momentarily, such as at stoplights. The engine automatically restarts when the driver takes their foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts.

SPECIFICATIONS

ENGINE

Type:

4.2L twin-turbocharged DOHC V-8 with Active Fuel Management, direct injection and stop/start

Bore and stroke       (in / mm):

3.39 x 3.55 / 86 x 90.2

Block configuration:

90-degree V-8 with five cross-bolted nodular iron main bearing caps; with provisions for jet-spray oil cooling

Block material:

A319 sand-cast aluminum with pressed-in iron liners

Crankshaft:

Forged steel

Pistons:

High-strength hypereutectic aluminum with friction-reducing polymer skirt coating

Connecting rods:

Forged steel with floating wrist pins

Cylinder heads:

Cast aluminum “hot V”-type with 36mm intake valves and 29mm sodium-filled exhaust valves

Compression ratio:

9.8:1

Valvetrain:

Dual overhead camshafts; four valves per cylinder with and dual independent valve timing

Firing order:

1-5-4-3-6-8-7-2 (1-4-6-7 with Active Fuel Management engaged)

Ignition system:

Coil-on-plug

Fuel delivery:

Direct injection with dual electronically controlled 59mm throttle bodies

Turbocharging system:

Two low-inertia twin-scroll turbochargers with electronically controlled wastegates and water-to-air intercooling

Max boost:

20 psi (1.38 bar / 138 kPa)

Horsepower             (hp / kW @ rpm):

550 / 410 @ 5700 (CT6 V-Sport) – est.

500 / 373 @ 5000-5200 (CT6) – est.

Torque
(lb.-ft. / Nm):

627 / 850 @ 3200-4000 (CT6 V-Sport) – est.

553 / 750 @ 2600-4600 (CT6) – est.

 

TRANSMISSION

Type:

Hydra-Matic 10L90 ten-speed electronically controlled automatic

Gear ratios (:1)

4.696 – 1st

2.985 – 2nd

2.146 – 3rd

1.769 – 4th

1.520 – 5th

1.275 – 6th

1.000 – 7th

0.854 – 8th

0.689 – 9th

0.636 – 10th

4.866 – Reverse


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I have been saying for 10 years that Cadillac needs a DOHC V8, finally they have one, better late than never, but I feel like this car is about 3 years too late, they should have had this at launch time of the CT6.

Will this engine be in the XT5?  Oh wait, it won't work since the XT5 is wrong wheel drive, poor product planning strikes again!   At least they got the powertrain right in the CT6 finally, I would make the 3.0TT the base engine, dump the 3.6 V6.  And when CT5 arrives go with a turbo 4 base, 3.0TT V6 middle, and 4.2 V8 V-series or V-sport.

I'd put this new V8 in the Escalade too, and if this is the CT6 V-sport, is there a CT6 V coming with more power?  But how many of these will they sell?  The world hasn't shown much demand for $100k+ Cadillac sedans, but you have to build it first and hope they will come.

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Posted (edited)

The XT5 being a commodity lease appliance doesn't need a V8; competitors like the Lexus RX and Nautilus don't have V8s..

Edited by Cubical-aka-Moltar
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1 minute ago, Cubical-aka-Moltar said:

The XT5 being a commodity lease appliance doesn't need a V8; competitors like the Lexus RX and Nautilus don't have V8s..

WEAK competitors!  The GLC and GLE have twin turbo V8s and the XT5 is closer to GLE in size than it is GLC, you could put a V8 in the XT4 even.  The Alfa Romeo Stelvio has 505 hp and that is a small crossover.

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Posted (edited)
22 minutes ago, smk4565 said:

WEAK competitors!  The GLC and GLE have twin turbo V8s and the XT5 is closer to GLE in size than it is GLC, you could put a V8 in the XT4 even.  The Alfa Romeo Stelvio has 505 hp and that is a small crossover.

Different niche, though.... the Mercs and BMWs are serious RWD/AWD SUVs as opposed to appliance FWD/AWD CUVs like the XT5, RX, and Nautilus. 

Edited by Cubical-aka-Moltar
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Posted (edited)

Nice to see Cadillac making a DOHC V8 sedan again.. interesting change in the taillights and deck lid trim.   I like the brown seats, but hold the carbon fiber trim.  I wonder if we will see this engine in the CTS-V or whatever the next midsize performance sedan is called? (CT5-V?).

Since it's being built at Bowling Green, one can speculate a variation of this engine will power the next Corvette.. 

Edited by Cubical-aka-Moltar

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I think what SMK is trying say is that the possible exposure to this new engine is far greater in an utility vehicle than a shrinking sedan segment.

But they want this engine to be hand-made at the Performance Build centre.

I think when Cadillac builds their performance crossover, that it will get this engine. But they could just skip that BS.

Cadillac probably plans to get make a performanc EV crossover. That's what i would do. Skip this V8 bullshit for crossovers, just get a decent sized XT5 sized thing, add dual motor like Tesla, put a 300 mile range capable battery size, a fast charging capabilty and call it a Cadillac XT_VEEEE...

That's where everybody else is going anyways, and most people if you gave them pics of a performance crossover, with AMGs, Ms, and SQ's, and then a base model Tesla X, they will put the base model Telsa X as an equal to an AMG.

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The 3.6 TT in the XT5 would be more than enough. It's already the second best selling vehicle in its segment and the segment leader doesn't have a high power version either. 

This new V8 is very pretty looking. Plus, I like the updates to the look of the CT6.

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it does look out of this world...this car really is something else!

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Huh: 0.2L larger than the merecedes S560 4.0TT, but develops 87 more HP and 111 more TRQ. Plus a 10-spd trans.
Wonder when mercedes will respond.

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3 hours ago, Cubical-aka-Moltar said:

Different niche, though.... the Mercs and BMWs are serious RWD/AWD SUVs as opposed to appliance FWD/AWD CUVs like the XT5, RX, and Nautilus. 

I thought Cadillac was supposed to be serious performance and not a FWD appliance?

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1 minute ago, smk4565 said:

I thought Cadillac was supposed to be serious performance and not a FWD appliance?

Well, the XT5 is their volume model.   

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8 minutes ago, balthazar said:

Huh: 0.2L larger than the merecedes S560 4.0TT, but develops 87 more HP and 111 more TRQ. Plus a 10-spd trans.
Wonder when mercedes will respond.

That extra .2 liters is going to hurt in China where the displacement tax drastically increases over 4.0 liters.

And the S63 4.0 liter makes 603 hp and 664 lb-ft.  So they still got Cadillac beat and an S73 is in the works, I imagine they will save that for the next generation since it is a hybrid.

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1 minute ago, smk4565 said:

That extra .2 liters is going to hurt in China where the displacement tax drastically increases over 4.0 liters.

 

They have the 2.0L 4 for China. 

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2 minutes ago, Cubical-aka-Moltar said:

Well, the XT5 is their volume model.   

It is but the GLE (M-class) has been a top 3 selling Mercedes for about 10-15 years and put up plenty of volume despite being $15k more than an RX or XT5.  And the GLC outsells the XT5 and RX globally.  XT5 should cost more than a CTS, a mid size crossover should cost more than a mid size sedan.

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Posted (edited)
6 minutes ago, smk4565 said:

It is but the GLE (M-class) has been a top 3 selling Mercedes for about 10-15 years and put up plenty of volume despite being $15k more than an RX or XT5.  And the GLC outsells the XT5 and RX globally.  XT5 should cost more than a CTS, a mid size crossover should cost more than a mid size sedan.

Yes, but Cadillac's reality is different than M-Bs; Cadillac has to use GM platforms, which means FWD crossovers...

Edited by Cubical-aka-Moltar

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Posted (edited)
14 minutes ago, balthazar said:

The vast majority of XT5's are AWD.

Yes, but it's still built on a transverse engine FWD-origin platform, nothing special...

Edited by Cubical-aka-Moltar
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That displacement tax is just dumb, shows where even the Chinese gov't like any government isn't good at picking winners or losers.

But that really is no problem, laundered money can easily sidestep the tax.

Here's the real conclusion. This car is the lightest in its segment, and now it has a really powerful power-train. It will be the performance king of the fullsize segment, and it actually looks like a sleeper. And that speaks to me. Why does an AMG S63 have to be so overstyled? This is clean.

Does performance matter? Who cares really, all this car has to do is have a V8 to be considered credible. And now it does. It's a pretty good V8 too.

 

And it'll probably spend more days being driven or being driven in, than being worked over in the dealership.

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3 hours ago, Drew Dowdell said:

The 3.6 TT in the XT5 would be more than enough. It's already the second best selling vehicle in its segment and the segment leader doesn't have a high power version either. 

This new V8 is very pretty looking. Plus, I like the updates to the look of the CT6.

I almost thought it was a new Duramax, it looks really properly durable, look at the at fuel lines!!!

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Posted (edited)
1 hour ago, Cubical-aka-Moltar said:

Yes, but it's still built on a transverse engine FWD-origin platform, nothing special...

Yes, but neither is RWD 'anything special'. Aren't most of those also AWD??
Besides, the entire reason the XT5 is even in this thread is a suggestion this engine go in the XT5, but it 'can't' because it's FWD... when most are AWD, just like the CT6 V-Sport is going to be. Swap the subframe out & shoehorn a longitudinal V8 in (provided that's what Cadillac wants to).

Edited by balthazar
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Shockingly effective transformation of the CT6.  Fine looking engine, nice stats.  Good looking, authoritative front end.  Interior looks top notch.  Don't like the taillight morph.  Needs to remain fully vertical.

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1 hour ago, Cubical-aka-Moltar said:

Yes, but Cadillac's reality is different than M-Bs; Cadillac has to use GM platforms, which means FWD crossovers...

They can develop a rear drive platform to sell 15-20,000 CT6 per year globally but can’t develop a rear drive crossover platform that could be used on XT4 and XT5 and sell 200,000 units per year?  Fuzzy math.

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    • By William Maley
      Back at the New York Auto Show, Cadillac unveiled an all-new twin-turbo 4.2L V8 that produces 550 horsepower and 627 pound-feet of torque. This engine was destined for upcoming CT6 V-Sport. But with the CT6 lineup destined to go away in the near future, what will happen to the new V8.
      Roadshow has learned from a source that Cadillac will be using this engine in the next-generation Escalade and CTS-V (don't you mean CT5-V?!).
      Let's begin with the next-generation Escalade. The current model uses a 6.2L V8 engine that makes 420 horsepower and 460 pound-feet of torque. We know that Cadillac was planning to offer a slightly detuned version of the 4.2L V8 on the regular CT6, producing somewhere in the range of 500 horsepower. Whether Cadillac decides to go with this or push power down a bit further remains to be seen.
      Now to the CTS-V, or CT5-V. This is where we begin to question the source. We know that Cadillac will be retiring the CTS and ATS in the next couple of years for the upcoming CT5. Why the source said, "next-generation CTS-V sedan" has us scratching our heads. Maybe the source misspoke or GM is thinking about continuing forward the CTS-V nameplate. We're likely putting too much thought into this.
      Nevertheless, we would expect Cadillac to bump up horsepower to 600 or so to keep up with the likes of the Germans.
      Source: Roadshow

      View full article
    • By William Maley
      Back at the New York Auto Show, Cadillac unveiled an all-new twin-turbo 4.2L V8 that produces 550 horsepower and 627 pound-feet of torque. This engine was destined for upcoming CT6 V-Sport. But with the CT6 lineup destined to go away in the near future, what will happen to the new V8.
      Roadshow has learned from a source that Cadillac will be using this engine in the next-generation Escalade and CTS-V (don't you mean CT5-V?!).
      Let's begin with the next-generation Escalade. The current model uses a 6.2L V8 engine that makes 420 horsepower and 460 pound-feet of torque. We know that Cadillac was planning to offer a slightly detuned version of the 4.2L V8 on the regular CT6, producing somewhere in the range of 500 horsepower. Whether Cadillac decides to go with this or push power down a bit further remains to be seen.
      Now to the CTS-V, or CT5-V. This is where we begin to question the source. We know that Cadillac will be retiring the CTS and ATS in the next couple of years for the upcoming CT5. Why the source said, "next-generation CTS-V sedan" has us scratching our heads. Maybe the source misspoke or GM is thinking about continuing forward the CTS-V nameplate. We're likely putting too much thought into this.
      Nevertheless, we would expect Cadillac to bump up horsepower to 600 or so to keep up with the likes of the Germans.
      Source: Roadshow
    • By William Maley
      A few weeks back, I attended an event at Hyundai’s technical center which resides outside of Ann Arbor, Michigan. The reason for my visit was to get a preview of what they’ll be showing at the LA Auto Show (which I’ll be able to talk about later today once the NDA lifts). But Hyundai also offered the chance to drive some of their latest products on a small drive route. I had the chance to drive three models; the Santa Fe, Kona, and Veloster. 
      A quick note about this first drive report. You will not get any impressions on the handling of the three models. The short drive was mostly made up of straight roads around the technical center. You’ll need to wait until I can my hands on the vehicles for a week-long evaluation to see how they fare in the bends.
      First up is the Santa Fe.
      I’m quite impressed with the work done on the Santa Fe’s exterior as it has much more presence on the road than the Santa Fe Sport it replaces. The square shape is accentuated by a more aggressive grille and a more upright rear end. One downside to the new look is the raised belt line, which reduces the overall glass area and makes the interior feel slightly cramped. Step inside and Hyundai has taken a huge leap forward here. A lot of their current interiors tend to focus more on utility and having controls in easy reach. The Santa Fe adds a bit of style with rounded edges, sculpted sides for the driver and passenger, and brushed metal accents. One nice touch in the Ultimate is a contrasting roofline that looks and feels like a piece of soft linen. One item that hasn’t changed is the controls. They are still easy to find and operate. The front seats are quite comfortable and offer a number of power adjustments to help dial in the perfect position. The rear seat is massive with loads of head and legroom, even with the optional panoramic sunroof. A 2.4L four-cylinder with 185 horsepower serves as the base engine, while a more powerful 2.0L turbo-four pumping out 235 horsepower is available on the higher-end Limited and Ultimate. An eight-speed automatic is standard on either engine, and you do have the choice of either front or Hyundai’s HTRAC all-wheel drive system. I drove the turbo-four with AWD and found it to be a bit underwhelming. The issue is the noticeable delay with power delivery when leaving from a stop or accelerating suddenly from a low cruising speed. I can’t fully tell if this due to the tuning of the engine, transmission, or combination of the two. It is quite the shame because the engine really shows it has punch when making a pass.  Ride quality is towards the top of the class as the suspension is able to smooth out most rough road surfaces. Road and wind noise are well-muted. There’s a lot to like about the 2019 Santa Fe with its new look inside and out; spacious interior, and smooth ride. The turbo engine does sour my initial impression and has me wondering if you should wait a year until picking the turbo engine. Those who have driven the 2.4L say the engine is slightly sluggish, but I would take that over the mess that is the turbo-four. Disclaimer: Hyundai Provided Breakfast, Lunch, and the Santa Fe for this Event.
      Gallery: 2019 Hyundai Santa Fe
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Engine: 2.4L 16-Valve DOHC GDI Four-Cylinder or Turbocharged 2.0L CVVT DOHC Four-Cylinder
      Driveline: Eight-Speed Automatic, Front or All-Wheel Drive
      Horsepower @ RPM: 185 @ 6,000 (2.4); 235 @ 6,000 (2.0T)
      Torque @ RPM: 178 @ 4,000 (2.4); 260 @ 1,450-3,500 (2.0T)
      Fuel Economy: City/Highway/Combined - 22/29/25 (2.4 FWD), 21/27/23 (2.4 AWD), 20/25/22 (2.0T FWD), 19/24/21 (2.0T AWD)
      Curb Weight: 3,591 - 4,085 lbs
      Base Price: $24,750 - $38,800

      View full article
    • By William Maley
      A few weeks back, I attended an event at Hyundai’s technical center which resides outside of Ann Arbor, Michigan. The reason for my visit was to get a preview of what they’ll be showing at the LA Auto Show (which I’ll be able to talk about later today once the NDA lifts). But Hyundai also offered the chance to drive some of their latest products on a small drive route. I had the chance to drive three models; the Santa Fe, Kona, and Veloster. 
      A quick note about this first drive report. You will not get any impressions on the handling of the three models. The short drive was mostly made up of straight roads around the technical center. You’ll need to wait until I can my hands on the vehicles for a week-long evaluation to see how they fare in the bends.
      First up is the Santa Fe.
      I’m quite impressed with the work done on the Santa Fe’s exterior as it has much more presence on the road than the Santa Fe Sport it replaces. The square shape is accentuated by a more aggressive grille and a more upright rear end. One downside to the new look is the raised belt line, which reduces the overall glass area and makes the interior feel slightly cramped. Step inside and Hyundai has taken a huge leap forward here. A lot of their current interiors tend to focus more on utility and having controls in easy reach. The Santa Fe adds a bit of style with rounded edges, sculpted sides for the driver and passenger, and brushed metal accents. One nice touch in the Ultimate is a contrasting roofline that looks and feels like a piece of soft linen. One item that hasn’t changed is the controls. They are still easy to find and operate. The front seats are quite comfortable and offer a number of power adjustments to help dial in the perfect position. The rear seat is massive with loads of head and legroom, even with the optional panoramic sunroof. A 2.4L four-cylinder with 185 horsepower serves as the base engine, while a more powerful 2.0L turbo-four pumping out 235 horsepower is available on the higher-end Limited and Ultimate. An eight-speed automatic is standard on either engine, and you do have the choice of either front or Hyundai’s HTRAC all-wheel drive system. I drove the turbo-four with AWD and found it to be a bit underwhelming. The issue is the noticeable delay with power delivery when leaving from a stop or accelerating suddenly from a low cruising speed. I can’t fully tell if this due to the tuning of the engine, transmission, or combination of the two. It is quite the shame because the engine really shows it has punch when making a pass.  Ride quality is towards the top of the class as the suspension is able to smooth out most rough road surfaces. Road and wind noise are well-muted. There’s a lot to like about the 2019 Santa Fe with its new look inside and out; spacious interior, and smooth ride. The turbo engine does sour my initial impression and has me wondering if you should wait a year until picking the turbo engine. Those who have driven the 2.4L say the engine is slightly sluggish, but I would take that over the mess that is the turbo-four. Disclaimer: Hyundai Provided Breakfast, Lunch, and the Santa Fe for this Event.
      Gallery: 2019 Hyundai Santa Fe
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Engine: 2.4L 16-Valve DOHC GDI Four-Cylinder or Turbocharged 2.0L CVVT DOHC Four-Cylinder
      Driveline: Eight-Speed Automatic, Front or All-Wheel Drive
      Horsepower @ RPM: 185 @ 6,000 (2.4); 235 @ 6,000 (2.0T)
      Torque @ RPM: 178 @ 4,000 (2.4); 260 @ 1,450-3,500 (2.0T)
      Fuel Economy: City/Highway/Combined - 22/29/25 (2.4 FWD), 21/27/23 (2.4 AWD), 20/25/22 (2.0T FWD), 19/24/21 (2.0T AWD)
      Curb Weight: 3,591 - 4,085 lbs
      Base Price: $24,750 - $38,800
    • By William Maley
      Mazda's 2019 3 compact sedan and hatchback were introduced last night at the LA Auto Show and it is clear the brand is not messing around. The latest-generation compact introduces a new platform, the Skyactiv-X compression ignition system, and the option of all-wheel drive.
      The 3's exterior shape sheds a lot of the sculpting and surfacing found on the current model. The end result is a smooth and premium look. Both the hatchback and sedan come with the same creased front end, prominent grille, and slim headlights. The hatchback is the more polarizing of the two with a very thick c-pillar from the Kai concept. On the inside, Mazda's designers have taken some inspiration from their recent concepts by going for "less is more" aesthetic. The dashboard is mounted low and features a minimal amount of buttons. An 8.8-inch infotainment screen sits in a crevice in the dash and appears to be running a new infotainment system (THANK YOU MAZDA!).
      In North America, Mazda will be offering the 3 with an updated version of the 2.5L SkyActiv-G four-cylinder. No power ratings were given on the engine, but we wouldn't expect them to be too far off from the 184 horsepower and 185 pound-feet of torque that engine currently produces in the CX-5 and 6. This will be paired with either a six-speed manual or automatic. Other markets will get the choice of 1.5L, 2.0L, 2.5L, and 1.8L diesel.
      Mazda's SkyActiv-X four-cylinder with compression ignition will launch later down the road. We don't have any details on power or what transmissions can be paired with it.
      One option that will make some buyers happy to see is i-Activ AWD. This system uses a number of sensors around the vehicle to help keep the vehicle moving in any condition. Mazda doesn't say which engines will have the AWD option, but we think the 2.5 will be one of them.
      Mazda says the 2019 3 will launch early next year with the 2.5 engine. The SkyActiv-X engine will arrive towards the end of 2019.
      Gallery: 2019 Mazda3
      Source: Mazda


      ALL-NEW MAZDA3 – AN OBJECT OF UNIVERSAL DESIRE
      As we begin a new chapter in Mazda’s history, the mission of the all-new Mazda3 is to amaze and delight customers all over the world. The theme of development was “An object of universal desire.” Making a car that would evoke longing in any person would require the creation of a new, hitherto unknown value. We set out to achieve this by applying our human-centric philosophy for dramatic improvements in every area: design, driving performance, NVH, environmental performance and quality feel.
      The all-new Mazda3 embodies two characters with widespread appeal. The first is the free spirit, determined to follow their own convictions and not be bound by conventional wisdom. This character is represented in the hatchback. To achieve such a look we took an unprecedented approach to design that eliminates all character lines and relies entirely on lustrous and beautifully curved body panels that reflect the surrounding environment. As such, the model delights onlookers with a countenance that changes by the season and the hour of the day.
      The other character is that of a lady or gentlemen who combines dignity with a strong individualistic streak. Their adherence to formality and traditional styles conceals an idiomatic beauty that is breathtaking when glimpsed. This character is embodied in the sedan. Aspiring to create the most gorgeous sedan in its class, we set aside the notion of a C-segment car,* removed all constraints and extended the overall length. We overcame numerous technical challenges in order to keep the hood and trunk low. The resulting proportions are sleek and elegant, giving the impression of a single flowing brushstroke.
      We also raised the quality of driving and riding in the car. Driving an automobile requires paying constant attention to your surroundings, making split-second judgments and taking appropriate action. Mazda wants to make driving less stressful and more natural for everyone. To achieve this, we decided to undertake a thorough scientific study of human beings.
      When walking or running, people make subtle adjustments in the legs, pelvis and spine so that head sway can be controlled using only the slightest muscular effort. In order to make this natural action possible in the car, we redesigned and organically linked every component to draw out people’s innate ability to maintain balance. The result is Skyactiv-Vehicle Architecture, a new set of structural technologies that make riding in a car feel as natural and stress-free as walking on your own two feet.
      In addition, we achieved a comfortable quietness by focusing not only on noise volumes but on the time it takes for sounds to be transmitted and the direction from which they arrive. Next, we built a clear and expressive sound system with speakers positioned to deliver sound directly to the driver’s ears and set about creating a comfortable cabin space for all vehicle occupants.
      Thanks to the benefits of Skyactiv-Vehicle Architecture and the latest Skyactiv gasoline and diesel engines, which allow intuitive control of vehicle speed in any situation, the all-new Mazda3 offers driving pleasure of unprecedented quality.
      The powertrain lineup includes Skyactiv-X, a new kind of combustion engine that combines the advantages of gasoline and diesel engines. Its innovative Spark-Controlled Compression Ignition system enables us to choose gear settings that accentuate performance without sacrificing emissions or fuel economy. Engine response is quick and driving is smooth with a reassuring feeling of control. Skyactiv-X will realize even greater driving pleasure and superior real-world environmental performance, enhancing the joy the car-ownership.
      The all-new Mazda3 will add color and brilliance to your daily routine. The captivating character of the design stirs the emotions and the driving feel sharpen the senses, making even your daily commute feel like a journey of new discovery.
      My hope is that this car will help customers discover the joys of living a life truer to oneself.
      Kota Beppu
      All-new Mazda3 Program Manager
      A NEW FORM OF ELEGANCE BASED ON JAPANESE AESTHETICS. MAZDA DESIGN ENTERS AN EXCITING NEW STAGE.
      Introduced in 2010 and making its production model debut with the launch of the CX-5 and the Mazda6 in 2012, Mazda’s Kodo—Soul of Motion design has been a driving force in enhancing the brand’s global value. Mazda now takes it to higher levels of depth and sophistication as it enters a new stage that raises car design to the level of fine art.
      The goal for this new evolution of Kodo design is to express a new form of elegance inspired by Japanese aesthetics. The first cars to embody Mazda’s new design language were the RX-Vision concept model shown at the 2015 Tokyo Motor Show and the Vision Coupe concept model exhibited at the 2017 show. Elements finely honed to create clean, beautiful designs combine with a delicate play of light and reflections to realize elegant and sophisticated styling with a natural, dynamic feel.
      The new Mazda3 is the first production model to adopt this evolved version of Kodo design. While featuring an extremely simple “single motion” to its overall form, the way light and shadows shift and reflections move over the body gives birth to a highly vital and dramatic expression that goes beyond previous iterations of the design language. Another goal in styling the new Mazda3 was to give the hatchback its own more emotional design, while the sedan aims to present more elegant proportions. Despite sharing the same Mazda3 model name, the two forms represent entirely different personalities.
      EXTERIOR DESIGN
      In designing the hatchback and sedan versions of the new Mazda3, the development team took a fresh look at their respective values and personalities and then worked to maximize the unique appeal of each. The hatchback presents a powerful and seductive look with lasting visual appeal that evokes a sense of exciting experiences to come. In contrast, the clean, sleek and sophisticated beauty of the sedan speaks of maturity and refinement. The result is two body types with personalities so distinct one might even think they were completely different models.
      The design concept for the hatchback focused on creating a solid mass with a seductive appeal that conveys a fresh expression of hatchback styling. When viewed from the rear, the cabin and body come together to appear as a single solid mass. This unique form realizes a powerful, solid presence and an expression of seductive and lasting appeal. The design concept for the sedan is “sleek and elegant.” While conforming to traditional sedan styling by bringing together the hood, cabin and trunk as three distinct elements, the development team aimed to elevate those elements and achieve a new level of beauty that befits a Mazda sedan. The result is a refined, mature expression of elegance. A new lamp design is one more element key to Kodo design’s further evolution. In keeping with the “less is more” theme, all unnecessary elements are shaved away to leave only the essence of a lighting fixture. The development team felt that limiting the design to the minimum necessary elements – the light source, lens and base – would create a clean and beautiful look. They also pursued a round design with an expression of depth in order to create a presence that accentuates the new Mazda3’s physique and fore-aft axis. The new design embodies a dynamic expression that distinguishes the Mazda brand. Polymetal Gray was newly developed as an exclusive color offering for the hatchback. Fusing the hard appearance of metal with plastic’s characteristic glossy smoothness creates an entirely new expression of quality. The color changes its expression depending on the light, accentuating the beautiful form of the hatchback’s body. INTERIOR DESIGN
      To further strengthen the connection between the car and driver, every aspect of the cockpit is laid out in perfect horizontal symmetry with the driver in the center. At the same time, every element is designed to directly face the driver and help emphasize the driver-centered axis that runs from front to rear. Furthermore, the interior incorporates the “less is more” ideal that is a key to the new Mazda3’s further-evolved KODO design. Keeping all elements other than the cockpit as simple as possible helps amplify the presence of the cockpit zone. This creates a comfortable environment in which the car and driver engage in a natural dialogue that enables the driver to focus on the task of driving.
      The cockpit design applies the “vanishing point” concept down to the parts level, including the steering wheel spokes and center display. Along with emphasizing the driver-centered axis running from front to rear through the cockpit zone, this design approach also expresses a second horizontal axis through the layout of the forms that run left and right from the instrument panel out to the door trim on both sides. The design goal was simplicity throughout based on the aesthetics of “less is more.” For example, the climate-control panel and passenger-side louvers are integrated into the left-right axis that follows the line of the instrument panel. This results in a clean and simple design. Interior parts employ Mazda’s own grain, designed to express the richness and warmth of genuine leather. By introducing creases with differing depth and shapes on different parts, this new material creates a lively rich expression. The newly designed shift panel takes advantage of a technology called “two-layer molding.” It incorporates a laser-engraved black layer covered by a second clear layer to present a glossy black finish with a look of deep transparency. Shifts in light create a rich linear expression that helps the panel accentuate the new Mazda3’s sporty nature, high-quality appearance, and pride of ownership. The fabric interior adopts a new Greige color, which combines the cool tones of gray with the soft feel of beige to create a pleasing sensation of vitality and warmth. This combination of light and depth gives the interior a sophisticated look. Burgundy was newly developed as an interior color exclusive to the hatchback. The deep, vivid look of this special red leather heightens the emotion of exterior design and creates a look that appeals to mature tastes. HUMAN-CENTRIC DESIGN FURTHER ENHANCES RELAXING COMFORT
      The cockpit and cabin were carefully designed in accordance with Mazda’s own human-centric philosophy. One goal was to provide all drivers with a confidence-inspiring ease of operation that helps them to concentrate on driving. Another was to make time spent in transit comfortable and enjoyable. Mazda applied the latest available knowledge and technology in designing the driving position, visibility, Human-Machine Interface (HMI), and audio sound quality. These were leveraged to further elevate the level of quality and satisfaction by delivering a more natural and intuitive feeling to driving. The new Mazda3 provides all occupants with the pleasure of a natural, comfortable and relaxing driving experience that begins with the very first outing and remains consistent in any driving scene.
      DRIVING POSITION
      The telescopic steering adopts an additional 10mm of movement at either end to offer a wider adjustment range of 70mm and deliver more precise control over the adjustment of the driving position. In addition, front seat cushion tilt adjustment is now included as standard equipment. This helps prevent the angle of the seat from causing the occupant’s thighs to float above the cushion or placing undue pressure on the thighs. As such, it offers firm support that keeps the pelvis in an upright position to maintain the ideal seating posture Mazda has strived to achieve. The gear shift lever was moved forward and positioned higher on both the automatic and manual transmission versions. This makes it easier for the driver to move his or her hand from the steering wheel and to operate the shift lever. The commander control was also moved forward, the cupholders repositioned in front of the shift lever and the center armrest lengthened. This new floor console layout significantly improves operating stability, ease and use. HUMAN-MACHINE INTERFACE (HMI)
      The Active Driving Display, meters and center display were all redesigned to present information in a simpler fashion, while the fonts used were unified to create a pleasing and consistent look. The new Mazda3 adopts an 8.8-inch wide center display. Offering simplified operation that requires only the use of the commander control, it also features a new intuitive guidance system that makes the commander control easier to operate. VISIBILITY AND FIELD OF VIEW
      The thickness and shape of the A-pillar design were optimized to minimize its obstruction angle and associated blind spots. Every detail of the pillar shape was carefully designed after calculating what degree of neck and eye movement would not burden the driver. As a result, the new design significantly reduces blind spots ahead of the car, providing the driver with a continuous view of pedestrians or potential obstacles to the right or left while maintaining a natural driving posture. The control system for windshield wiper operating speed was carefully designed to improve wiper performance. It is also designed to constantly adjust the operating angle of the wipers in fine increments. This allows them to firmly clean right up to the A-pillar and greatly expand visibility near the A-pillar on the driver’s side. The wipers are housed beneath the hood, which helps provide a clear downward view out of the windshield. In addition, the washer nozzles are attached to the wiper arms so their spray can be wiped away immediately after application and not interfere with visibility. These measures combine to provide the driver with a clearer view and to more quickly maintain clear visibility in inclement weather. MAZDA CONNECT
      Mazda Connect now includes a Digital Owner’s Manual as one of its app offerings. When a warning appears on the center display, it also presents an indication of the priority level and a link to the Digital Owner’s Manual. The driver can then access the manual to quickly receive an explanation of the warning and instructions on how best to respond to the situation. AUDIO SYSTEM
      Mazda conducted a series of new studies into how sounds are transmitted through a car’s cabin. This led to more efficiently improving sound quality by placing the bass speakers in the corners where the sound is amplified. To avoid the tonal quality of mid- to high-frequency sounds from being affected by reflected sounds, the other speakers were positioned on the left and right sail garnish and upper sections of the door trim where the sound is transmitted directly toward the occupant’s ears. This creates a more natural sensation to distinguishing the sound’s point of origin and enhances the depth and clarity of that sound. The 8-speaker standard audio system uses a 3-way layout, with 3L woofers positioned on the sides of the front cowl, a pair of 2.5cm squawkers on the sail garnish and 8cm squawkers on the upper section of the front and rear door trim. The 12-speaker Bose®sound system adds an 8cm center speaker, a pair of rear satellite speakers, and a subwoofer. It also features custom tuning to provide more powerful bass and higher audio quality. MAZDA’S NEXT GENERATION OF DRIVING PLEASURE, REFINED AND FURTHER EVOLVED THROUGH HUMAN-CENTRIC DESIGN
      Mazda’s Jinba-ittai driving experience demands that the car works in perfect harmony with the driver’s intentions to provide greater safety, confidence and reassurance. In working to achieve this, Mazda has remained committed to building cars according to its human-centric design philosophy. These efforts include advancing its Skyactiv technologies. Beginning with the new Mazda3, they also include the introduction of new technologies that further evolve the level to which human-centric design is applied. The ongoing goal is to realize the ultimate expression of Jinba-ittai by enabling the driver to enjoy the pleasure of driving with natural action, as though moving his or her own body without any need for conscious effort.
      These new technologies are founded on intensive human research studies that go beyond just looking at body characteristics and movements by also investigating emotional responses. Rather than simply pursue mechanical efficiency of the human anatomy, Mazda is focusing efforts on maximizing inherent physical abilities while exploring how to realize a driving experience that best matches human sensibilities. By coordinating the development of all these technologies as an organic whole, Mazda honed dynamic performance such that the basic movements of the car – accelerating, turning and stopping – feels natural to the driver.
      The new Mazda3 is powered by the latest Skyactiv engines, including Mazda’s new Skyactiv-X, and also adopts Skyactiv-Vehicle Architecture. This adds a new layer of polish to its driving dynamics, based on Mazda’s human-centric design philosophy. The next generation of Mazda driving pleasure starts here.
      POWERTRAIN
      1.5-, 2.0- and 2.5-liter versions of the latest Skyactiv-G comprise the gasoline engine lineup for the new Mazda3. All three adopt optimized intake ports and piston shape, split fuel injection and a coolant control valve to deliver higher levels of dynamic performance, fuel economy and environmental friendliness. The Skyactiv-D 1.8 is the diesel engine offering for the new Mazda3. Incorporating ultra-high-response multi-hole piezo injectors allows the engine to utilize high-pressure, precisely controlled multi-stage injection. This realizes a finer balance of enhanced fuel economy, quietness and reduced exhaust gases, while also delivering smoother, more robust performance. All-new Mazda3 is the first production car to offer Mazda’s innovative Skyactiv-X engine. Features include superior initial response, powerful torque, faithful linear response and free-revving performance. The engine is assisted by Mazda’s intelligent new M Hybrid system, which supports greater gains in fuel economy, and achieves higher levels of driving pleasure and environmental friendliness. I-ACTIV AWD
      Mazda’s evolved i-Activ AWD newly adds “four-wheel vertical load” detection and works in harmony with G-Vectoring Control Plus (GVC Plus) to control torque distribution between the front and rear wheels. As a result, it is fully capable of responding faithfully to the driver’s intentions, regardless of the driving scene. It also reduces overall mechanical loss by approximately 60% over the previous model and contributes to improved fuel economy. G-Vectoring Control Plus (GVC Plus) adds direct yaw moment control via the brakes. This enables the car to better handle emergency avoidance maneuvers and offers more confidence-inspiring controllability in various situations, including lane changes at high speeds and driving on slippery roads. SKYACTIV-VEHICLE ARCHITECTURE NEXT-GENERATION STRUCTURAL TECHNOLOGIES
      The seats adopt a basic structure designed to maintain the natural S-shaped curve of the spine. The seat cushion and lower seatback support the lower pelvis, upper pelvis and thighs to keep the pelvis in an upright position. Meanwhile, the upper seatback bolsters the gravity center of the rib cage. This structure enables the driver to stabilize his or her head in a natural fashion by shifting his or her pelvis and spine to maintain balance without any conscious effort. The body further evolves Mazda’s straight framework and continuous ring structure concept. New front-to-back connections complement the existing vertical and lateral connections of the previous body to form multi-directional ring structures. This increases rigidity while reducing lag in the transmission of energy, which helps maximize the function of the dampers and tires. By concentrating energy input from the road surface in specifically chosen locations and adopting a newly developed damping structure that helps absorb it, vibration that causes noise is reduced without increasing vehicle weight. Based on the concept of smoothing the transmission of force to the sprung mass over time, the suspension system uses MacPherson struts in the front and a newly developed torsion beam setup in the rear. A new spherical shape was adopted for the internal structure of the bushings combines with new suspension geometry to realize lag-free transmission and linear action. REDUCED NVH
      As a result of Mazda’s human research studies, development focused on three sound characteristics that directly impact cabin occupants. Those are sound volume, changes in pitch and tone over time, and the direction from which sounds originate. Suppressing noise generation and reducing its volume, while also controlling the fluctuations in and direction of sounds, are aimed not only at achieving a “quiet” cabin environment. Rather, the goal is to provide a “high-quality quietness” that is satisfying to all cabin occupants. To improve the basic insulation qualities key to reducing NVH, the new Mazda3 marks Mazda’s first application of a “two-wall” structure that leaves space between the body and carpeting on the floor. By considering the carpet and the body panel as two walls, and then designing them to match the characteristics of the fiber material attached to the carpet increases efficiency without increasing weight. The number of holes in the carpeting was also reduced wherever possible to significantly enhance sound insulation. Measures to deal with road noise focused on minimizing noise and vibrations, and to make any noises transmitted when the road surface changes reach the ears of cabin occupants in a linear fashion. Sound-absorbing functionality added to the headliner and floor mats effectively suppresses high-frequency noise. Tires with optimized vertical spring action and increased rigidity at possible entry points help prevent the transmission of unwanted vibrations to the cabin. Lag-free transmission of permitted sounds and vibrations create a more reassuring and comfortable cabin environment. SAFETY FEATURES DESIGNED TO EXCEL IN THE REAL WORLD
      The fundamental aims of Mazda Proactive Safety are to offer the driver confidence-building reassurance and to offer all cabin occupants a thoroughly enjoyable driving experience. Based on this philosophy, the development team worked hard to evolve basic safety technologies such as the driving position, pedal layout and good visibility, advanced i-Activsense technologies, as well as passive safety technologies designed to protect cabin occupants in the event a collision should occur.
      With an eye on the future, Mazda is constantly making efforts to further evolve the level of safety offered by its cars. The aim is to provide a safe and reassuring driving experience to everybody, from novice drivers with little time behind the wheel, to elderly drivers, and including passengers in the rear seats. Mazda is committed to further advancing its safety technologies as it works step by step toward making car accidents a thing of the past.
      ACTIVE SAFETY: I-ACTIVSENSE
      The new Mazda3 is available with Mazda’s newly developed Driver Monitoring system. The system uses both an infrared camera and infrared LED to observe the driver’s condition while driving. It monitors how wide open the driver’s eyelids are at any given time, the number of times he or she blinks, and also the angle of the mouth and face in order to determine the level of drowsiness or fatigue. It also monitors the driver’s line of sight and eye movement to determine when the driver is being inattentive. If the system judges that the situation has become dangerous, it sounds an alert to make the driver aware and works in conjunction with the Smart Brake Support (SBS) system to shorten the time required for the brake warning to sound. Front Cross Traffic Alert (FCTA) is available on the new Mazda3. The system uses newly adopted front side radars to detect other vehicles approaching from blind spots at the front right or left of the vehicle and alert the driver of their presence. This helps prevent a common cause of accidents, when cars enter a T intersection with a partially obscured view. Also available on the new Mazda3 is Mazda’s new Cruising & Traffic Support (CTS) system. CTS contributes to reducing driver fatigue by assisting with accelerator, brake pedal and steering operations when stuck in traffic jams on the highway. It also supports a safer, more reassuring and more comfortable driving experience in conditions that demand constant operation of the assisted functions. PASSIVE SAFETY
      The ratio of ultra-high-tensile steel rated of 980MPa or higher is greatly increased, from the 3% used on the previous model to 30% on the new Mazda3. This combines with the addition of a new perimeter beam and rear side frames that deform in an accordion-style pattern to create a solid body that can stand up to impact force and a frame structure that effectively absorbs energy. The new Mazda3 introduces a new knee airbag for the driver’s seat. It is not only a first on a Mazda car, but will be included as standard equipment worldwide. By suppressing forward motion of the driver’s body in the event of a collision, this new airbag contributes to fewer injuries to the driver’s legs, chest and Each of the side airbags is divided into a front and rear chamber. Using reduced air pressure in the forward chamber and higher pressure in the rear chamber reduces the load taken by the rib cage, while firmly holding the body in place. The hood adopts a new energy-absorbing inner structure designed to receive the impact of a pedestrian’s head in the initial moment of contact and then gradually dampen the force to more quickly absorb the impact energy. The front bumper is designed to support the thigh and shins if contact is made with a pedestrian’s legs while softening the blow to the knee area. This reduces the degree of injury to the knees and ligaments due to bending and twisting.
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