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William Maley

Chevrolet News:Chevrolet Brings Back the Blazer As A Crossover

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2 minutes ago, ccap41 said:

Because they have the Traverse.  

Traverse is larger.  Different niche.      Traverse is the Enclave sized crossover,  Blazer will be the Acadia sized crossover. 

Edited by Cubical-aka-Moltar

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24 minutes ago, Drew Dowdell said:

Size? weight? difference for difference sake? GM product planners don't talk to each other?

Makes no sense to me either. The 2.5 is not a great choice for this vehicle or the Acadia.

I think option #3 is the most likely answer.

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5 minutes ago, Cubical-aka-Moltar said:

Traverse is larger.  Different niche.      Traverse is the Enclave sized crossover,  Blazer will be the Acadia sized crossover. 

I didn't know Acadia and Traverse changed in sizes. I thought they were still twins. My baaaaad. 

5 minutes ago, William Maley said:

I think option #3 is the most likely answer.

(that's number 4 on his list 😂

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20 minutes ago, ccap41 said:

I didn't know Acadia and Traverse changed in sizes. I thought they were still twins. My baaaaad. 

Yeah, the 2nd gen Acadia downsized...maybe you missed all the posts where regfootball had a freakout about it..

Here's a chart of how I see them all lining up, note there are gaps that may be filled with future models. 

GM crossover chart

brand  subcompact  compact  midsize   fullsize
----------------------------------------------------------------------
chevy    Trax             Equinox      Blazer     Traverse
gmc                           Terrain        Acadia
buick    Encore         Envision                      Enclave
cadillac                      XT4              XT5

Edited by Cubical-aka-Moltar
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5 minutes ago, Cubical-aka-Moltar said:

Yeah, the 2nd gen Acadia downsized...you missed all the posts where regfootball had a freakout about it..

Ya know I knew it downsized but I thought the Traverse did too. 

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1 hour ago, ccap41 said:

First glance instantly reminded me of the Lexus "predator" fascia like @smk4565 said. 

But why the n/a 2.5???? If this is a JGC and  Edge competitor it's way behind on the engine lineup. 

yeah using the boat anchor 2.5 in the engine mix is a disappointment.  Ford Edge has standard 2.0 twin scroll turbo.  2.5 should have been killed already.  Apparently they want to keep making them and amortize more cost out of it.  As i mentioned above, it's puzzling that Chevy has gone turbo crazy and then there is not a turbo option on this thing.  Makes no sense.

1 hour ago, Cubical-aka-Moltar said:

Same steering wheel as the Acadia.  Different center pad. 

a very trucklike steering wheel in a Camaro-esque crossover.  That's why my wtf.

another piece and part they didn't need to re-use.  the camaro touchscreen.  this would have been a great opportunity to put in a larger touchscreen arrangement.

Edited by regfootball
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1 hour ago, ccap41 said:

The 2.5 is not a great choice for..either.. 

Less than 200hp, less than 200tq. The Acadia probably can't get out of its own way. This will be better as it's smaller

The 2.5 liter is the new 3800 V6, it is the solution to every cars and SUV powertrain need and will be on sale in 2025.  

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I assume the 2.5 NA engine is cheaper to build than the 2.0 turbo.  Interestingly, the only midsize or larger GM CUV so far w/ the 2.0 is the XT5 in China.    Otherwise, it's only the compact CUVs using the 2.0T so far...

Edited by Cubical-aka-Moltar

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54 minutes ago, regfootball said:

yeah using the boat anchor 2.5 in the engine mix is a disappointment.  Ford Edge has standard 2.0 twin scroll turbo.  2.5 should have been killed already.  Apparently they want to keep making them and amortize more cost out of it.  As i mentioned above, it's puzzling that Chevy has gone turbo crazy and then there is not a turbo option on this thing.  Makes no sense.

Completely agree. It just seems really odd to use a n/a 4 banger in something this size.

They're taking the Kia Sorento and Highlander approach offering a n/a 4 banger. They are offering more power & torque than those two. I think those are the only three offering those base engines. It seems weird to me. I think they could have done a 2.0T that they already have in-house and tune it for efficiency with something like 225hp and 250tq and it still leaves plenty of room for the upcharged 3.6 with 310hp/266tq... 

46 minutes ago, smk4565 said:

The 2.5 liter is the new 3800 V6, it is the solution to every cars and SUV powertrain need and will be on sale in 2025.  

The 3800 would be a better choice! 

200hp 230tq would be almost perfect for a base engine. 

20 minutes ago, Cubical-aka-Moltar said:

I assume the 2.5 NA engine is cheaper to build than the 2.0 turbo.  Interestingly, the only midsize or larger GM CUV so far w/ the 2.0 is the XT5 in China.    Otherwise, it's only the compact CUVs using the 2.0T so far...

The Traverse has the 2.0T as an option. 

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19 minutes ago, ccap41 said:

 

The Traverse has the 2.0T as an option. 

That's pretty f'ed up, if the Equinox and Traverse get the 2.0T but not the Blazer..

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2 hours ago, regfootball said:

  the camaro touchscreen.  this would have been a great opportunity to put in a larger touchscreen arrangement.

Agree, I do have to wonder if the announcement on this auto was delayed as I would have thought they would have gone with a bigger display too.

38 minutes ago, Cubical-aka-Moltar said:

That's pretty f'ed up, if the Equinox and Traverse get the 2.0T but not the Blazer..

One has to wonder if their might not be a short life on the 2.5 NA before killing it for the 2.0T. Maybe they figure a short model year to use up the left over 2.5 and then role out 6 months later at a couple hundred dollars more the 2.0T as the new mid year refresh as a base engine.

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The 3800 would be a better choice?  How about the 3900 the Lucerne had between 2009-11, or the later model Impalas before that engine was replaced with the corporate 3.6?

The 2.5 I4 is too weak to handle crossovers larger than an Encore.  GM should just put in the 2.0T in all larger crossovers that do not need a v6 and call it a day.  Why?  Torque, not horsepower, is the real key to good driving period.

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Would be cool to have the Supercharged V6 that GM put in the Regal GS in this thing. 

That would give it some fun Zoom Zoom Zoom! :P 

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There is nothing about this crossover that really makes sense to me other than it’s a crossover.

Did they really want to throw practicality away so badly that they’d give this thing the same kind of terrible visibility you find in a Camaro? 

Plus Chevy now has a Lexus predator grille equivalent. Dangerous precedent and it proves that Lexus has found that ugly and poor taste is really what the market looks for these days....

I pray to GOD not to GM to save the Malibu and Cruze.

 

Please don’t let these heathen crossovers destroy the Chevy models I have my faith in....

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I can only assume this is optimized for front passenger comfort as the specified max cargo capacity with rear seats down is less than compacts like the CRV and RAV4.

 

 

 

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5 hours ago, ccap41 said:

The 2.5 is not a great choice for..either.. 

Less than 200hp, less than 200tq. The Acadia probably can't get out of its own way. This will be better as it's smaller

It's not fast, but it's not Encore slow either. With the 9 speed auto it will be okay for the target audience.

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When you have the Buick Envision and Cadillac XT4 with a turbo 4, you have to give Chevy something less, so here you go, 2.5 liter.

We also don't know what this vehicle weighs, so hard to say whether or not the 2.5 will be slow, although my guess is this thing will have craptastic performance with the base engine, and they'll want too much money for the V6.

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Kinetic Blue Blazer RS AWD 3.6L...   😍

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This is the newest entry in this segment and it’s just a far better auto on looks and intended function. Priced less most likely, more space, and is lesser of or at most equal as ugly to boot.

 

EA0C3537-0310-4F47-969F-42903BE38231.jpeg

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13 minutes ago, ocnblu said:

Kinetic Blue Blazer RS AWD 3.6L...   😍

This is not you. I see you driving this and then being immediately disappointed. Really.

This is the automotive equivalent of false advertising. 

C’mon man Chevy has the balls to call this soft roader a new ‘standard’ for an ‘SUV’.

I mean I get it, you hype your stuff, that’s what auto makes do. But alas...

This turd is to be condemned for being so goddamn hollow and meaningless when it pretends to be something it isn’t.

If they put the 2.7L four pot truck engine of doom that every V6 competitor should be scared of then it’ll make Chevy performance crossovers great not again, but great for the first time, like maybe ever. 

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7 hours ago, dfelt said:

Agree, I do have to wonder if the announcement on this auto was delayed as I would have thought they would have gone with a bigger display too.

One has to wonder if their might not be a short life on the 2.5 NA before killing it for the 2.0T. Maybe they figure a short model year to use up the left over 2.5 and then role out 6 months later at a couple hundred dollars more the 2.0T as the new mid year refresh as a base engine.

the all new 2.0t in the XT4 is probably exclusive to Cadillac for a bit.  then maybe it spreads to this?

7 hours ago, Frisky Dingo said:

A joke, and a disgrace to the Blazer nameplate.

no one was pining for this crap anymore

 

image.png

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32 minutes ago, Suaviloquent said:

This is the newest entry in this segment and it’s just a far better auto on looks and intended function. Priced less most likely, more space, and is lesser of or at most equal as ugly to boot.

 

EA0C3537-0310-4F47-969F-42903BE38231.jpeg

And planned 2.0t and 2.2 turbo diesel engine options to boot...

Its cousin the 2019 Sorrento is pretty nice from what I've read and watched too.

 

 

Edited by frogger

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Murano is selling barely over twice the rate of the Armada. It could slide off into oblivion and I doubt many people would notice/care.

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      View full article
    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By William Maley
      At an event tonight in Detroit, Cadillac delivered a one-two punch for those craving for a bit of performance with the introduction of the 2020 CT4-V and CT5-V. On paper, the two models aren't what we were expecting. Instead of the firebreathing monsters that were the ATS-V and CTS-V, the CT4 and CT5-V are more in line with middle children of German automakers - Audi S4, BMW M340i, and Mercedes-AMG C43 and E43.
      CT4-V
      To say we're a bit surprised that Cadillac is showing off the performance variant of their upcoming entry-level sedan would be an understatement - the reveal of the standard CT4 is expected to happen in a few weeks. Aimed at the likes of the Audi S3 and Mercedes-AMG A45, the CT4-V uses a 2.7L turbo-four from the Chevrolet Silverado and GMC Sierra. It makes 320 horsepower and 369 pound-feet of torque. Power flows through a 10-speed automatic to either rear or all four wheels. No manual is available. Other mechanical bits to be aware of are four-piston brake calipers at all corners, and Magnetic Ride Control being standard on RWD models - AWD sticks with conventional shocks.
      Design-wise, the CT4-V looks like it could be mid-cycle facelift for the ATS with a similar profile. The front end mimics the larger CT5 with a wide grille and unique headlight shape. Around back, there is a boat tail effect for the trunk lid with a small lip spoiler and quad tailpipes.
      CT5-V
      Cadillac appears to be playing it quiet with the CT5-V's design. The only bits that set it apart from the standard model are the dark trim, quad-tailpipes, rear diffuser, and new wheels. Under the hood is a twin-turbo 3.0L V6 making 355 horsepower and 400 pound-feet of torque. For those keeping score, that's 20 more horsepower than the CT5 with this same engine, while torque is unchanged. Like the CT4-V, the CT5 routes power through a 10-speed automatic and either rear- or all-wheel drive. An electronically controlled limited-slip differential, Magnetic Ride Control, Performance Traction Management system, and four-piston brakes finish off the changes.
      The CT4-V and CT5-V are expected to go on sale early next year.
      Our Big Concern
      We find ourselves wondering what is Cadillac thinking? On paper, these models make more sense as V-Sport models considering what's being presented. Badging them as V dilutes hardcore image that the past few models have brought forth. Why is Cadillac doing this? Autoblog may have an answer. According to a Cadillac representative, the brand is wanting to bring in a broader set of buyers to showrooms, hence they are making them less hardcore. This will allow them to bring V versions of other models like their crossovers. But there are hardcore versions coming in the pipeline according to the rep.
      Still, we can't help but wonder if GM has done their classic move of shooting themselves in the foot.
      Source: Cadillac


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

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

      View full article
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