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The last-generation Lexus LS felt a bit lost. It had many of the qualities of previous LS models, but it could not fully compete with the likes of Mercedes-Benz S-Class, Audi A8, and BMW 7-Series. People pointed out the somewhat plain design, lackluster performance of the V8 engine, or the confounding infotainment system as possible reasons. But I think the reason comes down to Lexus not having something that made the LS stand out. How do you right the ship of what many considered to be at one time, the best luxury sedan on sale? If you're Lexus, that means making some very drastic changes. Exterior Design Lexus has tended to play it safe with the LS' design to fit with the general idea of a flagship sedan - providing a presence without shouting. But this new generation decides to stray away from that idea. The front end features a lot of inspiration from LC coupe with a wide grille, protruding cutouts for the faux vent, and a lowered hood. A set of Z-shaped LED headlights help the LS stand out from other Lexus models. The rest of the design looks to be an evolution of the previous model with slightly wider fenders and a new trunk lid design. Interior Design and Materials One of the places that LS surprised me was the interior. The layout is quite attractive with a flowing dash and contours on the door panels. A clever touch is the horizontal slat pattern used on the center part of the dash that somewhat disguises the center vents. Material quality is top-notch with leather, real wood, and metal used throughout. Seating and Comfort This particular test vehicle was equipped with perforated leather upholstery which had a unique snakeskin pattern. I quite liked it, but some who rode in the vehicle found it to be a bit gaudy. This seat pattern is only available on the F-Sport, all other LS models have a plain design. The front seats are quite comfortable and provide numerous power adjustments, along with heat and ventilation. Rear seat passengers will find plenty of legroom, but tall passengers will be annoyed by their heads touching the roof liner, a major downside to the lower roofline. Infotainment The interior also houses a big disappointment; Lexus Remote Touch. The touchpad controller is still confounding and distracting to use as you need to be precise with your finger movements to correctly select the function you want. Otherwise, you'll end up on another screen and want to scream. This is disappointing considering that Lexus Enform has improved a lot. The system is noticeably quicker in various functions and can use Apple CarPlay and Amazon Alexa. Powertrain and Performance Despite the 500 designation, there is not a 5.0L V8 under the LS' hood. Instead, Lexus is using a twin-turbo 3.5L V6 engine with 416 horsepower and 442 pound-feet of torque. A ten-speed automatic routes power to either the rear or all four wheels like in my test vehicle. The twin-turbo V6 is disappointing when leaving a stop as there is a considerable amount of turbo lag between pressing the accelerator and the engine responding. Once you get past this, the V6 provides plenty of scoot. Never once did I think that the V8 would be better whenever I need to merge or speed out of a corner. It is also noticeably quieter and more refined than the old V8. Fuel Economy Fuel economy is rated at 18 City/27 Highway/21 Combined if you opt for AWD. Stick with RWD and the numbers rise to 19/30/23. My average for the week landed at 20.2 mpg on a 60/40 mix of highway and city driving. F-Sport Handling Picking the F-Sport trim will get you a revised suspension setup and uprated brakes. It will not transform the LS into something like an Alpina B7 or a Mercedes-AMG S63, but it does make the vehicle feel a bit more poised on a winding road. When put into S+ mode, Body roll is kept in check and the steering is quick to respond. The coil springs used on the LS F-Sport are a bit stiff, which will provide a more choppy ride. An optional air suspension is reportedly better at dealing with bumps and other imperfections, but I will need to try it out before saying it is better or not. Final Thoughts This drastic move by Lexus with the new LS could have gone wrong, but it pulls it off. The new model is more interesting to look at, luxurious and offers improved driving dynamics when ordered with the F-Sport package. There are still some thorns Lexus needs to extract such as the poor initial performance of the twin-turbo six and the mess that is Remote Touch. If you're willing to deal with these issues, then the 2019 LS is a very viable alternative to the Germans. How I would configure an LS 500: Most likely I would build one similar to the one seen here, although I would get it in red as I think the paint really makes the design pop. Alternatives to the LS 500 Mercedes-Benz S-Class: The S-Class is still considered by many to be the best of the best. Considering its wide range of engines, very smooth ride, and impressive interior quality, it is tough to argue this. But the LS comes very close to matching the S-Class's interior quality, along with a more eye-catching design. It doesn't help that the S-Class is about $7,000 more than the LS. Genesis G90: Still the bargain in the flagship sedan class with a base price of $69,350 and coming with almost every feature you would expect. The twin-turbo 3.3L V6 offers better off-the line performance than the 3.5 found in the LS. But the LS offers higher quality interior materials than what is available in the G90. Cadillac CT6: Another twin-turbo V6 flagship that offers sharp driving dynamics and strong value. The CT6 handles better than the LS, but Lexus has the edge in interior materials and refinement. Disclaimer: Lexus Provided the LS 500, Insurance, and One Tank of Gas Specifications and Pricing Year | 2019 Make | Lexus Model | LS Trim | 500 F-Sport Engine | 3.5L Twin-Turbo 24-Valve DOHC V6 Driveline | 10-Speed Automatic, All-Wheel Drive Horsepower | 416 @ 6,000 RPM Torque | 442 lb-ft @ 1,600-4,800 RPM Fuel Economy (City/Hwy/Combined) | 18/27/21 MPG (AWD) Curb Weight | 5,027 lbs Assembly Location | Tahara, Aichi, Japan Base Price | $84,420 As Tested Price | $88,605 (includes $1,025 destination charge) Options as Tested Mark Levinson Audio System with 23 Speakers | $1,940 24-Inch Heads-Up Display | $1,220 View full article

Have you ever wondered by all the Bi-turbo V6 engines are always less impressive than you expect? Specific Output always seem to be worse compared to 4-cylinder counterparts. Maximum Torque seems to always arrive later and the engine always seem a tad lethargic. In short, they always seem to SUCK relative to the 4-cylinder turbo engines the same manufacturer puts out. They really SUCK compared to Inline-6 legends like the Nissan RB26 or the contemporary BMW N55. For example:- GM made a 2.0T (LTG) with 272 hp @ 5,500 rpm with 260 lb-ft at 1,700 rpm. That is 136 hp/liter and 130 lb–ft per liter. This same engine is later tuned to permit more mid-range boost with torque rising to 295 lb-ft @ 3,000 rpm (147.5 lb-ft/liter). This engine operates on 18 to 22 psi of boost and is able to get to full torque at 1,700 rpm or 3,000 rpm. At the same time, GM made the 3.6 Turbo (LF3) with 420 hp @ 5,750 rpm with 430 lb-ft @ 3,500 rpm. That is 116.7 hp/liter and 119.4 lb-ft per liter. This engine operates on a paltry 12 psi of boost but can’t seem to get to full torque until 3,500 rpm. Throwing really fancy and expensive stuff like Titanium Connecting rods and turbine wheels at the engine helps a bit. But, even the uprated 3.6TT (LF4) still took 3,500 rpm to reach 18 psi. A boost level the ubiquitous Malibu engine has no problem hitting at 1,700 rpm. Why? REASON The reason is very simple. And, it is not something you can conquer with expensive turbos or fancy materials. Just look at the diagrams below... In a 4-stroke engine, the exhaust valve opens once every two rotations of the crank for about half a rotation of the crank. In a 3-cylinder engine, or any bank of 3-cylinders, exhaust flow to the turbo is interrupted for significant periods with the exhaust valves closed on ALL cylinders. A V6 Bi-turbo engine is essentially two Inline-3s with each turbo is feeding off one bank of 3-cylinders. In an Inline-4, one exhaust period is always beginning while another is ending. Hence, while exhaust flow diminishes, it never really falls flat completely. In an Inline-6 the periods overlap generously ensuring a continuous exhaust flow to the turbine that does not diminish appreciably throughout the entire cycle of the engine. SOLUTION The solution is to use ONE Turbo for both banks of cylinders in an V6. But that is problematic. You either have to route the exhaust from one side to another -- which is both a packaging nightmare, a source of leaks and a measure which causes it to lose a lot of energy (heat) getting to the turbo. Or, you can use a Hot Vee design with the exhaust exiting in the valley of the Vee. A Hot Vee is problematic in the V6 because most of them are 60 degree engines which has little to no room in the Vee for a turbocharger. In addition, a single large turbo will stick through the hood in a Hot Vee. Hence, a Hot Vee is seldom used. When it is used, it is employed in a 90 degree V6 with two turbos -- which defeats still results in interrupted flow to the turbines. Hence, V6es continues to suck in turbocharged applications -- then, now and (probably) into the future!

When you're buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don't want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That's where the Genesis G90 could make some inroads. Part of Hyundai's new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work. Exterior Design Genesis has injected a bit of style into the G90's design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90's front end doesn't quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place. Interior Quality Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai's parts bin. I'll admit I'm nitpicking, but it's the little things that can make or break a flagship luxury sedan. Seating and Comfort Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver's seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system. Infotainment A large 12.3-inch screen houses Genesis' infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn't offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone. Powertrain and Performance Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn't show any hesitation to downshift when more power is needed. EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg. Ride and Handling The G90's ride is similar to big 70's Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you're looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ. Value and Final Thoughts The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal. The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan. As they say, the devil is in the details. Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas Specifications and Pricing Year | 2018 Make | Genesis Model | G90 Trim | 3.3T Premium HTRAC Engine | 3.3L Twin-Turbo DOHC 24-Valve V6 Driveline | Eight-Speed Automatic, All-Wheel Drive Horsepower | 365 @ 6,000 RPM Torque | 376 lb-ft @ 1,300-4,500 RPM Fuel Economy (City/Hwy/Combined) | 17/24/20 MPG Curb Weight | 4,784 lbs Assembly Location | Ulsan, South Korea Base Price | $70,850 As Tested Price | $71,825 (includes $975 destination charge) Options | N/A View full article

BMW is making the M5 just a slightly bit more aggressive with the debut of the M5 Competition. Following in the footsteps of the M2 Competition, the M5 version tweaks the powertrain, chassis, and exterior. Beginning under the hood, the twin-turbo 4.4L V8 sees a slight boost in horsepower from 600 to 617. Torque remains at 553 pound-feet, although BMW has broadened the peak torque range. 0-60 mph sees a slight improvement of 0.3 seconds - 3.1 vs. 3.4. For the chassis, BMW has added stiffer engine mounts, M-specific Variable Damper Control system, revised mounting points for the front anti-roll bar, lowered ride height, and a stiffer rear anti-roll bar. To have the Competition stand out from other M5s, BMW has blacked out a number trim pieces, along with the door handles and fender vents. A set of forged 20-inch alloy wheels are standard. Pricing for the M5 Competition begins at $110,995, which includes a $995 destination charge. That's about $7,000 more than the standard M5. Production begins in July. Source: BMW Press Release Highlights The M5 Competition marks the creation of a new standalone Competition segment within BMW M's lineup. Previously, Competition was offered as an optional package — roughly 40 percent of all previous-generation M5s sold worldwide were equipped with it. Now it's its own model. Powertrain The 4.4-liter twin-turbo V8 produces 617 hp at 6,000 rpm and 553 lb-ft of torque between 1,800 and 5,860 rpm — a 160-rpm wider band than the standard M5. The result is a 0-60 mph time of 3.1 seconds and 0-124 mph in 10.8 seconds, both 0.3 seconds quicker. A model-specific M Sport exhaust system produces a sportier tone, especially at high revs. Top speed is electronically limited to 155 mph, or 189 mph with the optional M Driver's Package. Chassis and Handling Stiffer engine mounts reduce powertrain movement, sharpening throttle response and turn-in. The M-specific Variable Damper Control system gets firmer tuning across all modes, ride height drops by 7mm, and both front and rear anti-roll bars are stiffer. The M xDrive all-wheel-drive system and Active M Differential carry over, and a rear-wheel-drive-only mode remains available via the DSC-off setting. Exterior High-gloss black finishes cover the door handles, mirror caps, kidney grille surrounds, fender vents, rear spoiler, and tailpipes (black chrome). The "M5" badge gains "Competition" lettering. Forged 20-inch alloy wheels with star-spoke design (789 M) are standard, wearing 275/35 front and 285/35 rear tires. Key Specifications Engine | 4.4L M TwinPower Turbo V8 Horsepower | 617 hp @ 6,000 RPM Torque | 553 lb-ft @ 1,800-5,860 RPM Transmission | 8-speed M Steptronic Drivetrain | M xDrive All-Wheel Drive 0-60 MPH | 3.1 seconds Top Speed | 155 mph (189 mph with M Driver's Package) Wheelbase | 117.4 inches Overall Length | 195.5 inches Curb Weight | 4,345 lbs MSRP | $110,995 (includes destination) Full press release available from BMW Group PressClub. View full article

There has been a common theme for most of the Cadillac vehicles I have reviewed over the past few years. They are always so close to being up there with the best, but there is one thing or trait that knocks them down. Such examples include interior appointments that don't match up with the price being asked, confusing infotainment systems, and engines that don't quite match up with the image being portrayed. This was floating around in the back of my head when a 2017 Cadillac CT6 Platinum rolled up onto my driveway. This is an important model for Cadillac as it is taking on the likes of the BMW 7-Series and Mercedes-Benz S-Class. The little things can make or break a sedan in the class. Exterior Design Seeing the Cadillac CT6 for the first time at Detroit Auto Show a few years ago, I wasn't too impressed. The toned-down Art & Science design made me feel that the CT6 blended in with other luxury sedans. But after spending a bit of time with this CT6, I grew to like the design. Yes, the design language has lost some edge found on other Cadillacs, but there is still some sharpness with hard angles and bold lines. The Platinum adds some touches that really bring out the CT6's shape. A chrome grille helps give the model a more imposing front end and a set of optional 20-inch wheels finished in 'Midnight Silver' do an excellent job of filling in the wheel wells. Interior Quality and Comfort If there has been a consistent weak point to Cadillac's recent models, it has to be interior. On first glance, it seems they have it nailed down with a modern design and quality materials. But when you sit inside and begin to take a closer look, that illusion begins to go away. A fair amount of the materials used doesn't quite match up the luxury aura being presented such as the sheet piano black trim used for touch-sensitive controls on a number of Cadillac models. But the brand is improving as we noted in our XT5 review, and the CT6 is much the same. There is a noticeable step-up in terms of materials such as fine leather, carbon fiber accents, and wood trim. This comes wrapped in a handsomely-designed dashboard. There are some areas Cadillac still needs to do some work on such as the plasticity controls for the climate control system. The front seats are a treat to sit in thanks to the right amount of cushioning and support. The Platinum trim gets 20-way power seats for both the driver and passenger to help dial in the right position. Those sitting in the back will be pleased to find generous head and legroom. As added bonus, you can order heated and ventilated seats, power adjustments, and a rear entertainment system to make the back more luxurious. The only downside to sitting in the back is that the CT6 isn't long enough to take full advantage of the power adjustments. I felt somewhat cramped when I had the back seat fully reclined and my legs touching the back of the front seat. A few more inches in the wheelbase would fix this issue. CUE Infotainment Cadillac's CUE system has undergone some changes for the CT6. Most of the touch-sensitive buttons have either been dropped or replaced with actual, physical buttons. Being able to press a button or flick a switch to change a setting is a welcome change and less frustrating than the touch-sensitive controls. It would have been nice if Cadillac swapped the touch-sensitive volume strip for an actual knob, but at least you can adjust it via the steering wheel controls. Cadillac also added a touchpad controller (think Lexus' Remote Touch system) for CUE. It is a nice idea on paper, but the execution shows Cadillac needs to do a bit more work. The touchpad is hypersensitive and tends to overshoot from where you want the cursor. You're better off using the touchscreen. As for CUE itself, the system comes with a faster processor, some tweaks to the interface, and Apple CarPlay and Android Auto compatibility. These changes make CUE less frustrating to use on a daily basis. Powertrain and Performance There are three engines on offer for the CT6. The base is a turbocharged 2.0L four-cylinder, followed by a 3.6L V6. Our Platinum tester featured the big dog; a twin-turbo 3.0L V6 offering 404 horsepower and 400 pound-feet of torque (@ 2,500 - 5,100 rpm). Power goes to all four wheels via an eight-speed automatic. Performance for the twin-turbo six may not have same exuberance as V8s found in competitors, but it isn't a slouch. This engine rockets the CT6 at a surprising rate of speed. Those who have timed the vehicle say it will hit 60 mph in around five seconds and we would believe it. Torque is abundant throughout rev range, meaning you should have no issue trying to merge on the freeway or make a pass. The eight-speed automatic has the right characteristics you want in a flagship sedan, smooth and unobtrusive shifts. EPA fuel economy figures for the CT6 3.0TT stand at 18 City/26 Highway/21 Combined. Our average for the week landed around 22 mpg in mostly city driving. Handling and Ride Describing a sedan that measures 204 inches in overall length as 'agile' seems very disingenuous. But the CT6 is that. Drive it around a turn and the CT6 feels like a smaller sedan with nimble manners and well-controlled body motions. Some credit has to go Active Chassis package that comes standard on the Platinum and comes with the excellent Magnetic Ride Control system and rear-wheel steering. But most buyers who tend to buy a sedan of this caliber don't really care about handling. Ride quality is king here and that's where the CT6 begins to falter. When equipped with the Magnetic Ride Control system, the ride is just a touch too firm. You will feel more bumps in this than some of the CT6's competition. It would be nice if Cadillac could offer an air suspension for those who want comfort. On the upside, road and wind noise are kept to near silent levels. Value and Final Thoughts It seems somewhat surprising to call the CT6 Platinum a great value, but it actually is. The Platinum 3.0TT begins at $87,495 and our test car with a few options (20-inch wheels, white paint, and spoiler) comes in at $91,580. Considering you have to spend a fair amount more on competitors to match the level of equipment on offer, the CT6 Platinum is quite the steal. Most of Cadillac's vehicles have fallen into the cliche of 'being so close, yet so far' due to some odd or boneheaded decision. But the CT6 is the first Cadillac that has avoided this. It feels like Cadillac is starting to feel comfortable in this new identity that it has been putting out there since the mid-2000s, a legitimate competitor to the Germans. The CT6 stands out for a number of reasons; excellent driving dynamics, impressive interior, punchy V6, and being quite the value. There are some niggling issues such as a firm ride and questionable materials, but these can and should be addressed down the road. Whether the CT6 can draw people away from the usual suspects remains to be seen. If Cadillac can take what they have learned from the CT6 and implement them into future models, then we can say something that hasn't been used in a long time, 'Standard of the World'. Disclaimer: Cadillac Provided the CT6, Insurance, and One Tank of Gas Specifications and Pricing Year | 2017 Make | Cadillac Model | CT6 Trim | Platinum Engine | Twin-Turbo 3.0L DI DOHC with VVT V6 Driveline | Eight-Speed Automatic, All-Wheel Drive Horsepower | 404 @ 5,700 RPM Torque | 400 lb-ft @ 2,500-5,100 RPM Fuel Economy (City/Hwy/Combined) | 18/26/21 MPG Curb Weight | 4,085 lbs Assembly Location | Detroit, MI Base Price | $87,495 As Tested Price | $91,580 (includes $995 destination charge) Options as Tested 20" Midnight Silver Wheels | $2,095 Crystal White Tricoat | $500 Spoiler Kit | $495 View full article

Cadillac President Johan de Nysschen is known for slipping out little bits of information. Case in point was earlier today when an analyst in a Facebook group said Cadillac would axing the V8 from most of their models aside from Cadillac CTS-V and Escalade. Johan joined the discussion and went on to correct this by stating that there will be a new V8 engine that will be purpose built for Cadillac. In Johan's words, "There absolutely will be another state -of - the -art mega powerful highly efficient new 8- cylinder from Cadillac, besides the CTS- V engine. Purpose designed for Cadillac....the V8 Cadillac is alive and well today, and will be in even better shape tomorrow." Now, news of a forthcoming Cadillac V8 isn't breaking news. Johan has previously hinted at a twin-turbo V8 coming for the Cadillac CT6, but it was interesting to see Cadillac's President join in a Facebook discussion and give us more description of the engine. I contacted a Cadillac spokesman about the exchange and he pointed out such an engine will appear in "later in the second half of this decade". So look for Cadillac CT6 to gain a V8 in the 2017-2018 time frame. Source: Facebook View full article

[url="http://www.cheersandgears.com/_/cadillac-news/"]Cadillac[/url] released details for two of the engines that will be offered in the [url="http://www.cheersandgears.com/_/cadillac-news/cadillac-ct6-reveals-itself-in-new-commerical-r2655"]2016 Cadillac CT6[/url] today. While both engines share familiar displacements with existing engines at Cadillac and the rest of GM, these new engines are launching an all new engine architecture for Cadillac. First up is the all-new 3.6 liter, naturally-aspirated V6. The headline features of the new 3.6 are Active Fuel management and stop/start technology. The Active Fuel Management cuts two of the cylinders during light throttle conditions to save fuel. During idle, vehicles with cylinder deactivation typically need to run all cylinders to maintain expected refinement. The new 3.6 resolves that issue by adding automatic start/stop. These combined technologies contribute to an up to 9% increase in fuel economy. Also helping with fuel economy is a new cylinder head design. Intake and exhaust valves are 6% larger and that helps to increase fuel mixture and flow. The new cylinder head and combustion chamber design allow for better low-end torque. An all new cooling system send coolant evenly around each cylinder rather than the typical flow back process used today. This allows the water jackets in the head and block to be smaller which also allows for a smaller water pump and less coolant. The smaller water pump requires less energy to drive but when combined with the new cooling system allows for faster warm up and more evenly distributed cooling. Cadillac benchmarked the [url="http://www.cheersandgears.com/_/infiniti-news/"]Infiniti[/url] 3.7 liter V6 for quietness and refinement. Using a new cam drive system, a stiffer aluminum block, a 2 stage oil pump, and stiffened structural oil pan all come together to bring the new 3.6 to be up to 4dB quieter at idle. The new 3.6 V6 is SAE certified at 335 horsepower and 284 lb-ft of torque, up from 321 horsepower and 275 lb-ft in the current 3.6. This engine will be a Cadillac exclusive engine at launch and for some time after. Also gaining all of those improvements and more is a new 3.0 Twin-Turbo V6. At launch, the 3.0 TT will be the only engine made that combines turbo-charging, start-stop, and cylinder deactivation into a single engine. The turbo chargers are similar to the ones used in the Cadillac ATS-V. They are low-inertia units that allow for fast spooling and very low throttle lag. This new TTV6 is estimated to produce 400 horsepower and 400 lb-ft of torque which gives it one of the highest horsepower per liter ratings (133 hp/l) of any DOHC V6. The 400 horsepower rating puts Cadillac's new 3.0TT while above the output of the [url="http://www.cheersandgears.com/_/bmw-news/"]BMW[/url] 740i (315hp) and [url="http://www.cheersandgears.com/_/audi-news/"]Audi[/url] A7 3.0 S/C (310hp). The 3.0TT will remain a Cadillac exclusive. Both engines will be built at GM's Romulus Powertrain Facility outside of Detroit Michigan and will each be paired with new 8-speed automatics which we will detail in another article. Watch our [url="http://www.cheersandgears.com/_/auto-show-news/ny-auto-show/"]2015 New York Auto Show[/url] category for more information on the Cadillac CT6. [b]Source: [/b]Cadillac Media Cadillac Press Releases on Page 2 and 3 [page] [font=arial]All-New, Advanced 3.6L V-6 to Drive Cadillac CT6[/font] [center][size=2][size=2][size=2][i][size=1]Next-gen engine sets efficiency, refinement and durability benchmarks[/size][/i][/size][/size][/size][/center] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]DETROIT [/b]– An all-new 3.6L V-6 engine debuts in the 2016 Cadillac CT6, setting benchmarks for efficiency, refinement and durability in the brand’s range-topping large luxury performance sedan. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The clean-sheet engine design is the fourth generation of GM’s acclaimed DOHC V-6 engine family and incorporates new features, including Active Fuel Management (cylinder deactivation) and stop/start technology to enhance fuel economy up to a General Motors’-estimated 9 percent when compared to the previous engine. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Noise-reducing features, including an all-new cam drive system, contribute to the new 3.6L being up to 4 dB quieter at idle and under low load driving conditions than the benchmark Infiniti 3.7L V-6. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]It also advances performance and fuel economy-optimizing technologies introduced on previous generations, including direct injection and continuously variable valve timing. Output is SAE certified at 335 horsepower (250 kW) and 284 lb-ft of torque (385 Nm). [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]“This new 3.6L V-6 raises the bar for all naturally aspirated V-6 engines in the industry and perfectly augments the CT6’s new standard for sophistication,” said Ameer Haider, assistant chief engineer for V-6 engines. “It builds on the established strengths of previous Cadillac engines, pushing the technologies to new heights and introducing new ones that take performance, refinement and efficiency to benchmark levels.” [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]GM’s Active Fuel Management system temporarily deactivates two of the 3.6L’s cylinders in light-load driving conditions to enhance fuel efficiency and seamlessly reactivates them when the driver demands full power. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]With an efficiency-enhancing stop/start system, the engine is shut down in certain driving conditions such as stop-and-go city driving to reduce fuel consumption, automatically restarting when the driver takes his or her foot off the brake pedal. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Additional engine highlights include:[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][list] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Stronger, stiffer aluminum block with increased structure in the bulkheads for superior rigidity [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Tough, refined rotating assembly with a stiff forged-steel crankshaft, friction-reducing polymer-coated pistons and strong high-copper-content, sinter-forged connecting rods[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]New four-cam phasing system with intermediate park technology that enhances efficiency by enabling late inlet valve closing in certain conditions[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]All-new, patented “targeted” cooling system that provides strategic cooling of the engine’s hottest areas while simultaneously fostering faster warm-up to enhance efficiency[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]New, higher-flow cylinder heads that enhance direct injection performance and feature integrated exhaust manifolds[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Revised, simplified timing drive system with cushioned chain sprockets contributing to quieter engine operation[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]All-new lubrication system with a variable-displacement, two-stage oil pump that enhances efficiency. It is located inside the oil pan, which contributes to greater noise abatement [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [/list] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]“The new 3.6L is designed to deliver peak performance, efficiency and refinement with maximum durability – and minimal maintenance,” said Haider. “Those attributes put it at the forefront of naturally aspirated V-6 engine offered in any luxury car around the world.”[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]An [size=2][size=2][size=2][b]all-new Hydra-Matic 8L45 paddle-shift eight-speed automatic transmission[/b][/size][/size][/size][/size] is paired with the new 3.6L V-6 in the CT6, elevating the CT6’s driving experience with one of the luxury market’s smoothest, quietest and most efficient powertrain combinations. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]In addition to the CT6, the 2016 Cadillac ATS and CTS will offer the all-new 3.6L, where they are expected to lead their respective segments in fuel economy and non-boosted V-6 power. Also, a [size=2][size=2][size=2][b]new 3.0L twin-turbocharged engine[/b][/size][/size][/size][/size] based on the same architecture will be offered on the CT6. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Stronger, quieter foundation[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Structurally, the all-new 3.6L V-6 is similar to the proven, award-winning design of the previous V-6 engines, including an aluminum, deep-skirt cylinder block. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The optimal 60-degree cylinder angle is retained, with the bore size enlarged from 94mm to 95mm and the bore centers stretched from 103mm to 106mm. The cylinder block features six-bolt main bearing caps and inter-bay breather vents that enhance power and oil flow management. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]A larger crankshaft bore diameter and wider bearing cap bulkheads in the block provide higher main bearing load-carrying capability. The block also accommodates larger, 12mm cylinder head bolts to provide greater clamping strength for the engine’s higher output. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The crankshaft is forged from 1538MV steel and inherently stiffer than a conventional cast-iron crankshaft, contributing significantly to the engine’s smoothness, quietness and durability. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Attached to the crankshaft are high-strength connecting rods and pistons. The rods are sinter-forged and composed of a high-copper alloy that stands up to high heat and resists bending, while the polymer-coated hypereutectic pistons are designed to minimize friction, allowing for a tighter piston-to-bore clearance that results in quieter operation. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The new 3.6L V-6 also incorporates oil-spray piston cooling, which helps reduce noise, lower combustion temperatures and enhance durability by drenching the underside of each piston and the surrounding cylinder wall in an extra layer of cooling, friction-reducing engine oil. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Continuously variable valve timing with intermediate park feature[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Camshaft phasing allows the greatest variances in valve timing to make the most of power and efficiency. The new 3.6L V-6 engine takes that technology to the next level with intermediate park technology for the intake camshaft phasers. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Because optimal part-load efficiency requires retarding the intake cams to reduce pumping losses, the effect also reduces the effective compression ratio, which affects the engine’s cold-start performance. Conventional cam phasing system authority is limited by how far the intake cams can be retarded in the parked position without affecting cold starting. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Intermediate park technology, which incorporates an intermediate-lock intake variable valve timing cam phaser, allows the cams to be parked at the most favorable position for cold starting, while expanding the amount of intake cam retard for other conditions by adding another 20 degrees of intake phaser authority. This enhances fuel efficiency and reduces emissions. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Targeted cooling system[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Unlike conventional systems, which force coolant flow from the front of the block to the back, the new 3.6L’s patented targeted cooling system sends coolant simultaneously to each water jacket in the heads and block. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]This new, parallel-flow design maximizes heat extraction in the area of the upper deck, intake and exhaust valve bridges in the heads and integrated exhaust manifold with a minimal amount of coolant. The result is more even and consistent cooling, which enhances performance, and faster engine warmup, which improves cold-start efficiency and reduces emissions. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Additionally, the strategic sizing of the coolant jackets in the head and the block reduces the cooling system thermal inertia, allowing the use of a smaller water pump, which requires about 50 percent less power to drive, enhancing fuel efficiency and even allowing a lower overall height of the cylinder block. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]New cylinder head design[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]An all-new cylinder head design builds on the airflow attributes of the current V-6, supporting a broader power band that ensures excellent low-rpm torque, for strong power at take-off, and excellent airflow at high-rpm, for greater horsepower. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Engineers achieved that through increased in-cylinder mixture motion, a faster burn rate of the air-fuel mixture and attributes that took full advantage of the new intermediate park cam phasing system. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Highlights include:[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][list] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The intake valves are 6 percent larger, resulting in a 5-percent increase in flow capacity and a significant 25 percent increase in in-cylinder mixture motion[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The exhaust valves are also 6 percent larger, for a 10-percent increase in flow capacity[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The injector angle was increased from 22 degrees to 24 degrees, which helps reduce emissions and oil dilution [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The adoption of a smaller, 12mm spark plug (vs. the previous 14mm plug) allows it to be more centrally located in the cylinder for improved flame propagation and greater light-load efficiency [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]A combustion chamber design to promote in-cylinder mixture motion, achieve a faster burn rate and increase dilution tolerance to take full advantage of the intermediate park cam phasing system [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [/list] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The new head design also has improved combustion chamber cooling enabled by the patented targeted cooling system, which reduces the chance for knock and enhance high-load efficiency. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]An integrated exhaust manifold rounds out the head’s features, saving weight over a conventional, separate head/manifold assembly. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Direct injection and Active Fuel Management[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]The all-new 3.6L V-6 continues to employ direct fuel injection to make the most of efficiency and performance. Along with the placement of the fuel injector in the combustion chamber, the piston top is carefully shaped to promote a through mix of the air and fuel, and direct the fuel spray to ensure a more complete combustion. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]A higher-capacity engine-driven fuel pump supports the higher output of the new engine and contributes better fuel atomization, which enhances performance, and reduced emissions. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]Active Fuel Management, also known as cylinder deactivation, imperceptibly shuts down the No. 2 and No. 5 cylinders in certain light-load driving conditions to save fuel. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Refinement and durability[/b][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2]A number of new and enhanced features are designed to make the all-new 3.6L V-6 one of the industry’s quietest, smoothest and most durable engines: [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [list] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Oiling system – [/b]It’s all-new and features a dual-pressure-control and variable-displacement vane pump that enhances efficiency by optimizing oil pressure as a function of engine speed. The oil pump is relocated beneath the cylinder block, inside the oil pan, contributing to the engine’s smoother, quieter operation[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Two-piece structural oil pan[/b] – For stiffness and strength, the oil pan features an aluminum structural upper section. A stamped steel lower section provides optimal noise-absorption characteristics, for quieter performance. [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Two-stage PCV system[/b] – This revolutionary system maintains low oil consumption. If features a pre-separator between the block and the engine’s rear cover and a high-efficiency separator in the center of the block’s “V.” [/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size] [*] [size=1][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][size=2][b]Camshaft drive[/b] – It is all-new, with a simpler design – two chains and six sprockets vs. the previous three chains and nine sprockets – with lower chain loads, which enhances durability. The lower tension of the chain drive, along with cushioned ring sprockets, also reduces noise and vibration.[/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][/size][ View full article

September 23rd, 2013 Drew Dowdell Managing Editor - CheersandGears.com One of the most exciting vehicle unveilings at the New York International Auto Show this year was the 2014 Cadillac CTS. Cadillac has completely redesigned its mid-size entry into a car that is longer, lower, wider and dare we say... meaner. In that announcement we learned that, along with the standard-for-the-class 4-cylinder Turbo and naturally aspirated V6 engine options, Cadillac would be introducing a 420 horsepower twin-turbo V6 designed to nearly eliminate turbo lag. In what has to be a record in debut to available for driving timeline for GM, Cadillac brought the 2014 CTS V-Sport to the Monticello Motor Club for a media preview during the International Motor Press Association Rally, just 6 months after showing the prototypes in NYC. From the outside, the 2014 CTS looks taut and lean, with lots of surface detailing leaving the impression that the skin is stretched over a muscled torso. Lighting up front features LED light pipes that create almost a frontal fin look. Out back, the deck lid has a raised edge slightly reminiscent of some 1960's Cadillacs. Some might call it "Bangle Butt" but Cadillac pulls it off much better.For anyone who has driven the Cadillac ATS, the interior will feel familiar. While the CTS has nicer materials, details, and more room than its little brother, the shapes and cut lines are close enough to set off some déjà vu. Rear seat room feels like a substantial increase over the smaller ATS.One item on the interior that really jumped out at me was the OnStar buttons. Cadillac has moved them off of the mirror into the overhead control pod. The net result is a rear view mirror that is thin and light, rather than the giant chunky plastic piece taking up field of vision like in other GM cars. But this is a Quick Drive Review, on to the important stuff! On to Page 2! My first drive in the 2014 CTS V-Sport was on public roads. Start up the engine and you'd never guess there were 420 horses under the hood. Refinement is excellent, throttle tip-in is brisk but not aggressive in normal driving, in short, the CTS V-Sport moved me over the back roads of the Catskill Mountains with the stately grace that is befitting any luxury car. The ride is supple but controlled. Punch the throttle and the twin-turbo V6 comes to life with a roar more attributable to a V8, but not without a hesitation from the transmission reluctantly downshifting. This is in Touring Mode however; this is the soft mode Cadillac provides by default for you to drive your grandmother to church. Cadillac provides two more drive modes for more spirited driving. The next mode up is Sport which firms up the suspension and makes the transmission much more agreeable to downshifting. The most extreme is Track; This sets the suspension to its firmest feel and gives the transmission a triple dose of Ritalin. Here the transmission is hyper-alert, ready to drop a gear into the thick torque band of the Twin-Turbos. Remarkably, though the suspension is much firmer, the ride is still not at all harsh. I would still feel comfortable rolling down the highway in Track Mode even on harsher pavement. In all modes, regardless of transmission shift speed, the shifts were silky smooth. On the second day of the event, I drove the 2014 CTS V-Sport on the Monticello Motor Club’s full track. Driving in Track Mode, another feature of the transmission logic not apparent on public roads, is its willingness to hold a lower gear for engine braking or a rapid return to acceleration. This made hustling the big sedan through the course rather easy with very little need to use the paddle shifters. And make no mistake, while the CTS V-Sport is one of the lightest vehicles in its class, it still has some weight to it. GM’s Magnaride suspension does a phenomenal job of keeping the car’s nose pointed where you want it and I was able to coax some fun rear end drift in the corners of the track. The steering is precise and firm. Click to enlarge Cadillac has struggled for 3 decades to compete on all levels with the best from Europe. Each of their earlier tries got them closer and closer to the line the Europeans had drawn. From this, my first drive of a 2014 CTS, it seems as if Cadillac really has met, and exceeded, that line. From interior design, to drivetrain capability, to handling, Cadillac can park this car next to a Mercedes Benz E-Class, BMW 5-Series or Audi A6 and not have to make any excuses whatsoever. Drew Dowdell is Managing Editor of CheersandGears.com. He can be reached at [email protected] or @Cheersngears View full article