2016 Cadillac CT6 to debut new GM 3.0L twin-turbo V6 (video)

23 Mar 2015 | Author: | No comments yet »

2016 Cadillac CT6 to pack 400-HP twin-turbo V-6.

The Cadillac CT6 is one of the most anticipated debuts of the 2015 New York Auto Show, and Cadillac has just honed the edge of our interest: it will pack a 3.0-liter twin-turbocharged V-6 engine good for 400 horsepower and 400 pound-feet of torque.And that new performance engine, rated at around 298kW and 543Nm, is intended to deliver a blow to the prestige of German competitors like BMW and Audi. It’s all part of a broader plan to hit the Germans where they live – in the USA. “Cadillac’s elevation on the world stage is driven in great part by its advanced powertrain technology and the all-new 3.0L Twin Turbo powers past the traditional segment leaders with higher degrees of the performance and refinement their reputations were built on,” said Rich Bartlett, assistant chief engineer. “Torque is the pulling power of an engine and the new 3.0L Twin Turbo delivers it with confidence-inspiring smoothness and progression,” said Bartlett, as quoted in a press release. “In fact, the potency of the torque across the rpm band is matched only by the satisfaction of the horsepower created as those revs climb quickly to 6500 rpm.” It’s not all about power and performance, however.

Delivering 133 horsepower per liter, the engine is the most powerful for its displacement in its segment which also includes the BMW 7 Series, the Mercedes-Benz S-Class and the Audi A8, among others. From the clues we’ve been able to uncover so far, GM’s luxury division isn’t holding back in any category; the CT6 won’t be anything like your grandfather’s Caddie. Cadillac says the new V6, which will drive through an eight-speed automatic transmission, is the first six-cylinder engine to combine turbocharging and cylinder deactivation to save fuel.

A Cadillac press release said the luxury automaker announced a new generation of V6 engines Friday, March 20 that will be led by a twin-turbo V6 that it said will be “one of the industry’s most advanced six-cylinder gasoline engines.” The engine reportedly is destined as the halo powerplant for the brand’s coming halo car, the CT6 set to debut Tuesday, March 31 at New York International Auto Show (NYIAS). A further fuel-saving device is auto-stop, which will automatically restart the engine as soon as the driver lifts his or her foot from the brake pedal. According to Automotive News and Cadillac spokesman Dave Caldwell, the CT6 could add other engines to its options catalog in the future, like a V8 engine for example.

For the turbocharger set-up, the V6 embraces “lightweight, low-inertia titanium-aluminide turbine wheels and an efficient, patented low-volume charge-air cooler,” Cadillac says, contributing to reduced lag and increased boost. Back to the twin-turbo 3.0-liter V6, it will also be equipped with a cylinder deactivation system and a stop/start system which should help make it quite fuel-efficient as well. Peak torque in the new CT6 engine will arrive at just 2,500 rpm, holding there until 5,000 rpm, giving the car a strong mid-range torque plateau that should translate to easy pulling power in any gear, as well as an unflustered quality.

Built around an almost square design (86mm bore x 85.8mm stroke), the twin-turbo engine is joined by a larger, naturally-aspirated 3.6-litre version with a longer stroke, replacing an older generation 3.6-litre. The new turbo V-6 also features some interesting turbocharger technology and design aspects, including low-inertia turbos with titanium-aluminide turbines, which translates to quicker turbo spool-up.

Cadillac claims that both engine variants offer lower NVH levels to complement the 3.6-litre’s improved efficiency and compare favourably with the Audi 3.0L TFSI V6 (by 5dB for the Twin Turbo engine) and the Infiniti 3.7-litre V6 (by 4dB for the 3.6-litre Cadillac V6). A 9.8:1 compression ratio, forged crankshaft, reinforced pistons, hardened exhaust valve seat material, and sodium-filled exhaust valves also contribute to the engine’s performance potential—and may allow a fair amount of headroom for the aftermarket. Both the GM V6 engine variants boast a new, stiffer aluminium block, stiffened forged-steel crankshaft, polymer-coated pistons, high copper-content sinter-forged conrods and a new four-cam phasing system.

For the record, this engine’s output is 27 percent greater than the BMW 740Li’s 3.0-liter turbocharged inline-six (315 hp), and 29 percent more powerful than Audi’s 3.0-liter supercharged V6 (310 hp), found in the A7. A patented cooling system that targets strategic areas of the engine architecture for more efficient cooling and faster warm-up complements the integrated exhaust manifolds. Changes to the timing system and oil pump reduce engine noise. “This new architecture leverages the best of Cadillac’s proven, awarded V-6 engine technology and takes it farther with a finer focus on refinement and durability to match its benchmark output and efficiency,” said Bartlett. Output is stated at 335 horsepower and 284 pound-feet of torque, which Cadillac claims is the highest of any normally aspirated V-6 using regular fuel. Cadillac was once mooted to launch in Australia, but Holden MD at the time, Mark Reuss, pulled the plug on the brand as the Global Financial Crisis began to bite.

In practical terms, that means the relatively small size of the turbochargers and their lightweight turbines foster more immediate “spooling,” which practically eliminates lag, for an immediate feeling of power delivery. A single, centrally located throttle body atop the engine controls the air charge from both turbochargers after the temperature is reduced in the intercooler. This efficient design also contributes to more immediate torque response, while reducing complexity by eliminating the need for a pair of throttle bodies. The wastegates also work in concert with vacuum-actuated recirculation valves to eliminate co-surge from the turbos – a condition that can result in dynamic flow reversal, such as the moment immediately after the throttle closes. Also, the air cooler system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production.

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