It’s been a while since we’ve seen the 2014 Cadillac CTS testing in the wild, but the wait has apparently been worth it. Our spies have just sent us the latest shots of the next-generation CTS, including the car’s interior and twin-turbo powerplant.

Currently being developed under the codename A1LL, the next-generation CTS will ride on an extended version of the ATS’ Alpha platform. With the ATS set to take on the BMW 3-Series, the 2014 CTS will grow a bit larger to better compete with the BMW 5-Series.

Cadillac’s Art & Science design language will remain part of the 2014 CTS’ DNA, but the overall look will be refined. Prototypes of the CTS are still testing with heavy camouflage, but our photographers managed one lone shot showing off the car’s new front end styling.

The rear of the CTS will continue to feature Cadillac’s signature vertical taillights, but a new bumper will sport integrated exhaust outlets.

The next CTS will also, as our latest spy shots reveal, adopt an interior layout similar to that of the ATS and XTS. The overall shape of the car’s interior will be more organic and include Cadillac’s latest CUE infotainment system.

The big news, however, has to do with the 2014 CTS’ engine bay. Our photographers managed to snap a few shots with he car’s hood open, revealing a new twin-turbocharged V6.

Cadillac is reportedly developing two new twin-turbocharged V6s, a 3.0L and a 3.6L, with the unit spotted in this prototype believed the be the former. The twin-turbo 3.0L will sit atop the naturally aspirated 3.6L V6 in the CTS range, giving buyers the option of a more fuel efficient engine without giving up any performance.

Of course the twin-turbo 3.6L V6 could eventually surface in the CTS, but the mill is thought to be reserved for the high-performance ATS-V.

As with the current CTS-V, the most potent form of the luxury cruiser will retain its V8 power.

 

As long as they don't ditch the LSA for a TT V6, I'm excited for this. I am not as excited for the car to get bigger, but I guess that's what the ATS is for.

 

They are gettind rid of the V8 to go with a ttv6...fuel economy...I have a friend who is close to some gm big dogs..

 

As with the current CTS-V, the most potent form of the luxury cruiser will retain its V8 power.

Apparently not. If the CTS-V is retaining a V8 (which makes perfect sense against it's competitors), then what V8 would they be dropping exactly? The "regular" CTS only has 3.0L and 3.6L V6's, but no V8's. It sounds like they're dropping the NA 3.0L and replacing it with the NA 3.6L, then replacing the NA 3.6L's top spot with the TT 3.0L, with the LSA (or something similar) for the CTS-V. If I'm wrong, so sue me, but it all seems logical to me given that they're making the car bigger and probably heavier.

 

I'm hoping that boosted 3.6 is indeed going in the ATS-V and the CTS-V retains the V8 (although, TT V8 fine with me, instead of the SC V8 - hello power plus better mpg).

 

Digging the new interior too.

 

Yes! It looks like it similar to the XTS's interior

That LCD instrument cluster is part of CUE

 

2014 Cadillac CTS: 420-HP Twin-Turbo V-6,
0-60 MPH in 4.6 Seconds

The 2014 Cadillac CTS will be offered with a 420-hp twin-turbo 3.6-liter V-6 engine mated to an eight-speed automatic, the automaker has revealed. The 2014 CTS debuts at the upcoming New York auto show, but it’s been confirmed that the 2014 Cadillac XTS will get a version of the new twin-turbo V-6, as well.

In the 2014 Cadillac CTS, the engine produces 420 hp at 5750 rpm and 430 lb-ft of torque at 3500-4500 rpm. On this non-V CTS, Cadillac claims a 0-60 mph time of 4.6 seconds with a top speed of about 170 mph. A version of the engine will also be made available in the 2014 Cadillac XTS.

The 2014 CTS’ twin-turbo V-6 will be mated to an eight-speed automatic with paddle shifters. Though we’ll hold off judgment until we’ve had a chance to test a new CTS, Cadillac claims the new transmission allows for quieter highway driving with quick wide-open-throttle upshifts and 1.5-percent improved fuel economy over a six-speed automatic. GM says 90 percent of the engine’s torque is available from 2500-5500 rpm.

The rest of the 2014 Cadillac CTS lineup is predictable — the ATS’ turbocharged 2.0-liter I-4 is the base engine, with 272 hp and 295 lb-ft of torque. The engine is offered with a six-speed automatic and GM estimates that highway fuel economy may hit 30 mpg in rear-drive form (18-19/28-30 mpg for RWD and AWD). All-wheel drive will be available on the turbo 2.0-liter I-4 and the 3.6-liter V-6, which now makes 321 hp and 275 lb-ft of torque. While premium gas is recommended on the I-4, the 3.6-liter V-6 runs on regular and is expected to get 18-19/27-28 mpg for RWD and AWD. Until a V variant comes along, the Twin Turbo model sits at the top of the CTS lineup, with a GM-estimated 17/25 mpg and required premium gas.

In GM’s release there was no mention of the ATS-V, but if the 420-hp twin-turbo 3.6-liter V-6 can make the 2014 CTS accelerate from 0-60 mph in 4.6 seconds, it may do just fine under the hood of the ATS.

 

(Press Release)

Cadillac Twin-Turbo Debuts in All-New 2014 CTS Sedan

2013-03-18

420 horsepower (313 kW) / 430 lb-ft of torque (583 Nm) – SAE certified
Most power-dense six-cylinder in segment at 118 hp/liter
Cadillac's first twin-turbo engine and eight-speed automatic transmission

DETROIT – Cadillac today announced details of a new Twin-Turbo V-6 engine and eight-speed transmission – firsts for the brand and signature features of the all-new 2014 Cadillac CTS midsize luxury sedan debuting next week at the New York Auto Show.

The Cadillac Twin-Turbo V-6 is the most power-dense six-cylinder engine in the midsize luxury segment – a 3.6L with 118 horsepower per liter (88 kW/liter) – and the eight-speed automatic enhances fuel economy and acceleration over a six-speed automatic.

"The new Cadillac Twin-Turbo brings a new dimension of technologically advanced performance to the all-new 2014 Cadillac CTS sedan," said David Leone, executive chief engineer. "Delivering power and sophistication, it marks another large step forward in the product-driven expansion of Cadillac."

Rated at an SAE-certified 420 horsepower (313 kW) and 430 lb.-ft. of torque (583 Nm), it is the most powerful V-6 ever from General Motors. It also has 15 percent greater power density than BMW 535i's turbocharged 3.0L six, which is rated at 300 horsepower (223 kW), for a ratio of 100 horsepower per liter (74 kW/liter) – and even the BMW 550i's TwinPower 4.4L V-8, rated at 400 horsepower (298 kW), or 91 horsepower per liter (68 kW/liter). Power density is a measure of efficiency for an engine's size.

A pair of smaller turbochargers and an efficient charge air cooler help provide more immediate power delivery. Additionally, approximately 90 percent of the 3.6L Twin-Turbo's peak torque is available from 2,500 rpm to 5,500 rpm, giving the engine a broad torque curve that customers will feel as strong, willing power in almost all driving conditions, such as accelerating or overtaking traffic on the highway.

Those features help the new CTS sedan reach 60 mph from a standstill in an estimated 4.6 seconds and achieve an estimated top speed of 170 mph (274 kph).

The new Cadillac Twin-Turbo will expand the performance envelope of the upcoming 2014 CTS midsize luxury sedan, launching this fall in the United States. The engine will also will be offered in the 2014 XTS large luxury sedan this fall.

The new engine is a comprehensive upgrade on the 60-degree, 3.6L DOHC V-6 offered in today's SRX, XTS and ATS. However, almost every component is unique. New features include:

All-new cylinder block casting
All-new cylinder head castings
Strengthened connecting rods
Machined, domed aluminum pistons with top steel ring carrier for greater strength
10.2:1 compression ratio
Patented, integrated charge air cooler system with low-volume air ducts
Two turbochargers produce more than 12 pounds of boost (80 kPa)
Vacuum-actuated wastegates with electronic control valves
All-new direct injection fuel system
Tuned air inlet and outlet resonators, aluminum cam covers and other features that contribute to exceptional quietness and smoothness.
The 2014 CTS sedan will also feature the naturally aspirated 3.6L V-6 rated at 321 horsepower, as well as a 2.0L turbocharged engine rated at an estimated 272 horsepower.

Proven foundation, new features

Because the Cadillac Twin-Turbo is based on the same architecture as the existing naturally aspirated 3.6L V-6, it benefits from many proven technologies including dual-overhead camshafts, variable valve timing and direct injection. Key features also include:

A durable forged steel crankshaft that contributes to greater high-rpm smoothness
A friction-reducing polymer coating on the piston skirts, as well as fully floating wrist pins that help reduce friction
Pressure-actuated oil squirters drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil
A cast aluminum oil pan is stiffer to improve powertrain rigidity and reduce vehicle vibration. It bolts to the transmission bell housing as well as the engine block, eliminating points of vibration.
The cylinder block casting is unique to the turbocharged engine with cast-in provisions for turbocharger coolant and oil connections, as well as positive crankcase ventilation passages. It uses nodular iron main bearing caps for greater strength to manage the higher cylinder pressures that come with turbocharging.

The cylinder heads are also unique to the Cadillac Twin-Turbo. They feature a high-tumble intake port design that enhances the motion of the air charge for a more-efficient burn when it is mixed with the direct-injected fuel and ignited in the combustion chamber. The topology of the pistons, which feature centrally located dishes to direct the fuel spray from the injectors, is an integral design element of the chamber design, as the piston heads become part of the combustion chamber with direct injection.

"The high-tumble heads were developed with advanced modeling programs that helped us determine the optimal design in less time and with less trial and error," said Richard Bartlett, assistant chief engineer for the 3.6L engine. "Literally hundreds of simulations were performed to optimize the port flow, injector spray angle and pattern, and piston topology to produce a highly efficient yet powerful combustion chamber."

Large, 38.3-mm intake valves and 30.6-mm sodium-filled exhaust valves enable the engine to process tremendous airflow. In some conditions, the continuously variable valve timing system enables overlap conditions – when the intake and exhaust valves in a combustion chamber are briefly open at the same time – to promote airflow scavenging that helps spool the turbochargers quicker for faster boost production.

Hardened AR20 valve seat material on the exhaust side is used for its temperature robustness, while the heads are sealed to the block with multilayer-steel gaskets designed for the pressure of the turbocharging system.

As with the naturally aspirated 3.6L, the heads feature integral exhaust manifolds, although upper and lower water jackets were added to the heads to provide uniform temperature distribution and optimal heat rejection. On top of the heads, new aluminum cam covers enhance quietness and are designed with greater positive crankcase ventilation volume to support the turbo system.

Integrated charge air cooling

Another unique feature of the Cadillac Twin-Turbo is its efficient manner of processing the pressurized air charge through the cylinder heads and into the combustion chambers. 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 fosters more immediate torque response, for a greater feeling of power on demand, and reduces complexity by eliminating the need for a pair of throttle bodies.

Using a pair of smaller turbochargers rather than a single, larger turbo also helps ensure immediate performance, because smaller turbochargers spool up – achieve boost-producing turbine speed – quicker to generate horsepower-building air pressure that is fed into the engine. The Cadillac Twin-Turbo's integrated charge air cooling system also contributes to its immediate response, because the compressors blow through very short pipes up to the intercooler.

With no circuitous heat-exchanger tubing, there is essentially no lag with the response of the turbochargers. In fact, airflow routing volume is reduced by 60 percent when compared with a conventional design that features a remotely mounted heat exchanger.

"It is a very short path from the turbos to the throttle body," said Bartlett. "The compressors draw their air directly from the inlet box and send their pressurized air through the intercooler basically immediately, giving the new CTS a tremendous feeling of power on demand."

The charge-cooling heat exchangers lower the air charge temperature by more than 130 degrees F (74 C), packing the combustion chambers with cooler, denser air for greater power. The twin-brick configuration of the heat exchangers is similar in design and function to the 6.2L supercharged "LSA" engine used on the current CTS-V Series.

"The LSA engine showed us the efficiencies of mounting the intercooler on top of the engine, especially when it came to packaging and maintaining a short, unobstructed path for the air charge," said Bartlett. "It's efficient and effective – and we wanted to build on that experience."

The air cooler system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, for fast torque production.

 

(continued)

Vacuum-activated wastegates

Unique vacuum-actuated wastegates – one per turbocharger – and electronic vacuum-actuated recirculation valves are used with the 3.6L Twin-Turbo for better management of the engine's boost pressure and subsequent torque response for smoother, more consistent performance across the rpm band.

A wastegate is used to regulate the boost pressure of the engine. It provides a method to bypass the exhaust flow from the turbo's turbine wheel, which can be reintroduced into the exhaust stream – via a bypass tube – to maintain optimal turbine speed across the rpm band. Conventional wastegates are pressure-activated, allowing control of the actuator.

The Cadillac Twin-Turbo's vacuum-activated wastegate valves provide more consistent boost control, particularly at lower rpm, to enhance low-rpm torque, for a greater feeling of power at low speeds. They are independently controlled on each engine bank to balance the compressors' output to achieve more precise boost pressure response.

The wastegates also work in concert with the 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. This overall system integration contributes to the engine's smoother, more consistent feeling of performance.

In addition to the vacuum-actuated wastegates and recirculation valves, the engine employs dual mass air flow sensors and an integral inlet air temperature/humidity sensor, a dual-compressor inlet pressure sensor and dual manifold pressure sensors.

Eight speeds, no waiting

The Cadillac Twin-Turbo is paired with a high-performance, paddle-shift eight-speed automatic transmission that offers efficiency and performance advantages over a six-speed transmission – including 1.5-percent greater fuel economy.

The new paddle-shift eight-speed delivers smooth, quick shift performance – as quick as 0.3-second on wide-open-throttle upshifts – with the quietness, smoothness and refinement Cadillac customers expect. Smaller gear steps – closer ratios – support world-class performance, with quicker, more imperceptible shifting.

The wide, 6.71 gear spread of the transmission enables the CTS to deliver strong performance at all rpm levels, while achieving good fuel economy on the highway. A "tall," 0.69-ratio eighth-gear also helps maintain a low engine speed of approximately 1,800 rpm at 70 mph – about 200 rpm lower than a six-speed – which not only enhances efficiency but contributes to a quieter driving experience.

Complete electronic control of the transmission enables it to select the best gear for the driving conditions, allowing the transmission to "skip" one or more gears, if appropriate, when up-shifting or down-shifting. In manual mode, torque converter lockup is used in gears two through eight to balance performance and efficiency, while preserving the maximum torque multiplication in first gear for optimal launch performance

The CTS development team tailored the transmission for the high torque output of Cadillac 3.6L Twin-Turbo, which included stronger gear sets and a greater number of clutch plates. The team also wove in driver-selectable performance features enable the transmission to hold lower gears during certain performance-driving situations, for a more connected and responsive driving experience with the new turbocharged engine.

Paddle-shift control enables the driver manual control of the gear changes, for the ultimate feeling of control of the turbocharged CTS.

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and advanced technology. More information on Cadillac can be found at media.cadillac.com.

# # #

2014 Cadillac CTS Powertrain Preliminary Specifications

Engines


2.0L Turbo DI VVT

3.6L V-6 DI VVT

3.6L V-6 Twin-Turbo DI VVT

Displacement (cu in / cc):

122 / 1998

217 / 3564

217 / 3564

Bore & stroke (in / mm):

3.39 x 3.39 / 86 x 86

3.70 x 3.37 / 94 x 85.6

3.70 x 3.37 / 94 x 85.6

Block material:

cast aluminum

cast aluminum

cast aluminum

Cylinder head material:

cast aluminum

cast aluminum

cast aluminum

Valvetrain:

DOHC, four-valves per cylinder, continuously variable valve timing

DOHC, four valves per cylinder, continuously variable valve timing

DOHC, four valves per cylinder, continuously variable valve timing

Fuel delivery:

direct high-pressure fuel injection

direct high-pressure fuel injection

direct high-pressure fuel injection

Compression ratio:

9.5:1

11.5:1

10.2:1

Horsepower (hp / kW @ rpm):

272 / 203 @ 5500 (est.)

321 / 239 @ 6800*

(gas)

420 / 313 @ 5750 (SAE-certified)

Torque
(lb-ft / Nm @ rpm):

295 / 400 @ 1700-5500 (est.)

275 / 373 @ 4800* (gas)

430 / 583 @ 3500-4500 (SAE-certified)

Recommended fuel:

premium recommended but not required

regular unleaded or E85

premium required

Maximum engine speed (rpm):

7000

7200

6500

GM-estimated economy (city / hwy):

19 / 30 RWD

18 / 28 AWD

19 / 28 RWD

18 / 27 AWD

17 / 25

 

 

Looking good

 

....looks like the motor Toyota should be making....

 

This is looking gooood. I'm really hoping they put this in other things besides just the two Caddy's though.

 

Trust me it will Tatanko. I see this engine as the answer to Ford's Ecoboost Twin Turbo V-6.

This will probably end up in the next gen Camaro, possibly an optional engine in the Silverado and Sierra and also making its way into the upcoming Tahoe/Escalade/Yukon. The Lamba crossover SUVs (Traverse, Acadia, Enclave) will get a slightly detuned version.

A next gen CTS coupe with this engine:agreed:

 

I think I've found my first mod...
I cannot imagine the flow after that laminova style intercooler(s) would be that great. The throttle body is literally just sticking up in the middle of this plenum box. That would be like burying the Supra throttle body 4 inches into the side of your intercooler end-tank...

So my first mod, would be to cut down the throttle body, and put some kind of velocity ring on it. You heard it here first

The one I drew is the top photo, the crappy one on the bottom is the one GM drew.

 

I think I've found my first mod...
I cannot imagine the flow after that laminova style intercooler(s) would be that great. The throttle body is literally just sticking up in the middle of this plenum box. That would be like burying the Supra throttle body 4 inches into the side of your intercooler end-tank...


http://i225.photobucket.com/albums/dd44/2jzturbo/Weirdboxdesign_zps236fee7c.png[IMG]

So my first mod, would be to cut down the throttle body, and put some kind of velocity ring on it. You heard it here first :)

The one I drew is the top photo, the crappy one on the bottom is the one GM drew.

[img]http://stwot.motortrend.com/files/2013/03/2014-GM-LF3-Twin-Turbo-V-6-6.jpg[img][/QUOTE]
There's always room for improvement, but:

[QUOTE]The air cooler system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, for fast torque production.[/QUOTE]

So... :dunno:


I'm guessing it's packaged that way to save space (height).

 

Whats up convenient oil filter!?

 

I noticed that and honestly was pretty excited about it. Haha

 

The 80% is just referring to temperature drop. They also stated 1 PSI pressure drop at 420 HP which probably puts that at around 550 CFM or therebouts.
The flow into the TB could be better.

I guess its not much worse than an open throttle body in the atmosphere.

 

More POWAAAAAA!!!

 

This thing is interesting to say the least. The turbo manifold is integrated into the head??? Am I seeing that right? And the turbo bolts right on to the head? Direct injection is also an interesting addition.

I am not sure how mod friendly it will be, but I like how the intercooler is on top actually. Would make swapping it into others cars so much easier to package.

I hope this does not mean the V is not coming because there is a higher horsepower option.

 

I hope this does not mean the V is not coming because there is a higher horsepower option.

There's plenty of room left for the "V" version in the future.

So far these are the engines for the upcoming CTS:
2.0L Turbo 4-272hp
3.6L N/A V6-321 hp
3.6L Twin Turbo V6-420hp
6.3L "LT5" (supercharged or TT) V8-possible 600hp (probably will wait to see what next M5 will have)

 

Yeah they've extended cooling passages into the exhaust portion of the head.

For the aftermarket, Id imagine some decent modern insulative coating would help stabilize the aluminum.

DI turbo engines were pretty much pioneers with GM's actually.

The intercooler on top is actually what I don't like about it - other than stock.

While this motor doesn't make it's peak torque right away, it is supposed to have some really good throttle response.

 

The Cadillac Twin Turbo V6 undergoes performance lubrication development on GM's tilt rig in Pontiac, Mich.

 

(Car and Driver)

Cadillac Announces 420-hp Twin-Turbo V-6 for 2014 CTS, XTS [2013 New York Auto Show]

Cadillac has formally announced and detailed the twin-turbocharged, 3.6-liter V-6 engine we’ve known about for some time, as well as a new eight-speed automatic transmission. The engine seems to have been worth the wait, as the direct-injected V-6 makes a meaty 420 horsepower and 430 lb-ft of torque. As we predicted, the new engine will make its way under the hood of the 2014 Cadillac CTS set to debut next week at the 2013 New York auto show, as well as the 2014 XTS coming later this year. It could spread to other GM models like the next-gen Chevy Camaro, next-gen SS sedan, and the forthcoming Cadillac ATS-V.

The twin-turbo V-6 essentially is the same as the naturally aspirated 3.6-liter six that powers a multitude of GM vehicles, although it has been thoroughly reworked for forced-induction. The cylinder block casting and cylinder heads are unique to the twin-turbo version, which also gets beefed-up connecting rods, its own set of machined pistons, and a lower 10.2:1 compression ratio. (The naturally aspirated 3.6-liter V-6 in the 2013 CTS sedan has a 11.5:1 compression ratio.) Cadillac claims that the new six has 90 percent unique parts, including the top-mounted intercooler and the Mitsubishi-engineered turbos. The car’s impressive 118 horsepower per liter of displacement, Cadillac says, bests all other six-cylinder engines in the mid-size luxury segment. In fact, with 420 horsepower, the twin-turbo V-6 packs nearly the same output as BMW’s 445-hp, twin-turbo 4.4-liter V-8 found in the 2013 5-series, 6-series Gran Coupe, and 7-series and matches the power put out by the twin-turbo, 4.0-liter V-8 in Audi’s S6 and S7.

Cadillac believes that the engine will be powerful enough to propel the rear-drive version of the next-gen CTS sedan from 0 to 60 mph in just 4.6 seconds and on to a top speed of 170 mph. We’re thinking we’ll be able to improve on the predicted acceleration time once we get to test the new CTS, but the 4.6-second figure is within 0.7 second of the time posted by the current CTS-V sedan, which is powered by a supercharged small-block V-8 making 556 ponies. Cadillac didn’t elaborate on the potential performance of the front-drive-based XTS equipped with the twin-turbo V-6—or whether it will be de-tuned—but we assume that it will be paired exclusively with all-wheel-drive in that car.

In the CTS, the engine will come with a new, Aisin-sourced paddle-shifted eight-speed automatic transmission. (The force-fed XTS will make do with a six-speed auto.) Besides the twin-turbo V-6, the new CTS also will be available with a 272-hp, 2.0-liter turbocharged four-cylinder and the same naturally aspirated, 3.6-liter engine found in the current model, albeit beefed up to 321 horsepower. Critically, the turbo V-6 finally gives Cadillac’s mainstream CTS model the available power to take on the eight-cylinder BMW 550i, as well as the supercharged six-cylinder Audi A6 3.0T and upcoming twin-turbo V-6–powered 2015 Mercedes-Benz E400.

 

Good article about engine specs

420-horsepower, Twin-turbo V6 Coming in Next Cadillac

Cadillac will offer a 420-horsepower twin-turbo V6 in its 2014 CTS.

The announcement comes a few days before the vehicle’s introduction at the New York Auto Show and also clears up a lingering video mystery that was leaked during the Corvette LT1 engine introduction last year. You may remember an EngineLabs video from October showing a demonstration of GM “tilt-stand” dyno test. It was obvious that the technician was working on twin-turbo engine — but which one? Although the video was mistakenly released as part of the Gen V LT1 introduction, it wasn’t clear that the engine on the tilt stand was an LT1, or even a V8.

That same video — or at least one very similar to it — was just released as part of the Cadillac announcement. This twin-turbo V6 displaces 3.6 liters, making it one of the most power-dense engines in the segment at 118 horsepower per liter. The engine is also rated at 430 lb-ft peak torque. Cadillac says 90 percent of the engine’s peak torque is available from 2,500 up to 5,500 rpm.

The twin-turbo is an upgrade of the 60-degree DOHC V6 offered in many of the current Cadillac models, but many components are completely new — such as the block casting. Other new parts include stronger connecting rods, polymer coated pistons with a steel top ring carrier, new charge-air cooler, vacuum-actuated wastegates and new direct-injection system. The turbos are good for 12 pounds of boost, and the engine sports a 10.2:1 compression ratio.

The cylinder heads are also new with high-tumble intake design that complements the turbos and direct injection. Valve sizes are 38.3mm intake and 30.6mm exhaust. The heads also feature hardened AR20 valve-seat material on the exhaust side, and MLS gaskets will maintain sealing under boost.

New head design

“The high-tumble heads were developed with advanced modeling programs that helped us determine the optimal design in less time and with less trial and error,” says Richard Bartlett, assistant chief engineer for the 3.6L engine. “Literally hundreds of simulations were performed to optimize the port flow, injector spray angle and pattern, and piston topology to produce a highly efficient yet powerful combustion chamber.”

The overall turbo setup features a very short path from the turbos to the centrally located throttle body. The charge-cooling heat exchangers can lower the air temperature more than 130 degrees. The twin-brick configuration of the heat exchangers is similar in design and function to the 6.2L supercharged LSA engine.

“The compressors draw their air directly from the inlet box and send their pressurized air through the intercooler basically immediately, giving the new CTS a tremendous feeling of power on demand,” adds Bartlett.

In addition to the vacuum-actuated wastegates and recirculation valves, the engine employs dual mass air flow sensors and an integral inlet air temperature/humidity sensor, a dual-compressor inlet pressure sensor and dual manifold pressure sensors.

Carryover items and features include steel crankshaft, oil squirters on the underside of the pistons and cast aluminum oil pan that contributes to the block and bellhousing rigidity.

 

(Motor Trend)

In Depth: Cadillac’s New Twin-Turbo V-6

Today there is a lot of breathing room between the top-performing 321-hp CTS 3.6-liter and the monstrous 556-hp CTS-V. Stepping into that power void for 2014 is a new twin-turbo 3.6-liter V-6. By “new,” we mean 90 percent of the parts are not shared with the naturally aspirated engine (basically everything but the front engine cover, cam drive, coil packs and a bunch of odds and ends). Rated in the CTS at 420 hp at 5750 rpm and 430 lb-ft at 3500 rpm (and those numbers are SAE certified), it produces 90 percent of peak torque from 2500-5500 rpm and ranks as GM’s most powerful V-6 ever. It even trumps BMW’s vaunted (and perhaps underrated) 3.0-liter I-6 turbo on power density (118 hp/liter versus 100 hp/liter).

As impressive as those stats are, assistant chief engineer Richard Bartlett is even prouder of the engine’s instantaneous throttle response and compact exterior size and low overall height, which allows it to fit in the ATS (we expect it to power the long-rumored ATS-V) and in the transverse XTS. (Fun fact about the transverse application: the same exact intake manifold is used, but it’s rotated 180 degrees. Output for the 2014 Cadillac XTS is 410 hp, 370 lb-ft.) Enabling both is a patented intake-manifold-mounted air-to-water intercooler system that dramatically shortens the path intake air must travel between the compressor and the intake valve, relative to the more typical air-to-air systems that must pump the charge out in front of the radiator and back. All that air acts like a big spring, but with 60 percent less air in the system, response is nearly instantaneous.

The two intercooling “bricks” look a lot like the ones atop the mighty LS9 supercharged V-8, cooled by a separate low-temperature cooling circuit capable of reducing the intake charge temperature from the 275 degrees it exits the compressor at, down to 113 (on a 75-degree day, at full power) — just as a typical air-to-air system does, and it does so with 80-percent efficiency at a cost of only 1 psi restriction. The twin turbos are fed by air split from a common air-cleaner and plenum, and the compressed air recombines to enter the engine via a single throttle body, so air compressed by the turbo on one bank could end up filling the cylinders of the other. Four resonators work to silence this complicated intake track, two upstream of the turbos and two between the turbos and intercoolers.

The low-inertia, quick-spooling turbos use off-the-shelf housings from Mitsubishi Heavy Industries with custom internals and plumbing. They utilize vacuum-actuated, electronically controlled wastegates capable of dumping boost back to the turbo inlet whenever the driver snaps the throttle closed, so as not to waste the energy and be able to provide boost immediately if the driver toes back into the throttle. Peak boost is listed as “more than 12 psi.” Variable valve timing on both cams also helps improve response, by providing high overlap for “scavenging” that sends intake air rushing right out to speed up the spooling of the turbo. It also provides for internal EGR under other conditions.

The direct fuel injectors mount in the same place as those on the base 3.6 (and they’re isolated so as to minimize noise transmission), but the spray patterns from the six holes are uniquely suited to the greater degree of intake charge tumble and turbulence created by this engine’s unique (short) intake runners and machined domed pistons. The engine employs a virtual onboard weather station measuring humidity, temperature, and pressure before and after the turbos. All of this enables the relatively high 10.2:1 compression ratio that enables the engine’s high thermal efficiency.

Because some owners are expected to take their cars to track days, the lubrications system has been tested developed to keep the oil pickup tube submerged even under extreme g-loading conditions, as simulated by a test rig that can quickly rotate a running engine sideways or fore/aft to simulate 1g cornering or braking.

Abetting the new engine will be an eight-speed paddle-shifted automatic transmission from Aisin Warner. The box expands the old six speed’s ratio spread (first-gear ratio divided by top-gear ratio) from 6.04 to 6.71. This enabled use of a taller axle ratio while still increasing torque multiplication by about 10 percent in first gear (for sprightlier sub-5-second acceleration) and lowering engine rpm by about 200 revs at 70 mph for a claimed 1.5-percent improvement in EPA highway fuel economy (official figures are not yet available, but figure upper-mid 20s on the highway in a Cadillac CTS). Consider this A-W transmission a stopgap measure until a home-grown GM unit becomes available in the near future.

At this point we can only confirm that this will NOT be the next CTS-V engine (engineers become possessive of it when you ask about possible Corvette fitment), but we’ll be able to tell you more about Cadillac’s new twin-turbo V-6 after next week’s New York show introduction of the third-generation 2014 CTS.

Source: Cadillac

 

Hoping the exterior will be a show stopper, but I have my doubts after the last two caddies were underwhelming to me.

 

The ATS is a super handsome car.

 

Thing is, BMW and maybe the other Germans have a way of underrating their motors, look at Edmunds.com dyno overlay between the BMW 2.0T and Cadillac's 2.0T. So we'll have to wait for performance numbers to see where the new 3.6 TT V6 really stands.

I'm sure the next V will be a blown LT1 based on the new C7 motor. You could have in a household:

1) A CTS AWD wagon for the wifee, but the wagon will be discontinued in 2013!
2) A CTS AWD sedan 3.6 TT all-season tires with a custom tune for your daily.
3) And a CTS coupe summer tire'd with the blown LT1 for your weekend ride.

and have all your family motoring needs taken care of.

 

Leaked 2014 Cadillac CTS images