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The High Potency Dodge Challenger SRT Hellcat Redeye Widebody Coupe

October 30, 2020 by admin 3 Comments

On the road with the hottest Hellcat of all.


The YouTube sensation Poke Drago admires the Challenger SRT Hellcat Redeye Widebody.
At the October 2020 Cars and Coffee event in Roxboro, NC.

The Dodge Challenger is a mid- to large-size sport coupe, a throwback to models popular in the 1960s and 1970s. The current model, introduced in 2008, has undergone numerous tech and engineering iteration since, but otherwise remains largely the same over its current run. The Challenger competes in a narrow segment with the Chevrolet Camaro and Ford Mustang. Unlike the other two with available convertibles, this one makes do with its traditional hardtop design.

Dodge offers the 2020 Challenger in multiple trims and additional permutations based chiefly on the drivetrain or powertrain available. The standard SXT starts at $28,095, while the Hellcat Redeye Widebody costs $78,695. The top-trim models also incur a $2,100 gas guzzler tax. All models are assessed with a $1,495 destination charge.

Our test model had one of the longest model names we’ve seen thus far – 2020 Dodge Challenger SRT Hellcat Redeye Widebody. The model year, brand, and model name need no further explanation, but the remaining four descriptors do. First, we have SRT – Street and Racing Technology. This is Dodge’s performance arm, which is responsible for developing the performance versions of the Charger, Challenger, and Durango models.

Second, we have Hellcat. Although that name hardly needs an introduction, it represents models motivated by the most powerful of three Hemi V8 engines. The current performance range starts at 717 and tops out at 807 horsepower. It’s that upper range that represents the Redeye sobriquet: 797 or 807 horsepower. The final designation, Widebody, represents wider fenders, body skirting and enhanced wheel lips that increase the Challenger’s width. Here, the Challenger is no wider between the left and right wheels, but its overhangs are more pronounced.

With a starting price of $78, 695, the Redeye already carries a $50,000 price premium over the base model. Add in the required gas guzzler tax ($2,100) and the destination charge ($1,495), and the cost rises to $82,290.

But there are upgrades available too in the form of various packages. These include a Plus Package ($2,095), Driver Convenience Group ($1,295), Technology Group ($1,295), Laguna Leather Package ($1,795), Alcantara Appearance Package ($1,795), and a Carbon and Suede Interior Package ($1,595). There is also a Rear Seat Delete option that replaces the rear seat with a cargo net.

Our final price came in at $92,245, but that’s before discounting kicks in that typically shaves thousands off the final cost. As of this writing, the discounts approached $8,000.


Check out the air catcher inlets next to the headlamps.
The “nostril” scoops are a menacing touch.

Exterior

The Challenger’s silhouette represents the familiar “coke bottle” design from this model’s earliest years and modernized for the twenty-first century. Dodge kept enough of the original’s design elements to make a handsome tribute to the earlier model, including the oval headlamps, high profile, and the defining “fuel” label over the fuel door.

New elements include LED lights ringing the headlamps, contemporary sport wheels set within all-season performance tires, and track LED lighting, to name a few. Line the original and the current model side-by-side and the heritage cues becomes quite evident.

The red “eye” is a unique touch for the Redeye trim.
As for the Hellcat, Dodge includes numerous features that enhance performance and looks. Most noticeable is the aluminum dual-scoop hood, a design that supplies the Hellcat with “nostrils.” An SRT front fascia, conical cold-air intake, special 20-inch lightweight aluminum wheels, and red brake calipers are other noteworthy upgrades.

We’d be remiss if we left out three sources for cooling the Redeye: the two air catcher headlamps and an inlet located near the wheel liner. The air catchers are interesting as they replace what appears to be headlamps up front. Instead, holes allow air to flow through the engine compartment.

Dodge also gives the Redeye special badging unique to this trim. Look closely at the Hellcat insignia and direct your attention to where an eye would be. On other Hellcat models, there isn’t an eye. On this one, a red “eye” is present.


2020 Dodge Challenger SRT Hellcat Redeye Widebody.

Interior

The Challenger seats five, but two is the ideal. The rear seat seems almost like an afterthought – access and egress are difficult. Moreover, if you sit in the back, you’ll find the legroom limited: just 33.1 inches are available. That’s still better than some models, but it isn’t comfortable. Also, you’ll sit low and the sightlines are terrible. Certainly, it would be better to opt for the rear seat delete and call it a day.

We’re pleased with the Challenger’s fit and finish as well as the materials used. The interior is dark, well ordered, and not overrun by buttons and gadgets. Its as close to a throw-back design as Dodge dared go without leaving twenty-first century buyers in the dust.

The instrumentation is heritage oriented with huge dials for the tachometer and speedometer. The usual driver information center sits between the two and reveals a Hellcat Redeye logo on ignition. A flat-bottomed steering wheel and center console passenger hand grip are expected touches along with the aluminum pedals.

The front seats are comfortable, even a bit snug with generous bolstering. Most definitely Dodge designed this car with the driver and front passenger’s comfort in mind.

One of the Challenger’s strong suits is its big trunk, which measures 16.2 cubic feet. Compare that to the 13.5 cubic feet for the Mustang and the 9.1 cubic feet for the Camaro and the differences are quite stark.


Thick and generously bolstered seats cosset the driver and front passenger.

See Also — 12 Things We LOVE About the Dodge Charger R/T Scat Pack


Safety

If you want forward collision warning and adaptive cruise control, these features are available on all other trims, but not on the Hellcat Redeye. We’re not sure why it’s this way, but it might have something to do with the grille design and the placement of sensors and cameras.

Choose the Driver Confidence Group and the Redeye gains blind-spot monitoring with rear cross-traffic detection. But you won’t find other features such as lane keep assist and lane departure warning, which are common in modern cars.

An automatic is the only choice with the Redeye.

Technology

Fiat Chrysler’s Uconnect infotainment interface is one of our favorites. It’s easy to use with clear screens and large icons present. Some Challenger models have the standard 7-inch display, while others, including the Hellcat, have an 8.4-inch display.

Dodge bundles Uconnect with Bluetooth, Apple CarPlay and Android Auto smartphone compatibility, and two USB ports. The Hellcat adds navigation, although you might not use it much if you’re connected with your smartphone.

A six-speaker sound system is standard across the model line, although an Alpine system is in the Hellcat.

Better yet, if you spring for the audio group upgrade, you’ll gain an 18-speaker Harman Kardon audio system and that makes for a sweet sound experience!


A sporty, yet uncomplicated interior.

Performance

The differences between the standard Hellcat and the Redeye yields a power boost of more than 10 percent with the latter. While the standard model makes 717 horsepower and 656 pound-feet of torque, the Redeye delivers 797 horsepower and 717 pound-feet of torque.

The power increase is due to yet another modification under the hood. Specifically, Dodge swaps out the 2.4-liter supercharger in the Hellcat for a 2.7-liter unit in the Redeye. Furthermore, boost increases from 11.6 PSI to 14.5 PSI, while the redline moves up to 6,400 RPM from 6,000 RPM.

But Dodge wasn’t done yet as the Redeye also benefits from stronger rods and pistons, an enhanced oil capability, and a pair of dual-stage oil pumps (up from the standard one). Other upgrades include an all-new performance hood, a mail-slot grille, and a cold-air intake fixed near the wheel liner.


The Redeye delivers 797 horsepower or 807 with the Sport Stock.

Inasmuch as the power quotient increases here, Dodge gives customers an opportunity to bump performance to 807 horsepower by means of a Super Stock package. This upgrade not only increases power but it comes with a revised suspension system and grippier tires. No, this trim doesn’t match the Hellcat Demon’s 848 horsepower, but it also doesn’t require aircraft fuel – premium grade will do. Anyway, the Demon with premium fuel was “only” rated at 808 horsepower for a barely noticeable increase over the Super Stock.

So, the big question related to the Challenger, specifically the Hellcat and entirely to the Redeye is this one: how fast is it? For the 0-60 mph time, it comes in at a blistering 3.4 seconds. As for the quarter-mile, figure about 10.8 seconds at 131 mph. Yes, we did play with the first time, but not the second – you need a track to reach that lofty speed.

The way the Redeye behaves is nothing less than outstanding. What may slow you down is the shifting and squealing rear tires. More than once the tires shifted out from underneath us as full power moved to the rear wheels. This can be disconcerting to the novice or anyone unfamiliar with the raw power at hand. A tight grip of the steering wheel and easing up on the gas pedal will bring the Redeye under control.

Some of the most fun is procured by playing with the touchscreen display. Indeed, all the performance commands to help you get the most out of the Redeye are reachable by clicking “Apps” on the screen. From there, you’ll find various “race options,” including line lock, launch control, chiller, shift light, and race cooldown.

Electronic lock is a sought-after feature, something that engages the front brakes to hold the coupe steady while leaving the rear wheels free for a burnout. You may have seen videos of these antics and they are certainly a sight to behold. The noise and smoke generated is astounding – you don’t want to do this too much for the sake of the tires.

We prefer playing with launch control as this is a better way to gauge performance. This feature works by activating the system, holding the brake pedal in place with your left foot while pressing down on the gas pedal with your right foot. Once the engine hits a certain RPM (usually in about 10 seconds), then release the brake and enjoy head snap-back straight-line acceleration.

Two other features include the chiller and after-run chiller. The first one is tasked with diverting the air-conditioning refrigerant from the cabin to a chiller unit mounted by the low temperature circuit coolant pump. After going through other processes, the coolant finally flows to the heat exchangers in the supercharger. In the Redeye, the chiller is optimized to lower the intake air temperature further for improved performance.


Are you ready for line lock?

The second feature is what Dodge calls an “after-run chiller.” It’s designed to automatically kick on when the engine is shut off, keeping the cooling fan and low-temperature circuit coolant pump running to lower the supercharger air temperature. It’s on the panel where the driver can track the supercharger temperature.

We’re thoroughly impressed by what the Hellcat Redeye has to offer. Besides its heritage good looks, comfortable seats, and decent tech offerings, it simply is a very fast car. We found the steering weighty, but not tiresome, and the ride was comfortable. On the other hand, it doesn’t excel in cornering. The Redeye is heavy – it weighs more than 4,400 pounds and it doesn’t feel light on its feet. In fact, it feels cumbersome at times, especially when navigating twisty roads. It isn’t anywhere as well planted as the Camaro or Mustang, and it certainly is not like any smaller model such as the Toyota GR Supra or the Nissan 370Z.

While most sport coupes of this generation do a far better job of handling twisty roads, the Challenger tends to rock back and forth slightly. If you’re cornering, the full weight of this vehicle becomes apparent if you don’t significantly reduce your speed. Dodge offers all-wheel drive with the V6 model, but only rear-wheel drive with the V8s. The added weight of such a system would affect performance, although its handling advantage would assist with control. The Camaro and Mustang are about 500 pounds lighter and at least six inches shorter between the axles. Neither has all-wheel drive, but both have sophisticated suspension systems.

Most of our driving was local or by navigating the backroads of central North Carolina. We took one trip to Roxboro, a 90-mile circuitous route. We averaged 16.6 mpg across those miles, but finished about 1 mpg lower overall. For this reason the Redeye is slapped with the EPA’s gas guzzler tax as the Redeye earns an estimated 13 mpg in the city, 21 mpg on the highway for a combined 16 mpg. Premium fuel is the rule; expect regular fill ups if the Redeye is also your daily driver.


SRT: Street and Racing Technology.

Which Hellcat?

Our focus here is on the Redeye, but it isn’t the only Hellcat model. Indeed, start with the standard model and that’s all the Hellcat most drivers want. Quite easily, your price may approach $70,000, but that’s before discounting comes in.

The Redeye with or without the Super Stock Package brings in the extra performance, but it does so at a significant price premium. Indeed, the Hellcat Redeye Widebody represents a $17,600 upgrade bundle and that’s before another $10,000 in package options on our test model.

Doubtlessly, few people give price another thought when weighing the Redeye – they can afford the upgrade and they also value the performance edge provided. Judging by this vehicle’s reception at a local Cars and Coffee event, the Redeye is the frosting on the eye candy everyone wishes they had. And that, my friends, is enough.


The dual carbon or gunmetal stripe packages supply a handsome touch.

2020 Dodge Challenger Specifications


Dodge 2020 Challenger
Segment Sports coupe
Price Range $28,095 to $78,695 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 303 @ 6,350 rpm
Torque (lb.-ft.) 268 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 372/375 @ 5,200/5,150
Torque (lb.-ft.) 400/410 @ 4,400/4,300 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8 or HO V8
Horsepower 717/797/807 @ 6,000/6,400 rpm
Torque (lb.-ft.) 656/707 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,858 to 4,492
Wheelbase (inches) 116.0
Length (inches) 197.5, 197.9
Width (inches) 75.7, 78.3
Height (inches) 57.2 to 58.4
Headroom (f,r…inches) 39.3, 37.1
Legroom (f,r…inches) 42.0, 33.1
Shoulder room (f,r…inches) 58.5, 53.9
Hip room (f,r…inches) 55.3, 47.8
Storage (cubic feet) 16.2
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000 (V6 only)
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7), Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/21/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.


2020 Dodge Challenger SRT Hellcat Redeye Widebody.

See Also — The High Potency Dodge Charger SRT Hellcat

Photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: 8-SPEED AUTOMATIC TRANSMISSION, CHEVROLET CAMARO, DODGE, DODGE CHALLENGER, Dodge Charger, FORD MUSTANG, HELLCAT, Hellcat Redeye, SRT, SUPERCHARGER, V8, widebody

Mercedes-AMG
GLC 63 S Coupe Performance SUV

February 5, 2020 by admin 2 Comments

2020 Mercedes-AMG GLC 63 S Coupe.

AMG is the performance division of Mercedes-Benz and earns its place in the product line by substituting its name for Benz. Thus, you have vehicles such as the Mercedes-AMG GLC 63 S Coupe, which immediately suggests a high-performance model.

Carried out further, the GLC, in this case, represents the GLC-Class, a collection of near-midsize luxury SUVs with room for five. The 63 denotation stands for a higher expression of performance, at least with the GLC, as the 43 is the standard model. Then there is the 63 S, which adds 34 horsepower and 37 pound-feet of torque, while shaving the 63’s 0-60 mph time by 0.2 seconds to 3.6 seconds.

Got it? Well, just to add some confusion to the mix, this model isn’t a coupe. Instead, it has a coupe-like roofline with four doors and a liftgate at the ready. Whew!



AMG Without the Benz

A 2020 Mercedes-AMG GLC 63 S Coupe was a January visitor to our test fleet, a bright red model that certainly offsets the dreariness of this wintry month. No snow was encountered, but that’s a good thing: it came dressed in summer (performance) tires that are typically swapped out once temperatures stay below 44-degrees Fahrenheit (more about that later).

As mentioned, the Mercedes-AMG GLC is offered in 43, 63 and 63 S configurations. The “43” comes with a 3.0-liter bi-turbo V6 engine with an output of 385 horsepower and 384 pound-feet of torque. Power routes to all four wheels utilizing a 9-speed automatic transmission.

Choose the 63 S, and the performance quotient rises sharply thanks to a 4.0-liter bi-turbo V8 engine making 503 horsepower and 516 pound-feet of torque. Again, power is shuttled to all four wheels via a 9-speed automatic transmission. Yes, that’s a big load of power under the hood, something you’d expect in a sports car, but not necessarily in an SUV.



Key Design Elements

The AMG immediately makes a statement with its front fascia dominated by a broad grille with vertical bar slats amplified by a massive tristar logo. Along the lower corners, deep cutouts add visual interest, while dramatic LED lighting and a unique AMG badge placed near the leading edge of the hood complete the frontal expression.

The AMG’s profile supplies the most accurate demonstration of this model’s sporty grit, with oversized wheels, a raised beltline, and a descending roofline adding drama. From the rear, an enormous diffuser with quad exhaust tips and a spoiler put the final touches on this model.

Moving inside, the interior holds five, although it is most useful for four. You’ll find the best seats in the first row with its generously padded and bolstered leather-covered chairs supplying ample support through the twists and turns. The entrance to the second row is somewhat more challenging on account of the falling roofline. However, once inside the seats are comfortable for two and can hold three in a pinch.

AMG dresses the cabin with premium materials, including real chrome and carbon fiber. The heavily-padded steering wheel, along with huge oval vents, and a detailed digital instrument cluster are simply a few of the many remarkable features throughout the interior.


See Also — One Fine Week With a Mercedes-AMG C43 Coupe


Tech & Safety Gear

You’d expect high-end tech features in a Mercedes-Benz model. The AMG simply ratchets the offering a notch or two higher. The result is an exquisite Burmeister audio system, a 10.25-inch touch-screen display, Bluetooth connectivity, Android Auto and Apple CarPlay smartphone compatibility, a navigation system, and a 115-volt power outlet. That’s nearly every amenity offered as standard equipment.

AMG also outfits the 63 S with a host of driver-assist safety features, including lane keep assist, blind-spot assist, adaptive cruise control, pre-collision assist, and automatic emergency braking. That’s a good chunk of the safety gear for this utility vehicle.



On the Road

Anticipation is the operative word with any performance model. But that anticipation is sometimes mixed with perplexity as I wondered how Mercedes can pull things off with a high-profile vehicle.

No, there isn’t any doubt that the handcrafted AMG engine can’t supply awe-inspiring off-the-mark acceleration. Instead, the concern is how well this SUV performs on twisty roads and while cornering. Happily, this AMG acquitted itself nicely.

Right from the start, the 63 S’ engine roared to life with a cacophony of sweet music from the exhaust system. It isn’t quite as raucous as some performance models, but it doesn’t leave any doubt that copious amounts of power is at the ready. Some systems are obnoxious, especially when tuned to toot, rumble, and belch at the flick of a dial.

An AMG DYNAMIC SELECT dial is present with the 63 S, supplying such settings as comfort, sport, and sport plus to manage various settings. Those settings include the aforementioned exhaust note, throttle response, and suspension settings. Comfort is, of course, the default setting and where the dial is most likely to rest. But flick it to one of the sport modes when twisty roads beckon to find the right mix of steering wheel heft, shift control, and exhaust boom.



I’ve always wondered why some of my test vehicles come with summer tires in the dead of winter. Sure, temperatures rarely stay below freezing in my area, but some days start quite cold before rebounding later.

A few cold starts were the only reminders I needed to put off my driving until later in the day as the heavy clomping of tires designed expressly for warm weather is never a good sign. And for one important reason: the tires simply are a drag when temperatures fall. And for another reason: you risk damaging or even destroying them in cold weather. Make the swap in the fall and swap them out again in the spring. In some areas, winter tires are the better choice than three-season radials. Yes, that puts a crimp on racing, but what are you doing driving fast on icy roads in the first place?!


See Also — Introducing the All-New 2020 Mercedes-Benz GLE SUV


The AMG picks up speed lighting fast. Before you know it, you’re at highway cruise, but that’s tame for this model. This SUV begs for track time where speed isn’t an issue and twists and turns are a certainty. Alas, I’m not permitted to go tracking with my test models, but there are plenty of desolate backroads where I can evaluate its accelerating, steering, handling, and braking in peace.

On one such stretch of curvy road with the AMG perfectly centered, the 63 S proved its worth. The dialed-in and reassuringly weighted steering wheel signaled it was time to engage spirited driving. Through every twist and turn, the SUV stayed on point. Cornering was a breeze as well, although slowing this SUV is advisable as the unavoidable body roll comes in. Still, the suspension system does an admirable job damping as it goes and makes pulling out of corners a non-event. No, you won’t hug the road as tightly and confidently as you would with an S-Class Coupe, but you won’t sweat bullets wondering if you’ll dive off-road either. That said, keep in mind that this is a high-profile vehicle, therefore the law of physics holds sway.

Parting Thoughts

The Mercedes-AMG GLC 63 S Coupe fulfills its mission, staying true to its performance roots while delivering the utility some may crave. You’ll pay the price to procure one as it costs $84,100, plus a $995 freight charge. That’s $7,600 more than the standard 63.

Our test model came in at $96,425, as it included such extra features as a head-up display ($1,100), 21-inch forged cross-spoke wheels ($2,250), a driving assistance package ($1,700), parking assistance ($1,290), and an exterior lighting package ($800).



2020 Mercedes-AMG
GLC 63/63 S Coupe Specifications


Mercedes-AMG 2020 GLC 63/63 S Coupe
Segment Midsize Luxury SUV
Price Range From $76,500 to $84,100
Destination Charge $995
Standard Engine 4.0-liter, bi-turbo V8
Horsepower 469/503 @ 5,500 to 6,250 RPM
Torque (lb.-ft.) 479/516 @ 1,750 RPM
Transmission 9-speed automatic
Seating 5
Curb Weight (pounds) 4,555
Wheelbase (inches) 113.1
Length (inches) 186.9
Width (inches) 76.0
Height (inches) 62.4
Head room (f,r…inches) NR
Leg room (f,r…inches) NR
Shoulder room (f,r…inches) NR
Hip room (f,r…inches) NR
Storage (cubic feet) 17.6/36.1
Gross vehicle weight (pounds) NR
Towing (pounds) 3,500
Payload (pounds) NR
Fuel Regular unleaded
Fuel Tank (gallons) NR
EPA Fuel MPG (city/highway/combined) 16/22/18
Manufacturing Plant Bremen, Germany

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.


See Also — Looking Ahead: 2017 Mercedes-AMG C63 Coupe

Photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: 9-SPEED AUTOMATIC TRANSMISSION, all-wheel drive, bi-turbo, MERCEDES-AMG, Mercedes-Benz, PERFORMANCE, SUV, V8

Cadillac Exclusive: Twin-Turbo V8 Engine

March 21, 2018 by admin 3 Comments

Cadillac: New V8 underpins 2019 CT6 V-Sport model.

Cadillac CT6 V-Sport 4.2L Twin Turbo V-8.
Cadillac CT6 V-Sport 4.2L Twin Turbo V-8.

Cadillac made some news this week when it announced the forthcoming 2019 CT6 V-Sport model, a performance variant of its largest sedan. But it wasn’t simply a new trim that caught everyone’s attention, rather an all-new engine, one exclusive to GM’s luxury marque that will power the V-Sport.

The engine is a 4.2-liter twin turbo V8, a long-promised and often-rumored powerplant for this luxury emblem. GM estimates the engine will deliver 550 horsepower and 627 pound-feet of torque, numbers that will challenge BMW M and Mercedes-AMG for supremacy. Cadillac will offer a slightly detuned variant too, delivering a more “modest” 500 horsepower. The new engine will be hand-built at GM’s Performance Build Center in Bowling Green, Kentucky. That same plant also builds the Corvette Z06 engine.

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

Performance Prowess

It is no secret that Cadillac Racing is a formidable force and because of that its engineering has trickled down to Cadillac V-Series and V-Sport models.

The automaker says the new engine is a “clean sheet design,” which means it isn’t the derivative of an existing engine. The brand claims unique design elements in an effort to weigh performance with efficiency. Importantly, the fresh build allows the automaker to achieve the performance goals it had in mind for the CT6 V-Sport.

“It builds on Cadillac’s well-established turbocharging know-how and forges new ground with innovative features that deliver exceptional performance and refinement,” explained Jordan Lee, 4.2L TT V-8 chief engineer.

2019 Cadillac CT6 V-Sport
The all-new 2019 Cadillac CT6 V-Sport.

“Hot V” Configuration

Cadillac says the center of the engine’s design is a “hot V” configuration, one that switches the traditional order of the cylinder heads’ intake and exhaust systems. This arrangement allowed the engineers to place the turbochargers at the top of the engine or in the valley between the heads. The manufacturer claims the layout essentially eliminates turbo lag, while keeping the engine’s overall footprint tight.

The new design enables intake-charged air to enter by means of the lower outside of the heads before exiting through the top inside, where the turbochargers sit within the exhaust manifolds. A quick spool up renders an almost immediate power transfer. Further, the design permits closer mounting of the catalytic converters, yet another contributor to this engine’s smart packaging.

Other features of the new engine are as follows:

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

New Transmission Pairing

Besides the new engine, the Cadillac CT6 V-Sport will benefit from a new 10-speed automatic transmission.

This transmission is prized for it wide gear ratio, which Cadillac claims enhances step-off acceleration. With smaller steps between gears, the transmission aids the engine in maintaining optimum power nearly at all times.

2019 Cadillac CT6 V-Sport

As for the new model, the automaker says that its design inspiration comes from the Escala, a handsome concept car introduced at the 2016 Pebble Beach Concours d’Elegance in California.

This translates into a bold, dark front with a large V-inspired mesh grille along with new horizontal LED headlamps and vertical accents. Also adding to the menacing look are lower aero components and gloss black side window surround trim. The sedan will ride on unique, 20-inch V-Sport wheels set within summer tires developed exclusively for Cadillac.

Other features include a mechanical limited-slip rear differential for improved traction and predictable performance while on the track or when carving corners. A V-Sport specific suspension, a 19-inch Brembo brake system, modified steering and magnetic ride control damper calibrations, and a new exhaust system are among the other performance highlights for this model.

Besides the V-Sport, the 2019 CT6 lineup introduces Cadillac’s “Y” trim strategy for each of its models. Specifically, each model will have Luxury and Sport trims with varying personas and characteristics. For instance, on non-V-Sport CT6 models, new horizontal high-lumen headlights and a revised taillight design rejuvenate the brand’s trademark lighting, drawing inspiration from the Escala Concept.

More information about the V-Sport and other Cadillac models will be offered at the 2018 New York International Auto Show, which opens to the public on March 30 at the Jacob Javits Convention Center in Manhattan. Please bookmark this page as we’ll supply updated and new information as it occurs.


See Also — Substantial Luxe: 2016 Cadillac Escalade Platinum 4×4

Photos copyright General Motors Company. All rights reserved.

Filed Under: New Models Tagged With: 10-speed transmission, 2019 cars, all-wheel drive, CADILLAC CT6, Cadillac Escala, GM, Hot V, NYIAS18, twin-turbo engine, V-Sport, V8

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