{"id":18061,"date":"2016-05-20T05:31:44","date_gmt":"2016-05-20T10:31:44","guid":{"rendered":"http:\/\/caddyinfo.com\/wordpress\/?p=18061"},"modified":"2016-05-20T05:31:44","modified_gmt":"2016-05-20T10:31:44","slug":"cadillac-ats-v-lf4-v6-turbo-engine","status":"publish","type":"post","link":"http:\/\/www.caddyinfo.com\/wordpress\/cadillac-ats-v-lf4-v6-turbo-engine\/","title":{"rendered":"Cadillac ATS-V LF4 V6 Turbo Engine"},"content":{"rendered":"

\"2016-Cadillac-ATS-V-V6-TwinTurbo-066\"<\/a>First-ever V-Series with a Cadillac Twin Turbo engine \u2013
\nSAE-certified at 464 hp (346 kW) and 445 lb-ft of torque (601 Nm)<\/b><\/p>\n

I have very much enjoyed the turbocharged LF4 V6 in my new ATS-V.\u00a0 There were some who were disappointed Cadillac didn’t simply put the LT1 V8 in the ATS-V.\u00a0 I like the Turbo V6 in this application — it is lighter, makes the same or more power, and is more efficient.\u00a0 It is a smooth, strong revving engine that matches the ATS-V well.<\/p>\n

\u201cThe Cadillac Twin Turbo brings a new dimension of technologically advanced performance to the V<\/i>-Series,\u201d said Richard Bartlett, assistant chief engineer. \u201cDelivering great power with world-class sophistication, it marks another large step forward in the product-driven expansion of Cadillac in the compact luxury segment.\u201d<\/p>\n

Unique to the ATS-V<\/i>\u2019s Twin Turbo are turbochargers with lightweight, low-inertia titanium-aluminide turbines, lightweight titanium connecting rods and an efficient, patented low-volume charge-air cooler, which contribute to optimal boost production and more immediate power delivery. With approximately 90 percent of the Twin Turbo\u2019s peak torque available from 2,400 rpm to 6,000 rpm, the engine has broad torque curve that is conveyed in a feeling of responsive, sustained power at all rpm levels.<\/p>\n

Additionally, a high-performance lubrication system is designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track. Even the turbochargers are designed for track performance, with the compressors matched for peak efficiency at the engine\u2019s peak power levels, which means they demand less heat rejection (intercooling) for higher sustained power during track driving.<\/p>\n

\u201cTrack capability was one of the primary objectives for the Cadillac Twin Turbo in the ATS-V<\/i>,\u201d said Bartlett. \u201cIt expands the performance envelope of the ATS range, while advancing Cadillac\u2019s legacy of delivering purposeful technology that inspires passion.\u201d<\/p>\n

Low-inertia turbochargers and vacuum-actuated wastegates
\nThe twin, low-inertia turbochargers\u2019 featherweight titanium-aluminide turbines are used with vacuum-actuated wastegate control for precise, responsive torque production. In fact, the titanium-aluminide turbines reduce rotating inertial load by 51 percent, compared to conventional Inconel turbine wheels. That means less exhaust energy \u2013 which spins the turbines \u2013 is wasted in stored inertial loads.<\/p>\n

In practical terms, that means the relatively small size of the turbochargers and their lightweight turbines foster more immediate \u201cspooling,\u201d which virtually eliminates lag, for an immediate feeling of power delivery. They produce up to 18 pounds of boost (125 kPa).<\/p>\n

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.<\/p>\n

Unique vacuum-actuated wastegates \u2013 one per turbocharger \u2013 are used with the Twin Turbo for better management of the engine\u2019s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each engine bank to balance the compressors\u2019 output to achieve more precise boost pressure response.<\/p>\n

The wastegates also work in concert with vacuum-actuated recirculation valves to eliminate co-surge from the turbos \u2013 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\u2019s smoother, more consistent feeling of performance.<\/p>\n

Patented low-volume charge-air cooling
\nThe Cadillac Twin Turbo\u2019s patented, manifold-integrated water-to-air charge cooling system also contributes to more immediate torque response, because the compressors blow through very short pipes up to the intercooler.<\/p>\n

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.<\/p>\n

\u201cIt is a very short path from the turbos to the throttle body,\u201d said Bartlett. \u201cThe compressors draw their air directly from the inlet box and send their pressurized air through the intercooler basically immediately, for a tremendous feeling of power on demand.\u201d<\/p>\n

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. 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.<\/p>\n

Strong foundation<\/b>
\nBecause 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.<\/p>\n

It also has unique features that strengthen the foundation to support the greater cylinder pressure that comes with turbocharging:<\/p>\n