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Cadillac CT6 V-Sport wants to take prisoners with 550-hp 4.2L TT V8

With the refresh of the Cadillac CT6 for 2019, Cadillac welcomes the first CT6 V-Sport as well as a new trim strategy. The changes at the front for the CT6 lineup don't appear substantial viewed head-on, one needs a side view to appreciate the greater three-dimensionality. Thinner headlights and a thinner bumper above a slightly larger lower front intake emphasize the mesh grille, and the vertical LED DRLs make more dramatic statements thanks to those narrower headlights. By angling the main units back toward the rear of the sedan, the CT6 now has a certified, sculpted snout. The rework appears to add substantial overhang, but overall length only increases by a tenth of an inch, to 204.1 inches. What's under the V-Sport's probing hood is just as interesting as the redesign and the sporting thrust: A clean-sheet design of a 4.2-liter DOHC twin-turbo V8. In the V-Sport, the engine produces 550 horsepower and a Bentley-esque 627 pound-feet of torque. As an optional engine elsewhere in the CT6 range, the same engine produces 500 hp and 553 lb-ft. The displacement, specs, plus the fact that "each engine will be hand-built at the Performance Build Center in Bowling Green, Kentucky" indicate this was one of the rumored powerplants for the mid-engine Corvette. The coming sports car was tipped to get a 4.2-liter and 5.5-liter DOHC twin-turbo V8. Based on the position of the turbos in this engine vs. their positions in the previous CAD drawings, we assume the drawings represented the 5.5-liter. (Note: Cadillac said Corvette will not get the new 4.2-liter twin-turbo engine.) The 4.2-liter item features an aluminum block, heads, and pistons, direct injection with a 9.8:1 compression ratio, cylinder deactivation, cylinder oil jets, and a variable-pressure oil system. The twin-scroll turbochargers capable of 20 pounds of boost sit in the 90-degree vee, working alongside twin water-to-air intercoolers, twin throttle bodies, and twin electric wastegates. Cadillac says 90 percent of torque arrives at 2,000 rpm and loiters through 5,200 rpm. Power gets sent through GM's 10L90 ten-speed automatic transmission and on to the standard all-wheel-drive system. Cadillac didn't list 0-to-60-mph times in its press release, but engineers have track-worthy alacrity in mind for the CT6 V-Sport.

11 vehicles from Barrett-Jackson Las Vegas worth watching

This weekend will see the world's collector car crowds descend on Las Vegas, NV for one of the biggest shows on Barrett-Jackson's popular auction circuit. There are hundreds of vehicles up for bidding, ranging from a brand-new Lamborghini Aventador to a spattering of Art Deco classics and a huge swath of classic muscle cars.
While it's virtually impossible to assemble an inarguable list of the best cars coming during the three-day, 700-plus vehicle auction, we've sifted through the listings for this year's show - it was a tough assignment, we promise - and assembled a list of what we think will be some of the most interesting lots. We'll admit, it's a bit heavy on American iron, but if you browse BJ's listings, you'll come to a similar conclusion. Still, scroll down for our list of what we think will be the most interesting vehicles at the upcoming auction.

GM patent reveals new two-stage turbocharger

Modern turbochargers may be some of the best ever made, but performance is something that engineers are always trying to improve. According to GM Inside News, General Motors (GM) is hoping to alleviate some of the negative aspects of a two-stage turbocharger setup with a newly-patented design. The patent, that was filed on May 19, 2016, reveals a clever bypass system that allows the engine, a four-cylinder unit, to optimize both the low-pressure and high-pressure inlets for its respective functions. According to the filing, a conventional two-stage turbocharger setup is engineered to allow both turbines to operate simultaneously at low and mid engine speeds. At high engine speeds, only the low-pressure turbine works. The setup can't isolate either the low or high pressure side, which can impair low-end performance. GM's new two-stage turbocharger setup looks to eliminate this by linking the high-pressure turbo to the exhaust manifold through the high-pressure inlet duct. The low-pressure turbo is attached to the high-pressure turbo by a low-pressure inlet duct, which is linked to a connecting channel. A single actuator that is housed in the exhaust manifold creates a bypass that can opens the high-pressure inlet or close the connecting channel. Depending on what the engine load and speed is, the ECU guides the actuator—a single rotating spindle with discs corresponding to flanges on the high and low pressure sides—to isolate one of the two turbos. Isolating the turbos allow the respective inlets to be engineered for the best possible fluid dynamic performance. The setup should increase performance and decrease lag. There's no word on what car this setup will make an appearance on, but it will most likely be used in premium vehicles before trickling down to the rest of GM's vehicles. Related Video: News Source: GM Inside News, AutoGuide via GM Authority Cadillac Chevrolet GM Technology Sedan turbo patent engine turbocharging