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One Week With: 2017 Cadillac CTS Vsport

As good as we remember it being

Cadillac CTS Full Overview

HOBOKEN, New Jersey — In my late teens, I occasionally snuck out in my old man's V-8-powered E60 BMW 550i M Sport while the 'rents were on vacation. I was enamored by how easily it carved corners with heroic precision, especially given my limited driving experience. (Sorry dad—if you just found out by reading this, at least I didn't break anything!)

When that E60 was brand new, Cadillac was in the early years of its transformation away from being a purveyor of front-wheel-drive marshmallows, a transformation led by the CTS. As it evolved from its first iteration 2003, the sedan matured and evolved from merely good to downright fabulous.

In this era of numbing electric power steering and computer controlled this-and-that, the third-generation Cadillac CTS is a refreshingly true driver's car. Upon first sampling in its 2014 introductory year, its balance of performance and luxury brought sensations similar to those that made me fall in love with the E60. It wasn't just me, either—the 2014 Cadillac CTS snagged an All-Stars trophy and a 2014 CTS Vsport found its way into the Four Seasons fleet.

"An involving, agile car that not only goes fast but makes you feel like going fast," said the Automobile staff of the 2014 CTS, while the aforementioned Four Seasons Vsport led then-Daily News Editor Jake Holmes to muse that "We no longer have to make excuses for Cadillac. We don't have to couch our affection for this CTS with the words, 'I mean, for a Cadillac. '"

Three years later, the 2017 Cadillac CTS still wears its sheetmetal well and proudly retains its contemporary curb appeal. While the sedan always had a unique, angular look thanks to Cadillac's Art & Science design direction, the current version boasts a toned-down version with less gaudiness, cleaner panels, and fewer bulky lines for a skinnier and slicker profile. Some decried it as more mundane than previous models, but I call it elegant and understated class. It's easily the best-looking CTS yet, especially adorned with the updated, crestless shield emblem.

At the first crank of the thin-rimmed suede wrapped Vsport steering wheel, the CTS responds with point-and-shoot quickness and willingly, reminding me of that E60 M Sport. Along with its direct response, the steering offers perfect progression and good weighting. And believe it or not, there's just enough road feel to tell you the most important information. In a Cadillac. Couple that with the fact that the 3,992-pound Vsport (barely) evades cresting over the two-ton mark, making it one of the lightest in its class, and it continues delivering as promised.

Powering the 2017 CTS VSport is the same 3.6L LF3 twin-turbocharged V-6 found in previous years, its output unchanged at an SAE-certified 420 horsepower and 430 pound-feet of torque. It's not as brutal as the full-fledged CTS-V, but the Vsport will happily slingshot you into the horizon, snapping you deep into the Recaros like a proper luxury performance sedan should. Also unchanged is the smooth and quick shifting GM 8L45 eight-speed automatic that's also found in the CT6 and Chevrolet Camaro. That means 0-60 still shows up in just 4.5 seconds—the same time as take that E60 550i M Sport. Shaving off those miles per hour are grippy Brembo clamps, which are responsive in fast driving but smooth enough for daily duties.

Most of all however, because the CTS Vsport is light and GM's Magnetic Ride adaptive suspension is standard, the ride and handling compromise is on point. If you've been looking for the edgy, hunkered-down, tight and heavy-feeling athletic driving experience BMW was one known for, you'll find it in the CTS Vsport. It's not just my opinion, either—this sentiment was shared years ago with contributor Marc Noordeloos by CTS and ATS development engineer Blane Heavener. "From our perspective, the E60 was what BMW was about," said Heavener. "The new versions have either taken up a philosophy change or they lost the way a little bit. Keeping that focus is what we're trying to do with the CTS."

In addition to the revised-for-2017 front end and streamlined trim and packaging options, the Cadillac CUE infotainment system gets the update it sorely needed. The general interface design remains, with haptic feedback and touch-sensitive controls staying in place of tactile buttons, and while it still takes some getting used to, the menu arrangement in the user interface is far more refined than previous iterations. There's more rhyme and reason to the hierarchy, which mimics that of a smartphone OS's main menu. There are also dual-view options. Overall, the layout is legible and not too fussy. Most improved, however, are its processing speed and response times, which are no longer issues. A completely LCD-digitized gauge cluster also replaces the old analog gauge arrangement, elevating the CTS Vsport's premium feel.

The only criticisms that remain from previous editors' comments on the CTS Vsport are its aggressive throttle tip-in and lackluster interior. While the throttle can easily be managed your right foot, the cabin still finds a way to prove that American automakers still don't have interiors down as well as the foreign competition. The CTS Vsport is plenty nice inside and the Recaros are just as comfortable as they are supportive, but the choice of materials and some of the fit and finish leave something to be desired. For instance, some of the switch and toggle gear is the same as found on a sub-$20k Chevy Cruze. And there isn't much of a backseat for adults even with my average-sized 5'11 figure arranging the driver's seat, despite the CTS's sizably long dimensions.

However, these minor criticisms are exactly that—minor. They're completely overshadowed by the CTS Vsport's performance and handling prowess to make it one of the best, if not the best luxury performance sports sedan that money can buy, short of the full-fledged performance versions. As that saying goes, the more things change, the more things stay the same. And we're hugely happy the 2017 Cadillac CTS Vsport remains the same, as good as we all first remembered.

Looks good! More details?

2017 Cadillac CTS Vsport Specifications

PRICE$61,690, $76,480 (as tested)
ENGINE3.6L, twin-turbocharged 24-valve V6/420 hp @ 5,750 rpm, 430 lb-ft @ 3,500-4,500 rpm
TRANSMISSION8-speed automatic
LAYOUT4-door, 5-passenger, front-engine, RWD sedan
EPA MILEAGE16/24 mpg (city/hwy)
L x W x H193.9 x 73.4 x 58.1 in
WEIGHT3,992 lbs
0-60 MPH4.5 sec


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Sours: https://www.motortrend.com/reviews/one-week-with-2017-cadillac-cts-vsport/

You Can Get A Used 420 HP Cadillac CTS V-Sport For Shockingly Cheap

It’s no secret that Cadillac has had a hard time selling their non-Escalade offerings. This results in some serious depreciation in the pre-owned market. Which is good news, if you happen to be looking to buy a 420 horsepower used luxury sedan for less than a loaded Malibu.

Image for article titled You Can Get A Used 420 HP Cadillac CTS V-Sport For Shockingly Cheap

The current generation Cadillac CTS is arguably one the best sedans GM has ever made. You can get a CTS with a variety of powerplants under the hood. You should probably skip the 2.0-liter four-cylinder, but the 3.6-liter V6 would be plenty of punch for your average driver.

But you, Jalopnik reader, are not the average driver. You want power. You want dynamism. You would probably love the insane CTS V in your driveway. In case you forgot, the CTS V is a 640 HP four-door rocketship that can top out at 200 mph. But those monsters will set you back at least $65,000 in the used market. Which is still a hell of a bargain, but probably a bit too steep for most folks.

The happy medium between cost and power is the CTS V-Sport (formerly known as the Vsport) which comes packing a twin-turbo V6 cranking out 420 HP and 430 lb-ft of torque. At a time when most of these of these mid-size luxury sedans have tossed handling aside for a more isolated feel, the CTS will not get flustered if you push it into a corner.

Image for article titled You Can Get A Used 420 HP Cadillac CTS V-Sport For Shockingly Cheap

The best part? These cars can be found in the pre-owned luxury sedan sweet spot price of around $30,000-$35,000.

The Mercedes E43 AMG is one of the hottest selling luxury sport sedans on the market and it’s not even a “real” AMG. It has a starting price of $72,000 and only 396 HP.

But for those of you that can push aside some badge snobbery, a lightly used Cadillac CTS V-Sport will give you more performance for less than half the price.

Sours: https://jalopnik.com/you-can-get-a-used-420-hp-cadillac-cts-v-sport-for-shoc-1795812070
  1. July zodiac sign
  2. Pictures of pellets
  3. I9 grade 300

Cadillac's reputation has never been built on sports sedans. It seems obvious, but Cadillac has always been about relaxation, about a big car that wafts down the road. Names like DeVille, Fleetwood, and Seville are what spring to mind. It's why the Escalade, an SUV-interpretation of the classic Cadillac way of moving, sells so well.

But beyond the Escalade, Cadillac has been trying to be a sports sedan company for more than a decade. For the past 15 years, the CTS has been aimed directly at competitors from Germany. While the sales numbers might not show it, this is one of the finest sports sedans you can buy, particularly in V-Sport trim.

Now, V-Sport isn't the full V package. That car has the LT4 V8 from the Corvette Z06, meaning it has 640 horsepower and 640 pound-feet of torque. It's insanely fast. The V-Sport, one step below the V, uses a 3.6 liter twin-turbo V6 making 420 horsepower and 430 pound-feet of torque. Numbers that are impressive in isolation, but are made irrelevant by the V.

In reality, the V is nearly unusable on the road. It's way too fast for your average American highway or even an above-average byway. The V-Sport brings everything into balance. The chassis tuning is spot on and the transmission, an Aisin unit, not one from GM, is excellent. It's been at the top of its class since it debuted, a better interpretation of a German sports sedan than most German companies are building.

More of you should be buying the CTS. It looks like nothing else in class and drives just as well or better than all of its competitors. Yes, the infotainment system can charitably be described as "very bad," but the rest of the car is makes a pretty damn compelling case for why you should buy a Cadillac.

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Sours: https://www.roadandtrack.com/new-cars/road-tests/a24165276/cadillac-cts-v-sport-video-review/
Modded CTS VSport

Cadillac V series

General Motors marque

The Cadillac V series (stylized as V-Series), is a line of high-performance vehicles tuned by the General Motors Performance Division for the Cadillac division of General Motors. Models in the V series tend to vary from one generation to the other.

Second-generation Cadillac CTS-V sedan

The V series was initially created as part of the 2000s Cadillac rebranding and the new 'Art & Science' design language to compete directly with German rivals such as BMW M and Mercedes-AMG. The first-ever V series model was the 2004 Cadillac CTS-V which became a successful seller and steered Cadillac in the new direction for the following decade.

The letter "V" was chosen as a salute to post-WWII Cadillacs that featured a V-shape ornament below the crowned wreath logo, the shape itself was never recognized as a letter back then. Most V series Cadillac cars traditionally include high-performance V8 engines, transmissions, revised suspension systems (MagneRide Control), revised interiors, aerodynamics, and more aggressive bodywork which is intended to improve vehicles aerodynamic performance as well as differentiate them from their normal production counterparts.

Cadillac has also re-entered motorsport competition with their CTS-V.R, a joint venture between GM Performance Division and Pratt & Miller race team, most famous for their role in GM's Le Mans-winning Corvette C5.R program.

In 2009, the second-generation CTS-V sedan achieved a lap time of 7:59.32 at the Nürburgring Nordschleife, which was the fastest documented time for a production sedan on factory tires[1]—until the Porsche Panamera Turbo clocked a time of 7:56 in July 2009[2]—thanks to a heavily-tuned "LS9" EATON-supercharged 6.2-liter (380 in3) V8 engine that was borrowed from Corvette. The engine was renamed as "LSA" and it produces 556 horsepower as well 551 pound-feet (747 N⋅m) of torque. The same "LSA" engine is used in CTS-V coupe and wagon.


The V-Series development emerged from the mindset taking over at General Motors back in late 1990s and early 2000s, where Cadillac was struggling against imports from Japan and Europe. GM was eager to bring Cadillac back to its mantra "Standard of the World" and the new 'Art & Science' design language that matured in the late nineties auto shows gave the brand an aggressive and edgy leap ahead that looked promising in shaking the dusty past of old Cadillacs.

The team working on the first generation CTS recognized early on that a high-performance variant was necessary, not only to rival competition and display Cadillac's resurgence, but also to pull young and new customers to Cadillac -something GM and Cadillac were longing for.

In 2004, the first-ever Cadillac V-Series was the CTS-V. The first-generation CTS-V became a cultural icon recognized quickly in movies like The Matrix.

First-generation V series[edit]

First-generation Cadillac CTS-V

The first V-series model of the Cadillac family was the CTS, which was built on GM Sigma Platform like the core model. Since a V8 engine was used, it required a unique engine cradle distinct from the base CTS V6. Larger anti-roll bars and larger shocks were also added. The spring rate was significantly increased. Right at front above the ground, GM LS engine V8 from the C5-generation CorvetteZ06 was fitted and coupled—also from the C5 Z06—with a six-speed Tremecmanual transmission.

XLRhard-top was the second Cadillac to join the V series. It was an ultra-luxury segment car, first introduced in 2005 and it shared platform with Chevrolet Corvette (C6). The XLR-V used a supercharged Northstar engine series. For the XLR-V, the engine was certified by the SAE to produce 443 hp (330 kW) and 414 lb·ft (561 N·m). The supercharger and four intercoolers were built into the intake manifold. A six-speed automatic transmission, larger brakes from the Z51 Corvette, and 19-inch wheels were used. The XLR base price was $98,000 and by 2008 it reached $101,300 making it one of General Motors' most expensive vehicles of all time.

A year after XLR-V launch and two after CTS-V, in 2006, Cadillac started producing STS-V sedan that also featured the Northstar V8 engine from XLR-V. However, the supercharged 4.4-liter (270 in3) Northstar V8 in STS-V had 26 more horsepower and 25 more lb-ft of torque than XLR-V's. The engine was mated to a driver-adjustable transmission with two shifting modes, larger brakes by Brembo, larger ten-spoke alloy wheels (18 in × 8.5" front, 19 in × 9.5" rear), Pirellirun-flat tires, a faster steering ratio, and a stiffer suspension than the standard STS.

Second-generation V series[edit]

2nd generation Cadillac CTS-V sedan

The second-generation V series was exclusive to the CTS since STS and XLR were rolled out of production. For 2009, Cadillac introduced the second-generation CTS-V that was built on GM Sigma II Platform. It was a rear-wheel drive, powered by a 6.2-liter (380 in3) LSAEATON-supercharged V8 that was based on LS9 V8 from—what was then—recently released Corvette ZR1. The engine generates 556 horsepower and 551 lb-ft of torque. The second-generation CTS-V was a major milestone in modern-day Cadillac that advanced the brand's "Art & Science" philosophy further ahead. It broke a Nürburgring lap-record which made it—back then—the fastest production sedan.[3]

Second-generation Cadillac CTS-V wagon

When asked in 2009 about the possibility of a CTS-V wagon, the GM Vice Chairman at that time, Bob Lutz, replied, "... should sufficient demand materialize, there is no reason why we couldn't do a V-series wagon, and I would be standing in line for one, just ahead of you." GM decided to move forward, introducing a 5-door sport wagon body style to the CTS-V vehicle line at the New York International Auto Show on March 29, 2010. Cadillac's "Art & Science" philosophy was demonstrated through the intake manifold that was integrated into the front fog lights, the distinctive bulge on the hood that contributed to creating an aerodynamic downforce at higher speeds, and the integrated-into-brake-light spoiler, which also was praised by car enthusiasts.

The CTS-V wagon shares the 556 hp (415 kW) engine and six-speed manual or automatic transmission, Magnetic Ride Control, Brembo brakes, 19-inch aluminum wheels and performance tires and a dual-airflow grille also used in the CTS-V sedan and coupe.

The CTS-V coupe debuted at the 2010 North American International Auto Show in Detroit, and entered production in summer 2010 as a 2011 model. It has the same 556 hp (415 kW) engine and transmission choices as the CTS-V sedan. The CTS-V Coupe features unique centered twin exhausts, a larger grille for air intake, and an optional "saffron" interior trim color. Like the CTS-V sedan, it comes standard with 19-inch aluminum wheels, Brembo brakes, and Magnetic Ride Control.

Third-generation V series[edit]

Third generation Cadillac CTS-V

The third-generation V series included the sub-brand's flagship, CTS-V and the compact ATS-V. Unlike the first and second generations, where the CTS-V was the biggest update for the V series, the third-generation was the first expansion attempt on the V brand by Cadillac. Typically, the V series served as Cadillac's top-of-the-line trim level, and that mainly was exclusive to the CTS since that's where it all started. However, with such buzz created by the second-generation V series, and the short-lived record for a sedan on a demanding racetrack, Cadillac wanted to build on that success with other models in their lineup. This led them to create the Vsport, where potential buyers interested in the V series, could purchase a CTS with increased horsepower and sportier handling, can bypass the 'comfort & luxury' trims and get an entry-level 'performance' model for $20k less than the full-fledged CTS-V.


Starting with XTS, the marque offers a step trim, called Vsport. The Vsport trim is the top of the XTS line, with a 3.6-litre (220 in3) turbocharged engine, producing 410 horsepower (310 kW). The next year,[when?] the third generation CTS was started to being offered with a Vsport trimline, however with an increased output of 420 horsepower (310 kW). Both of them were the only "V"-badged vehicles of Cadillac until announcement of CTS-V and ATS-V.

The V-Sport trim designation was discontinued with the CTS and XTS sedan phase-outs in 2019 and 2020, respectively.


The CTS-V was powered by a supercharged version of the Corvette (C7) 6.2-liter LT4 V8 engine found on the Z06. It generated 640 horsepower (480 kW), 10 horsepower (7.5 kW) less than the Z06, making the third-generation CTS-V the most powerful Cadillac ever produced to date, and 630 pound-feet (850 N⋅m). Weighing 4,145 pounds (1,880 kg), the CTS-V equipped with an 8-speed automatic transmission was able to do 0–60 miles per hour (0–97 km/h) at 3.6 seconds. The top speed is 200 miles per hour (320 km/h), earning the third-generation CTS-V the unofficial nickname four-door Corvette.[4]

ATS-V Sedan and ATS-V Coupe[edit]

The Cadillac ATS-V sedan and coupe fill the gap left by the second-generation CTS-V. Cadillac made the first and second generation CTS smaller than BMW's 5-Series and larger than the 3-Series. However, with the third-generation CTS growing larger to match the size of the 5-Series, Cadillac armed the ATS-V with the LF4 twin-turbo V6 engine, producing 464 horsepower (346 kW) and 445 pound-feet (603 N⋅m). The ATS-V is the first-ever V series Cadillac to be powered by a V6 rather than a V8.

Fourth-generation V series[edit]

Further information: Cadillac CT4, Cadillac CT5, and Cadillac CT6

The fourth-generation V series evolves away from "Art & Science" and ushers into Cadillac's new design language, and with the CTS discontinued from Cadillac's lineup in favor of the new CT5, Cadillac launches the V series for the first time ever through a model other than the CTS. The flagship CT6-V was the first of many models in the fourth-generation V series, and with the cancelation of the CT6 model, the CT6-V is the only V series to be available as a limited edition.

V and V Blackwing models[edit]

Cadillac is also restructuring the V series with this generation. In place of the discontinued Vsport introduced in the previous generation, Cadillac is repositioning the V models (e.g. CT5-V instead of CT5 Vsport) as an entry-level performance variant, and introducing a new top-level V series trim dubbed; V Blackwing (e.g. CT5-V Blackwing instead of CT5-V). This pushes the V models to serve as an mid-level trim in Cadillac's entire trim levels (even non-performance models) and features smaller engines rather than V8s. The move is aimed to make better use of the V series sub-brand and spread it into a price range of two categories instead of just one. Also new to the fourth-generation V series, is the ability to add Cadillac's Platinum package for the first time on a V model.

CT6-V Blackwing[edit]

The CT6-V Blackwing served as a launch platform for Cadillac's hand-built 4.2-liter Blackwing twin-turbo V8, generating 550 horsepower (410 kW) and 640 pound-feet (870 N⋅m) of torque. The CT6-V Blackwing also included all-wheel drive, making it the first V series ever to feature AWD, and the first Cadillac sedan ever to feature a V8 with AWD.

With the remarkably lightweight Omega Platform, active rear-wheel steering, and all-wheel drive, the CT6-V Blackwing redefined performance for a vehicle of its size. It was the most agile and nimble full-size luxury sedan in the world.[5]

The CT6-V Blackwing does 0–60 miles per hour (0–97 km/h) in 3.8 seconds, just 0.2 seconds more than the third-generation CTS-V.

Prior to official production and release, CT6’s with the 550hp Blackwing V8 were designated as V-Sport models. Upon official production the model designation was changed to “CT6-V”. CT6’s with the 500hp Blackwing V8 were designated as Platinum models.


Replacing the CTS and powered by the 405 pound-feet (549 N⋅m) generating 3.0-liter LGY twin-turbo V6. Sent to the wheels via the new GM 10-Speed automatic transmission. The CT5-V features Magnetic Ride Control and electronic limited-slip differential. On the steering wheel there's a new button called "V-Mode", which activates a driver preset custom settings, such as the engine sounds, steering, suspension, powertrain, and brake response.


Taking over the lead from the ATS, the CT4-V features 2.7L dual-volute high-output engine 4-inline turbo engine, generating 325 horsepower (242 kW) and 380 pound-feet (520 N⋅m). The CT4-V includes Magnetic Ride Control and Brembo brakes as standard. The same "V-Mode" button available in the CT5-V is also found in the CT4-V.

CT5-V Blackwing and CT4-V Blackwing[edit]

The 2022 CT5-V Blackwing was announced in February 2021 to have a 6.2 liter supercharged 668 hp pushrod V-8 engine.[6] The 2022 CT4-V Blackwing was announced at the same time, with a 472 hp twin-turbo 3.6 liter V6.[7]


  1. ^Alex Nunez (9 May 2008). "Green Hellraiser: Caddy CTS-V storms Nordschleife in 7:59.32". Autoblog. Retrieved September 28, 2015.
  2. ^"Porsche Panamera Laps Nurburgring in 7:56; Faster Than CTS-V". Motor Trend Magazine. 13 July 2009. Retrieved September 28, 2015.
  3. ^"GM media official website". GM Media. 2008.
  4. ^Tingwall, Eric (2015-01-29). "2016 Cadillac CTS-V: In-Depth with the Four-Door Corvette". Car and Driver. Retrieved 2020-10-22.
  5. ^"Cadillac CT6-V Shows Off New Blackwing V-8". Car and Driver. 2019-08-05. Retrieved 2020-10-22.
  6. ^Jonny Lieberman (February 2, 2021), "2022 Cadillac CT5-V Blackwing First Look: A 668-HP Monster", Motor Trend
  7. ^Wesley Wren (February 2, 2021), "Cadillac's 2022 CT5-V and CT4-V Blackwings Are Finally Here", Auto Week
Sours: https://en.wikipedia.org/wiki/Cadillac_V_series

Engine cts v sport

The Cadillac CTS V-Sport has been one of our favorite sports sedans for years now, having racked up three 10Best Cars trophies since it first arrived in 2014. The CTS didn’t make the cut this year, but, seeing as we don’t separate our annual award into categories, it wasn’t because a hotter new sports sedan arrived to claim its crown (yet). So we have no trouble defending the CTS V-Sport’s honor, even though it wasn’t one of our 10Best Cars for 2017.

Four years after its debut and first 10Best appearance, the CTS sedan is mostly the same as it ever was. The V-Sport model, sliding in between the standard CTS and the fire-breathing CTS-V, comes one of two ways: well equipped or fully loaded. Both the standard V-Sport and the V-Sport Premium Luxury tested here come with a 420-hp twin-turbocharged 3.6-liter V-6.

With athletic proportions and an attractive stance (especially in the rear, where the wide, 275/35R-18 tires enhance the impression of width), the CTS’s styling has aged well. Compared with our 2014 long-term car, some mild visual updates keep it looking fresh, including Cadillac’s redesigned logo, introduced in 2015, and a few small tweaks to the front and rear fascia for 2017. Our test car’s $3000 Carbon Black package also added a bit of drama in the form of a black grille, different 18-inch wheels, a subtle rear spoiler, and, perhaps most importantly, aggressively bolstered Recaro front seats.

It Means Business

It doesn’t take more than a quick jab of the throttle, a tap of the brake pedal, or a turn of the steering wheel to realize that the V-Sport is a serious performance sedan. The primary controls are taut and precise in their responses. Throttle tip-in is aggressive but not so much so that it impedes smooth driving, while the engine emits a throaty growl even in the lower rev range. The brake pedal is firm and satisfying whether you’re puttering around town or charging hard down a curving road.

HIGHS: Lively chassis, thrilling V-6, athletic looks.

And charge hard it does—storming to 60 mph in 4.5 seconds and getting through the quarter-mile in just under 13 seconds makes the V-Sport an impressive straight-line performer. Yes, some of the Mercedes-AMG, BMW M, and Audi RS sedans of the world are quicker still, but shaming those German muscle cars from a stoplight is a job for the 640-hp, V-8–powered CTS-V. Plus, the V-Sport’s sensation of speed is greater than its performance numbers suggest, as the quick-responding eight-speed automatic and the V-6’s raucous, exciting soundtrack make for a racy experience.

Talkative and Taut

The V-Sport’s steering enhances the rest of the car’s dynamics with its positive feedback and communicative nature. It tells you everything you need to know—no more, no less—about the texture of the road surface. The meaty, leather-wrapped steering wheel feels good in your hands, and the rack is accurate and weighty, whether you select the Tour or Sport driving mode (there’s also a Track mode that partially deactivates the stability control and a Snow/Ice mode for more treacherous conditions).

LOWS: Interior lacks polish, CUE continues to frustrate, tight rear seat.

This sort of raw, unfiltered dynamic character is exactly what we look for in a sports sedan, but given the luxurious segment the CTS resides in, a bit more polish in the cabin would be appreciated. A mishmash of leather, carbon-fiber-look trim, plastic, chrome, and suede, the interior gives up a lot to its European rivals in terms of elegance and usability. Some creaks and rattles cropped up during our drive, and Cadillac’s CUE interface continues to frustrate with its slow-to-respond touch-sensitive controls. CUE’s one saving grace is the clean integration of Apple CarPlay and Android Auto functionality, which work better with the CTS’s touchscreen than they do when paired with more complex control-knob interfaces such as that found in the Audi A6.

Balancing Sport and Luxury

As with many sedans in our increasingly crossover-obsessed market, CTS sales have been slow as of late, and it’s easy to imagine luxury shoppers being turned off by the subpar interior atmosphere. And, considering Cadillac’s less-than-stellar brand image, we could also see potential buyers scoff at paying the same money as they would for a BMW or a Mercedes. Our fully loaded V-Sport test car stickered at nearly $76,000; yes, that sounds like a lot, but it’s a reasonable sum in the context of luxury sedans with this much power and performance. The price is about the same for roughly equivalent, circa-400-hp versions of the E-class, 5-series, and A6, (that’d be the AMG E43, M550i, and S6, respectively), and the Germans are stingy with standard features, so you’ll shell out even more for their luxury options.

Given that the CTS V-Sport’s luxury quotient isn’t its strong suit anyway, we’d advocate for the base V-Sport model, which can be had for $61,690 if you don’t mind giving up the Premium Luxury’s additions such as 20-way power front seats, a fancy digital gauge cluster, and a large sunroof. This Caddy shines bright because of the way it comes alive on a great road, not because of the way it coddles you during your morning commute. Make no mistake: Although we might not bestow our highest award upon it anymore, the CTS V-Sport is still a winner.

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Sours: https://www.caranddriver.com/reviews/a15095752/2017-cadillac-cts-v-sport-tested-review/
2014 Cadillac CTS V-Sport Start Up, Test Drive, Exhaust, and In Depth Review


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