Cadillac Sports Car
Cadillac Prices & Values: Cadillac vehicles are the luxury models produced by General Motors. Cadillac's models are considered America's leading luxury cars and Cadillac has, since its early years (as the first U.S. manufacturer to win the Dewar Trophy), produced precisely engineered vehicles wrapped in a luxurious luster. Start your car shopping research for a Cadillac below or browse Cadillac deals.
Cadillac Sports Car
Cadillac Prices & Values: Cadillac vehicles are the luxury models produced by General Motors. Cadillac's models are considered America's leading luxury cars and Cadillac has, since its early years (as the first U.S. manufacturer to win the Dewar Trophy), produced precisely engineered vehicles wrapped in a luxurious luster. Start your car shopping research for a Cadillac below or browse Cadillac deals. Read more Read less
Cadillac Sports Car
Cadillac has been a leading luxury auto brand since 1902. Today Cadillac is growing globally, driven by an expanding product portfolio featuring dramatic design and technology. More information on Cadillac appears at www.cadillac.com. Cadillac’s media website with information, images and video can be found at media.cadillac.com
Cadillac Sports Car
“The DPi-V.R race car was an exciting new canvas for the Cadillac design and sculpting team,” said Andrew Smith, Global Cadillac Design executive director. “The studio embraced the opportunity to interpret the Cadillac form language, line work and graphic signature for this premier prototype racing application. Every detail of the final design was selected to support the car’s on-track performance and unmistakable Cadillac presence.”
Cadillac Sports Car
The design details giving the DPi-V.R car its distinctive Cadillac appearance and presence include the vertical lighting signature; the sheer, sculptural quality of the body and bold bodyside feature line; V-Performance wheels with Brembo brakes; V-Performance emblems; and a canopy graphic inspired by the Cadillac daylight opening. Even subtle cues such as the cooling vents and the air intake were designed in the studio, the latter in the trapezoidal shape of the Cadillac crest.
Cadillac Sports Car
A breakthrough supersedan is what you get when you turn a dedicated bunch of racers loose on a liberal budget. The speed affliction runs deep here. Chassis-development engineer Drew Cattell competes in endurance karts and an American Sedan Chevy Camaro. Brian Wallace, the engineer who proved this Cadillac could top 200 mph, raced with his father, Tom Wallace, a former Corvette chief engineer. Lead V-series development engineer John Buttermore won two SCCA Touring class national championships. Tony Roma climbed GM ranks through high-performance V-8 engine development, Cadillac’s endurance-racing program, and the Camaro ZL1 launch. He’s road-raced everything from an MG Midget to a Pontiac Firebird. And Cadillac president Johan de Nysschen is no stranger to victory champagne, having celebrated 10 Le Mans 24-hour race victories during his 19 years at Audi. In such a stormy world, a seasoned crew like this restores our faith.
Now this is our kind of Cadillac: It’s got a supercharged 640-hp 6.2-liter V-8, big Brembo brakes, an eight-speed automatic, and rear-wheel drive. A manual is not offered, but you won’t care when this brute hits 60 mph in 3.6 seconds and 100 mph just 3.9 seconds later. The steering is accurate yet hefty, while the ride is surprisingly civilized thanks to a magnetorheological suspension. Cadillac claims a top speed of 200 mph and we won’t argue. This is a supersedan in every sense. Jump to Instrumented Test – 2016 Cadillac CTS-V
“V-Series represents the very best of the Cadillac brand – the pinnacle of our design and technical capabilities,” said Johan de Nysschen, Cadillac president. “The new CTS-V is the most compelling example of Cadillac’s product substance and brand trajectory. The new CTS-V soars into the stratosphere of the most exhilarating luxury cars.”
Launching in late summer with 640 horsepower (477 kW), 630 lb-ft of torque (855 Nm) and a top speed of 200 mph, the new CTS-V reaches higher than its predecessors, leading Cadillac’s product-driven expansion and elevation. It is the third generation of the acclaimed luxury sports sedan that launched the elite V-Series a decade ago – and redefined Cadillac for a new generation of enthusiasts.
“V-Series is the emotive core of Cadillac and the apex of the brand’s Art and Science design philosophy,” said Andrew Smith, executive director, Cadillac Global Design. “The CTS-V reflects that with a bold sense of arrival, serious performance, seamless integration of technology and precision in its craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance.”
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.
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.
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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.
Given the CTS-V’s two-ton-plus heft, you’d think that carbon-ceramic brakes would be handy for track-day expeditions. Chief engineer Tony Roma and Brembo engineer Benjamin Pohl acknowledge that such an option was considered but rejected on cost grounds and the desire to configure the base car in track-ready form. Instead of complicating the CTS-V with two brake packages, Cadillac set a goal of providing enough thermal capacity to support two fuel tanks’ worth of uninterrupted track lapping without overheating the brakes. To achieve that objective, the six-piston front and four-piston rear calipers grab four of the largest vented-iron rotors in captivity. The fronts are 15.4 inches in diameter, the rears 14.4. The pedal feels happy in its work, with deceleration directly proportional to the applied pressure and minimal droop during hot lapping. Bolted-in aluminum centers save weight, and a patented ferritic nitro-carburizing process (heat treating in a nitrogen-rich atmosphere) improves durability while discouraging corrosion.
With Ferrari-grade power, intelligent traction management, and Michelin’s finest 19-inch radials on tap, we expected an exemplary performance with the test gear strapped on. Sure enough, the new CTS-V clicked off a run to 60 mph in 3.6 seconds on its way to 100 mph in only 7.5 seconds. The quarter-mile ticket—124 mph in 11.8 seconds—spots this car in the thick of the quickest imported sedans. Belying its 4129-pound curb weight and heavily laden front tires, this Cadillac corners at 0.98 g. Stopping from 70 mph in 149 feet without fade during repetitive braking tests, it beats two of the three Germans in its gun sight. Launch control is so effective that we struggled to beat it with the feature disabled. And the leap from 50 to 70 mph during our passing test is a grand jeté from eighth to third gear requiring just 2.1 seconds.
After whining incessantly about Cadillac’s poorly executed CUE infotainment gear, we’re elated to report that major amends have been made. The main eight-inch infotainment touch screen is smarter and quicker-responding thanks to a new processor. Other bonuses: A color head-up display is standard, and a reconfigurable 12.3-inch digital instrument cluster lights up with a high-contrast black-on-white tachometer in performance-driving modes. The $1300 Performance Data Recorder stores your best laps for replay, both in the car and via laptop during cocktail hour. Apple’s CarPlay can be routed directly to the CUE screen, and Android Auto will be available shortly.
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.