Of course, we don’t accept those types of perks, so we rarely participate in these events. But Cadillac planned this introduction in our backyard, starting off in nearby White Plains, New York, and finishing at the new Monticello Motor Club. Plus, it was hard to resist. After all, resident hot-shoe Jake not only conducts performance testing at our track, but races on weekends, while I conduct high-performance driving instruction at race tracks across the country. The prospect of getting behind the wheel of the most powerful American-made sedan at a brand-new track is enough to quicken even our jaded pulses.
What is it?
The V-spec version is the ultra-performance version of the CTS. We really liked the previous generation CTS-V and the new base car when we tested it, competing well with the Infiniti G and besting sports sedans such as the BMW 328i and Mercedes-Benz C300. (See video road tests comparing the CTS against is upscale peers.)
Adding in the V badge brings the performance level up a notch… or 10. The engine is a supercharged V8 that puts out 556 horsepower, and drives the rear wheels through a six-speed manual transmission (a six-speed automatic optional). The result, according to Cadillac, is a zero-to-60 mph time of 3.9 seconds, a quarter-mile time of 12.0 seconds at 118 mph, and an aerodynamic-limited top speed of 193 mph. The 4,200-pound sedan is halted by large Brembo disc brakes front and rear, and GM’s Magnetic Ride Control keeps the car planted, whether it’s trundling past local cops at a 35-mile-per-hour speed trap or blasting down the racetrack at 140-plus mph.
The interior is a slightly revised version of the already-nice CTS. The hand-stitched leather that is optional in the base cars is standard here, as are nicely bolstered sport seats. Those buyers who aspire to track the V can opt for Recaro sport seats with more aggressive adjustable side bolsters. Jake and I both found the standard seats plenty comfortable for both slow- and high-speed motoring. While we like the bolstering of the Recaros, we both thought the head restraints made it difficult to get comfortable wearing a helmet (mandatory and smart during the track portion of the event), though most buyers who opt for the Recaros probably won’t spend the majority of their time on the track.
So, what did we think?
The new CTS-V certainly won’t disappoint, with its increased power (the old CTS-V put out just 400 hp), better interior, and improved ride. It takes the things that we liked in the base car and adds in power and aggressiveness. But this is a 4,000-pound plus car, and we were always aware of that on the track. Even at 130-mph through the slight kink on the back straight (and no, we didn’t lift or brake, unlike some other drivers!), the car felt composed. But you know it’s a heavy car when braking or moving it through right-left-right turn combinations.
Jake and I both felt the CTS-V was more at home on the back roads and highways. Heading back from the track along Route 17 in New York, we were able to cruise comfortably with the traffic flow, but had ample passing power even in sixth gear. The supportive seats, good forward visibility (rear visibility is still a negative), and comfortable ride left us refreshed. We used the OnStar system to program the built-in (optional) GPS system with our destination, and the turn-by-turn navigation was direct yet non-distracting.
Pricing and projected sales volume of the CTS-V hasn’t been announced yet, but it will surely undercut the BMW M5 that Cadillac used as a benchmark. It would be great to get the CTS-V into the CR garage for a full test, but this limited-volume car (and its expensive Audi RS6, BMW M5, and Mercedes-Benz E63 competitors) isn’t the top priority for our program right now. Until such time, enjoy the embedded video of our regular CTS review.
source:blogs.consumerreports
