Cadillac CT4-V and CT5-V Blackwing – Proving who is boss in the US
The ever-lasting battle of who is the top super sedan. Audi, BMW and Mercedes has traded punches for quite some time, but there has been one brand from the west that has been a sore thumb in the big three´s eyes. Cadillac. American abundance defined in one car brand. Not one that might be remotely close to Nürburgring lap times and actual performance. Google E34 M5 and Cadillac Brougham. Two universes that evidently could not be more far away. Fast forward 30 years and the CTS-V showed that America had once again invaded Europe. It also scared the ever living crap out of me on a rainy summer’s day. Yes, I had the opportunity to review this unfathomable machine. Thanks once again Callisma, but I am getting ahead of myself. If Cadillac can recreate the magic that once was the CTS-V with the CT5-V, see the resemblance of the S in the 5, me neither, and the smaller CT4-V, wow. Although, whatever Cadillac comes up with does not really matter, since if Cadillac can´t compete in Europe, and only on home turf, what point is there to actually compete at all?
The CT5-V then. The M5, E63 and RS7 equivalent. 6,2 L supercharged V8. Same as in the old CTS-V, but with revised air intake and a new exhaust system, produces 668 hp and 893 Nm of torque. Estimated 0-100 km/h is 3.7 seconds. Fast, but almost a seconds slower than the new BMW M5 CS. Or in other words. A lifetime. Although, the CT5-V has some redeeming qualities. Titanium intake valves, special aliminium cylinder heads, wet sump oil system and external oil separator are when combined what makes the CT5-V a highly capable machine, especially on the track.
The CT4-V is the rival to the M3, Guilia Quadrafoglio and C63. Twin turbo 3,6 L V6 with 472 hp and 603 Nm of torque. 0-100 km/h in 3,8 seconds. Only 0,1 seconds slower than the CT5-V. Similarly here, the engine has seen a host of upgrades. Air intake restriction reduced by 39 % compared to the ATS-V. Titanium connecting rods and revised crankshaft. Water to air charge cooling system and upgrades to the oil cooling system.
Both models will receive bigger brakes, with the CT5-V being slightly bigger, and both will have six piston calipers in the front and four in the rear. The CT5-V also gets optional carbon-ceramic brakes. The brake linings are also of “higher performance” to reduce brake fade.
And most important of all, for some, the Blackwing models comes as standard with a manual from TREMEC. Rev matching, which is common these days, but with no lift-shift. Shift without releasing the gas pedal. Choose the optional ten speed automatic transmission, and you have a weapon on your hands. Thoroughly track tested to look for improvements to the usability and longevity of the transmission.
Something pratty stout, and something you may glance over, is the limited slip differential. Its function is rather “simple”, but it is the small things that add up, and the diff is no exception. The housing is made from aluminium, saving 10 kg, and an integrated heat exchanger is there to keep the diff cool.
The Blackwing models are equipped with the infamous magnetic ride control suspension system. Now in the fourth generation, it is the standout feature of the Blackwing models.
The tires are staggered, and sits around forged aluminium rims. The CT5-V see 275 in the front and 305 in the rear. The CT4-V see 255 in the front and 275 in the rear, with the tire being a specially developed Michelin Sport 4S tire.
Price then. Well, the CT4-V costs from 60 thousand dollars and the CT5-V from 85 thousand. Although, once they are imported to Europe, and get their ridiculous exclusivity tag. The CT5-V could be well over 100 thousand euros, and the CT4-V around 85 thousand euros, which makes them close to the European counterpart models, but not the cheap alternatives they actually are in the US.