2016 Cadillac CTS-V First Drive and Review

by Benjamin Hunting

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July 30, 2015

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7 min. Reading Time

2016 Cadillac CTS-V side profile ・ Photo by Benjamin Hunting

It's been 10 years since the first Cadillac CTS-V exploded onto the sport sedan scene, startling not just longtime crest-and-wreath customers unaccustomed to the car's blazing V-8 performance, Vader-esque looks, and manual transmission, but also spooking the cadre of German luxury brands who hadn't expected their supremacy in the segment to be challenged with such gusto. Now entering its third generation, the all-new 2016 Cadillac CTS-V incorporates a litany of lessons learned from the previous two models, and in the process pulls off one of the auto industry's most difficult balancing acts: combining face-melting performance with over-the-top luxury that tames its savage breast to the point where you'd be completely comfortable lending it to your grandmother for a run to Bingo Depot.

I recently had the opportunity to pilot the 2016 Cadillac CTS-V at Road America, Elkhart Lake, Wisconsin's famous race circuit, and a facility that puts a distinct emphasis on top-end speed. Combined with nearly a full day spent tooling around the region's beautiful lake country, I was able to sample the full 10-octave range of the deep-chested CTS-V's magnificent new platform. Hopefully none of the car's virtuosic - or is that ballistic? - performance is lost in the translation from visceral sensation to the written word.

The 2016 Cadillac CTS-V Stomps All Over Its Rivals With Horsepower

Maybe you didn't think there was any need to improve on the previous Cadillac CTS-V's 556 horsepower rating, but the automaker's engineers respectfully disagreed. For 2016, the Cadillac CTS-V sees the output of its 6.2-liter supercharged V-8 skyrocket to a scary-sounding 640 ponies and 630 lb-ft of torque. Don't think for a second that Cadillac simply turned up the boost on the old engine and called it a day: in fact, the new CTS-V has stolen the Chevrolet Corvette Z06's LT4 drivetrain and repurposed it for sedan duty.

GM fans will no doubt notice that Cadillac's iteration of the LT4 isn't quite as mighty as that found in the 'Vette, and that's because the CTS-V's engine bay is somewhat of a tight squeeze. In order to fit the V-8 mill it was necessary to redesign the exhaust headers (which are unique to each cylinder bank) as well as massage the intake and install a new supercharger cover, steps that shaved roughly 10 horsepower and 20 lb-ft of twist off the car's dyno run. Still, there's no shame in the CTS-V's game, as the sedan stands tall above direct rivals like the BMW M5 (575 horsepower with the Competition package), the Audi RS 7 (560 horsepower), and the Mercedes-Benz E63 AMG S (577 horsepower).

With great power comes equally prodigious thirst, and while EPA numbers have yet to be finalized, I was able to finagle an in-house estimate of 14-mpg city and 21-mpg highway for the mid-size Cadillac.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Abandons Its Manual Transmission Roots

Backing up the 2016 Cadillac CTS-V's exceptional engine is an all-new eight-speed automatic transmission…with no option to order a manual-equipped edition of the car. That sound you heard was the collective forehead-slapping of thousands of enthusiasts disappointed in the lack of a third pedal in Cadillac's monster sedan, and in fact, the 2016 model becomes the very first version of the vehicle to not offer a row-your-own gearbox (the inaugural CTS-V was manual-only for its entire four-year production run).

There's a method to this automatic madness at Cadillac. From a market position perspective, the CTS-V's larger proportions and higher price tag have seen it move up in the world, piercing a layer of luxury where manuals are scare and customer take-rates even more so. The appearance of the smaller ATS-V on the scene - with its manual-and-automatic portfolio - also takes some of the pressure off of the king of the V Series hill, as sales people can simply point to the CTS-V's entry-level sibling should buyers insist on a six-speed.

Either way, I was anything but disappointed with the way the 2016 Cadillac CTS-V's eight-speed automatic performed during my time with the car. Smaller and lighter than the six-speed auto it replaces on last year's order sheet, the unit delivered extremely rapid gear changes, held on to ratios through corners when the car was driven hard, and was completely transparent while cruising. Paddle shifters on the steering wheel are of course available should you trust your own judgment over that of the CTS-V's legion of sensors and microprocessors during spirited driving.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Adds Performance Traction Management To The Mix

Helping to corral the 2016 Cadillac CTS-V's 640 horsepower and almost-as-impressive torque figure are a suite of high tech features that are new to the model. Of these, the Performance Traction Management system stands out as the most impressive. Available on other exclusive models from General Motors such as the Corvette and the Chevrolet Camaro ZL1, PTM offers five levels of traction and stability control designed to specifically address how you are driving the car. This is over and above the basic Tour/Sport/Track/Snow-Wet settings that also come with the car, as PTM is more accurately viewed as a subset of the Cadillac's Track mode. Starting out with a 'Wet' race setting, PTM works you all the way up to full 'Race,' which turns off all the nannies and lets you go it alone.

Also along for the ride: an electronically-controlled limited-slip rear differential, as well as a launch control feature that automatically activates with PTM selected. Simply stomping hard on the brake pedal and then flooring the gas sees revs rise to 1,400 rpm, and once you lift off the stoppers the CTS-V sorts out its relationship with the tarmac so rapidly that you'll be at 60-mph in a mere 3.7 seconds with a minimum of drama - a feat I repeated over and over just so I could hear the snarl from Race (and Sport) mode's open exhaust baffles as the Cadillac's supercharged V-8 attempted to reverse the rotation of the Earth from a dig.

The 2016 Cadillac CTS-V Is Remarkably Smooth On A Race Track

The 2016 Cadillac CTS-V's straight-line gusto is incredible, but it's unlikely you'll ever touch its 200-mph top end unless you bring the beast to a race track - and even then, you'll probably need a front straight that's long enough to land a 747. Road America happens to be one of the quickest circuits in the country, and its got more than a few drag-style strips of asphalt that are just begging to feel the full force of the Cadillac's blown V-8.

Sometimes getting behind the wheel of an ultra-powerful, generously-proportioned automobile like the Cadillac CTS-V can feel like stepping into the ring to go a few rounds with King Hippo from Mike Tyson's Punch-Out. The propensity for powerful sedans to present themselves as road course pugilists had me wary, especially considering the over-the-top nature of the CTS-V's 640 horsepower. I'm happy to report that Cadillac's revised sport sedan platform defied expectations and turned in a far smoother performance than I could have possibly imagined through Road America's twists, turns, and bullet-train downhill sections.

With PTM set to Level 3 - also known as Sport 1 - the car pulled off gentle tail slides, athletic pivots, and offered well-timed power delivery, with the yaw control refusing to engage at any point. Sure, you can get the CTS-V out of shape if you really want to - and of course full Race mode would have no doubt offered me many opportunities to execute helicopter-style spins into the catch fence - but there's no need to risk that kind of idiocy if you simply want to go very, very fast. As in 152-mph on the front straight of a course I'd never driven before in my lift fast (verified by the car's optional Performance Data Recorder, which can take high-definition videos of every lap complete with a full data overlay including a track map).

In addition to its remarkably smooth and fluid handling, the CTS-V's standard Brembo brakes made it easy to scrub off speed between corners without concern for fade. The six-piston front calipers and four-pistons rears might have had less mass to deal with for 2016 - thanks to a near-300 pound weight drop for the car - but the additional speed offered by its overachieving drivetrain created even more complicated physics for the clampers to overcome. Unlike carbon ceramic brakes (expensive options on most of the Cadillac's competitors), the CTS-V design offers excellent feedback and bite at all operating temperatures.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Doesn't Compromise On Ride Quality

Given the tenacity of the 2016 Cadillac CTS-V in a track environment, it might be reasonable to assume that it's the equivalent of a vibrating motel massage bed should it encounter washboard road out in the real world. Once again the CTS-V rises to the occasion thanks to its magnetically-adaptive suspension, a system that is capable of instantly changing its damping to effortlessly deal with the driving situation. The lightning-fast reflexes that the Cadillac displays when negotiating an S-curve at speed are made possible by the same magnetically-charged particles suspended in its shock absorbers that soften the blow over expansion joints and dirt roads. End result: the car's day-to-day character is in no way compromised by its blistering track performance.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Looks The Business, Drops Wagon and Coupe Body Styles

The 2016 Cadillac CTS-V balances ferocity with slick cool with its latest iteration, allowing buyers to amp up the sedan's attitude with carbon fiber gang signs should they require extra aggression in their driveway. The available Carbon Fiber package draws more eyes than twisting your fingers in a music video by slapping a large wing on the trunk and installed a front splitter and rear diffuser made of the motorsports-sourced material. Of course, even with these particular upgrades there's still the V-badged front fender vents, the unique 19-inch rims, the chrome mesh grille, and the huge cooling slots carved into the CTS-V's hood that instantly identify it as something other than your ordinary Cadillac. Still, the add-ons don't put too much of a dent into the sedan's status as a responsible member of society - at least, not to the same degree as the model it replaces - which will be a relief to speed freaks who occasionally want to fly under the radar.

You'll notice I keep saying 'sedan.' That's because the two-door coupe and five-door wagon editions of the Cadillac CTS-V are kaput for 2016, largely a victim of low volume at dealerships and the appearance of the ATS-V coupe.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Upgrades Its Interior To Match Its Special Status

When the Cadillac ATS-V was released earlier this year, it felt almost as though its designers had spent so much time making it look like a low-flying fighter jet that they forgot drivers spend most of their time staring at what's inside the car, rather than its sheet metal. The plain cabin of the ATS-V stands as a lesson learned with the 2016 Cadillac CTS-V, particularly when examining its sharp-looking LCD gauge cluster, which offers so much configurability that at one point I had four separate boost gauges staring me in the face at the same time.

If you're a data fiend you're going to love the CTS-V's driver interface, but everyone will be able to enjoy the sedan's seating options. 'Regular' 20-way adjustable sport seats with heating and cooling capability are standard with the car, while Recaro sport seats can be added as an option (and offer inflatable bolsters for thighs, shoulders, and torso). I also want to name-check the Cadillac's suite of available safety gear, which includes lane departure warning, lane keeping assistance, a head-up display, adaptive cruise control, and a blind spot monitoring system.

Photo by Benjamin Hunting

The 2016 Cadillac CTS-V Might Be Too Affordable To Take Things To The Next Sales Level

The 2016 Cadillac CTS-V starts at an MSRP of $83,995, which makes it something of a bargain when compared against rivals like the AMG E63 S (MSRP $101,700) and the Audi RS 7 (MSRP $108,900). While this might seem like an advantage (and realistically, for the majority of Americans it is), there exists a through-the-looking-glass aspect of the luxury market where some buyers have never shopped for a car that cost less than a hundred grand, an issue that actually came up in conversation the evening before the Road America session when talking to the head of GM's high performance vehicles division. That the Cadillac CTS-V is the equal or superior to its high-dollar head-to-head cohort is undeniable, but the relative affordability of its offering could translate into a bizarro-world handicap where the sedan simply isn't on the radar of a sizable percentage of its target audience.