2020 Cadillac CT4-V Interior

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Published on December 12, 2020 7:30:10 PM ● Video Link: https://www.youtube.com/watch?v=9D537wX4fJ4

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Review

Duration: 6:01

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The ATS's transition into the CT4 has been less dramatic, with the vehicle retaining even its wheelbase, but Cadillac's reinvention of the V label worn by this example is perhaps the most jarring of all. Where the ATS-V packed a 464-hp twin-turbo V-6, the CT4-V has a four-cylinder. Yes, it's turbocharged, and at 2.7 liters, it's a beefy four. But 325 horsepower is a sad drop from 464.

It hurts less if you think of the CT4-V (and its CT5-V stablemate) as a V-lite or Vsport, as the brand used to call its not-quite V-series cars. There will be a more powerful and aggressive version of the CT4 called the CT4-V Blackwing. The V Blackwing will be closer to being the successor to the old ATS-V.

Cadillac is hoping CT4-V shoppers will buy the brand's small four-cylinder sedan instead of the Audi S3, BMW M235i Gran Coupe, and the Mercedes-AMG A35. Against those competitors, the rear-drive CT4-V shines with supple ride compliance that is engaging and playful but not so harsh that you regret opting for the V two hours into the drive.

The steering is quick and nicely weighted, and the firm, progressive brake pedal is among the best you'll find this side of $100,000. Stops from 70 mph take a short 154 feet, and the skidpad grip is a stable and safely probed, if a bit low, 0.91 g. Judged by the deftness and liveliness of the handling, the CT4-V feels like a true sports sedan. Credit General Motors's chassis-development team. One of the underappreciated success stories of the last decade, the chassis engineers have tuned greatness into Cadillacs, the Corvette, the Camaro, and—oddly enough—GM's pickups.

Speaking of pickups, Chevrolet's Sil­ver­ado donated its engine to the CT4-V. Once upon a time, that would have meant an iron-block 454 V-8 doing unthinkable things to the CT4-V's claim of 50/50 weight distribution—and probably would have necessitated box flares on the front fenders. But in 2020, it means an inline-four with an aluminum block and head and a trick "volute" turbo that works to minimize lag.

With a peak of 380 pound-feet of torque between 1500 and 4000 rpm and a redline at 6000, the 2.7-liter feels strong and smooth at part throttle. Hit the accelerator hard, and 60 mph arrives in 4.5 seconds. The quarter falls in 13.2 seconds at 104 mph. The big four pulls hard until about 5000 rpm where the engine's enthusiasm begins to flatten out; our best times came when we shifted the automatic transmission ourselves at 5500 rpm. While it's not the tach-swinging, high-revving engine you might expect from a sports sedan, switching to Sport mode may change your perspective. In Sport, the 10-speed automatic shifts quickly and engages the aggressive shift map that downshifts under braking, calls up the right gear, and in general acts like it's related to the automatic offered in the Camaro ZL1 track marauder. Sport mode also turns up the synthesized engine sounds from 80 decibels at full throttle to 83.

The CT4-V's dual-volute turbo (a volute is a spiral-shaped object) operates on the same premise as the more common twin-scroll turbo. Each design uses two ducts in the turbine housing to separate the exhaust gases from certain cylinders. This separation allows the exhaust pulses to arrive at the turbine with more energy, which improves response time.

2020 Cadillac CT4 V interior
2020 Cadillac CT4-V interior
Cadillac CT4V interior
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