Cadillac is almost finished building the ATS-V of our dreams
When the Cadillac ATS-V initially appeared on the market in 2016, we instantly pitted it against the heavyweights: the Alfa Romeo Giulia Quadrifoglio, BMW M3, and Mercedes-AMG C63. The ATS-V came close, but it was never victorious in any of these comparisons. The new Cadillac CT4-V Blackwing for 2022—basically a significant mid-cycle upgrade for the ATS—attempts to remedy the wrongs of the previous model.
Despite the new name, facelift, and extra 4 inches in length, ATS-V drivers should recognise the CT4-V Blackwing right away. The CT4-V Blackwing (not to be confused with the CT4-V, which is more of an intermediate performance variant than a full-fledged V) is powered by a 3.6-liter twin-turbo V-6. Despite being recycled, the engine now produces eight more horsepower as a result of intake and tune adjustments, totaling 472 hp and 445 lb-ft of torque. Transmission options include a six-speed manual from Tremec or a new 10-speed automatic like the one in our test vehicle. The latter, which replaces the original eight-speed gearbox, shifts more quickly.
Unlike several of its German counterparts, this Cadillac offers solely rear-wheel drive as a powertrain choice. Other performance-oriented upgrades include the use of Delphi's fourth-generation MagneRide shocks, the most recent iteration of GM's Performance Traction Management (PTM) system, and two optional carbon fibre packs, which are claimed to reduce lift by 214 percent. The CT4-V Blackwing starts at $59,800, and our fully outfitted car cost $80,235.
The Performance Figures
Despite its eight horsepower and two-gear advantage over the previous ATS-V automatic sedan we tested (we also tested the ATS-V in coupe form), the new CT4-V Blackwing performs worse on the track than the ATS-V it replaces. The Blackwing goes from 0 to 60 mph in 4.0 seconds and completes a quarter mile in 12.4 seconds at 114.0 mph; its greatest 60-0 stop was 106 feet. In comparison, an automatic-equipped 2016 ATS-V sedan raced from 0 to 60 in 3.7 seconds and completed the quarter-mile in 12.1 seconds at 116.2 mph.
Despite the Blackwing's more current hardware and software, it's the same tale around the figure eight; its greatest lap time was 23.8 seconds at 0.84 g, whereas the ATS-V completed it in 23.7 seconds at 0.88 g. We believe the difference is due to the new car's 100-pound weight disadvantage.
Although the CT4-V Blackwing does not provide objective performance benefits over the CT4-V, it is substantially faster. The non-Blackwing accelerates to 60 mph in 5.5 seconds and through the quarter in 14.2 seconds at 95.2 mph, powered by a 2.7-liter turbocharged I-4 with 325 horsepower and 380 lb-ft of torque and coupled to a 10-speed automatic. It stops from 60 mph in 110 feet. The best figure-eight lap time for the CT4-V was 25.4 seconds at 0.73 g.
The Act of Driving
The CT4-V Blackwing driver is outstanding on the road—light on its feet, buttoned down, and virtually psychic. Few vehicles on the market today can compete with the CT4-V Blackwing in terms of sheer feel and connection with the driver on a decent, twisty stretch of road. The Cadillac's PTM system merits special mention since it allows for tail-out shenanigans while retaining an invisible tether on the rear end (and keeping you on the road).
We wish we were as smitten with the CT4-V Blackwing's powerplant as we are. The V-6/automatic combination isn't without merit; it's snappy and strong, and the gearbox does its damnedest to persuade you that it's Porsche's PDK in terms of rapid and predictable shifts. It's just... dull, and a lack of character is maybe the worst mistake you can commit when designing a performance automobile. If those gripes seem familiar, that's because they are. When we first tested the ATS-V five years ago, we suggested that Cadillac incorporate the naturally aspirated V-8 from the Chevrolet Camaro (its platform mate) into its sport sedan.
Cadillac has yet to do so, and considering that the CT4-V Blackwing and CT5-V Blackwing are the company's final two gas-powered V vehicles, it's unlikely it ever will.
The Balance of the Story
The interior of the CT4-V Blackwing is noticeably more luxurious than that of the ATS-V. Inside, the earlier CT4 had a "low-spec German rental vehicle" air, but the new CT4 oozes quality and workmanship, even if there's still space for improvement. The revamped dash was our favourite. It has Cadillac's most recent CUE infotainment system and a totally digital dashboard. We particularly liked the new steering wheel, which now clearly shows a PTM switch at the 5 o'clock position—a far superior approach to hiding the item under traction control settings, as in previous vehicles.
We particularly liked the generously cushioned, leather-wrapped bucket seats and carbon-fiber trim, while the armrests were stiff and the car seemed generally tight.
Although it isn't as fast as the ATS-V or the V-8-powered tiny Cadillac sport sedan of our dreams, the 2021 Cadillac CT4-V Blackwing is one of the most entertaining and engaging premium performance vehicles on the road. How does it compare against the latest and best competition? We've already had round one.
| 2022 Cadillac CT4-V Blackwing Specifications | |
| BASE PRICE | $59,900 |
| PRICE AS TESTED | $80,235 |
| VEHICLE LAYOUT | Front-engine, RWD, 5-pass, 4-door sedan |
| ENGINE | 3.6L Twin-turbo direct-injected DOHC 24-valve 60-degree V-6 |
| POWER (SAE NET) | 472 hp @ 5,750 rpm |
| TORQUE (SAE NET) | 445 lb-ft @ 3,500 rpm |
| TRANSMISSION | 10-speed automatic |
| CURB WEIGHT (F/R DIST) | 3,888 lb (53/47%) |
| WHEELBASE | 109.3 in |
| LENGTH x WIDTH x HEIGHT | 187.6 x 71.4 x 56.0 in |
| 0-60 MPH | 4.0 sec |
| QUARTER MILE | 12.4 sec @ 114.0 mph |
| BRAKING, 60-0 MPH | 106 ft |
| LATERAL ACCELERATION | 1.05 g (avg) |
| MT FIGURE EIGHT | 23.8 sec @ 0.84 g (avg) |
| EPA CITY/HWY/COMB FUEL ECON | 16/24/19 mpg |
| EPA RANGE (COMB) | 331 miles |
| ON SALE | Now |
No comments: