I’ll say it again, we’re living in a new automotive golden age and vehicles like the Cadillac CTS-V that recently graced my presence for a week is more evidence of the good times we get to enjoy in some of the most potent vehicles to come off vehicle assembly lines.
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The 2019 Cadillac CTS-V continues for the fourth year after its latest generation introduced in 2015 as a 2016 model year without any notable changes other than no longer offering the Champion Edition package and a slightly revamped Cue infotainment system. However, during my week with Cadillac’s most powerful vehicle, the suspension system through the use of the highly praised magnetic ride control or magnetorheological dampers it seemed to ride better than previous years in my opinion. The remarkable tuning of the magnetic dampers appears to have improved keeping the body motions of the big CTS-V composed, level and poised to lay down power to the pavement from the rear wheels and its eager 6.2-liter Supercharged V8 engine with 640 horsepower and 630 lb-ft of torque.
As I remember from my first time in the latest generation of the CTS-V from the 2016 model year, the hot-rodded Cadillac beckons to be pushed, hard. That push from a standstill permits a 0 to 60 mph time of about 3.7 seconds. Moreover, the CTS-V is good for a top speed of 200 mph. While I don’t have the “runway” to test its top speed, I did, however, get a chance to put the CTS-V to the test in a close lot and was pleased with its balanced handling dynamics. For a high-horsepower rear wheel drive sedan, the CTS-V is easily among the best that there is running along side of previous generation rear-wheel-drive BMW M5. While the new M5 may have an edge over the CTS-V in terms of getting the power to the pavement more efficiently and to all four wheels, the CTS-V holds its own making due with rear-wheel-drive, an electronic limited slip differential, and snappy-shifting 8-speed automatic transmission.
As I have said in my previous review of the current generation CTS-V, it punches high and proves to have more aggregable dynamics to lay the power down versus something like the Charger Hellcat. Most of what you see in the CTS-V is functional and catches your eye for more than one purpose, not limited to the cool looks of its additional carbon fiber bits that come with the optional Carbon Fiber Package included on my test vehicle. With the added bits, the CTS-V proves to have additional downforce and redirection of drag-inducing wind thanks to a larger carbon fiber front splitter, larger carbon fiber spoiler, and lower diffuser.
In the area of performance, Cadillac didn’t leave many stones unturned, and such a formula has carried its age well from the 2016 model year into 2019 and the recently-announced last year for the CTS-V concluding in 2020. The multiple personalities of the Cadillac CTS-V add value to its complete package. Furthering such value are the surprisingly comfortable heated Recaro seats up front that combine a respectable level of support through thick bolsters but conforms to most body types as to make long highway trips enjoyable and void of fatigue.
At first sight of the CTS-V people know it means business. Confirming its seriousness, the Caddy CTS-V rumbles to life at startup and keeps everyone engrossed from the rumbling sound out back of its multi-mode exhaust system followed by a soft supercharger wine and pupped-in artificial engine sounds. The multiple drive modes subtly transform the CTS-V from a soft ride in touring mode to Sport mode firming things up with the suspension, steering, and advancement of transmission shift points. Track mode makes things a hair more aggressive to hold gears longer, downshift sooner, and firm up the magnetic ride control dampers even more. Bringing things to a stop is the work of massive brakes with 6-piston front calipers and 4-piston rears.
The welcomed appointments and luxury amenities of the top-trimmed Cadillac CTS make their way into the CTS-V featuring the somewhat controversial CUE infotainment system but now featuring an updated menu set and screen selections. The new screens in the CUE infotainment system add a new level of user-friendliness and a better integration of a home screen. I welcome the update in addition to the system being more responsive than I remember. However, the backup camera could use some polishing as the imagery appears to be grainy and lacking a full 360-degree view when the CTS-V competition offers such in much higher resolutions. Still, the front camera and its automatic activation often come in handy when parking as to help prevent damaging the front Carbon Fiber splitter on a high curb or parking curb-stop.
There’s a lot to like in the CTS-V as an every-day commuter car, a family vehicle, and an occasional track monster. Having the multiple personalities is the benefit of shopping for vehicles in the coveted ultra-performance mid-sized sedan segment that the CTS-V takes up. With such comes a hefty price, one that now starts at $86,995 and quickly climbs to my loaded-up test vehicle’s price of $106,180, which includes just about every available option, a $1,300 gas guzzler tax, and a destination charge of $995. With the CTS-V hitting the chopping block come the 2020 model year, now to get your hands on one of the hottest performance sedans to grace this world. As I said before, it’s a love child of Scarface and Cinderella.
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