Cadillac takes the next step in the realignment of its sedan portfolio with the global introduction of the first-ever Cadillac CT4 sport sedan.

Revealed to customers through a social media campaign that virtually puts viewers in the driver's seat simulating the car's liberating drive experience, the 2020 CT4 is poised to appeal to a new generation of sport-luxury customers.

The CT4 offers plenty for the senses, starting with its RWD proportions and an athletic design. A bold color-and-trim palette featuring 11 exterior color options along with eight distinct interior color, material and trim options, customers will have no trouble making a statement.

Driven by an all-turbocharged propulsion portfolio and leveraging Cadillac's award-winning rear-wheel-drive architecture (AWD available on every model), the Cadillac CT4 delivers a driving experience unmatched by front-drive competitors. It also incorporates the latest Cadillac technologies, including available Super Cruise (available in calendar year 2020), the world's first true hands-free driver assistance feature for more than 200,000 miles of compatible highways in the U.S. and Canada.

RWD Proportions and Athletic Design

The CT4's sleek profile leverages the natural, long dash-to-front-axle proportional advantage of the rear-drive platform and, along with its wide stance, expresses presence, confidence and performance.

"We developed CT4 to appeal to youthful buyers in the luxury market who may be new to the Cadillac brand," said Andrew Smith, executive director of global Cadillac design. "The vehicle was intended to draw attention, using a combination of great proportions, taught surfacing and Cadillac family details that hint at the athletic driving experience this vehicle offers."

Bright exterior accents, along with unique grilles (with premium hot foil-stampings on the grille elements) and fascias, distinguish the Cadillac CT4 Luxury and Premium Luxury models. The Sport and V-Series models are differentiated by darker accents and performance-inspired details, including unique grilles, fascias, rocker extensions, rear spoiler and exclusive performance design wheels.

Each trim also features LED exterior lighting including headlamps, tail lamps and signature vertical lights at all four corners.

Perfectly-Balanced Driving Dynamics

The all-new CT4 is built on Cadillac's award-winning RWD sedan architecture. Exceptional balance from near-perfect weight distribution contributes to one of the segment's nimblest, most responsive driving experiences. Enhancements of the front and rear suspension systems, including Cadillac's signature double-pivot MacPherson-type front suspension (with dual lower ball joints), are designed to improve road isolation and driver feedback.

"Cadillac is dedicated to building the most exhilarating sport-luxury sedans," said Rob Kotarak, Cadillac chief engineer. "Every element of the CT4 is designed to bring innovative technologies right to the driver, providing discerning driving dynamics with cutting edge precision."

Additional chassis and driving dynamics features:

• Bosch premium electric, rack-mounted power steering system.
• Capable, precise and more-dependable eBoost brakes with patented Duralife coated rotors.
• Brembo front brakes standard on Sport and V-Series models.
• ZF MVS (Multi-Valve System) passive dampers.
• All-Wheel Drive (AWD) available on all models.
• Magnetic Ride Control 4.0 (V-Series RWD).

Selectable vehicle drive modes are standard and allow customers to enhance their vehicle settings for different preferences and conditions. The modes, Tour, Sport, Snow/Ice and Track, are joined by new My Mode and V Mode (V-Series), which can alter the calibrations for transmission shifting, suspension, steering and brake feel, front/rear torque split (with AWD), vehicle sound character and other vehicle attributes.

Available Continental self-sealing tires are a segment-first and contribute to the Cadillac CT4's balance of control in all conditions. They, along with the available run-flat tires, allow driving with most punctures that would otherwise sideline conventional tires requiring immediate replacement or repair.

Turbocharged Performance Choices

CT4 leverages Cadillac's proven turbocharging proficiency as the foundation for its spirited performance. The brand's 2.0L Twin-Scroll Turbo engine, with three-step sliding camshaft technology along with Active Fuel Management and automatic stop/start, is standard and SAE-certified at 237 hp (177 kW) and 258 lb.-ft of torque (350 Nm). It is backed by a sophisticated eight-speed automatic transmission.

Cadillac's new 2.7L segment-first Dual-Volute Turbo engine is available on Premium Luxury and is standard on V-Series. Horsepower is estimated at 309 hp (230 kW) with 348 lb.-ft of torque (472 Nm) in the Premium Luxury model and 325 hp (242 kW) and 380 lb.-ft of torque (515 Nm) in the CT4-V. It is matched with a segment-exclusive 10-speed automatic transmission with Electronic Precision Shift.

Like the 2.0L Turbo engine, the 2.7L Turbo also features a three-step sliding camshaft design, along with Active Fuel Management and automatic stop/start. Additional technologies include:

• Active Thermal Management, which uses targeted engine heating and cooling to improve performance in hot and cold ambient temperatures.
• An integrated exhaust manifold, which recovers heat for faster engine and transmission warm-up, along with quicker turbo response.
• An efficient electric water pump enables continual cabin heating, even when the engine is off during stop/start events.
• Tandem solenoid starter enables a faster response from a stop/start event and enables a smoother drive-away.

Driver-Focused and Connected Cabin

Designed for a new generation of luxury sport sedan customers, the Cadillac CT4's contemporary interior reflects sculptural, tactile forms and sophisticated details wrapped around a driver-centric cockpit that artistically incorporates the brand's signature technologies.

Ergonomically optimized and intuitive controls enhance driver confidence, while all the touchpoints in the cabin are crafted for a confident, high-tech sense of tactility. Additionally, sophisticated use of metal accents throughout enhances the décor and technology-driven ambience.

A high-definition, 8-inch-diagonal touchscreen is the centerpiece and focal point for the CT4's connectivity. It is mounted prominently in the center of the instrument panel with superb integration that flows with the interior's lines.

The Cadillac CT4 benefits from GM's new digital vehicle platform, an all-new electronic architecture that enables the adoption of the company's next generation of technologies. The platform enables faster signal transmissions as well as continuous vehicle improvements through over-the-air updates and enhanced cybersecurity measures.

Authentic materials such as leather appointments enhance refinement, while a host of standard comfort and convenience features emphasize Cadillac's attention to detail:

• Keyless entry and push-button starting.
• Leather-wrapped steering wheel (heated steering wheel is available).
• Full-color dual-display driver information center.
• HD Rear Vision Camera.
• LED interior lighting with stealth mode.
• Dual-zone automatic climate control with a humidity sensor, dust/particulate filter and rear-seat vents.
• Premium audio system with Active Noise Cancellation.

The Cadillac CT4-V had its big reveal in Detroit several months ago, and last month we finally saw the regular CT4. Today, Cadillac has pricing available for every CT4 trim level including the V.

The entry-level CT4 Luxury with rear-wheel drive will start at $33,990, including the destination charge. Adding all-wheel drive requires another $2,600, bringing the total to $36,590. Cadillac also throws in heated front seats and a heated steering wheel when you opt for the all-wheel drive model. The CT4-V comes in at $45,490 before options — on the V, the up-charge for all-wheel drive is only $1,100.
















Cadillac offers two trims in between the base Luxury and more powerful V-Series: Premium Luxury and Sport. The Premium Luxury is priced from $38,490, and the Sport is a tad bit more expensive at $39,590. All-wheel drive is even more expensive ($3,200) in the Premium Luxury, as it adds cooled front seats on top of the heated seats and steering wheel. The cooled seats aren’t included with the Sport all-wheel drive package, so it’s the same $2,600 charge as in the Luxury model.

Every CT4 but the V comes standard with Cadillac’s 2.0-liter turbocharged four-cylinder that makes 237 horsepower and 258 pound-feet of torque. An 8-speed transmission handles the shifting. Go for the much more expensive CT4-V, and you get the 2.7-liter turbo four that makes 325 horsepower and a whopping 380 pound-feet of torque. This engine is exclusively mated to a 10-speed automatic.

For a full rundown and background on the CT4 and CT4-V, check out our previous coverage of the cars. You’ll be able to order a 2020 CT4 later this year.

This summer, Cadillac teased much more impressive V-series models than the lukewarm CT4-V and CT5-V. Now we get a better look at both super sedans, each one boasting more aggressive, but subtle visual upgrades.

Normally we would talk about the visual changes to each car individually, but the changes are nearly identical between the cars. They both get deeper chin spoilers and lower side skirts. The lower grille opening now features slatted sections on either end. The headlights, main grille and hood all look unchanged from the regular V models. The same goes for the rear bumpers and tailpipes. The rear spoilers on both are much taller, though. The wheels on the CT4 look about the same as the CT4-V, but the CT5 wheels look a bit different with more detail. We also get a good look at the wheel-filling brakes.




Cadillac hasn't said anything concrete about the specifications of the hotter CT4 and CT5 models, except that they'll definitely be faster than the revealed V models. One thing we do know, thanks to our spy photographer's video from earlier this year (shown above), the CT5 will get a V8. Our bet is on it being the Blackwing twin-turbo V8 that's available in the CT6-V and CT6 Platinum. It would probably have at least the same output at the CT6-V at 550 horsepower and 640 pound-feet of torque. Expect the 10-speed automatic transmission to carry over with it. This drivetrain would also open up the possibility of all-wheel drive. As for the fast CT4, it could potentially revive the ATS-V's twin-turbo V6 with 464 horsepower and 445 pound-feet of torque. It would probably also get a 10-speed automatic and maybe all-wheel drive as an option.

Smaller than the Chevrolet Camaro but featuring pretty much the same platform, the CT4 is Cadillac’s smallest sedan for the 2020 model year. The replacement of the ATS is also available in high-performance guise, but the CT4-V will soon be joined by a louder sibling that could be called the Blackwing or Plus.

First things first, let’s go through the two engines currently on offer. Lesser versions rely on a 2.0-liter turbo four-cylinder codenamed LSY, an evolution over the LTG found in the Camaro. Peak horsepower and torque are rated at 237 and 258, respectively. The CT4-V levels up to the L3B four-cylinder turbo with 2.7 liters of displacement, also known as Tripower in the Chevrolet Silverado 1500 pickup truck. In this application, General Motors has squeezed out 325 horsepower and 380 pound-feet (515 Nm) of torque.

GM Authority “has learned what will power” the CT4-V Blackwing, and unsurprisingly, the motoring publication makes a case for the LF4 engine. A 3.6-liter V6 with twin-turbo technology, this mill used to power the ATS-V Sedan and ATS-V Coupe with 464 ponies and 445 twerks to 189 mph (304 km/h). Zero to 60? Make that 3.7 seconds, thank you!

The CT4-V with rear-wheel drive tips the scales at 3,616 pounds as opposed to 3,803 for the ATS-V, which means that acceleration should favor the newcomer. It’s also important to highlight that the 10-speed automatic transmission is an upgrade over the eight-speed box from yesteryear, but most importantly, all-wheel drive is also available as an option.

Turning our attention back to the nomenclature, GM Authority is willing to bet a tenner on Blackwing considering that the CT6 will stop U.S. production this week. The full-size sedan is still produced in China, and speaking of the People’s Republic, that’s where the plug-in hybrid is made with an 18.4-kWh battery, an e-CVT, and 2.0-liter turbo four-cylinder engine. The fate of the LTA twin-turbo V8 in the CT6-V and CT6 Platinum remains uncertain, though it wouldn’t be surprising to find this powerplant in the Escalade.

With the launch of the 2020 Cadillac CT4, GM is pushing back into the smallest luxury sedan segment that in recent years has almost exclusively featured entries from Germany. We're pleased to see it return, and importantly, that it definitely came back prepared.

The CT4’s key differentiator is its platform. Unlike the bulk of entry-level luxury sedans currently on the market, the Cadillac rides on a rear-wheel-drive platform. All-wheel drive is available throughout the lineup for those who need (or just want) four-season flexibility, but it’s meant to be a convenience feature rather than a performance upgrade — the same is not true of its front-wheel-drive competitors.

The CT4 ostensibly replaces the discontinued ATS, but reality is a bit murkier than that. Stop us if you’ve heard this before, but the Cadillac CT4 is not entirely size-appropriate for the class. While the CT4 is aimed at the subcompact luxury sedan segment (and the CT5 at the compact), it’s dimensionally a bit closer to the likes of the Mercedes C-Class than it is the A-Class.

This gives Caddy a bit of an advantage, but it’s nothing we haven’t seen from GM’s luxury arm before. Cadillac has chosen instead to target the segment based on price, which is a win for consumers in a way, as you can get a little bit more bang for your buck if they’re willing to take a chance on the underdog.

Cadillac is offering its new small sedan in three states of tune. The base (“Luxury”) model boasts a 2.0-liter engine good for 237 horsepower and 258 pound-feet of torque. The Premium Luxury and CT4-V models get the 2.7-liter — which is still a four-cylinder — that makes 310 hp and 350 lb-ft of torque in its base tune and 325 hp and 380 lb-ft in the CT4-V. All three variants make use of GM’s active fuel management tech which allows them to run on just two cylinders to conserve fuel while cruising.

Yes, you read that correctly. The CT4-V boasts just 325 hp, which may seem like a pittance considering the outrageously powerful V models of Cadillac’s past, but GM’s luxury arm has decided to re-jigger its performance hierarchy by eliminating “V-Sport” entirely, shifting “V” down to fill that role, and introducing a series of new range-topping performance models dubbed “Blackwing.”

In that context, the CT4-V may seem like an also-ran, but consider the company it keeps. The Audi S3, Mercedes-AMG CLA 35 and BMW M235i Gran Coupe all play in the exact same space with similar power figures, slotting beneath the high-performance RS3 and CLA 45, respectively, with no comparable uber 2 Gran Coupe.

And the CT4-V is more than just a little extra power and torque. It also benefits from a mechanical limited-slip differential, GM’s fourth-generation Magnetic Ride Control (so far exclusive to the CT4-V, CT5-V and mid-engine Chevrolet Corvette) and a whole host of unique chassis adjustments, including a quicker, V-specific steering ratio. Cadillac also says every rear-wheel-drive CT4 has near-perfect 50:50 weight distribution.

The CT4 lineup is also the beneficiary of Cadillac’s new electrical architecture, dubbed “Vehicle Intelligence Platform.” This enables a lot of cool behind-the-scenes stuff, and also paves the way for the electrification of Cadillac’s new vehicles. The brand isn’t ready to announce any electrified offerings just yet, but we suspect it won’t be long before Cadillac follows the Germans into the mild-hybrid performance space.

This electrical platform will also enable a key feature that is coming for 2021: SuperCruise. Cadillac’s highway semi-self-driving system leans heavily on this electrical (and electronic) blueprint, and models equipped with the suite should start to appear late in 2020. There are immediate benefits to this new tech too, such as the CT4’s universal interior and exterior LED lighting.

While SuperCruise may not be available right off the bat, the CT4 offers plenty of other safety tech, including standard forward emergency braking and rear parking assist, and available blind-spot and rear cross-traffic warning, adaptive cruise control, and reverse automatic emergency braking.






On the convenience front, the CT4 is equipped with the latest version of Cadillac’s infotainment suite dubbed Cadillac User Experience. This includes a standard 8-inch HD touchscreen with Android Auto and Apple CarPlay integration, plus available navigation, wireless device charging, Amazon Alexa and an auxiliary rotary control interface for the infotainment system. The CT4’s 16x9 screen is responsive, but smaller than some competitors’. Both BMW and Mercedes-Benz offer slick 10.25-inch widescreen units

We only got to drive the CT4-V this go around, but on the road, we found it strikes a near-perfect balance between luxury and performance. Its eagerness and athleticism never encroach on its luxury mission until you ask them to, whether you dial in your own drive mode profile — Cadillac calls it “My Mode” — or you simply reach for the one-click V-Mode option on the steering wheel.

When you’re on the highway, the CT4-V is composed and buttoned-down without being in-your-face. Its adaptive cruise control (part of the $1,100 Driver Assist package) maintains speeds just about perfectly, demanding little attention and prompting little consternation. It can also be shut off if you'd prefer plain old cruise control. The seats are relatively plush but supportive and offer plenty of adjustment for individual preferences — a bit of a theme for the CT4-V.

Thanks to the Magnetic Ride Control and the CT4’s drive-by-wire systems, virtually everything about the sedan changes depending on the mode you select. In Sport or Track modes, the brakes react to the most minute pedal pressure, ready to bring the CT4-V’s 3,616-pound heft to a stop if need-be.

Some things can’t be changed, of course, and fortunately Cadillac did a great job with those too. The steering is precise and well-weighted, and the chassis willing and predictable — an excellent dance partner — and 325 hpr is more than enough to make use of it. The CT4-V feels very complete.

But it’s not perfect. The 2.7-liter four-cylinder is fundamentally very similar to the engine under the hood of the new Chevrolet Silverado and GMC Sierra pickup trucks. As Caddy’s engineers tell it, the trucks are the true beneficiaries of this arrangement, as the rather large four-pot was destined for the CT4 all along. Cadillac went to great lengths to make sure it was refined enough for duty in a luxury sedan and while the result is mostly good, mostly good is slightly bad.

While the dual-volute turbocharger and large displacement deliver torque for days, the 2.7-liter feels a bit awkward when accelerating slowly from a stop. This is probably at least somewhat down to the gearing of the CT4-V’s 10-speed automatic. In Touring mode especially, the engine seems to generate a disproportionate amount of noise for the power it’s putting out at lower throttle openings. It sounds overworked, which is the exact opposite of what you’d expect from an engine being asked merely for mild acceleration, making it all the more noticeable.

Considering what Cadillac set out to achieve with the CT4 — and the V model specifically — the fact that this is the worst thing we can say about it speaks volumes for GM’s effort. At it’s $45,490 base price (including $995 for destination), it takes the fight directly to its competitors, and in many ways that matter to enthusiasts, it’s the better buy.

So many of Cadillac’s recent products have prompted us to say things like, “It’s pretty good, but…” The CT4-V needs no such qualifier. To put it succinctly, they nailed it.

Spy shots of the Cadillac CT4-V Blackwing have been relatively rare in comparison to the CT5-V Blackwing. This new gallery shows the current state of the performance sedan's development.


While we generally start looking at a vehicle from the front, the most noticeable change to this CT4-V Blackwing is at the rear. In comparison to the earlier photos (gallery below), the trunk spoiler doesn't appear to have as steep of an angle. The part is still plenty big, though. There are still dual trapezoidal outlets coming out of each corner of the tail.
In front, there are no major changes other than this vehicle now wearing a Cadillac emblem. The front fascia features several louvered inlets in the corners, in addition to a larger opening in the center. The fenders look wider than on a standard CT4, too.

Despite its name, this vehicle doesn't use the Blackwing twin-turbo 4.2-liter V8. Instead, there's probably a V6 under the hood. The engine might even be a version of the twin-turbo 3.6-liter V6 from the old ATS-V. As a reminder, that mill made 464 horsepower (346 kilowatts) and 445 pound-feet (603 Newton-meters) of torque.

Cadillac says that buyers would be able to specify a manual gearbox. Customers who prefer an automatic would allegedly be able to get a 10-speed transmission.
If COVID-19 hadn't messed with everyone's plans in 2020, we might have seen the CT4-V Blackwing this year. Instead, it was allegedly among the many models that General Motors delayed. The sport sedan's debut still might happen this year, but sales wouldn't commence until 2021

Many automakers have challenged the M3 over the years, but few newcomers have actually managed to give the sporty sedan from Bavaria a run for its money. Cadillac went down this route with the ATS-V a few years ago, and the GM brand is doing it again with the CT4-V Blackwing.
19 photos

Described as “the pinnacle of Cadillac performance,” the compact executive sedan can be considered an evolution of the ATS-V over two well-founded reasons. On the one hand, we have the Alpha 2 vehicle architecture for rear- and all-wheel-drive applications. Secondly, the twin-turbo V6 with 3.6 liters of displacement bears the same codename as the engine in the ATS-V.

“Geared towards the truly driven,” the CT4-V Blackwing comes with a six-speed manual as standard while the 10-speed automatic transmission is optionally available with paddle shifters. Suck-squeeze-bang-blow is channeled exclusively to the super-sticky rubber shoes out back to the tune of 472 horsepower and 445 pound-feet (603 Nm) of torque. More than adequate for a car in this segment and of this weight, don’t you think?

"Our love for racing inspired us to obsess over the details and realize every advantage for performance and sophistication," said executive chief engineer Brandon Vivian. Considering the 3.8-second acceleration to 60 miles per hour (97 kilometers per hour) with the torque-converter automatic transmission and 189-mph (304 kph) top speed, I find it hard to doubt that claim.

“Blackwing stands for the very highest level of execution from Cadillac and offers a distinctly American vision of performance: incredible power and luxurious craftsmanship, with absolutely zero compromise,” added Vivian.

Late summer is when the order books will open, but until then, 250 units can be reserved with a $1,000 refundable deposit. These cars differ from regular production models through the high-performance steering wheel that features a plaque etched with a five-digit portion of the VIN sequence.

At $59,990 excluding destination charge, the most exciting compact executive sedan Cadillac has ever produced is considerably more affordable than the ATS-V, which used to start at $67,795 for the 2019 model year.

Rising from the ashes of the ATS-V, the 2022 Cadillac CT4-V Blackwing represents the ultimate (in the purest sense of the word) in compact performance from GM’s luxury brand. The name Blackwing was originally applied to a stillborn, twin-turbocharged V8 destined for a new generation of luxury sedans, but has been repurposed as a symbol for Cadillac’s stubborn insistence on doing right by its performance heritage, right up to the end. Yes, the end. The last gasp. The grand finale. Swan song. Farewell tour. Whatever version of finality works best for you, apply it here, because Blackwing represents the gasoline-powered Cadillac’s final form.

There are two key components to a sport sedan: a kick-ass powertrain and a chassis than can wrangle it. Check and check. A modern and powerful twin-turbo V6 resides under the CT4-V Blackwing's hood, and it rides on the latest and greatest revision of GM’s global Alpha platform, which evolved from the same basic underpinnings of the ATS, CTS and Chevy Camaro. A stretched and widened version is the foundation for the CT5 (look for our review of that car's Blackwing next week).

In transitioning from ATS to CT4, Cadillac decided to reposition and price its smallest sedan against Europe’s subcompacts. In the grand tradition of Cadillac’s sporty four-doors, this makes it a size mismatch. It’s almost as large on the outside as a BMW 3 Series or Mercedes C-Class, rather than the front-wheel-drive based 2 Series Gran Coupe and CLA-Class with which the CT4 nominally competes on price.

This generational re-branding also resulted in a new, very different approach to high-performance models wearing the letter V. Before, they represented the pinnacle of their respective nameplates, but now, a -V represents the mid-grade offering. Upgraded certainly (limited-slip rear differential, more power, adaptive suspension) but positioned against Audi’s S and BMW’s M-Sport models. Cadillac even calls it "CT4 V Series" in certain places because the situation wasn't confusing enough.



And although there's nothing ambiguous about the Blackwing's position atop the CT4 hierarchy, Cadillac's have-their-cake-and-eat-it-too approach to the CT4’s positioning still makes things a little hinky. The CT4-V Blackwing and its twin-turbocharged 3.6-liter V6 packs 472 horsepower and 445 pound-feet of torque, figures that rival the BMW M3 and others in the compact segment rather than anything in the subcompact segment (the bonkers CLA 45 tops out at 382 hp). Similarly, the Blackwing's 0-60 times of 3.9 seconds with the automatic and 4.1 with the manual also fit nicely, as does its 189-mph top speed. The manual is rated at 15 mpg city and 23 mpg highway; the automatic at 16/24.

And yeah, how about that? A six-speed manual transmission is standard with a 10-speed automatic optional. It’s also rear-wheel drive to boot. Don’t bother looking at the baby European performance sedans for a row-your-own option; they’re all automatic-only. So are most of the compacts these days.

Between the engine and the driven wheels sits an electronically controlled limited-slip differential (a true mechanical unit; not a brake-based setup) and keeping it all in check is the latest version (4.0) of Cadillac’s Magnetic Ride Control (MRC). Total curb weight with the manual: 3,860 pounds. That’s just 100 pounds more than the much smaller and far less practical Camaro 2SS.

Caddy’s engineers went to great lengths to save weight, some of which (18-inch wheels on a high-performance car) are more obvious than others (no available sunroof). Those 18-inch wheels are wrapped in summer-spec Michelin Pilot Sport 4S tires in 255/35ZR18 (front) and 275/35ZR18 (rear). The rear brakes were also converted to a dual-caliper setup with a dedicated clamp for the parking brake, which both lowered un-sprung mass and allowed for better airflow (and thus cooling). They got an upgrade to a four-piston setup in the process, too, which adds an extra layer of confidence.

On the road, the extra tire sidewall pays huge dividends. In Touring mode, the Blackwing remains planted and nimble but rides, well, like a Cadillac. It’s supple and soothing even over broken pavement, providing feedback at a whisper rather than a roar. “Sport” tightens the steering and the damper response, but still doesn’t punish. It’s not until you get into the Track-specific modes that things get truly flinty.

As with just about everybody else, Cadillac lets you customize the CT4-V Blackwing’s drive modes pretty much exhaustively, with many categories offering more than simple binary choices. Steering, suspension, engine response — you name it, you can customize it. Shift programs are also selectable in automatic-equipped cars.



The manual transmission may not be a commuter’s ideal choice (or, assuredly, a popular one), but the Blackwing’s 6MT is about as pleasant a manual gearbox as there is. The Tremec TR6060-based unit snicks obediently from gear to gear and comes with a rev-matching option that is left off by default, but toggled with the press of a single button next to the shifter. No drive mode requirement. No menu hunting. Just a simple “yes” or “no.”

No-lift shift is also standard, allowing you to keep your right foot planted as you power through the gears, and pairs nicely with launch control to help you hit Caddy’s suggested 0-60 times, which media were able to casually reproduce even with heat-soaked engines in the Virginia International Raceway paddock. Oh, yeah; I got to drive this puppy at VIR.

There, Cadillac had both automatic and manual Blackwings at the ready, all of them showroom stock apart from a track alignment (which Cadillac includes in the owner’s manual, before you protest). For hours, a small group of journalists escaped the 97-degree afternoon with repeated air-conditioned hot laps, absolutely pounding on the little Cadillacs without even a hint of complaint.

We ran VIR’s full course with only one exception – the tiny bus stop on the back straight was included as a chicane to check our speeds going up the hill into the Roller Coaster, but VIR is a thirsty beast, consuming every scrap of horsepower you can throw at it. Even with the chicane in place, 130 was doable on the back straight, and the pit straight invited us even deeper into the revs before braking hard into Turn 1. In my favorite spot – VIR's famous climbing esses – the Blackwing was an absolute kitten even with mid-corner speeds pushing 110, which was about the limit of my comfort in a strange car on a track I haven't driven since before the eponymous oak tree fell at what literally nobody refers to as VIR's turn 12.

The Blackwing rotates like an absolute dream, and even with the Michelin’s tall-ish sidewalls, there’s no lag in its steering. Short of getting absolutely ham-fisted with the controls, the front end offers prodigious, reliable grip before ultimately surrendering to predictable, safe understeer that vanishes with just the slightest lift. GM’s Performance Traction Management absolutely shines here, allowing the driver to quickly dial in just the right amount of intervention – or aid, depending on how you’re using it.

This is the part where I’m supposed to tell you what the catch is. Well, it’s a Cadillac, so if that matters to you, I suppose that’s a drawback. The Blackwing does suffer from a couple of shortcomings inherent to the every CT4 (and the Alpha platform in general), such as a somewhat awkwardly cramped footwell for some, a too-low-and-far-back seating position for others, scarce rear passenger legroom for all and a tiny trunk. Those all persist in this application, but I really can’t think of any other meaningful nits to pick that are exclusive to the Blackwing. Or deal breakers.



It's also a stupidly good deal. Since the Blackwing is essentially a CT4-V with a ridiculous performance package stapled onto it, it pretty much comes in two forms: loaded and more loaded. The base model comes with synthetic leather and basic sport seats, which can be upgraded to more aggressively bolstered Nappa leather buckets with composite front seat backs if you’re so inclined. The tech package is quite robust too, including wireless Android Auto and Apple CarPlay, along with AKG premium audio as standard equipment.

The only notable omissions from the base model are adaptive cruise control and automatic emergency braking; they can only be optioned with the automatic as part of the $900 Driver Assist package. The Performance Data Recorder carries over from the ATS-V as well, but it’ll set you back $1,600.

Outside, you can choose from a couple of alternative wheel finishes (matte gray and brass) and add carbon fiber trim. The base carbon fiber package includes track-spec aero elements (splitter, wheel well deflectors, dive planes and enhanced rear spoiler) that actually generate usable downforce. They’re pricey ($4,350 for the basic stuff; another $2,650 for the extra cosmetic bits), but don’t clutter up the exterior too badly and they are functional.

That’s about it. Consequently, the Blackwing’s base price of $59,990 (including destination) doesn’t require much inflation unless you’re picky about the quality of interior materials or really want that extra downforce. Mechanically, there’s virtually nothing to chase. Except perhaps some BMWs.

And that’s what Cadillac has been doing since the first CTS-V debuted way back in 2004. The genesis of the V badge was oversized for its class (sound familiar?) but nonetheless wonderful to drive. While the CT4-V Blackwing may not carry on the CTS’ heavyweight legacy, it hits the bullseye Cadillac has been zeroing in on for nearly two decades: it does what we want a BMW M3 to do – arguably better – without any meaningful penalty.

The sad part is that the CT4-V Blackwing represents the very best of what Cadillac used to do. The brand’s future is in Lyriq and SuperCruise and the rest of what GM’s luxury branch is pursuing in the post-de-Nysschen era of electrification and automation. I can think of no better note to end on.

Cadillac’s V-Series Blackwings have Geoff Holbein’s fingerprints all over them. The MT/DCT/BEV Development Engineer has led manual transmission development for the past seven years at Cadillac, starting with the ATS-V. From there, he worked on the Corvette and Camaro and then took over the development of the CT4-V and CT5-V Blackwings “from cradle to grave.” Not that they’re dead quite yet; there are still a few years left of their glorious internal-combustion thunder.

You can thank Holbein for the Blackwings’ outstanding shifting, and I was singing his praises when I took a CT4-V ‘Wing for a spin recently. This powerful car comes standard with a 472-horsepower 3.6-liter twin turbo V6 mated to a Tremec six-speed manual, and it transforms a car from what some consider a stodgy brand into a zesty track monster.

Cadillac says the 2022 CT4-V Blackwing will zoom from zero to 60 mph in 4.1 seconds with the manual and it’s a hair faster with the 10-speed automatic at 3.9 seconds. Trust me when I tell you that taking off from a full stop rockets you ahead at any stoplight, so don’t challenge one to a street race. The throw is short and the forgiveness long, and it's set up for active rev-matching and no-lift shifting.

Holbein led the integration of the transmissions, the clutch, dual-mass flywheel, the shifter, the clutch pedal performance, and the hydraulics that go along with all of that. That’s no small task, especially looking back to see the uptake in sales for V-Series cars with a manual. And while the transmission starts with components from Tremec, Holbein says they’re molded specifically for these models.

The transmission in the CT4 is almost identical to the one that's in the ATS-V with some minor differences, Holbein says. For example, there’s a higher output transmission pump in the CT4 version. The CT5 has the same transmission as a ZL1; the only difference is that it has a change in the headset gear, which changed the whine characteristics of the transmission.

On the Blackwings, the transmission feels different because Holbein and his team had the opportunity to start from scratch, he says. They wanted a sportier feel, so they went with a shorter ratio shifter over the ATS-V’s; the ATS-V has a 5.6 ratio shifter and the CT4-V Blackwing has a 5.1.

“It's actually the same ratio as we have in all of our 1LE Camaros and all the really sporty cars that we make,” he says. However, it still had to please the Cadillac customer base, which tends to look for a more refined experience.

“We wanted to make it like very Cadillac-esque and get rid of all that street-pounder, big-V8 type stuff, and make it as quiet as we can,” Holbein says. “Then we let the exhaust and the engine do all of the singing.”

And sing it does. I found the CT4-V Blackwing didn't match the CTS-V’s 640-hp supercharged 6.2-liter V8 for meaty power, but I very much enjoyed the smoothed-out edges of the CT4-V Blackwing. Somehow, it suggests the intersection of the future of Cadillac and the best of the past, as it’s the last gas-powered car with a stick shift. Yes, it's true: this is the last of its kind. But I wouldn't give up on Cadillac, because the brand is finding its way forward and history proves that it's stubborn as hell.

“This is definitely going to be our last gas-powered manual,” Holbein says. “I know when you start to get into the EV range, doing a manual transmission is still technically possible but it's a little trickier. We won’t write that off for the future.”

no-lift shifting.

The premier brand in the General Motors portfolio has upped the destination charge of the CT4 by $200. Including $1,395 for delivery, customers have to pony up $35,090 for the Luxury 2.0L Turbo 8AT.
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Higher up the spectrum, Cadillac offers the Premium Luxury with the same powertrain or the 2.7-liter turbo four-cylinder mill found in the Chevrolet Silverado 1500. The higher-displacement powerplant is connected to a ten-speed automatic. The Sport is rocking the lesser engine and transmission.

The performance-oriented variant marketed under the CT4-V moniker starts at just over $47k for the larger powerplant and ten-speed transmission. As for the crème de la crème, you’ll have to fork over $60k for the CT4-V Blacking with the six-speed manual and $63k for the automatic gearbox.

Based on the Alpha 2 vehicle architecture derived from the Alpha platform of the sixth-generation Chevrolet Camaro, the CT4 is manufactured alongside its larger sibling and the aforementioned pony car in Michigan.

Turning our attention to standard equipment, Luxury customers are offered the Cadillac Smart System suite of safety and driver assistance features, LED Reflective Windshield Collision Alert, an 8.0-inch touchscreen infotainment system, LED headlights and taillights, LED for the interior, wireless phone charging, as well as wireless CarPlay and Android Auto. In terms of extras, the most important of the lot would be all-wheel drive at $2,000 over the recommended price of the rear-wheel-drive CT4 Luxury.

Premium Luxury customers get nicer wheels, leather surfaces, additional front-seat adjustability, driver memory settings, auto-dimming mirrors, rain-sensing wipers, a universal home remote, and front park assist. The Sport gains cool exterior touches, including dark accents, together with performance tires, alloy pedals, magnesium-alloy paddle shifters, 18-way adjustable front seats with larger bolsters, and a thick-rim steering wheel.

Over in V-Series world, quad trapezoid exhaust outlets open the list of goodies. Performance-tuned suspension with magnetic ride control, a limited-slip rear differential, even better performance tires, and 14-speaker premium audio are only a few highlights. As ever, all-wheel drive is an option. The CT4-V Blackwing, on the other hand, is exclusively rear drive.