A design patent granted on July 3 to GM Global Technology Operations for a “VEHICLE BODY EXTERIOR” shows images of an athletic, sleek-looking coupe that many believe will be the all-new Cadillac CT5 Coupe. While we’re not certain of that, it is an interesting design that will give Cadillac a type of sporty car it’s been missing.

The drawings were first brought to our attention by the site Cadillac Society. Right now, Cadillac’s only coupe is the ATS coupe, which is a nice “personal luxury” coupe but not really a sports car like the old XLR was. But as we all know, Cadillac is in the process of overhauling its entire lineup to be “CT” cars or “XT” crossovers, followed by a number, so this appears to be the new midsize coupe.

And where the XLR was based on the Corvette, this new design’s proportions look like it could be based on the Camaro, which would be a smart move, re-purposing an already developed platform that has the performance needed, with larger and more flexible interior packaging than, say, a Corvette-based product. Or maybe it will be the Omega platform, which underpins the CT6 large sedan.

Anyway, the design looks good, at least from what we can tell from these early CG grayscale renderings. It’s got classic long hood/short deck proportions and a nice fastback roofline. Even more interesting, the visible cutlines seem to suggest a rear hatchback design, which would be a first for a (non-SUV) Cadillac.

The front end design shows a sort of simplified, cleaner approach than Cadillac has taken in the past few years, and I’m wondering if that rectangular panel in the grille is for radar/cameras/SuperCruise sensors?

The rear has four exhausts and what look like taillights that are almost right angles.

From above, there’s a slight Coke-bottle curve in there, but it’s mostly a rectangle with blunted corners.

It’s a good design, I think. Maybe it’ll be the new CT5? Maybe it’ll be based on a Camaro? Maybe it’ll be the first car for a China-only re-birth of the Buick Riviera as a sub-brand? I guess we’ll just see.

The CT5 is a new luxury sedan from GM's Cadillac brand. The model will replace both the ATS and CTS Sedans in the future Cadillac product portfolio. The vehicle will be larger than the ATS yet slightly smaller than the CTS, and positioned as a D-segment offering that's slightly larger than the BMW 3/4 Series and Mercedes-Benz C-Class segment stalwarts.

Driven by Cadillac's latest turbocharging technology and building on more than 15 years of performance credentials, the first-ever 2020 CT4-V and CT5-V were unveiled, expanding choices for the brand's V-Series performance sub-brand.

Following the 2019 CT6-V (initially known as the CT6 V-Sport), they grow the V-Series family with even more levels of performance, while preserving the lineage established by the original V-Series lineup introduced in 2004.

"The new V-Series sedan lineup defines modern sophistication by combining luxury appointments with thoughtful technology and athletic refinement for the discerning enthusiast," said Brandon Vivian, Cadillac executive chief engineer. "We are inviting even more customers into the V-Series family by adding a new level of elevated performance between our Sport models and the ultimate, high-performance track capability that the V-Series has grown to represent."

The first-ever CT4 and recently introduced CT5 represent Cadillac's realigned sedan portfolio, characterized by new proportions, innovative technologies and more appearance and performance choices. Each is built on Cadillac's award-winning rear-wheel-drive Alpha architecture, with the V-Series models developed to deliver the ultimate blend of performance, presence and road-going refinement.

Both share the latest standard V-Series performance technologies, including Magnetic Ride Control 4.0, which is tuned specifically for V models to enhance comfort without sacrificing performance-oriented responsiveness, and drive modes that include new V-Mode personalization. Each model is available in RWD or AWD and features a 10-speed automatic transmission, Brembo front brakes with eBoost electronic assist and a limited-slip rear differential on Cadillac CT4-V and electronic limited-slip differential on Cadillac CT5-V.

Cadillac's exclusive Super Cruise, the first true hands-free driver assistance feature for the freeway, is available on more than 130,000 miles of limited-access freeways in the U.S. and Canada. It will be available on both new V-Series models.

"The new lineup expands the V-Series ethos, drawing more customers into the Cadillac Performance family, and the newest Vs are focused on elevated athleticism and luxurious refinement for customers wanting a dynamic daily drive," said Mark Reuss, GM president. "And this is only the beginning of the V family. Cadillac's passion for performance shines on a racetrack. Stay tuned."

The first-ever Cadillac CT5-V builds on the precision-focused details of the all-new luxury sedan introduced in early 2019 to offer elevated road performance and an engaging driving experience.

• Powered by Cadillac's high-output 3.0L Twin Turbo V-6 engine, which uses low-inertia turbochargers to enhance power production across the rpm band. It is rated at a Cadillac-estimated 355 horsepower (265 kW), pending SAE certification.
• 10-speed automatic transmission.
• Electronic limited-slip rear differential.
• Standard RWD and available AWD.
• V-Series performance chassis with Magnetic Ride Control 4.0.
• Performance Traction Management.
• Vehicle Control Mode with customizable V-Mode.
• Brembo front braking system.
• 19-inch wheels and summer-only performance tires (all-season tires available with AWD).
• Dark exterior accents and V-Series mesh grilles; unique rear diffuser and quad exhaust tips.
• Super Cruise available.
• Unique performance persona instrument cluster and V-Mode steering wheel control.

Cadillac is bragging that its new CT5 sedan undercuts the German juggernaut from BMW, Audi, and Mercedes-Benz by several thousand dollars in base price. Given that the CT5 is larger than the 3-series, A4, and C-class, it certainly seems to offer more bang for your buck—but other competitors from less well-established luxury brands such as the Genesis G70 and Volvo S60 will give the Caddy a run for its money in terms of value.

The base CT5 Luxury with rear-wheel drive and a 237-hp turbocharged 2.0-liter inline-four engine starts at $37,890. The equivalent BMW 330i starts over $40,000, while the Genesis G70—which made it onto our 10Best list this year—starts just under $36,000.
Standard features include push-button start, a 10-inch touchscreen, and active safety features including automated emergency braking and forward-collision alert. The CT5 offers all-wheel drive as a $2600 option, and checking that box also means you get heated front seats and a heated steering wheel. Pricing for other option packages isn't available yet.

Better-equipped CT5 Premium Luxury and CT5 Sport models cost $41,690 and $42,690 and also come with either rear- or all-wheel drive. These higher two trim levels will also offer the option of a 335-hp turbocharged 3.0-liter V-6 engine, but Cadillac is not yet sharing a price for that upgrade powertrain.

There are two high-performance versions of the CT5 still to come. The first is the 355-hp, V-6–powered CT5-V that has already been revealed, while a more hard-core performance model has been shown in prototype form.

Cadillac CT5-V pricing is out, giving us a fuller picture of the CT5 lineup from a pricing perspective. We still haven’t driven Cadillac’s new sedan, but we now know that a CT5-V with rear-wheel drive will set you back $48,690, including the $995 destination charge. If you want all-wheel drive, that’ll be $51,290, a $2,600 upcharge.

There’s a small tidbit of powertrain news available today, as well. When Cadillac first announced the CT5-V, it said the 3.0-liter twin-turbo V6 would make 355 horsepower and 400 pound-feet of torque. Since then, Cadillac has upped the final figures to 360 horsepower and 405 pound-feet of torque. The difference is only 5 horsepower and 5 pound-feet of torque, but still worth noting.

We also got pricing information on the CT5 with the lower-spec 3.0-liter twin-turbo V6. This engine is only available on the Premium Luxury trim and it starts at $45,190 with rear-wheel drive. The all-wheel drive version costs $48,280.

Cadillac opened up the CT5’s configurator with all the different variants on it today, too. We built a CT5-V with all the option boxes checked and saw the price balloon to more than $67,000. This sedan can get expensive if you let it. Compared to the BMW M340i or Audi S4, the Cadillac's base price is still cheaper.

If you want to keep it in the Cadillac family, the smaller CT4-V starts at $45,490, coming in $3,200 less than the CT5-V. Cadillac says the CT5 will begin shipping to dealers in the first quarter and the CT4 will arrive in the second quarter.

With the old ATS and CTS, Cadillac built cars that compared to BMW in a way few expected. Excellent chassis tuning made them benchmarks, and in high-performance V form, they were favorites of the folks who work for this fine publication. The problem was that no one bought them. Cadillac's had a rethink.

The ATS and CTS have been replaced with the CT4 and CT5, which are a little smaller and cheaper than their predecessors. The CT4 is aimed at the Audi A3 and Mercedes A-Class, while the CT5 is up against the mighty BMW 3-series. The CT5 is longer and wider than the 3er, but is also slightly less expensive.

Previously, the V-series cars were real fire-breathers with serious track credentials—now, they're a little more mild and road oriented. Think BMW M340i rather than M3. True successors to the old Vs are coming, with a name to be announced.

To be honest, it seemed Cadillac was diluting its sedans. Refocusing its priorities away from driver engagement to something with more mass appeal. To my pleasant surprise, this doesn't seem to be the case. The new CT5-V can hold its head high among the M340i, Mercedes-AMG C43 and Audi S4.

Cadillac invited us to drive the new CT5-V in Palm Springs. Before we got a turn in the fast one, we got in a CT5 Premium Luxury and pointed southwest towards the Palms to Pines highway. The evocatively named road runs up into the mountains with a good mix of tight hairpins and open flowing bends.

Even though the Premium Luxury isn't the explicitly sporty model, it's still a fine sport sedan. Thank the chassis. The CT5 rides an updated version of the GM Alpha platform originally designed for the ATS and CTS. A lot of the changes made were aimed towards adding refinement to the platform, while improving the ride-handling balance.

As we've come to expect from Cadillac, the chassis tuning for the Premium Luxury is spot-on. There's just the right amount of wheel travel, letting the car breathe with the road beautifully. You don't get GM's excellent MagneRide dampers, but the passive Sachs shocks used here provide compliance in town and the ability to deal with whatever weirdness the Palms to Pines threw at it. At one point, the surface material changed at the bottom of a small crest, and the CT5 just soaked it up and kept pressing. Steering is accurate, though the extra effort added in Sport mode is a little gratuitous. The good news is that you can set up a custom driving mode, so lighter steering can be paired with more aggressive drivetrain settings.

Speaking of the drivetrain, while the Premium Luxury comes standard with a 2.0-liter turbo-four and a 10-speed auto, the car we were driving had a 3.0-liter twin-turbo V-6. It's effective, if not entirely characterful, serving up 335 horsepower and 405 lb-ft of torque. It's delivered with absolutely minimal turbo lag, and the 10-speed manages the short ratios well. The transmission responds well to the wheel-mounted paddle shifters, and if you're driving aggressively in Sport mode, you can let it downshift for you under braking, and hold gears through corners. All in all, it's a big improvement over Cadillac's old eight-speed auto, even if the two extra ratios feel superfluous.

In the V, the engine is cranked up to 360 horsepower, while the torque figure remains the same. The CT5-V also gets MagneRide dampers, an electronically controlled limited-slip differential, GM's Performance Traction Management (PTM) system, Michelin Pilot Sport 4S tires, and a handful of other suspension tweaks. It's a far more serious car than the Premium Luxury, more tied down and confidence inspiring on the Palms to Pines. This is the one you want if your commute involves a canyon road.

The old ATS-V was a little too stiff for the real world. By contrast, the CT5-V feels just right. Not so soft that it can't tear up a good road, but never harsh over bigger imperfections. The CT5-V doesn't feel that much less sporty than its predecessors, even if it's down on power. In other words, no, Cadillac hasn't forgotten how to make a proper driver's car.

Cadillac also invited us to drive the CT5-V at the Thermal Club's desert circuit. Their minders were quick to point out that these aren't all-out track cars, lacking the extra cooling hardware that allowed the old Vs to lap all day without worry. They had us run through the pits each lap, though I suspect they were just being overly cautious.

At Thermal, the chassis balance shined, as did the totally seamless PTM system that helped get the power down with ease. You don't get gobs of steering feel, but it's easy to intuit grip levels through the seat of your pants. The Michelins will make a little noise when pushed too hard, but their limits are quite high.

All-wheel drive is optional—a first for a V-series car. On track, it understeers a bit more than the rear-driver, and the steering seemed a touch lighter. Neither in extremes, though. Torque split between the front and rear is variable, and it's hard to feel the system shuffling torque around. Really, you just notice the extra weight.

While the transmission shined on the road, it came up a little short on track. In automatic mode, you get downshifts right on turn-in, and sometimes mid-corner. They don't upset the balance of the car; they just point to a lack of refinement. So you switch to the paddles, and quickly realize that 10 ratios is just too many to manage. There are so many short gears in the middle of the 'box, it's easy to lose track of where you are and hit the rev limiter. The transmission certainly isn't bad, but its clumsiness had us wishing for the ATS-V's six-speed manual.

I couldn't help wondering why Cadillac fit the CT5-V with PTM and an electronic limited-slip—expensive stuff that really only comes into its own on track—and not the extra cooling components you need to run laps without worry. Maybe that'll be an option package. Certainly, that stuff will come on the yet-to-arrive higher-performance version of the CT5. Overall, though, the CT5-V impressed on track, even if its natural home is the road.

We left the track and headed for Los Angeles in a CT5 Premium Luxury, which gave us a better look at how it performs where people will actually use it. It's quiet and refined, and while the interior isn't flashy, it's far better than the capacitive-touch-control hell of the ATS and CTS. Cadillac's innovative Super Cruise hands-off highway driving system will also be available in the CT5 for the next model year.

I actually found myself gravitating a bit more towards the Premium Luxury than the V. It's got most of the back-road chops and pace as the V, with understated styling and nicer interior trim. And it's around $2000 cheaper.

We should talk a bit more about pricing—the CT5 Premium Luxury 3.0 starts at $46,540 while the V is $48,690. All-wheel drive adds a little over $3000 to the price of the former, and $2600 to the latter. The base prices of the BMW M340i and Mercedes-AMG C43 are a little higher, while the Audi S4 is a little cheaper. But add options and they're all within the same ballpark. Cadillac gives you a bit more space than all the Germans and a chassis that matches the BMW for driver engagement. And unlike with the last Cadillac sports-sedans, you don't sacrifice too much luxury for it.

Is the CT5 a benchmark? I think it's a little too early to say. I'd like to drive it back-to-back with a 3-Series and the other entry-luxury upstart darling, the Genesis G70. But this drive was promising. This is a real-deal sports sedan, built by and for enthusiasts. Now, we wait to see if customers respond.

The last time Cadillac did a wagon, it was in 2014 and it had 556 horsepower. That was a long time ago, but the company’s chief engineer has revealed the new Cadillac CT5 may end up with more roof over the trunk, too.

A Cadillac wagon is under active consideration and it’s only because the first one has become so popular, according to an interview with Cadillac’s Brandon Vivian on the Autoline After Hours podcast, via Roadshow:
The company knows a wagon wouldn’t exactly sell in volume, but it seems like they may only need to make the case that they’ll make some money on whatever wagon is sold, not necessarily that it has to sell like gangbusters.

Considering a low volume is all but inevitable for something like this, it’s likely Caddy would focus on the performance model, which could either be the normal CT5-V with 355 horsepower, or the hot CT5-V Blackwing with much more power.

It’ll be worth it alone to get rid of the CT5's unfortunately black triangle panel on the C-pillar, at least.