Forged from the fires of GM’s skunk works, the all-powerful 2016 Cadillac CTS-V has emerged from its crimson cavern, rearing its muscular form to the automotive world. This is Caddy’s third iteration of its famed V-cars, first appearing in 2004 on the 1st-generation CTS platform. Drawing strength from its powerful GM cousin, the C5 ZO6 Corvette, the first CTS-V was fitted with the Vette’s 5.7L/LS6 making 400hp.
In 2009, the second-generation V-Caddy once again shared power plants with the “crème de le crème” of Corvettes; this time it was the ZR1’s supercharged LS9, making 556hp/551pftq in the CTS-V luxury sport sedan/coupe or wagon; in LSA trim sporting a smaller blower.”
For it’s third time at the plate, the 2016 CTS-V seems poised to knock it right over the wall and out of the park. The new V-model is again equipped with the Corvette’s fire breathing heart and soul, the 6.2L supercharged LT4 direct-injection V8 found lurking under the hood of the 2015 C7 ZO6.
Beneath the attractively bulged carbon fiber hood, the LT4 pumps out 640 hp and 630 lb-ft, enabling the two-ton machine to achieve 0-60 mph in 3.7-seconds and a top speed of 200 mph. With more horsepower than the Mercedes-Benz 5.5L bi-turbo V8 or the Bimmer M-Series 4.4L twin-turbo V8, CTS-V spells out its inevitable victory to its German competition – similar to what the P-51 Mustang did to the Luftwaffe; the end of supremacy.
Wielding the Caddy’s supernatural power is an 8-speed automatic 8L90E transmission, with F1-style paddle-shifters. Leaving the stick-shift option to its smaller ATS-V sibling, 200mph is only a fingers tip away. Aiding the refined performance of Cadillac’s new flagship, the 3rd-generation of Magnetic Ride Control delivers 40-percent faster-damping response to the big Caddy’s suspension.
Along with a myriad of chassis reinforcements from struts to bumpers and everything in between, structural rigidity has been increased 25-percent over the previous CTS-V, providing for even more precise ride and handling characteristics.
The heavy Caddy rolls on 19-inch black chrome wheels (two additional finishes available) wrapped in special Michelin Pilot Super Sport tri-compound rubber, 265/35R19’s in front and 295/30R19 steamrollers out back. Hauling the visceral Cadillac down from Autobahn speeds, massive Brembo six-piston front and four piston rear calipers clamp down on 15.4-inch front and 14.4-inch rear rotors.
Not forgetting the fashion-forward history of the moniker, the CTS-V is chock full of leather and suede, carbon fiber accents, a performance data recorder borrowed from the ZO6, driver-selectable touring modes with calibrations for sport and track conditions, available Recaro high-performance race inspired seats and enough additional high-tech features to please 007 himself.
Becoming available by the Summer of 2015, MSRP should range between $75-$80k, based on the previous model’s price tag and that of the new C7 ZO6. Cadillac’s CTS-V is back, better and badder than ever. When compared to its Teutonic rivals, the V will stand for “victory.”
Since obtaining his driver’s license way back in 1987, Andrew’s automotive interests have revolved around late-model, GM EFI iron. Predominantly a Pontiac guy, he had grown-up driving and experiencing many EFI cars from the ’80s to the present. Since 2008, he’s been a freelance writer/photographer for multiple niche auto enthusiast magazines and websites. Andrew claims to have a short yet definitve list of passions, in which late-model performance cars, hold a top spot.
