Cts v specs 2016

Cts v specs 2016 DEFAULT
Clean Retail Price

The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
$83,N.A.N.A. / N.A.
$83,N.A.N.A. / N.A.


  • Ridiculously fast
  • Handles impeccably
  • Essentially a Corvette Z06 with room for five passengers


  • Small trunk for a sedan of this size
  • Lacks brand panache compared to its competitors

Cadillac CTS-V Expert Review

Zach Gale

The Cadillac CTS-V is a new addition to the CTS range and is the range-topping model.

Rounding out the Cadillac CTS range is the CTS-V, a high-performance sports sedan that's available only in rear-wheel drive and serves as the performance halo for the brand.

A liter supercharged V-8 with hp and lb-ft of torque is the only engine available in the Cadillac CTS-V and it's paired exclusively to an eight-speed automatic transmission designed in house by General Motors.

Trunk space is on the small side for the class at cubic feet and can be expanded via the available split-folding rear seats.

In addition to the standard dual front, front-side, and side curtain air bags, the CTS-V also comes with rear-side airbags and knee airbags for the driver and front passenger. Standard active safety and driver aids include lane keeping assist, lane departure warning, lane change alert, forward collision warning, rear cross-traffic alert, and forward collision warning.

The CTS-V comes in one well equipped package with plenty of standard features including Cadillac's CUE infotainment system with navigation and an eight-inch touchscreen, a speaker Bose audio system, Bluetooth connectivity, wireless charging, heated and ventilated way front bucket seats, leather upholstery with suede inserts, keyless entry/start, remote start, inch alloy wheels, Magnetic Ride Control suspension, and Brembo brakes.

Additional options include the Luxury package, which comes with three-zone climate control, split-folding rear seats, heated outboard rear seats, manual rear side window sunshades, an a volt power outlet. The Carbon fiber package adds a carbon fiber hood vent, front splitter, rear spoiler and rear diffuser for improved driving dynamics. Available standalone options include a panoramic sunroof and Recaro performance front seats.

In a First Drive review, we said that the CTS-V is a confident car, especially on the racetrack where we noted that it had "crushing performance" and "undeniable comfort." Additionally, the car's driver mode selection allows the driver to tailor the car accordingly to his/her driving.

  • Mercedes-AMG E63 S
  • BMW M5
  • Audi RS 7
  • Jaguar XFR-S
  • Porsche Panamera Turbo
  • Maserati Quattroporte GTS

--Stefan Ogbac

Sours: https://www.motortrend.com/cars/cadillac/cts-v//

From the February issue of Car and Driver

A hp Nürburgring-eating CTS-V isn’t a natural descendant of the house of Cadillac. The king of cush and the caesar of geezers was once none too concerned with steering fidelity, roll gradients, lateral grip, and the like. These were figuratively and literally foreign concepts, as the modern luxury car—as sharp at clipping an apex as it is comfortable on the highway—is largely a European conceit.

Cadillac finally turned a corner (without hideous squealing) in with its first CTS. Ever since then, the brand has been hellbent on topping its German rivals. The CTS-V, which made its debut at this year’s Detroit auto show, is Cadillac’s best chance yet to do so.

We’ve already witnessed the third-generation CTS top the Mercedes-Benz E-class and the BMW 5-series (albeit while taking second place to the Audi A6). Starting from the same cornerstone, the new CTS-V should have Germany’s three big gunslingers—Audi RS, BMW M, and Mercedes-AMG—reaching nervously for their lederhosen.

The CTS-V has always been a kind of four-door Chevy Corvette. The new V ties the Vette connection even tighter with an engine lifted from the ballistic Corvette Z The engine is so lightly altered for Cadillac duty that the company could have called this car the CTS-V


The liter supercharged V-8 retains the LT4 moniker and packs the Z06’s forged aluminum pistons, powder-metal forged connecting rods, titanium intake valves, and an Eaton blower pushing liters of air per rotation. Aside from the intake and exhaust arrangements, the major difference between the Corvette and CTS-V engines is the lubrication system. In the Corvette, the low hood and the height of the supercharger dictate a dry sump and remote oil reservoir. The relatively tall Cadillac doesn’t have the same hood-height issues, so oil starvation is kept at bay in high-g corners by a deep sump, reducing complexity and weight.

Given the differences in their cooling systems and how the two cars breathe (plus the always-lurking horsepower hierarchy dictated by brand management), all of the Z06’s horsepower and pound-feet of torque won't materialize in the Cadillac. Instead, the CTS-V is rated at horsepower and pound-feet. We project a zero-to blitz of seconds en route to a second quarter-mile ET. Those figures would essentially match the BMW M5’s, but lag behind those of the four-wheel-drive Mercedes-Benz E63 AMG and Audi RS7 by a quarter to half of a second.

The V’s top speed stands to be even more impressive. CTS chief engineer Tony Roma was coy at first, saying only that his team aims for “a big number,” but he eventually let on that they’re hoping the car will exceed mph. At our interview, the closest we got to a CTS-V in motion was firing the small-block V-8 engine. Its eight cylinders came to life with a rabid bark that ricocheted off the coved walls of our photo studio before the liter settled into a gravelly idle, fast and loud. The sound is as awesome as it is assertive, though your neighbors may think otherwise when you leave the driveway at 6 a.m. For those occasions, you’ll want to start the car in tour mode, which keeps the muffler-bypass valves closed to quiet the snarl.


GM’s own 8L90 eight-speed automatic is the sole transmission, a move that ­disappoints but in no way ­surprises us. Roma offers a conciliatory maybe: “If there’s enough fervor from the enthusiast community, we’ll consider doing a manual.” Don’t hold your breath. With the forthcoming ATS-V to go toe-to-toe with the BMW M3, the CTS-V now assumes a narrower role. There will be no coupe or wagon, and the price swells from $65, for the CTS-V sedan to roughly $85,

The chassis follows the usual formula for making sedans sportier, including stiffer springs, larger anti-roll bars, and firmer bushings. In the front suspension, using two lower links instead of one ­control arm quickens steering response. Magnetorheological dampers are stand­ard, as is an electronically controlled limited-slip differential borrowed from the CTS Vsport and modified with a heat exchanger connected to the transmission’s cooling circuit.

Iron brake discs mounted on aluminum hats measure inches up front and in the rear. They’re squeezed by six- and four-piston calipers, respectively, borrowed from the Camaro Z/28’s carbon-ceramic brake package. The rear discs are so large, they’d be verboten in the World Challenge series where the current CTS-V coupe competes. The brakes surely won’t shed heat quite like carbon discs, but the added surface area of the massive rotors means the front discs run degrees Fahrenheit cooler while working than those of the outgoing car.


Michelin tailored the Pilot Super Sport tires—/ front and / rear—specifically for the car, and the tires come out of their own bespoke mold. Two different tread rubber compounds balance the contradictory goals of extending tire life and maximizing cornering grip.

The CTS-V is one car with one suspension. There are no upgrades, no optional big wheels, and no add-on carbon-ceramic brakes. The only chassis-related choice comes down to wheel finish. “These cars are meant to be the boutique offering,” Roma explains. “We feel like good is good, so we’ve tuned the chassis and you get the good stuff. You don’t have to check the track-package box. This is the track package.”

Those who do venture onto road circuits will benefit from the CTS-V’s first use of the Performance Traction Management (PTM) system. First demonstrated on the Corvette ZR1 and now offered on all Corvettes, PTM’s five modes—from wet to race—progressively loosen the stability-control system’s oversight. Track rats also can record their exploits on the optional Performance Data Recorder, which overlays vehicle data on a video captured by a camera mounted ahead of the rearview mirror.

If the CTS Vsport is any indication, the full-blown V should deliver some of the purest steering feel out there—not just among the competition, but in all of luxuryland. For the Cadillac team, it’s a product of philosophy more than an engineering challenge. “If you look at the fundamental parts that a lot of our competitors have in their cars, you’ll find architectural components that you would put in a car to get what I call good steering feel,” Roma says. “So when we go drive the resulting car, a lot of times we go, ‘Whoa, this is so isolated.’ Clearly a lot of our competitors favor ride and isolation because there is a trade-off to be made.”


The CTS lineup benefits from an electric power-steering motor that connects to the rack via a belt rather than a gear or a recirculating-ball system. When the car passes over a pavement imperfection, there’s enough compliance in the belt for the jostle at the tires to reach the steering wheel without being damped out by the assist motor’s inertia. In the V, the steering supposedly becomes even more direct when the PTM system is set to its highest levels, switching off the electric power steering’s damping and self-centering functions.

The V series looks the part of a factory-tuned street racer with a louvered hole punched in the carbon-fiber hood, wider front fenders, and a slightly lower stance. The fender vents, originally requested by the design team, were only approved on the condition that they be functional. While they aren’t critically important, the vents do connect to the engine bay, providing an escape for underhood heat. The car we photographed wears the optional carbon-fiber package with a longer front splitter, a taller spoiler, a carbon rear diffuser, and Gurney flaps ahead of the front wheel wells. The package doesn’t reduce weight by any quantifiable measure, but it does reduce aerodynamic lift, aiding the CTS-V’s high-speed handling balance. Unfortunately, the additional downforce imposes higher drag, so cars equipped with this option aren’t likely to reach mph. While the exposed weave gives this $85, Cadillac a we-made-it-for-SEMA vibe, the quality at least lives up to the price. Look closely and you’ll see that the carbon fiber is laid at an angle and book-matched so that the weave creates a “V” at the center of the car. Whether you order the carbon package or not, the CTS-V comes with a new curb-view video system that uses two downward-facing cameras mounted along the upper edge of the lower grille to help drivers nestle up to a curb without scrunching the lower fascia. It’s a useful feature that should be shared with the Corvette team in exchange for its LT4 V

The V-specific weight-saving measures are few and limited, but the Alpha platform on which the CTS is based has a lean bone structure to start with. Cadillac claims a weight of pounds for the CTS-V, a drop of roughly pounds from the previous car. And while pounds isn’t light, it is less than the pound M5, the pound E63 AMG, and the pound RS7.

Less weight is one advantage Cadillac has never held in previous comparisons. We’ll soon know if the claim holds up, and more importantly, if Cadillac’s long-running pursuit of Germany’s ultimate sports sedans has finally paid off.

Vehicle Typefront-engine, rear-wheel-drive, 5-passenger, 4-door sedan
Base Price (est)$85,
Engine Typesupercharged and intercooled pushrod valve V-8, aluminum block and heads, direct fuel injection
Displacement cu in ( cc)
Power HP @ RPM @
Torque LB-FT @ RPM @
Transmission8-speed automatic with manual shifting mode
Wheelbase inches
Length inches
Width inches
Height inches
Curb Weight (C/D est) lb
Performance (C/D EST)
0–60 mph sec
0– mph sec
Standing 1/4-Mile sec
Top Speed– mph
Projected Fuel Economy (C/D EST)
EPA City/HWY14/22 mpg

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Sours: https://www.caranddriver.com/features/a/cadillac-cts-v-in-depth-with-the-four-door-corvette-feature/
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L supercharged V-8

Displacement (cc / cu in):


Bore & stroke (mm / in):

x 92 / x

Block material:

Cast aluminum

Cylinder head material:

Cast aluminum


Overhead valve, two valves per cylinder

Fuel delivery:

Direct injection

Lubrication system:

Wet sump

Compression ratio:

Horsepower (hp / kW @ rpm):

/ @ (SAE certified)

Torque (lb-ft / Nm @ rpm):

/ @ (SAE certified)

Max. engine speed (rpm):

Recommended fuel:

Premium required

Estimated fuel consumption:


Mi/imp.gal (city / hwy / combined)

17 / 25 / 20

L/km (city / hwy / combined)

/ /

Sours: https://media.cadillac.com/media/ca/en/cadillac/vehicles/CTS_V_Sedan/tab1.html
2016 Cadillac CTS-V (640 hp) DESIGN

Updated with a new video, below.

Get up close and personal with the spec sheet and the new CTS-V is indeed the Zpowered, mph-capable sedan you were hoping for in your darkest, most secret dreams. And, yet, here it is in the open: a luxury sedan that can spank pretty much anything you had on your bedroom wall in poster form without breaking a sweat. 

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The previous CTS-V was a beast, for its time. hp from an LSA V8, a sub-4 second squirt to 60 mph, and a top speed of mph. These numbers are still impressive, at least until you start gathering what the model is capable of.

Thanks to the LT4 underhood, the CTS-V is up 84 hp compared to its predecessor and down only 10 hp to the Z06 itself. Let that sink in for a second. The Roots-style blower displaces liters in and of itself, helping the LT4 to make its hp and lb-ft of torque—numbers that, Cadillac is eager to point out, trump the some of the forced-induction V8 offerings from Germany.

The LT4 dumps power into the 8L90, which is actually a world-class performance automatic that also sees duty in—you guessed it—the Corvette. In that application, it was "nearly clairvoyant." Expect the calibration to be different in the CTS-V; don't expect it to ruin the experience in the slightest. And yes, there will be flappy paddles.

More Corvette tech comes to the CTS-V, too. Remember the Performance Data Recorder that snagged a romping valet recently? That tech comes to the CTS-V as well, although you'll have to use CUE to operate it. 

On the chassis side of things, Cadillac has thrown a host of bracing at the CTS to shore up its rigidity. These include braces from strut tower-to-tower and tower-to-plenum, v-braces in the engine bay, beefed-up rocker panel bulkheads, rear cradle bracing, and other less sexy upgrades. Cadillac claims this will increase structural rigidity by 25 percent over non-V CTSs. Suspension revisions also abound: new bushings and a stiffer stabilizer bar in the front give the car 20 percent greater roll stiffness; in the rear, the five-link setup has been beefed up with stiffer cradle mounts, bushings, and a stiffer stabilizer bar. Spring rates have been increased all around, and Magnetic Ride Control is (of course) present and accounted for. 

The CTS-V isn't particularly light—it's lbs—but weight distribution is decent: front, rear. That being said, lightweight parts have been thrown at the car: a carbon fiber hood incorporates extractor vents, and an available Carbon Fiber package throws even more of the woven stuff at the car in the form of a front splitter, hood vent, rear diffuser, and spoiler.

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Cadillac claims the CTS-V will hit mph and reach 60 mph in just seconds—both improvements over the outgoing model.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.roadandtrack.com/new-cars/future-cars/news/a/meet-thehpcadillac-cts-v/

V 2016 cts specs

Cadillac CTS-V Hits mph with hp

Track-capable from the factory, with sophisticated road manners

DETROIT – Cadillac today introduced the CTS-V, the most powerful product in the brand’s year history and the newest entry in the elite class of the world’s highest-performing luxury cars.

Launching in late summer with horsepower ( kW), lb-ft of torque ( Nm) and a top speed of mph, the new CTS-V reaches higher than its predecessors, leading Cadillac’s product-driven expansion and elevation. It is the third generation of the acclaimed luxury sports sedan that launched the elite V-Series a decade ago – and redefined Cadillac for a new generation of enthusiasts.

“V-Series represents the very best of the Cadillac brand – the pinnacle of our design and technical capabilities,” said Johan de Nysschen, Cadillac president. “The new CTS-V is the most compelling example of Cadillac’s product substance and brand trajectory. The new CTS-V soars into the stratosphere of the most exhilarating luxury cars.”

Comprehensive updates make the new CTS-V essentially two cars in one: a luxury sedan with sophisticated road manners and a track-capable sports car straight from the factory. It also introduces a new supercharged L V-8 engine backed by Cadillac’s paddle-shift eight-speed automatic transmission, featuring launch control and Performance Algorithm Shifting.

With more horsepower and torque than the Mercedes-Benz L biturbo V-8 and the BMW M-series L TwinPower (twin-turbo) V-8, the new CTS-V is capable of performance in seconds.

Track-honed design, chassis and suspension elements complement the supercharged powertrain and elevate CTS-V’s capability, performance and driver control to new thresholds, while enabling track driving without modifications or special procedures. Key performance technologies include:

  • Standard carbon fiber hood and available carbon fiber vent, front splitter, rear spoiler and rear diffuser for greater aerodynamic performance
  • Brembo high-performance brake system developed to provide durability, consistency and the capability for track-day performance straight from the factory
  • Third-generation Magnetic Ride Control delivering percent faster damping response
  • Integrated chassis controls that provide balanced performance for touring and the track, including competition-spec Performance Traction Management
  • Structural stiffness increased by 25 percent for improved ride and superior handling
  • Driver-selectable modes electronically calibrate performance variables for touring, sport and track driving conditions
  • Michelin Pilot Super Sport tires with tri-compound technology offering excellent grip with extended wear
  • An interior with performance-oriented, sueded microfiber accents and matte-finish carbon fiber trim and available RECARO high-performance seats for spirited driving
  • Advanced safety and parking technologies, including a front curb-view camera system that provides a visual cue of curbs to protect the front splitter; automatic parking assist to find and steer into parallel or perpendicular parking spots; side blind zone alert, forward collision alert, lane keep assist and rear cross traffic alert.     

Additionally, the Performance Data Recorder in the CTS-V allows drivers to record high-definition video, with data overlays, of their driving experiences on and off the track, enabling sharing on social media.

More powerful supercharged V-8 engine
The power behind the new CTS-V’s capability is an all-new, more powerful L supercharged V-8 engine that makes more power more efficiently than the previous Cadillac supercharged engine. It employs a more-efficient, more-compact L supercharger and matches it with direct injection and Active Fuel Management (cylinder deactivation).

The supercharger’s rotors are smaller in diameter than the previous supercharged engine, allowing higher maximum rpm that enables power-enhancing boost to be generated earlier in the rpm band. That boost is achieved more efficiently via a more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The Cadillac supercharged engine also has several unique features designed to support its high output and the greater cylinder pressures created by forced induction, including Rotocast AT6 aluminum cylinder heads that are stronger and handle heat better than conventional aluminum heads, and lightweight titanium intake valves.

The CTS-V’s complementing eight-speed automatic is tuned for world-class shift-response times. Smaller steps between gears keep the engine within the sweet spot of the rpm band, making the most of the output of the supercharged engine for exhilarating performance and greater efficiency.

The new 8L90 transmission offers full manual control via steering wheel paddles, and Performance Algorithm Shifting to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many luxury performance sedans – but with the smoothness and refinement that come with a conventional automatic fitted with a torque converter.

Stronger structure enhances body motion control
The CTS’s structure is highly mass optimized and designed to meet higher performance requirements, with enhancements to the V-Series developed to respond to cornering and torque loads that significantly exceed the levels experienced by the non-V models.

Unique and revised elements include:

  • Strut tower-to-tower brace
  • Strut tower-to-plenum brace
  • V-braces for the engine compartment
  • Strengthened rocker bulkhead
  • Stronger rear cradle-to-rocker braces
  • A unique aluminum shear panel at the front of the chassis
  • Upper tie bar-to-bumper braces.

The enhancements bolster structural stiffness by 25 percent over non-V models, for more precise handling and steering – and a more confident feel from a vehicle that conveys strength through exceptional solidity. 

“With the stronger body structure – and more than a decade of V-Series production models and the CTS-V racing program experience – engineers tuned the CTS-V to deliver greater body motion control for a more agile feel, while maintaining excellent ride quality,” said David Leone, Cadillac executive chief engineer. “The result is class-leading capability on the highway or track, balanced with luxury and refinement.”

Track-honed chassis and suspension
The CTS-V shares the same inch (2, mm) wheelbase as the CTS non-V-Series models, but has wider front and rear footprints that enhance grip, reduce body motion and contribute to more direct-feeling steering.

Nineteen-inch wheels wrapped with specially developed Michelin Pilot Super Sport tires give the CTS-V its footprint and enable nearly 1g in lateral acceleration. The lightweight, forged aluminum wheels – measuring inches wide in the front and 10 inches wide in the rear – are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs.

The wheels are percent stiffer than previous CTS-V wheels, while the Michelin tires feature a tri-compound tread that delivers excellent grip in performance driving situations, while offering excellent ride quality characteristics and extended tread wear.

Additional contributors to the CTS-V’s responsive, connected and track-capable driving experience include:

  • A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating “hydro” bushings, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar – for percent greater roll stiffness
  • The ZF Steering Systems Servotronic II variable-ratio electric power steering gear, with percent greater system stiffness for an improved feeling of precision and greater driver feedback
  • Cadillac’s five-link rear suspension features reduced roll center migration, stronger lateral control and effective anti-squat geometry, complementing the front suspension with greater body motion control. Contributing components include stiffer bushings, new cradle mounts, higher-rate springs and a stiffer stabilizer bar
  • A standard electronic limited-slip differential supports optimal traction and enables maximum corner exit acceleration
  • Larger prop shafts and greater half-shaft asymmetry (stiffer driver’s side shaft) mitigate power hop during acceleration
  • A Brembo brake system provides durability, consistency and the capability for track-day performance. The system includes two-piece inch-diameter ( mm) front rotors with staggered six-piston calipers and inch-diamter ( mm) rear rotors with four-piston calipers.

Also, the CTS-V features third-generation Magnetic Ride Control and Performance Traction Management. Four driver-selectable settings – Tour, Sport, Track and Snow – electronically calibrate performance variables to optimize the car for driving conditions. Performance Traction Management is offered in Track mode and features five settings of torque reduction and brake intervention for track driving.

Magnetic Ride Control “reads” the road a thousand times per second, sending data to magneto-rheological fluid-filled dampers that can independently control the damping characteristics of all four dampers. Third-generation improvements enable percent faster damping response. At 60 mph, the third-generation magnetic ride control system calculates the optimal damping force for every inch of the road.

Functional form
Almost every exterior panel on the CTS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and each was designed to support the car’s capability, contributing to lift reduction, enhanced cooling or both.

The unique elements include:

  • A lightweight carbon fiber hood featuring an air-extracting vent that pulls hot air out of the engine compartment and helps reduce lift at speed by channeling air pulled through the radiator out and over the top of car rather than allowing trapped air to exit under the car
  • Unique front and rear fascias provide optimal aero performance, with larger grille openings in the front fascia to feed more air to the supercharged engine. Even the mesh pattern of the signature grille openings is enlarged to allow more air into the radiator and multiple heat exchangers
  • A front splitter enhances handling by forcing air to push down on the front of the car rather than flow under it, where it can cause lift
  • Wider fenders to accommodate the wide, inch wheels and Michelin Pilot Super Sport tires
  • The rocker moldings and rear spoiler are aero-optimized
  • The forged aluminum wheels and brake calipers are offered in three finishes, allowing owners to personalize the appearance of the CTS-V.

An available Carbon Fiber package takes aero performance and mass optimization to higher levels. The Carbon Fiber package includes a more aggressive front splitter, hood vent, rear diffuser and spoiler.  

V-Series is the emotive core of Cadillac and the apex of the brand’s Art and Science design philosophy,” said Andrew Smith, executive director, Cadillac Global Design. “The CTS-V reflects that with a bold sense of arrival, serious performance, seamless integration of technology and precision in its craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance.”

Performance-focused cabin
The CTS-V’s dual-purpose capability carries over to the interior, where the design and relationship of key components are focused expressly on performance-driving ergonomics.

“With the performance the new CTS-V is capable of delivering, the interior needs to be as functional as the other vehicle systems,” said Smith. “All of the contact points – the steering wheel, seats, shifter and pedals – are designed to make performance driving experiences direct and intuitive.”

The CTS-V features standard way performance-oriented heated and ventilated front seats trimmed in semi-aniline leather, with sueded microfiber inserts and seatbacks. Available RECARO performance front seats deliver aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They also have a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks.

Additional features include Cadillac’s cut-and-sew elements, with decorative stitching and authentic materials such as available sueded steering wheel and shift knob. Three color combinations are offered: Jet Black, Jet Black with Light Platinum accents and Saffron with Jet Black accents.

The CTS-V features a unique version of the inch instrument panel cluster display, with V-Series graphics and distinctive gauge readouts and complementing full-color, reconfigurable head-up display. It is also equipped with the latest connectivity technologies from Cadillac:

  • CUE with Bluetooth connectivity with natural voice recognition
  • Navigation with Bose Surround Sound audio
  • Siri Eyes Free and text-to-voice that converts incoming text messages to speech and reads them over the audio system speakers
  • Wireless inductive phone charging
  • OnStar 4G LTE connectivity with built-in Wi-Fi hotspot.

The Performance Data Recorder is controlled via CUE’s color touch screen, and recordings can be reviewed on the screen when the vehicle is parked.

Cadillac has been a leading luxury auto brand since Today Cadillac is growing globally, driven by an expanding product portfolio featuring dramatic design and technology. More information on Cadillac appears at www.cadillac.com. Cadillac's media website with information, images and video can be found at media.cadillac.com


Overview | Engine | Transmission | Chassis/Suspension | Wheels/Tires | Brakes | Dimensions | Capacities



Cadillac CTS-V sedan

Body style / driveline:

4-door sport luxury sedan (RWD)


unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension

GM vehicle class:

midsize luxury sedan



L supercharged V-8

Displacement (cu in / cc):


Bore & stroke (in / mm):

x / x 92

Block material:

cast aluminum

Cylinder head material:

cast aluminum


overhead valve, two valves per cylinder

Fuel delivery:

direct injection

Lubrication system:

wet sump

Compression ratio:

(hp / kW @ rpm):

/ @ (SAE certified)

Torque (lb-ft / Nm @ rpm):

/ @ (SAE certified)

Max. engine speed (rpm):

Recommended fuel:

premium required

GM-estimated fuel economy




Hydra-Matic 8L90


paddle-shift eight-speed, electronically controlled, automatic overdrive with torque converter clutch

Gear ratios (:1):











Final drive ratio:



rear-wheel drive


electronic limited-slip

Front suspension:

MacPherson-type with dual lower ball joints and direct-acting stabilizer bar; Magnetic Ride Control with monotube inverted struts

Rear suspension:

independent five-link with Magnetic Ride Control

Steering type:

ZF rack-mounted electric, power-assisted and variable assist

Steering ratio:

(on center) to (full lock)

Steering turns, lock to lock:

Turn circle (ft / m):


Chassis control:

four-channel StabiliTrak w/ brake assist and traction control; Performance Traction Management


Wheel size and type:

19 x inch front / 19 x inch rear aluminum

Tire size:

front: /35ZR19 Michelin Pilot Super Sport
rear: /30ZR19 Michelin Pilot Super Sport



four-wheel disc; four-channel ABS/TCS w/ DRP; Brembo brakes with staggered six-piston calipers (front) and four-piston calipers (rear)

Rotor type and  thickness
(in / mm):

front: x ( x 36) vented, with two-piece construction; Ferritic Nitro Carburized process for corrosion resistance
rear: x ( x 28) vented; Ferritic Nitro Carburized process for corrosion resistance



Wheelbase (in / mm):


Length (in / mm):


Height (in / mm):


Width (in / mm):


Track (in / mm):

front: /
rear: /

Curb weight (lb / kg):


Weight distribution
(% front / rear):




Legroom (in / mm):

front: /
rear: /

Headroom (in / mm):

front: /
rear: /

Shoulder room (in / mm):

front: /
rear: /

Hip room (in / mm):

front: /
rear: /


Seating capacity
(front / rear):

2 / 3

EPA passenger volume
(cu ft / L):

97 /

EPA trunk volume
(cu ft / L):


Fuel tank (gal / L):

19 / 72

Engine oil (qt / L):

10 /

Cooling system (qt / L):


Note: Information shown is current at time of publication.

Sours: https://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en//Dec/cts-v.html
MotorWeek - Road Test: 2016 Cadillac CTS-V

CadillacCTS-V Pricing and Specs

Compare 1 CTS-V trims and trim families below to see the differences in prices and features.

Trim Family Comparison


View 1 Trims


  • L V-8 Engine
  • 8-spd auto w/OD Transmission
  • @ 6, rpm Horsepower
  • @ 3, rpm Torque
  • rear-wheel Drive type
  • ABS and driveline Traction control
  • 19" painted aluminum Wheels
  • front air conditioning, dual zone automatic
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • SiriusXM AM/FM/HD/Satellite, seek-scan Radio
  • 2 - 1st row LCD monitor
  • keyfob (all doors) Remote keyless entry
  • Heated mirrors
  • Rainsense Windshield wipers - rain sensing
  • simulated suede/leather Seat trim
  • driver and passenger Lumbar support
  • Navigation system
  • Parking assist
Show More
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Changes are less obvious around back, but a new trunklid spoiler and a redesigned bumper suggest this CTS is of the V-series variety.

As expected, the redesigned CTS-V features most of the styling introduced with the CTS while also showcasing a host of unique body elements. Up front, the headlamps are the only features that remained unchanged; everything else was remodeled for optimal aero performance and a menacing appearance. The grille is narrower a features a brand-new mesh pattern, as well as a smaller Cadillac crest. Down bellow, the thin air dam seen on the regular CTS has been enlarged significantly and equipped with the same honeycomb mesh.

The side intakes have been reshaped as well, while the apron showcases a carbon-fiber splitter. Speaking of carbon-fiber, the redesigned hood is made from the same weight-saving material and comes with an air-extracting vent that pulls hot air out of the engine compartment while also helping reduce lift.

When viewed from the side, the CTS-V sits lower thanks to its track-optimized suspension and features revised side skirts, wider fenders and all-new side vents with the V-series badge. Changes are less obvious around back, but a new trunklid spoiler and a redesigned bumper suggest this CTS is of the V-series variety. Gone is the plain apron with integrated, trapezoidal exhaust tips, replaced by a diffuser-like piece with round quad pipes.

Just like the smaller ATS-V, the CTS-V can be ordered with an available Carbon Fiber package that shaves a few more pounds and takes aerodynamics even further. The bundle includes a more aggressive front splitter, hood vent, rear diffuser and spoiler.

Exterior Dimensions

Side-by-side comparison


Naturally, the cabin is packed with cut-and-sew elements, decorative stitching and various soft-touch materials for the steering wheel, the shift knob, and the door panels.

The new CTS-V may be gutsy on the outside and downright angry under the hood, but the interior is as luxurious as it gets. When you compete in the same segment as the BMW M5 and the Mercedes-Benz E63 AMG, you have to make sure your car is not just about performance, but convenience as well. And Cadillac did just that by taking the previous CTS-V up a notch in terms of equipment and technology alike.

Enter the cabin and you find yourself sitting comfortably in way adjustable, heated and ventilated front seats. The performance-oriented seats are wrapped in semi-aniline leather with sueded microfiber and provide plenty of lateral support thanks to their revised design. Customers looking to spend more time at the track can opt for a set of Recaro performance seats that comes with adjustable bolsters and Mulan leather upholstery.

Naturally, the cabin is packed with cut-and-sew elements, decorative stitching and various soft-touch materials for the steering wheel, the shift knob, and the door panels. Only three color combinations are offered; Jet Black, Jet Black with Light Platinum accents, and Saffron with Jet Black accents. Granted, the offer is somewhat poor when compared with offerings from BMW and Mercedes-Benz, but considering what you get under the hood, who gives a damn?!

Unique features continue with a bespoke version of the inch instrument cluster display with V-series graphics and full-color head-up display. Cadillac&#;s latest CUE infotainment system comes standard, as do the Bose Surround Sound audio system, Siri Eyes Free, wireless inductive phone charging and OnStar 4G LTE connectivity with built-in Wi-Fi hotspot. Customers also receive the Performance Data Recorder that debuted on the Chevrolet Corvette Stingray. Let the hooning begin!

Interior Dimensions


With horsepower and pound-feet of torque at its disposal, the new powerplant generates an extra 84 ponies and 79 pound-feet compared to the model it replaces.

The highlight of the brand-new CTS-V is its engine. Although it displaces the same liters as its predecessor, the V-8 powerplant is all-new and features stronger, aluminum cylinder heads and lightweight, titanium intake valves. In addition, the previous liter supercharger has been replaced by a liter blower that&#;s more compact and more efficient. The unit&#;s rotors are now smaller, allowing higher maximum rpm to be generated earlier in the rev band. Also, the boost is achieved more efficiently thanks to a more direct discharge port that creates less turbulence and less heat. An updated Active Fuel Management system improves fuel consumption.

Moving over to the part that interest us the most — the numbers — the supercharged V-8 sees massive improvement in terms of power and torque versus the previous sedan. With horsepower and pound-feet of torque at its disposal, the new powerplant generates an extra 84 ponies and 79 pound-feet compared to the model it replaces. The new output makes the CTS-V nearly as powerful as the horsepower Dodge Viper and torquier than Chrysler&#;s sports car. What&#;s more, the CTS-V wipes out its main rivals, the BMW M5 and the Mercedes-Benz E63 AMG, on paper. The Bimmer&#;s twin-turbo, liter V-8 churns "only" horses and pound-feet, while AMG&#;s liter V-8 cranks out ponies and pound-feet in its S-Model tune.

The sprint to 60 mph takes seconds, which is a significant improvement over the previous sedan&#;s four seconds. This is where the CTS-V still lags behind the Merc E63 AMG S-Model, which needs just seconds to achieve the same benchmark. On the other hand, the American sedan is no less than seconds quicker than its BMW-badged competitor. Downright amazing! Top speed jumps from to a mind-boggling mph. As a refresher, the German sedans have their top speeds limited at mph.

Cadillac also updated the CTS-V to GM&#;s 8L90 eight-speed automatic transmission for quicker shift-response times and greater efficiency. The autobox offers manual control via steering wheel-mounted shift paddles, while the Performance Algorithm Shifting makes it as quick as any dual-clutch transmission. At least that&#;s what Cadillac claims. The bad news is there&#;s no word on a manual option for the CTS-V as of December

Drivetrain Specifications

Chassis and Suspension

The lightweight, inch wheels are percent stiffer than previous CTS-V wheels and use Michelin Pilot Super Sport tires to put all that power to the tarmac.

Although it shares the same wheelbase as the regular CTS, the V-Series sedan features wider front and rear tracks, a percent stiffer structure, as well as track-honed chassis and suspension parts. Improvements include a multi-link, double-pivot MacPherson front suspension with cross-axis ball joints, high-rate springs and a stiffer stabilizer bar for greater roll stiffness and a revised, and a five-link rear suspension that delivers reduced roll center migration and stronger lateral control. An electronic limited-slip differential enables greater corner-exit acceleration, while GM&#;s third-gen Magnetic Ride Control allows optimum performance based on the four driver-selectable modes.

Stopping power is provided by a Brembo brake system that includes two-piece, inch front rotors with six-piston calipers and inch rear rotors with four-piston calipers. The lightweight, inch wheels are percent stiffer than previous CTS-V wheels and use Michelin Pilot Super Sport tires to put all that power to the tarmac. The rubber was specially developed for the CTS-V and features a tri-compound tread for excellent grip and improved ride quality, as well as extended wear.

All told, we expect the new CTS-V to rise above its predecessor in terms of handling and ride with significant improvements on the track.


The Cadillac CTS-V is priced at $83,



Revised for the model year, the current BMW M5 continues to be a popular choice among high-performance sedan enthusiasts. Motivated by the company&#;s proven, liter V-8, the M5 benefits from horsepower and pound-feet of torque. These figures make it severely less powerful than the CTS-V. However, the M5 has all the dynamics BMW is known for on its side. In addition, its aggressive appearance and luxurious interior enable it to be a key player in the midsize market across the United States.

Performance-wise, the M5 is tough to beat, but the CTS-V does so on paper. The sedan sprints from 0 to 60 mph in only seconds and screams up to mph in just 13 seconds. Top speed is electronically limited at mph, but once the limited is removed, the M5 can charge toward the mph mark. Pricing for the beefed-up 5 Series starts from $92,

Read our full review on the BMW M5 here.

Mercedes-Benz E63 AMG

The E63 AMG is another strong competitor the CTS-V has to go against in the U.S.. Powered by a biturbo, liter, V-8 engine, the ultra-fast sedan is available in two guises, both of which are quicker than the current M5 but only one is quicker than the CTS-V. Available with all-wheel drive only, the E63 AMG 4MATIC packs horsepower and pound-feet of twist. It needs only seconds to sprint from 0 to 60 mph. Although that figure is impressive enough as it is, Mercedes-Benz is offering a faster version of the sedan: the E63 AMG S-Model.

The range-topping E-Class carries the same liter, V-8 engine under the hood, but output sits at horses and pound-feet of torque. With the extra 27 ponies and 59 pound-feet, the 0-to mph sprint drops to only seconds — seconds faster than the CTS-V. Unlike the "regular" E63 AMG, which tops out at mph, the S-model comes with a top speed of mph. The E63 AMG 4MATIC retails from $92,, while the E63 AMG S-Model fetches at least $99, before any options.

Read our full review on the Mercedes-AMG E63 here.


The second-generation CTS-V brought massive improvements to its predecessor, ranging from a more powerful engine to significantly enhanced handling and track performance. Now, Cadillac took the same route with the third-generation sedan, taking things up a notch performance-wise to the extent that the CTS-V outguns its German competitors in many ways. The brand&#;s offensive against BMW, Mercedes-Benz and Audi just got a massive boost with the CTS-V, a sedan that&#;s set to lead the segment as far as performance goes until the Germans find a way to inject more oomph into their midsize range-toppers. Sure, performance isn&#;t just about horsepower and torque, but it seems the redesigned CTS-V has taken a huge step toward becoming the sedan that blends the characteristics of a luxury daily driver with those of a track-day sports car. BMW and Mercedes-Benz, you&#;ve been warned!

  • Love it

    • Brand-new engine and quick shifting automatic
    • Massive gains in horsepower and torque
    • Extensive use of aluminum and carbon-fiber for lowered curb weight
    • Nearly ponies more than its German competitors
  • Leave it

    • No manual transmission
    • Limited interior color combinations
    • Lacks a customizing program similar to BMW&#;s Individual
    • The E63 AMG S-Model is still quicker to 60 mph

Update History

Updated 04/29/ Cadillac revealed prices for the CTS-V, which will arrive at dealers later this summer. The model is priced from $83, and dealers are now taking orders for it.

Updated 12/23/ We&#;ve just learned the official specs and details on the CTS-V and now its time to see if the new sports sedan knows how to turn a little rubber into smoke. Check out the newest burnout video above or after the jump.

Updated 07/17/ Today we created a series of renderings for the future CTS-V. Check them out after the jump.

Updated 12/16/ Cadillac confirmed that the CTS-V will make its world debut in early January at the Detroit Auto Show. According to Autoblog, Cadillac&#;s official invitation to the brand&#;s press conference confirms that "it&#;s time for the V-Series to elevate to the next level." Stay tuned for the official details.

Updated 12/18/ Chris Doane Automotive revealed on its Facebook account that the future CTS-V sports sedan will be far better than expected. If the report is correct, the new CTS-V will be powered by a supercharged, liter V8 engine that will deliver no less than horsepower, shaming its German competition.

Updated 12/22/ Chevrolet unveiled the official details on the CTS-V sedan, with just a few weeks before the car&#;s official debut in Detroit. Click past the jump for the new details.



We inspired our rendering from the spy shots you saw the other days, but we&#;ve added a new Maybach style wider grill, larger air intakes, splitter and body skirt all around the car. We&#;ve also included that hood vent you can see in the spy shots and a Corvette Z06 style bonnet design.

Spy Shots

July 16, - Cadillac CTS-V smokes tires at Nurburgring

July 14, - Cadillac CTS-V testing at Nurburgring

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