2022 Cadillac CT4-V Blackwing First Test: It’s Almost the Best

cadillac ct4 Full Overview

When the Cadillac ATS-V first hit the streets in 2016, we immediately threw it into comparison tests with the heavyweights: the Alfa Romeo Giulia Quadrifoglio, BMW M3, and Mercedes-AMG C63. The ATS-V came close, but it never won any of those comparisons. The new 2022 Cadillac CT4-V Blackwing—the CT4 is essentially a heavily updated ATS—attempts to right the wrongs of the older car.

The CT4-V Blackwing should be immediately familiar to ATS-V drivers, despite the new name, face-lift, and extra 4 inches in length. Under the skin, the CT4-V Blackwing (not to be confused with the CT4-V, which is more of an interim performance model than full-blown V) features a carryover 3.6-liter twin-turbo V-6. Although the engine is upcycled, thanks to intake and tuning changes, it makes eight more horsepower now; output now totals 472 hp and 445 lb-ft of torque. Transmission options include a Tremec-sourced six-speed manual or a new 10-speed auto like the one on our test car. The latter replaces the old eight-speed unit, and it’s quicker-shifting.

Unlike some of its German rivals, rear-wheel drive is the only drivetrain option for this Cadillac. Other performance-minded changes include the adoption of Delphi’s fourth-generation MagneRide shocks, the latest iteration of GM’s Performance Traction Management (PTM) system, and two optional carbon fiber packs, which combine for a claimed 214 percent reduction in lift. Prices for the CT4-V Blackwing begin at $59,800, and our near-loaded car stickered for $80,235.

The Performance Numbers

Despite its eight horsepower and two-gear advantage over   (we also tested the ATS-V in coupe form), the new CT4-V Blackwing is pokier at the test track than the ATS-V it replaces. The Blackwing accelerates from 0 to 60 mph in 4.0 seconds and through the quarter mile in 12.4 seconds at 114.0 mph; its best 60-0 stop was 106 feet. An automatic-equipped 2016 ATS-V sedan, for comparison, ran from 0 to 60 in 3.7 and through the quarter in 12.1 at 116.2 mph. Despite the Blackwing’s more modern hard and software, it’s the same story around the figure eight; its best lap was 23.8 seconds at a 0.84 g average, while the ATS-V did it in 23.7 seconds at 0.88 g. We suspect the new car’s 100-pound weight disadvantage is to blame for the disparity.

Although the CT4-V Blackwing doesn’t offer up objective performance advantages over the car it replaces, it is significantly quicker than the CT4-V. Powered by a 2.7-liter turbocharged I-4 good for 325 hp and 380 lb-ft of torque and mated to a 10-speed auto, the non-Blackwing accelerates to 60 mph in 5.5 seconds and through the quarter in 14.2 seconds at 95.2 mph, and it stops from 60 mph in 110 feet. The CT4-V’s best figure-eight lap was 25.4 seconds at 0.73 g.

The Driving

On the road, the CT4-V Blackwing driver is phenomenal—light on its feet, buttoned down, and practically telepathic. Few cars on sale today can match the CT4-V Blackwing in terms of pure feel and connection with its driver on a good, twisty bit of pavement. The Cadillac’s PTM system deserves special praise, as it allows for tail-out antics while maintaining its undetectable leash on the rear end (and keeping you on the road).

We wish we were as in love with the CT4-V Blackwing’s powertrain. It’s not that there’s anything outright wrong with the V-6/automatic combo; it’s punchy and powerful, and the transmission does its damnedest to convince you it’s Porsche’s PDK in terms of quick and precognitioned shifts. It’s just that it’s … boring, and this lack of character is perhaps the biggest sin you can make in creating a performance car. If those complaints sound familiar, it’s because they are. We said the same thing five years ago when we first drove the ATS-V, suggesting that Cadillac fit the Chevrolet Camaro’s (its platform mate) naturally aspirated V-8 into its sport sedan. Cadillac still hasn’t done so, and given its promise that the CT4-V Blackwing and CT5-V Blackwing are its last two gas-powered V cars, it likely never will.

The Rest of the Story

Inside, the CT4-V Blackwing’s interior takes a noticeable step up from that of the ATS-V’s. The older car had a bit of a “low-spec German rental car” vibe inside, but the new CT4 bursts with quality and craftsmanship, even if there’s still room for improvement. We really liked the redesigned dash the most. It features Cadillac’s latest CUE infotainment system and a fully digital dash. We also took a shine to the redesigned steering wheel, which now prominently features a PTM switch at the 5 o’clock position—an infinitely better solution than burying the feature in traction control menus as in past products. We were also fans of the thickly bolstered, leather-wrapped bucket seats and carbon-fiber trim, though we found the armrests to be hard and the car rather cramped in general.

Although the 2021 Cadillac CT4-V Blackwing isn’t quicker than the ATS-V or the V-8-powered small Cadillac sport sedan of our dreams, it nevertheless is one of the most enjoyable and fun luxury performance cars on the road. As for how it stands up to the latest and greatest competition? Well, we already staged round one.

As far as I can find, we never wrote anything about the sedan despite testing it. The previous link went to the coupe, which we tested on the same day.

It’s in MT Numbers and also the first link in the opening graf

Blanked on my end there. Meant I couldn’t find a stand-alone first test.

Looks good! More details?

Keyword: 2022 Cadillac CT4-V Blackwing First Test: It’s Almost the Best