Cadillac

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Tyler Rampersaud – March 13, 2026

Ultra-Rare Manual Cadillac CTS-V Listed on dR Live

The Cadillac CTS-V has long been a unique expression of American performance. Combining American muscle V8 power with a sophisticated and elegant luxury sedan made it a unique approach to performance, competing with European performance luxury models with a distinctly muscle car approach. However, what was even more unique than the CTS-V sedan was the CTS-V wagon, which, in the car’s second generation, offered drivers a luxury performance wagon with a V8 engine under the hood, and even a manual transmission if the owner chose that. Today, any Cadillac CTS-V Wagon with a 6-speed manual transmission is a collector-worthy masterpiece and a unique statement of American performance, and despite examples being just over a decade old, the manual CTS-V Wagon is already well on its way towards becoming a classic. Listed now on duPont REGISTRY Live, the new luxury online auction platform that is changing the landscape for enthusiasts with a 14-day return policy and a 100% sell-through rate, is not just any 2013 Cadillac CTS-V Wagon, and not even any example with a 6-speed manual. With a Glacier Blue Metallic exterior color, along with a Light Titanium leather and suede interior, this example is reportedly one of just 15 cars like it. Originally delivered in Ontario, Canada, it was imported into the United States in 2024. Its 6.2-liter LSA V8 engine is shared with the contemporary Chevrolet Camaro ZL1, with 556 horsepower, and a 0-60 time of approximately 3.9 seconds after sending that power to the rear wheels. With a top speed of 190 mph, the CTS-V Wagon is still one of the fastest station wagons to ever be conceived. <- Gallery -> This specific example enjoys a variety of optional factory equipment, as well, like Recaro seats, Brembo brakes with red calipers, Bose surround sound, and a panoramic sunroof. It also has various performance upgrades, like an Airaid intake, a Tony Mamo ported throttle body, ceramic-coated American Racing Headers, dual exhaust from Corsa, an aftermarket supercharger pulley, and a secondary catalytic converter delete. Destined for the highest caliber of American performance enthusiasts and luxury performance wagon fans, bidding for this 2013 Cadillac CTS-V Wagon on duPont REGISTRY Live ends in less than a week. If you want to put your bid in now, just click below. Bid Now

By Khris Bharath – July 22, 2025

The Last V8-Powered Sedan To Offer A Manual In 2025

At a time when most automakers are rushing to embrace electrification, adding batteries and digital driving experiences, including on their high-performance models, Cadillac has chosen to defy the odds by continuing to build what is now the only V8-powered sedan still available with a manual transmission in 2025. While much of its German and Japanese competitors have long since abandoned this enthusiast format, i.e., pairing a rear-wheel-drive sports sedan with a manual transmission and a big-displacement engine, Cadillac has doubled down on the formula, refining it with the kind of attention to detail usually reserved for limited-production exotics. The Cadillac CT5-V Blackwing is a genuine outlier in an age when the art of driver engagement is slowly fading into obscurity. Beneath its long hood lies a 6.2-liter, supercharged V8. Hand-built in Bowling Green, Kentucky, the same place that churns out Corvette Z06 engines, this LT4 mill harks back to the first-gen CTS-V from the 2000s, but with even more muscle. It sends 668 horsepower and 659 pound-feet of torque to the rear wheels through either a ten-speed automatic or, crucially, a Tremec six-speed manual that offers active rev-matching and no-lift shifting. In terms of styling, last year, Cadillac rolled out a few updates for the 2025 model year. The car received a lightly updated exterior with a more aggressive front fascia, redesigned ground-effect elements to improve aerodynamic performance, and a new quad trapezoidal exhaust system that’ll leave onlookers with no doubt about the presence of eight cylinders under the hood. Three new paint colours, including Typhoon Metallic, Drift Metallic, and Deep Space Metallic, add visual interest, while the addition of Cadillac’s curved 33-inch LED digital display inside brings the car’s cabin more in line with the brand’s newer electric offerings, all without sacrificing the physical controls and tactile surfaces that suit a car that is properly analog. Many of these updates carry over into the 2026 model year. The interior, trimmed in leather, is available in a range of finishes. The optional carbon fiber-backed sports seats strike a delicate balance between luxury and purpose, offering 18-way adjustability, besides real metal switchgear, and an enhanced performance data recorder with live lap data tracking for those interested in tracking this 4,100+ pound super sedan on the race track. Fuel economy, as one might expect, is far from its party piece; we’re talking 20 mpg tops on the highway, but then, frugality has never been the point or intent of any V-Series model for the past 20 years, let alone a Blackwing model. With a starting price hovering around $100,000, it is hardly inexpensive. But when you consider that no other manufacturer offers a V8 manual sedan of any kind, not Mercedes-AMG, not BMW M, not even Lexus, it becomes clear that what Cadillac is offering here is something elemental and endangered. How long it will stay on sale is difficult to predict, as increasingly stringent regulations and shifting consumer tastes continue to narrow the window for cars with a three-pedal setup. Cadillac says it’ll keep building the CT5-V Blackwing as long as there’s demand. But to give you some context, of the 150 or so models on sale today, fewer than 30 offer three pedals, and that number is in single digits if we’re talking, purely in terms of high-performance models. But thankfully for now, and perhaps for the last time, you can still walk into a showroom and purchase a brand-new, rear-wheel-drive, supercharged V8 sedan. Throw in GM’s fourth-generation Magnetic Ride Control, Brembo Brakes, and four doors, and you’ve got something versatile and composed that you can truly enjoy on the road or out on track, rewarding you with a deeply mechanical experience that may soon become obsolete. View All Cadillac CT5 V Blackwings For Sale Images Source: Cadillac

By Jordan Aquistapace – June 27, 2023

The Herculean 'H1000': Hennessey's Take On The Cadillac C...

Adding Cadillac's performance sedan to its stable of high-performance cars, Hennessey Performance welcomes the Herculean 'H1000'.

By Andrew Nabors – January 25, 2021

Hennessey HPE1000 Cadillac CTS-V Screams When Provoked

Superchargers make their presence known by more torque at any RPM, but the Hennessey HPE1000 Cadillac CTS-V screams when provoked. When the 3rd-generation V-Series arrived in 2015, John and his team created a comprehensive series of upgrades. Starting with their 3-liter blower, the cam specs are closely guarded. Ported heads, full stainless exhaust, and a new cooling system allow them to back each car with a 2-year/24k warranty. Miles of street tuning allows it to offer 1,000 horsepower and 966 lb-ft of torque on Shell 93 octane, so click the button to learn more. Learn More If you missed it, our friends at Elder Ford have a 2020 Hennessey HPE 800 Heritage Mustang for sale Image (C) Hennessey Performance Engineering

By Andrew Nabors – February 24, 2020

Hennessey HPE850 Cadillac CTS-V is a Perfect Daily Driver

Eight years ago we gathered around the proofing table to look for any final errors before the World's Greatest Car Magazine went to print. I saw a black Cadillac listed with a V8 & manual transmission for $15,000. I called the owner and asked why the price was so low, and it was a divorce sale! I hated to low-ball the gentleman, but he didn't care. It was the perfect Cadillac CTS-V for sale. I never considered driving a Cadillac until I paid him, and I have never looked back. Since then, it has only required a differential brace and regular fluid changes. The moral of this anecdote is that the harder you drive, the more you are rewarded, and it has been the most reliable car I have owned. Sure you could get it to 1,000 horsepower and still be reliable, but you will need new rear tires every other week. That is why the Hennessey HPE850 Cadillac CTS-V is a perfect daily driver. 2017 Cadillac CTS-V Review, Specs, and Pics To make 850 horsepower, their master technicians install ported heads, a new cam, lifters, valvetrain, and a supercharger pulley. Because the stock fuel pump and blower are potent, the only other upgrade is a larger heat exchanger for the intercoolers. Without the optional H10 monoblock wheels, it could pass for a stock V to many average enthusiasts. After remapping the transmission points and firmness, this beast will cruise on happily on premium fuel for years. Yes, even our unfortunate states where 91 is the highest octane offered can enjoy the HPE850. It is available for 2016 to 2020 cars, so call John and his team at 979-385-1300, or click the link below for more information. View Hennessey Cars For Sale

By Andrew Nabors – January 27, 2020

Cadillac Dominates Rolex 24 at Daytona

To mark the beginning of Daytona Speedweeks, the world's fastest drivers and cars came to Florida. The cool and clear weather made for a perfect weekend and Cadillac dominated the Rolex 24 at Daytona. Racing twice around the clock for a priceless Rolex watch, we congratulate Team Konica Minolta in their Cadillac DPi. Finishing 1st, they also ran the race's fastest lap, ad 1:34.652. Leading the way to victory lane, Mustang Sampling/ JDC MotorSports took 3rd and 5th place. Whelen Engineering crossed the line in 7th place, with all drivers thankful for their Cadillac DPi cars. This is a testament to the 6.2L V8 found in the CTS-V, Camaro ZL1, and the previous-generations of Corvette. By Chad Donohoe/C12Productions.com This was Team Corvette's first outing with the mid-engine 2020 Corvette C8, and its new 5.5L Dual Overhead Cam V8. They finished 4th and 7th respectively in the GTLM class. First place in GTLM was the new BMW M8 GTE by BMW Team RLL. 2nd and 3rd were Porsche 911 RSRs, fielded by the factory Porsche GT Team. Five Huracans Competed in GTD Class GT Daytona class was won by Paul Miller Racing in a Lamborghini Huracan GT3 from Paul Miller Racing. Runner up was another Huracan from GRT Magnus. Click Here For Race Results https://www.facebook.com/IMSA/videos/764473914074141/

By Andrew Nabors – May 31, 2019

Cadillac Unveils New 2020 CT4-V & CT5-V Sedans

It was 15 years ago that GM Performance Division did something unprecedented. They borrowed the Corvette Z06 engine and transmission to build the CTS-V. Built in limited numbers, the first generation was built for the Nurburgring. As such, it had 405 horsepower and no option for an automatic transmission. Times have changed, and the CTS-V went out on top for 2019. That's because the fine folks at Lansing Grand River Assembly were preparing for something new. In a press release this morning, Cadillac has unveiled the new 2020 CT4-V & CT5-V sedans. As an owner of a 2004 CTS-V, it was exciting to see the 2nd generation arrive in 2009 with the sedan joined by a coupe and wagon. You can't deny the brutal 640 horsepower of the 3rd generation, but it came with a six-figure price tag. There will always be a market for super sedans, so the CT6-V offers 550 horsepower and 627 lb-ft to all wheels. CT6-V, CT5-V, CT4-V Because of GM's recent advances in turbo technology, it has allowed Cadillac to offer two new cars with exciting power. First off, lets look at what they share. Both cars are RWD and based on the Alpha chassis. This means both are available with AWD with a curb weight under 4,000 lbs. Sharing the latest in suspension, both cars have the 4th generation Magnetic Ride Control. Finally, both cars share the indestructible 10-Speed automatic transmission and SuperCruise autonomous driving. Starting with the CT4-V, it has a wheelbase of 89.6", and weighs 3,600 lbs. It also has 12.6" Brembo brakes. It is a direct replacement for the ATS-V, making 320 horsepower and 369 lb-ft of torque. To do this, they borrowed the 2.7L turbocharged four cylinder from the Chevy Silverado. Both camshafts have 3 lobes for each valve, and they slide front to rear in a 3-step motion. Not only do they slide, each one has variable timing. This allows 33 lbs of boost to offer great fuel economy. Big brother CT5-V has a 116" wheelbase and weighs in around 3,900 lbs. The brakes are an inch larger and it offers 4" more leg room for the rear passengers. Under the hood is the same 3.0L twin turbo V6 found in the CT6. It offers 355 horsepower and 400 lb-ft of torque. From our experiences driving CT6 press cars, this smooth & silent six should be offered across GM's lineup. In conclusion, we are happy to see new members of the V-Series. All brands are going to smaller engines with larger turbos, and the CT5-V AWD will undobtedly be a mean machine. Tell us which one you would own in the comments below, then click on the link for great deals on the remaining CTS-Vs. Browse CTS-V FOr Sale " width="680">

By Andrew Nabors – October 25, 2018

Cadillac Unveils 2019 Pedestal Edition CTS-V & ATS-V

It has been 15 years since Cadillac decided to shock the world. Their customers were getting older, and the brand was the loyal favorite of the greatest generation. The solution was to build a performance brand. Someone at Lansing Grand River Assembly noticed the CTS sedan had plenty of room under the hood, so why not borrow the engine from the Corvette Z06? The first CTS-V arrived in 2004 with a six-speed manual transmission, automatics were not even an option.Great Deals on New & Pre-Owned Corvette Z06Along the way, it spawned a coupe and wagon, both supercharged to 556 horsepower. The ATS-V was launched in 2016 to offer a smaller performance car, but now it is time for the V-Series to become something even more powerful. Cadillac announced this in a press release last night, saying farewell in style. The 2019 Pedestal Editions of the CTS-V and ATS-V Coupe will be limited to 300 examples each. They will be finished in a unique Bronze Sand Metallic with black chrome trim. Standard equipment includes all available carbon fiber along with "After Midnight" forged wheels. Both cars will have the performance data recorder and the Cosworth tuning toolbox.No manual transmission has been offered on the 3rd gen CTS series, so we hope the ATS-V coupes arrive with three pedals. Click the link to find our dealer near you, and tell us your favorite V-Series story in the comments below.View Cadillac ATS For Sale View Cadillac CTS-V For Sale

By Andrew Nabors – December 01, 2017

Cadillac Unveils V-Series Championship Editions

If you have never been to an IMSA race, you are truly missing out. Legions of factory-backed teams battle it out, and the action is often nailbiting. One manufacturer seems to consistently dominate the series, and Cadillac is celebrating in style. The V-Series cars proved their worth by bringing home the Manufacturer, Driver, Team, and Endurance Championships for the 2017 season. A press release this morning outlines this significant achievement.In the Driver’s Seat: 2017 Cadillac CTS-VFor a proper celebration, all three V-Series cars will be dressed up in a Championship Edition livery. Offered on the 2018 ATS-V Coupe, Sedan, and the CTS-V, the Championship Edition is offered in Black Raven or Crystal White Tricoat. Aggressive V-Series graphics and mirrors finished in Red Obsession are sure to steal your concentration. The logo of the DPi-V.R race car is found on the quarter-glass, as a tribute to their wild Daytona Prototypes. It was the DPi that began the season with 7 straight wins, securing the manufacturer's trophy.Bringing home victories at the Rolex 24 at Daytona and the 12 Hours of Sebring, both wins are combined into the "36 Hours of Florida". The celebration continues on the inside, where you are greeted by Jet Black RECARO seats and Morello Red trim. Standard equipment includes the Performance Data Recorder, which is augmented by the Cosworth Toolbox. This Windows program allows for complete data logging of an entire race. Everything from fuel trims to tire temperatures can be played back frame-by-frame. Pricing for the ATS-V will start at $72,190, and the CTS-V will arrive at $105,730. If that is too steep, our dealers have great incentives on leftover 2017 examples, so click the links below and stay with us for all your Cadillac news.Browse ATS-V For Sale Browse CTS-V For Sale

By Andrew Nabors – August 10, 2016

In the Driver's Seat: 2016 Cadillac CTS-V Review

In the past two months we have been host to Cadillac's latest sedans: the nimble ATS-V and the plush CT6. But they saved the best for last: the third generation CTS-V. What began as a low volume project in 2004, the CTS-V is not just a Corvette engine swap. Aside from borrowing the power from Chevrolet's top model, the V has been forged through extensive testing at the world's greatest race tracks.First generation cars were built from 2004 to 2007 with the 405 hp LS6 from the C5 Z06. It was a slap in the face to conventional Cadillac notions of civility. Tuned on the 'Ring, the suspension featured Sachs shock absorbers and Brembo brakes. No automatic transmission was available, and the six-speed manual offered triple cone synchros in all forward gears.After a brief hiatus during the body style change, the V returned in 2009 with a detuned version of the ZR1's 6.2L supercharged V8. At the time GM didn't have an automatic capable of handling the full power of the Corvette's 638 hp, so a smaller camshaft and supercharger limited output to 556 hp. A six-speed automatic joined the lineup and quickly surpassed the manual in popularity. CTS-V was also offered in coupé and wagon body styles with production lasting until late 2015.Dodge shocked the world by installing the 707 hp V8 from the Challenger Hellcat into the Charger sedan, but putting that power to the ground has been an issue. For the 3rd generation CTS-V makes 640 hp and 630 lb-ft of torque, and it arrives with an 8-speed transmission as the only option. Riding on Michelin Pilot Super Sports, the rear tires measure in at 295/30/19. The Hellcat makes more on paper, but we had a hard time keeping the 275 rear tires from spinning.Technology can make or break the ride quality in modern super sedans, so Cadillac's V series engineers endowed the car with the latest in magnetic suspension and an electronic rear differential. By trying out the various suspension modes you can feel the rear helping you rotate through a corner, or simply exiting stage left for a proper drift. First and second generation V models are known for heavy steering, but GM has touted this new rack as the most advanced electric assist on the market.On most press cars we can find quirks and oversights within the first few minutes, but the new V is a solid design inside and out. We don't often experience sedans with the ability to seat four large adults comfortably. Every office should have a CTS-V as the official lunch run conveyance. Because frightening acceleration does wonders for digestion. Engineers benchmarked the Ferrari 458 Italia for throttle response, and this car delivers. We only wish the active exhaust would stay open 24/7, because the soundtrack is addictive.Accordingly, the price has jumped to $83,995, and the necessary options such as Recaro seats, performance data recorder push the price just over the century mark. Buyers have not been deterred, as all 2016 examples were sold before August, with a back order extending into the second quarter of '17. While the second generation CTS-V answered everyone's questions with polite references to its abilities, the new V is automotive equivalent of a Mic Drop.View All Cadillac CTS-Vs For Sale

Cadillac

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe