Following closely on the heavy foot falls of Corvette’s ZR1, the next- generation Cadillac CTS-V is walking softly, but carries a serious punch. The previous car’s LS6 V-8 pumped out a more than useful 400 horsepower. This engine is up to a monstrous 550 bhp! That’s sure to give the BMW M5 and Mercedes-Benz E63 AMG a real run for the 
money. Essentially using the same engine as the new ZR1, Cadillac’s powerplant is a supercharged 6.2-liter small-block V-8, albeit with a smaller 4-lobe Eaton compressor.
Not just a CTS with a bigger engine, the V gets 6-piston Brembo front and 4-piston rear brake calipers. Large 15.0-in. front and 14.7-in. rear brake rotors are big enough to fill the 19-in. forged wheels. Sticky summer performance Michelin Pilot Sport 2 tires —255/40R-19 front and 285/35R-19 rear — provide more than adequate grip. Having the newest generation of Magnetic Ride Control (MRC) and a stability-control system that features a Performance Traction Management (PTM) system, the CTS-V is sure to handle well. PTM is new and designed to improve lap times by regulating torque delivery to the rear wheels. Thus it works more like a race car’s traction control than the safety systems we are familiar with. We look forward to testing this, as the technology has shown to be invaluable in race cars. A form of launch control is said to be included.
The engine matches its horsepower figure with commensurate amounts of torque. To keep wheel hop to a minimum, the rear halfshafts are asymmetrical and the active dampers have software to maximize rear grip when launching from a standstill—again technology from the Corvette ZR1. MRC has the usual ability to switch ride quality between comfort and sport as well. What the CTS doesn’t share with the ZR1 is its transaxle.
The CTS features a conventional setup, with a new Tremec TR 6060 6-speed manual transmission and twin-disc clutch. We hope it’s more refined than its notoriously clunky predecessor. Recognizing a weak spot, GM also replaced the previously somewhat-fragile limited-slip differential with one made of cast iron. For the first time, though, a 6-speed automatic will be offered, the new Hydra-Matic 6L90 complete with paddle shifters.
Aside from the new automatic option, the CTS-V features powered Recaro seats, Bose audio with a 40-gigabyte hard drive, navigation and microfiber synthetic suede. The soft fuzzy material is found on the steering wheel, shift lever and seats. Of course, the CTS-V retains other standard CTS features, but it is clearly being treated as a Corvette with four-doors. That is surely a recipe for success
money. Essentially using the same engine as the new ZR1, Cadillac’s powerplant is a supercharged 6.2-liter small-block V-8, albeit with a smaller 4-lobe Eaton compressor.Not just a CTS with a bigger engine, the V gets 6-piston Brembo front and 4-piston rear brake calipers. Large 15.0-in. front and 14.7-in. rear brake rotors are big enough to fill the 19-in. forged wheels. Sticky summer performance Michelin Pilot Sport 2 tires —255/40R-19 front and 285/35R-19 rear — provide more than adequate grip. Having the newest generation of Magnetic Ride Control (MRC) and a stability-control system that features a Performance Traction Management (PTM) system, the CTS-V is sure to handle well. PTM is new and designed to improve lap times by regulating torque delivery to the rear wheels. Thus it works more like a race car’s traction control than the safety systems we are familiar with. We look forward to testing this, as the technology has shown to be invaluable in race cars. A form of launch control is said to be included.
The engine matches its horsepower figure with commensurate amounts of torque. To keep wheel hop to a minimum, the rear halfshafts are asymmetrical and the active dampers have software to maximize rear grip when launching from a standstill—again technology from the Corvette ZR1. MRC has the usual ability to switch ride quality between comfort and sport as well. What the CTS doesn’t share with the ZR1 is its transaxle.
The CTS features a conventional setup, with a new Tremec TR 6060 6-speed manual transmission and twin-disc clutch. We hope it’s more refined than its notoriously clunky predecessor. Recognizing a weak spot, GM also replaced the previously somewhat-fragile limited-slip differential with one made of cast iron. For the first time, though, a 6-speed automatic will be offered, the new Hydra-Matic 6L90 complete with paddle shifters.
Aside from the new automatic option, the CTS-V features powered Recaro seats, Bose audio with a 40-gigabyte hard drive, navigation and microfiber synthetic suede. The soft fuzzy material is found on the steering wheel, shift lever and seats. Of course, the CTS-V retains other standard CTS features, but it is clearly being treated as a Corvette with four-doors. That is surely a recipe for success
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