Cadillac CT4-V or CT5-V: Which One Should You Buy?

Cadillac used Grand Prix weekend in Detroit to unwrap two new performance sedans and a strategy that promises some of the best stuff is still to come.

To be honest, the powertrain choices unveiled for the 2020 Cadillac CT4-V and CT5-V left us disappointed, but GM executives say this is part of a realigning of the meaning of V in the new Cadillac universe. It attempts to remedy two problems. V-Sport was confusing and unsuccessful; V was low-volume in part because some buyers might have been intimidated by rear-wheel drive and 640 hp.

Going forward, the V-Sport designation is gone. Everything will be V. But there will be two levels of V. GM President Mark Reuss says he knows there are people out there who want a performance car as a daily driver, and the new CT4-V and CT5-V that go on sale early next year are geared to them.

Still to come: V-Series for the track with bigger engines, specs, spoilers, and the aggressive styling necessary to make them stand out. We are promised we will see—and hear—them soon.

In the interim, if you want a daily performance driver from Cadillac, which of these new sedans should you buy?

Both sedans ride on the same updated Alpha rear-wheel-drive platform; all-wheel drive is available. Both have a front multi-link strut and five-link rear suspension. The CT4-V has a limited-slip differential and performance chassis with Magnetic Ride Control 4.0 on rear-drive versions, and ZF passive dampers on all-wheel-drive models. Conversely, the CT5-V has an electronic limited-slip rear differential and Magnetic Ride Control is standard on all models.

Size-wise, the CT4-V is only 6.6 inches shorter than the CT5-V, which measures 193.8 inches. The CT4-V’s wheelbase is 6.7 inches shorter than the CT5-V’s 116-inch wheelbase. GM claims the CT4-V has “near-perfect 50/50 weight distribution.” All this should make it easier to park, more nimble to drive, better in a slalom, and possess a tighter turning radius. It also has 359 fewer pounds to toss around. Both sedans have a wider track in the back.

If legroom is important, the two sedans have the same amount up front for the driver, but if back-seat passengers are a priority, the CT5-V gives them an extra 4 inches to stretch out.

The CT4-V takes on the likes of the Mercedes-Benz CLA and has the advantage of being a rear-driver in a pool of front-drive vehicles. The larger CT5-V is aimed at the BMW M340i, Audi S4, and Mercedes-AMG C 43.

The CT-4 has a simpler, more aggressive style to appeal to a younger buyer. Designers tried to give it a more sinister look with the choice of materials and dark colors as well as quad exhaust integrated into the fascia. The color palette adds more bold choices with blue, red, green, and orange. The CT5-V has the proportions and sophistication for a more mature buyer who wants a more elegant sedan with a long dash-to-axle.

The larger CT5-V rides on 19-inch wheels; the CT4-V is on 18-inchers. Summer tires are standard with all-seasons available for all-wheel-drive models.

The powertrains differ. The CT4-V has a 2.7-liter turbocharged I-4 that spits out 320 hp at 5,600 rpm and 369 lb-ft of torque at 1,800 rpm and has a three-step sliding camshaft to optimize power delivery at all speeds in this first application of a four-cylinder in a car with a V badge.

The CT5-V packs a 3.0-liter twin-turbo V-6 which brings horsepower up to 355 at 5,600 rpm and torque is 400 lb-ft with a wide band from 2,400-4,400 rpm. Both engines have Active Fuel Management which deactivates cylinders when not needed for better fuel efficiency. Both have a 10-speed automatic with paddle shifters (no manual).

We were hoping the CT4-V would get a V-6 and the CT5-V would receive a version of the 550-hp, 627-lb-ft Blackwing V-8 from the CT6-V. But the track versions to come might make our wishes come true. Some consolation: Both cars have launch control. And there is a chance a manual transmission appears in the future.

 

Both will get Super Cruise for hands-free highway driving in the second model year. Fortunately the 2020 model year will be a short one, so 2021 models with the extra tech are expected in fall 2020.

Pricing has not been released for either sedan, but GM says the first level of V will be a $6,000-$7,000 premium over a Sport model. This could keep them in line with outgoing models. The 2019 ATS-V coupe started at $67,795; the outgoing CTS-V stickered for $86,995. No guidance on what we can expect from the still-to-be seen track versions.

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