2019 cts v top speed

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Review: Cadillac's $100,000 2019 CTS-V sports sedan gives BMW, Mercedes a run for their money

Cadillac, the luxury arm of auto giant General Motors, appeared to not anticipate the insatiable hunger consumers have for SUVs and crossovers. 

While Cadillac tried to out-German BMW and Mercedes with a lineup of sports sedans with impressive driving dynamics and great prices, the Germans padded their lineups with seven crossovers each. Cadillac, until 2018, offered only one.

The company is now retreating back to Detroit after a few years in New York. They've announced the XT4 and XT6 crossovers to compliment the XT5 and Escalade and are consolidating the CTS and ATS into the CT5 sedan.

This, the fire-breathing, 200-mile-per-hour CTS-V, is a testament to how well Cadillac accomplished its mission of building amazing sports sedans. Unfortunately, the market wanted something else.

The good

"Parts sharing" is almost a dirty word in the industry. It conjures images of Cadillac Cimmarons and Lincoln Blackwoods that were thrown together with mainstream parts and adorned with luxury nameplates. But sometimes, it makes sense.

For instance, the engine of the CTS-V is shared with a Chevy. Spending $106,180 on a Cadillac with a Chevy motor may sound absurd, until you realize that it's the supercharged, 6.2-liter V-8 yanked out of a Corvette Z06. With 640 horsepower and a slick eight-speed automatic swapping cogs, the CTS-V will hit 60 mph in 3.7 seconds and keep pulling onto a claimed top speed of 200 mph.

While it's more than enough power to do burnouts on command, the chassis is well suited to handle the force at the rear wheels. Years after its debut, the CTS-V still offers one of the most impressive chassis of any sports sedan. Especially teamed with the advanced traction and stability control system, the CTS-V is easy to drive fast and incredibly controllable for something so massive.

Steering is direct and provides a lot of feedback, though it can feel artificially heavy. With paddle shifters and a rev counter in the head-up display, it's also fun to manually control the impressive automatic transmission. It's not quite as ferociously quick as a dual-clutch transmission, but it's smoother in normal operation than most performance gearboxes.

So, too, is the ride. Thanks to magnetic shocks that can vary their stiffness on the fly, the CTS-V can deliver a smooth and livable ride or enough stiffness to attack a race track. It's a good match for the engine, which can roar to the redline or quietly churn away on the highway without any coarseness.

As for pricing, we understand that $106,180 sounds like a lot of money for a Cadillac. But our tester was fully loaded with a pricey carbon fiber package and carbon fiber engine cover responsible for over $7,000 of the Caddy's retail price.

A base CTS-V, with the required destination charge and gas guzzler tax, costs $89,290. The car's chief rivals, the BMW M5 and Mercedes-AMG E63 S, both start above $100,000. It's a bargain for the segment.

The bad

Inside, they don't do a great job of hiding the bargain price. As we've often complained with Cadillac products, the company's interiors can't compete with the best in the class. The CTS-V feels significantly cheaper inside than just about anything at this price point, with lots of black plastics and chintzy controls.

It also uses capacitive buttons — basically touch screen buttons, instead of a knob — for climate control, volume and other controls. We won't mince words: they don't work well. They don't always activate on the first try and at their best feel clunkier than the normal switches you'd expect.

That second-rate approach also applies to technology, where the CTS-V feels far behind its rivals. We can excuse the lack of advanced driver assists in a performance-oriented vehicle, but even the technology that is on board feels poorly implemented. The backup camera has poor resolution, the gauge cluster looks tacky, and Cadillac's infotainment system can't compare with the slickness or user-friendliness of, say, BMW's.

How we'd option it

The CTS-V doesn't feel as expensive inside as an M5 and there's no amount of options you can add to change that. This car is perfect for people who want to maximize the amount of performance they get for their money and aren't concerned about the latest tech or nicest interior. As such, we don't think you should go crazy with the options.

We'd certainly skip the carbon fiber package. Not only does it cost a lot, but the carbon fiber splitter sticks out of the car's chin and can easily get scraped. Replacing it isn't cheap.

In fact, unless you want to pick a different wheel style for $900, we think the best value is in skipping all of the options. The CTS-V comes standard with just about everything you'd need, so we don't think you should push the price past the $89,290 it'll cost to get your hands on a basic CTS-V.

Final thoughts

The CTS-V offers an extreme amount of performance for the dollar. It's capable of ferrying five people in relative comfort to 200 mph, a speed some supercars can't reach. It looks good, handles well and is a ton of fun on the road. It's totally usable as a daily driver and comfortable to drive.

It's not the most luxurious or modern option. It doesn't represent the next big thing or the future of Cadillac. But it's rolling proof that, when the company wants to build the best performance sedan for the money, it's capable of accomplishing that mission. We hope that, even as the focus shifts toward SUVs, Cadillac will keep making compelling sedans that make our hearts race.


Exterior: 4

Interior: 2

Driving Experience: 5

Value: 4.5

Overall: 3.9

Price as tested: $106,180

*Ratings out of 5.

Sours: https://www.cnbc.com/2019/05/10/review-cadillacs-100000-2019-cts-v-sports-sedan-gives-bmw-mercedes-a-run-for-their-money.html


The rear end is an evolution of the previous design, but with significant changes.

While there is no standard CTS Wagon to build a V version around it, the design of this high-performance hauler isn’t very difficult to guess. Our design took the styling of the previous model and mixed it with the sportiness of the third-generation car for a wagon that’s both elegant and aggressive. As you can see in the rendering, the rear end is an evolution of the previous design, but with significant changes.

While we kept the thin and tall taillights that go from the bumper all the way up to the roof we gave them a more modern design with a long vertical LED stripe and smaller, stacked horizontal lines. In between there’s a redesigned rear window, a thinner, but wider chrome trim above the trapezoidal license plate recess, and a beefier bumper. Below, we added a proper diffuser with four vertical fins and a quad-pipe exhaust with chrome tips. For reference, the previous model had a mundane bumper with no diffuser and a much simpler, dual tailpipe layout.

Setting the wagon apart from the sedan are the revised rear door windows, the slightly longer quarter window, and obviously, the longer roof.

Onto the sides, we can see many of the sedans new features, such as the vents behind the front wheel arches, the elegant crease above the side skirts, and the aggressive beltline that moves upward on its way toward the rear fascia. Setting the wagon apart from the sedan are the revised rear door windows, the slightly longer quarter window, and obviously, the longer roof.

Up front, the wagon would be identical to the facelifted CTS-V, which should arrive with minor changes compared to the outgoing model. Highlights would include the angular headlamps with dual LED daytime running lights that extend into the bumper, a honeycomb mesh for the main grille and lower vents, sporty looking side outlets, and a splitter at the bottom of the bumper. The engine hood should also be identical with a raised center section and big vents for cooling.


Inside the cabin, the wagon would also be identical to the sedan, at least from the dashboard to the rear seats.

Inside the cabin, the wagon would also be identical to the sedan, at least from the dashboard to the rear seats. The driver and front passenger would ride in 20-way adjustable, heated and ventilated seats. The performance-oriented seats would be wrapped in semi-aniline leather with sueded microfiber inserts and provide plenty of lateral support thanks to their heavy side bolsters. The sedan’s optional Recaro performance seats wrapped in Mulan leather upholstery would probably be offered on the wagon too. Just in case you want to hit the track before getting those groceries.

Behind the rear seats is where the CTS-V Wagon will stand out compared to the sedan, with significantly more storage room in the trunk.

The cabin would be packed with cut-and-sew elements, decorative stitching and various soft-touch materials for the steering wheel, the shift knob, and the door panels. Should Cadillac launch it soon enough, it should come with the bespoke version of the 12.3-inch instrument cluster display with V-series graphics and full-color head-up display. Cadillac’s latest CUE infotainment system would come standard, as would the Bose Surround Sound audio system, Siri Eyes Free, wireless inductive phone charging, and OnStar 4G LTE connectivity with a built-in Wi-Fi hotspot. The Performance Data Recorder found in the Chevrolet Corvette, and the CTS-V sedan should be available as well. Quite the fun wagon, eh?

Behind the rear seats is where the CTS-V Wagon will stand out compared to the sedan. The larger trunk should give customers significantly more storage room than the sedan. However, the CTS-V Wagon would also have to be competitive against the Mercedes-AMG E63 Wagon, which boasts 20.5 cubic inches with the rear seats up and 57.4 cubic inches with the seats folded flat.


the vented front hood would hide the bonkers supercharged, 6.2-liter V-8.

If the previous CTS-V Wagon is any indication, it’s safe to assume that the new-generation hauler would use the exact same drivetrain as the sedan. Specifically, the vented front hood would hide the bonkers supercharged, 6.2-liter V-8. The massive Corvette-sourced mill cranks out 640 horsepower and 630 pound-feet of torque in the sedan, enabling it to hit 60 mph from a standing starts in a scant 3.7 seconds. Granted, the wagon won’t be as quick due to the extra weight and different aerodynamics, but it should reach the same benchmark in less than four seconds.

The massive Corvette-sourced mill cranks out 640 horsepower and 630 pound-feet of torque.

Not only impressive by itself, these figures would also place the CTS-V Wagon pretty close to the incredible Mercedes-AMG E63 Wagon, which comes with 603 horsepower and 627 pound-feet of torque and hit 60 mph in only 3.4 seconds. Top speed, on the other hand, is inferior on the Merc, being limited to 180 mph.

As a brief reminder, the 6.2-liter V-8 is aided by a 1.7-liter supercharger that’s both compact and efficient and backed by an eight-speed automatic transmission that has been optimized for quicker shift response times and greater efficiency. There’s no manual for the CTS-V sedan so it’s safe to assume that the wagon wouldn’t get one.


As it is always the case, the wagon would be a tad more expensive than the sedan. With the facelifted, 2017 CTS-V Sedan priced from $85,995, the CTS-V Wagon would probably retail from around $88,000 before options.


Read our full review on the 2016 Cadillac CTS-V.

Read our full review on the 2014 Cadillac CTS-V Wagon


Mercedes-AMG E63 Wagon

As of this writing, the AMG E63 is the only luxury, high-performance, midsize wagon you can buy in the U.S. New for 2018, the German hauler takes its styling cues from the most recent E-Class sedan and the beefed-up drivetrain from the AMG E63 sedan. Sporty yet elegant on the outside, this wagon is packed with the latest technology, including semi-autonomous drive, which makes it one of the most advanced vehicles in showrooms as of 2017. Output comes from the already familiar twin-turbo, 4.0-liter V-8, which in this configuration is rated at 603 horsepower and 627 pound-feet of twist. Mated to a nine-speed automatic transmission, the drivetrain propels the wagon from 0 to 60 mph in an amazing 3.4 seconds, to go with a top speed limited to 180 mph. U.S. pricing is not yet available, but the wagon is expected to start from around $105,000.

Find out more about the Mercedes-AMG E63 Wagon here.

BMW M5 Touring

The M5 Touring is nothing more than a rendering at this point, but there’s been a lot of talk about the nameplate’s return with the new-generation 5 Series. What’s more, word has it that BMW might bring it to the U.S. The recipe should be similar to the AMG E63 Wagon — a sporty yet elegant exterior, and a premium cabin with plenty of luxury features and the latest technology available. The engine should be an improved version of the company’s twin-turbo V-8 with output close to 600 horsepower. A rear-wheel-drive setup should be standard, with xDrive AWD to be offered as an option. The sprint from 0 to 60 mph should take less than 3.8 seconds in order to make it competitive against the AMG E63 Wagon. Top speed, on the other hand, is likely to be limited to 155 mph. Expect the M5 Touring to retail from at least $100,000 once it comes to the United States.

Learn more about the BMW M5 Touring in our speculative review here.


Although we usually make renderings of vehicles that are very likely to happen in the near future, this is one of those cars that won’t see the light of day in this form. But it would be pretty cool if it did, right? I mean let’s face it, the midsize wagon market is in an awful state right now, with only the Mercedes-AMG E63 and Volvo V90 on offer. While the Audi RS6 isn’t available Stateside, the BMW M5 Touring is a car that’s still a long way from returning into dealerships. So it’s a pretty sad sight, and we have the growing SUV segment and the automakers’ lack of trust for this. But hopefully, things will change soon. And hopefully, Cadillac will develop a new CTS-V Wagon.

  • Love it

    • It’s gorgeous!
    • All the V-8 power you need
    • The midsize wagon segment needs new cars
  • Leave it

    • Not very likely to become a production model

Ciprian Florea

Senior Editor and Supercar Expert - [email protected]

Ciprian's passion for everything with four wheels (and more) started back when he was just a little boy, and the Lamborghini Countach was still the coolest car poster you could hang on your wall. Ciprian's career as a journalist began long before earning a Bachelor's degree, but it was only after graduating that his love for cars became a profession.  Read full bio

About the author
Sours: https://www.topspeed.com/cars/cadillac/2019-cadillac-cts-v-wagon-ar177019.html
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In the space of one week, I rolled over 1,600 miles – from NYC to Charleston and back – onto the new CTS-V’s odometer. If it weren’t for the overly aggressive Recaro bucket seats, this would be the perfect American road trip car. It became very clear to me that, thanks to a supercharged eight-cylinder heart working in unison with the expertly tuned chassis, the last generation of the CTS-V has earned a place in the pantheon of all-time greats.

I used the remote start without hesitation every time I started the car. Coaxing the Cadillac supercharged CTS-V’s 6.2-liter V8 to life is fun, but having a front-row seat to the quad exhaust barking in your face then simmering to a deep burble is another kind of pleasure. It primes you for the rest of the experience.

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There’s no hard and fast rule about what makes a great car or what classifies one as an instant classic. The hall of fame is filled with vehicles like the Land Rover Defender, the Lamborghini Countach, the Citroen DS 21 and the DMC DeLorean, to name a few. It’s an eclectic group. Generally, design, timing, purpose and, performance can be factors into determining a car’s greatness. When it comes to the last generation of the CTS-V, it’s all of the above.

It took Cadillac just over a decade and three generations to get the CTS-V just right. Back in 2004, it was clear GM wanted to move in a different direction to take on BMW, Audi and Mercedes-Benz in the luxury-performance game. But the ghosts of unrefined ’90s-era Cadillacs still haunted the brand. The second generation got a boost in performance but didn’t look any different than the base CTS, and the interior still shouted “GM.” It seemed as though the company be couldn’t be bothered to bring the car to life as anything more than a glorified Chevy.

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For the third generation, which bowed in 2015, everything seemed to come together. There was a bold design language inside and out. Granted, thin piano black plastic trim pieces still made their way to the dash, console and steering wheel. But, under the hood, the CTS-V got a 640 horsepower supercharged V8 from the Corvette. It cranked out 630 lb-ft of torque from a lowly 3,600 RPM. Some might say it’s too much power for any real-world driving, but that’s half the Caddy’s charm — how it earned its nickname, “the four-door Corvette.” But in reality, the CTS-V is more fine-tuned than that.

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Barreling down the highway at 70 mph, southbound on I-95, the tachometer was barely above idle. The CTS-V is eerily planted, a sedate drive at legal highway speeds. Then the madness shows. When I put my foot down to overtake slower traffic, if I took too much liberty with the throttle the rear tires easily broke loose. It’ll shimmy and a fishtail at moderate highway speeds. The CTS-V is built for cannonball runs and Autobahn cruising, where it’s most comfortable. That dual-personality powerplant is a major part of the CTS-V’s charm.

Not only is the CTS-V the most powerful and, with a 200 MPH top speed, the fastest production Cadillac to ever leave the assembly plant, it’s also one of the best handling cars ever to wear the crest. Thanks to Cadillac’s racing engineers, the suspension, aerodynamics, steering, and brakes give the two-ton car a hugely stable character at high speeds. It was tuned for the track, but you can probably count on one hand the number of owners who’ve tracked their CTS-V. Instead, that high-speed stability is what makes the CTS-V so damn civilized on the highway, in the rain or carving through slower traffic.

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The brute has its quirks, just like any other great car, and there’s not a doubt in my mind this final generation CTS-V is an instant classic. It has no other competitors from the US – the Dodge Charger Hellcat has more power, but it’s nowhere near as classy as the Cadillac; the Chrysler 300 SRT8 is a 15-year-old Mercedes E-Class wearing a thin veneer of what FCA calls luxury. The CTS-V is just at home on the Nürburgring as it is I-95, and competes with Germans on style and design too.

Sadly, this year marks the end of an era at Cadillac. When 2020 rolls around, the incoming CT5-V will replace the CTS-V, but the CTS-V is what put Cadillac back on the map, and that’s what makes it so damn special.

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Sours: https://www.gearpatrol.com/cars/a545917/the-2019-cadillac-cts-v-will-be-one-of-the-all-time-greats/
BRUTAL!!! 2016 Cadillac CTS-V (0-315 km/h) POV- Autobahn Acceleration TEST ✔

2019 Cadillac CTS-V Review

Research > 2019 Cadillac CTS-V

Proudly Serving Baytown, TX

What's the Price for the 2019 Cadillac CTS-V?

The starting MSRP of the 2019 Cadillac CTS-V is $86,995. *

How Fast Can the 2019 Cadillac CTS-V Go from 0 to 60 mph?

The 2019 Cadillac CTS-V is capable of going from 0 to 60 miles per hour in an estimated 3.7 seconds.

Base Engine

6.2L Supercharged V8

0-to-60 MPH Time

3.7 seconds

What's New for the 2019 Cadillac CTS-V?

Luxury sedans are the cream of the crop when it comes to automobiles. Cadillac has been at the forefront of this movement for many years and 2019 is no different. The all-new Cadillac CTS-V is a beast of a vehicle, and it's coming with a few extra updates for the new year. Some of the changes for this third-generation sedan include a black-chrome grille. This grille comes equipped with dark grillettes for a mean look. On the other hand, the vehicle will be adding Recaro performance seats. Cadillac has decided to bring in two new exterior paints such as vector-blue metallic and phantom-gray metallic. The sedan's CTS-V Championship Edition package will also be deleted for 2019. Advanced technology courses through CTS-V's veins. This includes Bose CenterPoint premium audio, 4G LTE Wi-Fi, a rear-camera mirror and a performance- data recorder. In addition to that, this vehicle provides a 12.3-inch infotainment center as well as wireless charging.

The 2019 Cadillac CTS-V will come with an impressive engine. This vehicle is built for high performance thanks to its 6.2-liter V8. This particular V8 engine will produce upward of 640 horsepower. Zero to 60 mph comes in the flash of 3.7 seconds. There is also 630 pound-feet of torque. This supercharged sedan can be used perfectly as a daily driver. The CTS-V's magnesium-paddle shifters are connected to an eight-speed automatic transmission, which delivers precise shifts. Ultimate precision and control is what drivers will receive when behind the wheel. Thanks to Magnetic Ride Control and performance-traction management, this vehicle will grip the pavement while exhibiting comfortable stroll. When it comes to cabins, few luxury sedans can offer what Cadillac has done. There are six individual blends of semi-aniline leather, including light platinum/jet black as well as jet black/saffron accents. This is a driver-centric cabin that's centered around refined materials and detailed finishes. Some of the highlights include a thick-rim steering wheel, 16-way adjustable front seats, carbon-fiber trim and sueded microfiber.

2019 Cadillac CTS-V for Sale in Baytown, TX

The CTS-V experts at Ron Craft Cadillac are very excited to introduce this vehicle to the general public. These well-trained professionals are equipped to provide interested consumers with a ton of invaluable information, which will answer all of your questions. Providing great customer service is also something that Ron Craft Cadillac specializes in so head on over to our location to speak with one of our representatives.

* The Manufacturer’s Suggested Retail Price excludes destination freight charge, tax, title, license, dealer fees and optional equipment.

Sours: https://www.roncraftcadillac.com/2019-cadillac-cts-v-specs-features-model-review-baytown-tx

Cts top 2019 speed v

CADILLAC CTS-V 2015 - 2019

Cadillac was and still is, known for its luxurious vehicles, ridiculous SUVs and chromed wheels.

That's why no one expected them to build a four-door sedan with a claimed top speed of 200 mph (322 kph).

The 2016 Cadillac CTS-V was originally the most powerful car in the brand's history. The 6.2-liter engine was equipped with a 1.7-liter supercharger, boosting the maximum power to 640 hp and 855 Nm (620 lb.-ft) of torque. The car comes with an 8-speed automatic gearbox with paddle shifters behind the steering wheel. The transmission is tuned to do launch-control and also features a Performance Algorithm Shifting.

The interior is different from a regular, luxurious, Cadillac limousine. The performance sedan has a 12.3” display installed in the dashboard and has special functions, which are more track-oriented. In front of the driver, the CTS-V shows a head-up display with an array of information needed on the road or on the track.

For the front occupants, Cadillac has installed heated and ventilated 20 way adjustable seats. The infotainment unit also comprises navigation and a Bose Surround Sound audio system. For the Apple CarPlay users, Cadillac engineers have installed a Siri Eyes Free that can read incoming texts and transforms voice into texts. The CTS-V has a built-in Wi-Fi hotspot and OnStar 4G LTE connectivity.

Sours: https://www.autoevolution.com/cars/cadillac-cts-v-2015.html
Is the 2019 Cadillac CTS-V a BETTER performance sedan than the 2020 CT5-V?
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2019 Cadillac CTS-V ( © GM Corp. CC-BY 3.0)






2019 Cadillac CTS-V ( © GM Corp. CC-BY 3.0)2019 Cadillac CTS-V ( © GM Corp. CC-BY 3.0)


Sours: https://www.automobile-catalog.com/performance/2019/2094365/cadillac_cts-v.html

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Top Speed of the 2016-2019 CTS-V

I have the good fortune to have a European-homologation 2018 CTS-V which is garaged in Switzerland about an hour from the nearest border with Germany – and you all know what that means. So I am going to explore the top speed of this car (320 km/h). As we all know cars that can break the 300 km/h barrier are very rare – especially sedans and coupes. Sports cars that crack 300 are a little less rare but the top speed of this version is still higher than the latest C8 Corvette which plateaus at around 310 km/h. Obviously later versions of the C8 will have a higher top speed but it will be impossible to legally hit that top speed in NA – it can only be accomplished in Germany. And so to Germany we shall go and see what it feels like – however I am only going to do this if there is interest among the conoscenti. So let me know and if I see there is interest I will follow up.

Sours: https://cadillacsociety.com/topic/top-speed-of-the-2016-2019-cts-v/

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