This is the end. Cadillac, a brand with a rich history of filling giant gasoline engines under the hoods of luxury sedans, is about to tell him to give up internal combustion, but not before coming out with an explosion. Well, two bangs, with one of them called CT5-V Blackwing, a 668-6.2 liter supercharged sedan V8 with a standard … standard transmission. The other is the CT4-V Blackwing, a smaller 4723.6-liter V6 twin-turbo V6 sedan, which also comes with a button changer, according to the orders of the car gods. Let’s take a first look at these latest hurricanes for high-performance Cadillacs on high-performance gasoline.
The car industry is quickly entering the electric age, so it feels a little strange for Cadillac to launch two completely conventional flagship sedans. But this is the last stand for Cadillacs on performance gasoline, and my god is the GM premium brand that comes out in the cradle.
So much power, so many pedals
CT5-V is a 668 hp, 659 lb-ft supercharged V8 sedan with six-speed manual transmission that transmits torque to the rear wheels. On paper, it is epic, fully fulfilling Maslow’s Hierarchy of Car Needs (other than perhaps the “reduced weight of the curve”). – CT5-V Blackwing weighs about two tons). I can’t wait to drive this car.
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The other car that Cadillac showed was the CT4-V, which also comes standard with manual transmission and also has a boosted engine, which sends torque to the rear wheels, although that engine is a V6, and the high air pressure in the intake manifold comes from a pair of turbochargers instead of a supercharger.
Here is a short walk of these two cars with marketing manager Ken Kornas:
When Cadillac released power figures for the regular CT4-V and CT5-V, the car media spit quite a bit on the drink and laughed. “We are sorry to inform you that the Cadillac CT4-V has only 24 hp more than a Toyota Camry“My colleague wrote after Jalopnik’s original article entitled ‘Cadillac CT4-V and CT5-V 2020 arrive without the great power we are used to. ”
After being pampered by 464 CP ATS-V and 640 CP CTS-V, we just weren’t thrilled with the wonderful 325 hp in-line turbocharger-four from CT4-V or 360-HP twin-turbo V6 in CT5-V. “Hey, this isn’t the real V, is it?” my eCreator-in-100hief Rory Carroll she, he asked Cadillac at an event in 2019. The brand responded that a “big V” was under development. He is now here with his little brother.
The 668-The HP CT5-V Blackwing can take 0.7 km / h for 3.7 seconds and reach a top speed of over 200 mph. 472-HP’s 445 lb-ft CT4-V Blackwing needs an extra tenth to reach 60 and its top speeds at about 189 mph on the Cadillac. Both cars are built on the Alpha II platform, the successor to the Alpha platform that was the basis of the Chevy Camaro and Cadillac ATS. Like the ATS and Camaro, the CT4 and CT5 have MacPherson struts and five-link rear configurations.
Speaking of ATS, the CT4-V Blackwing will probably be similar to the V model of the car, which was a excellent driver the car due to the incredible feeling of steering and sharp maneuverability. The CT4 has essentially the same engine and transmission, with about the same power (up to 8 hp). Car AThe driver gets into differences, writing in his story The 472-HP 2022 Cadillac CT4-V Blackwing is like an ATS-V, but better:
Chassis upgrades include larger front and rear brake rotors, a newer version of the standard magnetoreological shock absorbers and Michelin Pilot Sport 4S tires instead of the old Pilot Super Sport tire. These tires wrap 18-inch rims with a staggered width configuration; magnesium wheels that Cadillac teased earlier will not be available until later in the production period. The limited slip electronic differential housing is now made of aluminum, which Cadillac says saves £ 22. The total weight on board is increased by 77 kilograms.
I’m conflicted here, because as much as I like the idea of an improved ATS-V that handles well, the larger CT5-V Blackwing, a few hundred pounds, has a V8 with a 1.7-liter Eaton supercharger and you know that it will sound much, much better. So the question is: do you choose an agile maneuver (ish) or do you choose the glorious sound of a stimulated V8?
Maybe I’m a little basic, but my initial instinct is to go with option B.
The hardware
Cadillac didn’t have engineers at my preview session in a warehouse in Warren, Michigan, so the brand failed to get deep into CT4-V Blackwing and CT5-V Blackwing technology. But immediately, it became clear how epic the cooling systems are – unexpected, given that the ATS-V was a masterpiece in this area.
Each car has about a dozen heat exchangers, with small sloping edges and slightly sloping inside:
My favorite heat exchanger (everyone should have a favorite heat exchanger, right?) On the CT4-V is the flat front one, which I’m pretty sure cools the transmission and the rear differential.
A heat exchanger whose face is actually parallel to the airflow ?! It sounds counterintuitive, but it makes sense if you consider that it is located right in front of the main cooling module, which – due to its restriction – creates an area of high pressure in front of him. This high pressure, together with the low pressure under the vehicle, as the air rushes at high speed, forces the air through the heat exchanger mounted parallel to the floor of the car:
When it comes to aerodynamics, Cadillac says the new grille design is a key factor in improving airflow over the ATS-V, and the brand mentions a new Aero Fiber Carbon package that is supposed to reduce the lift by 214 percent on CT4 -V Blackwing and 75 percent on CT5-V Blackwing. It goes without saying that there is a penalty for shooting.
Also interesting are the “airflow belts” that are produced up what Cadillac calls “Underwing” – basically, a body airflow strategy that Cadillac says reduces drag and improves runway performance:
Speaking of the lower body, here’s a “Easter Egg” V-Series logo at the bottom of the liquid-cooled electronic slide differential:
Bthe rakes are huge. The CT4-V Blackwing rotors are 15 inches in front and 13.4 in the rear, while the older brother has 15.7-inch rotors in front of the driver and 14.7 seconds in the back. Both cars have six-piston calipers on the nose and four-piston clamps on the tail.
The standard manual transmission is a six-speed Tremec with a two-disc LuK clutch. If you are unfamiliar with how a two-disc clutch works, it essentially involves screwing a casing to the steering wheel, using axial space to create an extra surface for which an extra clutch can be attached. Here, watch this Australian show you how it works:
Both cars have the ability to adjust speeds and “No-Lift Shift”, as it sounds: you can stay hard on the accelerator pedal while driving – something that, according to Cadillac, helps maintain the CT4-V Blacking turbos.
There is also a 10-speed automatic transmission if you are interested in this.
Prices
The CT4-V Blackwing starts at $ 59,990, while the CT5-V Blackwing costs $ 84,990. These are higher base prices than the Audi RS3 and BMW M3 with which GM says the two cars compete, respectively. The way the Caddies will resist on the track against their German counterparts is something I can’t wait to find out. Will to Cadillac final engine with internal combustion Series V do the cars come out on top?