The Cadillac CT5 is a mid-size luxury vehicle that was introduced in 2020 and took the place of the CTS. The CT5 offers considerably more sophistication and technological amenities on the inside than did the CTS, according to critics. Cadillac’s Super Cruise system, which allows for truly hands-free driving on certain highways, is the jewel in the crown.
The CT5-V Blackwing, a high-performance variant with a colossal 668-horsepower V8 engine, is new for 2022. It’s a substantial change from the normal Cadillac, so we devoted an entire article to it. Otherwise, we anticipate the CT5 to remain largely unchanged in 2021 as a result of the 2020 pandemic.
The Cadillac CT5 isn’t our top choice in its class, despite the fact that we appreciate it. It’s hampered by poor outward visibility, a lack of rear headroom, and a tiny trunk. Despite the fact that the CT5 has a price advantage over European competitors, it falls behind in terms of build quality.
Premium Luxury is the more desirable version of the C-HR. It has additional features such as interior ambient lighting, illuminated exterior door handles, driver-seat memory settings, a power-adjustable steering wheel, rear parking sensors, and power lumbar support for the driver and front-seat passenger.
We would suggest it, but you should keep in mind that it also requires you to pick the Lighting option, which includes front cornering lights and illuminated doorsteps.
The standard engine in the CT5 is a 237-hp turbocharged 2.0-liter four-cylinder, although you can upgrade to a 335-hp twin-turbo V-6. The CT5-V has a 360-hp variant of the twin-turbo V-6 with adaptive dampers and an electronically controlled limited-slip differential, as well as a 10 speed automated gearbox. All models are available with rear or all-wheel drive. Rear-wheel drive is standard, while all-wheel drive is optional. A rear-driven CT5 with the turbo four-cylinder took 6.6 seconds to reach 60 mph in our testing (northeast).
The CT5 bested the BMW 330i and Alfa Romeo Giulia Ti, two of the car’s main competitors, in 5.1 and 4.6 seconds during this test. When it comes to riding and handling, the CT5 is both softer sprung and less athletic than the CTS it replaces. Body control is worse, and there are no improvements to the automobile’s ride that would compensate for what appears to be a step backward in driving dynamics.
The CT5 is all about compromise. If you’re willing to give up the German badge and a layer of sophistication, you’ll get an excellent chassis with a trusty and sonorous optional turbocharged V6 engine on both the CT5 Premium Luxury and CT5-V. The engine is fantastic, the handling has been tuned, and there’s a distinct driving personality in all of its drive settings.
The Cadillac’s size advantage over the vast majority of its competitors also translates into a pleasant cabin and many nice features, but it also results in less-than-perfect interior plastics and an imperceptibly tiny trunk.
The CT5’s interior is a pleasant place to be. In the rear, the fastback roof scrunches up headroom for tall individuals, but everyone else has enough space. When compared to the Audi A4, BMW 3 Series, and Mercedes C-Class, the CT5 offers less passenger volume, greater legroom, and better headroom. The CT5 performs worse than the Lexus ES in terms of passenger volume, legroom, and headroom measurements.
Although the trunk is one of its primary selling points, it is rather tiny at 11.9 cubic feet and doesn’t make up for this by offering extra space elsewhere in the vehicle. The G70, on the other hand, has a smaller trunk than both the Genesis and Acura ILX (11.4 versus 12.1 cubes), but it’s 9.4 inches longer than the Acura (26 to 22 inches).
Some of the inside materials, such as matte-finish wood trim and brushed metal door handles, as well as speaker grilles and seats with leather lining, look excellent; but the doors’ bottom panels were constructed of industrial-strength plastic that isn’t available in a Mercedes. This, combined with other less expensive cabin fittings that made the CT5 seem like it was lacking in comparison to many competitors—less and greater.
The Luxury trim adds in heated front seats, automatic emergency braking with pedestrian detection, and 18-inch alloy wheels. A 10-inch touchscreen infotainment system with Wi-Fi connectivity, wireless CarPlay and Android Auto are standard on the Luxury trim. The screen is sensitive to your commands, and there’s a lot of redundancy built into a rotary controller on the center console or physical buttons lower in the dashboard. Standard features include fake leather seats, forward automatic emergency braking with pedestrian detection and forward-collision warnings, as well as a nine-speaker audio system and 18-inch alloy wheels.
The Premium Luxury trim ($41,990, including destination) is the next step up (including destination). This is the model we evaluated and would suggest. It includes real leather seats, wireless phone charging, and distinctive exterior trim additions, as well as making the V6 available for $3,500. The Premium Luxury also incorporates active safety features like lane-keep assist, lane-departure warning, blind-spot monitoring, and rear cross-traffic alerts.
The top-of-the-line Sport trim ($42,990) is next, but it comes only with the 4-cylinder engine. For the money, you get larger 19-inch alloy wheels, sportier exterior trim, magnesium paddle shifters, and 18-way adjustable sport front seats.
Finally, there are the V-Series ($48,990), which gets extra horsepower and can be had with a cooler 668 horses. The Premium Luxury’s improvements over the V are mostly performance-oriented, including more power and a Blackwing A CT5-V will arrive late this year as a 2022 model but isn’t available just yet. GM’s excellent semi-autonomous Super Cruise option package is also available on the V.
Although the CT5 fares well in IIHS’ crash tests, many of its best active safety features are optional. The base-level Luxury model comes with little driver-assist equipment when compared to many luxury rivals, and options abound. Adaptive cruise control enhanced automatic emergency braking with pedestrian detection, and lane-keep assist can cost up to $2,450 on higher trims. Even lane departure warnings and lane-keep assistance cost $500 on the V-series.