How fast cadillac cts v

Buyer's Guide. Type keyword s to search. Today's Top Stories. View Photos. More on Cadillac's V models. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses.

You may be able to find more information about this and similar content at piano. Advertisement - Continue Reading Below. More From Instrumented Tests. Barreling down the highway at 70 mph, southbound on I, 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. 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. Sadly, this year marks the end of an era at Cadillac. Learn more here.

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.

It's a bargain for the segment. 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.