We Spent One Week Driving the 2020 Cadillac CT5-V

“The Cadillac CT5 is one of those cars that I can’t recommend to people shopping in this class,” I said during our last Car of the Year discussion. “I just don’t see anything special or attractive here.” Pretty much everyone agreed the Cadillac didn’t have a chance of moving forward as a finalist. It simply didn’t handle like its predecessors, the ATS and CTS.

So when I took delivery of the CT5-V, my expectations were still low. Not that I don’t trust Jonny, but my personal experience with the non-V was nothing extraordinary.

The CT5-V changed my mind.

But before I tell you why, let me reiterate what the CT5-V is doing here. It is essentially replacing the CTS V-Sport, not the CTS-V. The 2020 CT5-V will compete against the Audi S4, BMW M340i, and Mercedes-AMG C 43. It’s sort of in that middle bracket—more powerful than the base, but not the high-performance variant. Of course, with the nomenclature Cadillac has adopted, it looks silly going from the CTS-V with a supercharged V-8 and 640 hp to a CT5-V with a twin-turbo V-6 and 360 hp. But that’s the game Cadillac decided to play. We know, however, that the recently announced CT5-V Blackwing is coming soon and that car will fully replace the CTS-V. When exactly that high-performance variant is coming, we still don’t know. But maybe next year.

Powered by a 3.0-liter twin-turbo V-6 with 360 hp and 405 lb-ft of torque, the CT5-V feels quick. There’s plenty of power for a car this size, and as a result you get a sporty experience at the wheel. Simply press down the throttle, and you’ll hear an artificial roar coming from the rear speakers as your back is pushed against the seat and the speedo’s needle rises. Whether you’re in the corners or on the freeway, the CT5-V is a fun car to drive. Based on the Alpha 2 platform, which is the evolution of the Alpha platform that served as the base for some Car of the Year winners like the CTS and Chevy Camaro, the CT5-V brings the sportiness that we missed on the regular CT5. The steering is very direct and precise, and with the 10-speed automatic sending all that power to the rear wheels the drive becomes even more fascinating.

That 10-speed automatic is the one co-developed by GM and Ford. The gearbox is quick to shift and pretty smooth, and when you press down the throttle, it will downshift immediately. All-wheel drive is available on the CT5-V, but we’d recommend staying with the rear-wheel drive, as it’s fun and sportier.

What’s even better is the suspension. We’re big fans of the MagneRide dampers, which make the ride sporty when it needs to be, but comfortable when you want it to be. I stayed in Tour mode for the majority of the week, as I was driving in the city most of the time. The ride was cheerful yet composed, and I never felt beat up by the suspension. The ride is a bit stiffer in Sport mode, but it was still comfortable.

Things didn’t change much in the interior compared to the regular CT5. Like other GM products, the CT5-V’s cabin design is bland. Our tester’s black-on-black interior lacked wood or any other contrasting trims, but we like the carbon-fiber trim on the door panels.

Unlike the Germans, who use different badges to remind the occupants that they are riding in a performance vehicle, Cadillac avoided placing V logos all over the cabin, but left the interior unchanged from the regular CT5. To me, that seems like a missed opportunity. Not because I like logos all over the interior, but because there’s not a single indication that this is a special model. Cadillac doesn’t even offer cool options for the interior, like red or cognac leather, which we’ve seen in Audis and BMWs. For a brand that’s trying to attract younger buyers, those details matter.

One of my favorite features is the standard 10-inch touchscreen, which is equipped with the new infotainment system that’s easy to use and quick to respond. The screen is standard across all CT5-Vs and supports Apple CarPlay and Android Auto connectivity. The navigation system has new graphics that look similar to Google Maps, and you can use it just like your smartphone—pinch to zoom or drag your finger to move the map around.

I found the optional Bose premium audio system to be phenomenal. Music, even when you stream it, sounds crisp and sharp. The color head-up display was also practical and reminded me to slow down when going through a school zone.

It’s a shame Super Cruise isn’t offered in the 2020 CT5-V. Reportedly, 2021 models will get it, and per our previous reviews, it’s worth the wait. We’re sure Cadillac will charge more for Super Cruise than what it currently charges for the Driver Assist and Advanced Security package ($1,950), but it will be worth it.

In terms of standard safety techs, the CT5-V includes rear park assist, rear cross-traffic alert, forward collision alert, blind-spot monitoring, and automatic emergency braking. To get adaptive cruise control, you must get the aforementioned $1,950 package, which is a bummer given that you can get a $20,000 Honda Civic with that technology.

Our loaded 2020 Cadillac CT5-V came with a $61,540 sticker price, including almost $13,000 in options. That price falls right in line with a loaded rear-wheel-drive M340i (although the BMW has a much higher starting price), but it’s lower than a loaded S4. Are you getting a lot of bang for your buck? Yes, if you don’t check all of the boxes. And given that there’s only one trim for the CT5-V, you won’t be giving up anything in terms of performance.

The CT5-V really changed my mind from my bad impression of the CT5 we drove at Car of the Year, and that’s a good thing for Cadillac. As a performance car, it brings a lot to the brand, but we can’t wait to find out what Caddy has in store for its new high-performance sedan that will truly replace the mighty CTS-V.

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