If you have the budget and need speed, virtually every luxury sedan on the market today can be yours with some sort of enthusiast-oriented package. Whether it’s a courtesy of AMG or wearing an M badge, manufacturers are usually happy to offer a little more performance in exchange for a hefty premium.
However, if you were to actually take these cars with their larger wheels and flared fenders to the race track, you’d find that most don’t have the balance to match their pump. Not so with Cadillac’s V series and especially with the latest, the 472 horsepower CT4-V Blackwing. This unlikely brand has once again spawned one of the most racetrack-friendly luxury sedans on the planet. By capable I don’t necessarily mean the fastest or the fastest, but a car that you could actually take to the track, race all day and still have a reasonable expectation of going home with tires and brakes left over.
2022 Cadillac CT4-V Blackwing lights up a day in Virginia
See all the photos
That formula reached its peak in the new Blackwing series, the moniker assigned to the higher specification versions of the 2022 CT4-V and CT5-V. Of the two, it is the one with the lower number that is probably best suited for regular track use, although I am obviously very aware that few owners will actually put it to the test.
I certainly did it, in one of the most challenging and demanding circuits in the USA: the Virginia International Raceway (better known as VIR). Cadillac was kind enough to rent the entire place, allowing me to do the full 3.3 mile route setup at my leisure.
The rear-wheel drive Blackwing CT4-V 3.6-liter twin-turbo V6 also delivers 445Nm of torque, taking the sedan to 60mph in just 3.9 seconds and then to a top speed of 189mph. Helping keep the car on the road at that speed is a bespoke aero kit that, according to Cadillac, produces the most downforce of anything the company has ever applied to a production car.
Looking at that pronounced rear spoiler – not to mention the chin spoiler and other appendages that stick out as part of the optional aerodynamic package – you would certainly expect this to be the case. Visually the planking courses and fins are perhaps a little too much, but as I was shelling VIR’s blind front and dog paws straight at 140 mph, I was very grateful for all of that.
VIR is a rough and brutal place when taken at high speed, with punishing curbs and escape areas featuring delightful stretches of slippery grass that will take you straight to the nearest wall. It’s an important test for the top riders, and session after session, the Blackwing CT4-V felt absolutely at home. Its magnetorheological suspension devoured the big bumps and allowed this 3,900-pound beast to float on the curbs. Despite this, the car seemed to settle instantly, turning sharply at every corner and braking with impeccable poise and balance.
After each session I wanted to get out of the car to check that I was really in a big heavy Cadillac. But doing so would have meant leaving the comfortable, breezy seats in exchange for the sticky Virginia heat. Most of the time, I sat in the car at idle until someone said I could go out for another session.
If there is one complaint it is that those seats could use a little more support to offset the Blackwing’s 1.04g of lateral acceleration, but given the intent of this car I’m not sure I would have traded more support for that ventilation. very necessary.
Impressively, the Blackwing can be optioned with your choice of a 10-speed automatic or 6-speed manual. The latter was my favorite, with a solid shift feel augmented by Cadillac’s rpm matching and lift-less gear shifting. That said, the 10-speed car was no problem and a great companion for my first sessions on this unfamiliar track. It moved quickly when I wanted, smoothly when I didn’t, and did a great job of choosing the right gear at the right time.
It was also the stress-free option for the afternoon road ride, a winding cruise through the wilds of North Carolina. This guide didn’t come close to testing what the Blackwing had in terms of performance, but it reinforced the idea that, yes, this is still a Cadillac. The CT4-V is still as comfortable as a basic CT4 and although it’s a little louder that sound is anything but annoying or buzzing. The low, bubbling exhaust sounds good at any speed.
The Blackwing comes with a full technology suite, including wirelessAnd , plus full active safety with automatic emergency braking and pedestrian detection. Adaptive Cruise is a $ 900 option, something missing on previous V sedans, but sadly Cadillac’s hallmark system is not available.
The 18-inch wheel and tire package definitely helped the ride quality on the road, where I was able to spend more time fiddling with the various driving modes. There is a dedicated V button on the steering wheel that takes the car to its sportiest settings, augmented by a separate traction control knob on the right where you can increase or decrease the amount of digital assistance you want, ranging from one setting of conservative rain and racing up to Race 2. Here, the car’s stability control system will allow you to go well and truly out of shape and won’t stop until you do the right thing to recover.
After a long day behind the wheel, I was literally blown away by the CT4-V Blackwing. It is among the best-suited luxury sedans on the market. Compared to the sportier offers of the competition, how to say a, it’s also much more attainable, with a starting price of $ 59,990 including the destination of $ 995. You’ll spend about $ 3,000 more if you want the automatic transmission and an additional $ 7,000 budget if you want all that carbon fiber. Uploaded, you are looking at $ 87,775.
That’s a lot of money, no doubt about it, but you get a lot of performance in return. Intrigued? Don’t hold out for too long. Sedans aren’t long for this world, especially magical ones like this one.
Editor’s Note: Travel expenses related to this story were covered by the manufacturer, which is common in the automotive industry. The opinions and opinions of the Roadshow staff are ours and we do not accept paid editorial content.