Yahoo Autos 2022 Cadillac CT4-V Blackwing First Drive Review | A magnificent sunset
Rising from the ashes of the ATS-V, the 2022 Cadillac CT4-V Blackwing represents the ultimate (in the purest sense of the word) in compact performance from GM’s luxury brand. The name Blackwing was originally applied to a stillborn, twin-turbocharged V8 destined for a new generation of luxury sedans, but has been repurposed as a symbol for Cadillac’s stubborn insistence on doing right by its performance heritage, right up to the end. Yes, the end. The last gasp. The grand finale. Swan song. Farewell tour. Whatever version of finality works best for you, apply it here, because Blackwing represents the gasoline-powered Cadillac’s final form.
There are two key components to a sport sedan: a kick-ass powertrain and a chassis than can wrangle it. Check and check. A modern and powerful twin-turbo V6 resides under the CT4-V Blackwing's hood, and it rides on the latest and greatest revision of GM’s global Alpha platform, which evolved from the same basic underpinnings of the ATS, CTS and Chevy Camaro. A stretched and widened version is the foundation for the CT5 (look for our review of that car's Blackwing next week).
In transitioning from ATS to CT4, Cadillac decided to reposition and price its smallest sedan against Europe’s subcompacts. In the grand tradition of Cadillac’s sporty four-doors, this makes it a size mismatch. It’s almost as large on the outside as a BMW 3 Series or Mercedes C-Class, rather than the front-wheel-drive based 2 Series Gran Coupe and CLA-Class with which the CT4 nominally competes on price.
This generational re-branding also resulted in a new, very different approach to high-performance models wearing the letter V. Before, they represented the pinnacle of their respective nameplates, but now, a -V represents the mid-grade offering. Upgraded certainly (limited-slip rear differential, more power, adaptive suspension) but positioned against Audi’s S and BMW’s M-Sport models. Cadillac even calls it "CT4 V Series" in certain places because the situation wasn't confusing enough.
And although there's nothing ambiguous about the Blackwing's position atop the CT4 hierarchy, Cadillac's have-their-cake-and-eat-it-too approach to the CT4’s positioning still makes things a little hinky. The CT4-V Blackwing and its twin-turbocharged 3.6-liter V6 packs 472 horsepower and 445 pound-feet of torque, figures that rival the BMW M3 and others in the compact segment rather than anything in the subcompact segment (the bonkers CLA 45 tops out at 382 hp). Similarly, the Blackwing's 0-60 times of 3.9 seconds with the automatic and 4.1 with the manual also fit nicely, as does its 189-mph top speed. The manual is rated at 15 mpg city and 23 mpg highway; the automatic at 16/24.
And yeah, how about that? A six-speed manual transmission is standard with a 10-speed automatic optional. It’s also rear-wheel drive to boot. Don’t bother looking at the baby European performance sedans for a row-your-own option; they’re all automatic-only. So are most of the compacts these days.
Between the engine and the driven wheels sits an electronically controlled limited-slip differential (a true mechanical unit; not a brake-based setup) and keeping it all in check is the latest version (4.0) of Cadillac’s Magnetic Ride Control (MRC). Total curb weight with the manual: 3,860 pounds. That’s just 100 pounds more than the much smaller and far less practical Camaro 2SS.
Caddy’s engineers went to great lengths to save weight, some of which (18-inch wheels on a high-performance car) are more obvious than others (no available sunroof). Those 18-inch wheels are wrapped in summer-spec Michelin Pilot Sport 4S tires in 255/35ZR18 (front) and 275/35ZR18 (rear). The rear brakes were also converted to a dual-caliper setup with a dedicated clamp for the parking brake, which both lowered un-sprung mass and allowed for better airflow (and thus cooling). They got an upgrade to a four-piston setup in the process, too, which adds an extra layer of confidence.
On the road, the extra tire sidewall pays huge dividends. In Touring mode, the Blackwing remains planted and nimble but rides, well, like a Cadillac. It’s supple and soothing even over broken pavement, providing feedback at a whisper rather than a roar. “Sport” tightens the steering and the damper response, but still doesn’t punish. It’s not until you get into the Track-specific modes that things get truly flinty.
As with just about everybody else, Cadillac lets you customize the CT4-V Blackwing’s drive modes pretty much exhaustively, with many categories offering more than simple binary choices. Steering, suspension, engine response — you name it, you can customize it. Shift programs are also selectable in automatic-equipped cars.
The manual transmission may not be a commuter’s ideal choice (or, assuredly, a popular one), but the Blackwing’s 6MT is about as pleasant a manual gearbox as there is. The Tremec TR6060-based unit snicks obediently from gear to gear and comes with a rev-matching option that is left off by default, but toggled with the press of a single button next to the shifter. No drive mode requirement. No menu hunting. Just a simple “yes” or “no.”
