2016 Cadillac Cts 20 L Turbo Luxury Review
The Car Connection Skillful Review
Senior Editor
June 11, 2016
Likes
- Cadillac interiors keep getting amend
- Looks American, looks runway
- Twin-turbo 5-6s are here, too
- Eight-speed automatics have arrived
- Vsport and CTS-V deliver incredible performance
Dislikes
- Wagon'southward gone for expert
- A whiff of Stuttgart at the roofline
- CUE still missing a crush
Buying tip
features & specs
iv-Door Sedan 2.0L Turbo AWD
4-Door Sedan 2.0L Turbo Luxury Collection AWD
4-Door Sedan ii.0L Turbo Luxury Collection RWD
The 2016 Cadillac CTS sedan is a stunning luxury sedan that drives likewise or better than its European rivals.
The Cadillac CTS competes well against vehicles like the Jaguar XF, Audi A6, BMW 5-Series, and Mercedes-Benz E-Class. Among its competitors, the CTS has taken a behemothic leap over its last generation every bit a standout in the segment, better fifty-fifty than our beloved Cadillac ATS, which became the 2013 Due north American Car of the Year.
For 2016, Cadillac added the CTS-5 model to go after the performance variants from its European rivals. In addition, the 2 base engines go showtime-cease engineering, and the 3.6-liter V-half dozen is revised with more than power and added cylinder deactivation. The 8-speed automatic is now the simply manual on all but CTS-Five, and other changes include Apple tree Car Play and Google Android Auto smartphone integration and a new 360-degree camera system.
The current CTS is the best interpretation of Cadillac's "Art & Scientific discipline" blueprint language that we've seen. This 4-door—now in its third generation—smooths over a few of the edges that originally came with the Art & Scientific discipline theme. From the rear side view, the CTS has an uncanny resemblance to the Mercedes-Benz E-Class. Information technology's all in the rear roofline, the bending of the pillar that bends down toward the trunklid, and the shapes of the side glass. The LED trim on its vertical headlamps pulls the nose to the basis and provides an unmistakable nighttime signature. Within, the dash cap is wrapped in a single piece that drapes into the center stack, and wood trim mingles with cut-and-sewn upholstery, at least on uplevel models. The touchscreen CUE interfaces dominates the cockpit with large, brilliant displays in the center stack and in the gauges—in higher trims, replacing the gauges entirely.
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The front seats of the CTS provide cracking support, and more than a dozen adjustments. The standard-issue seats have 14-way power adjustments, and leather-trimmed, 16-way adaptable seats and twenty-style adjustable seats are options, with manual tweaks for the bottom cushion length and the headrests. In back, there's somewhat less room and support than in rival sedans: the seat bottom is mounted low and it's brusk. Trunk space is fairly pocket-size, too.
Every bit for quality, GM'southward active noise counterfoil has a helpful outcome on muting the sounds of the turbo four-cylinder and the twin-turbo six, though Cadillac pumps in extra sound from the turbo six through the CTS' Bose audio arrangement. The CTS still is on the glamorous side of interior finishes, and the motel's awash in the soft glow of screens, a futuristic look that sets it apart nicely.
The CTS' engine lineup matches upwards well with its luxury rivals. The base powerplant is a two.0-liter turbocharged inline-4, rated at 268 horsepower, coupled to an 8-speed automatic with rear- or all-bike bulldoze. Information technology's a well-sorted base of operations car, with low-cal-touch electric power steering, simply even with active noise cancellation, it's more than gruff than the turbocharged 4-cylinder from BMW.
Cadillac's always-present three.half dozen-liter 5-6 checks into the mid-line CTS. Updated this year, information technology makes slightly more power at 335 hp and 285 lb-ft of torque. If also offers a choice of rear- or all-wheel drive. We think the 3.half-dozen is a more fitting drivetrain for a mid-size Cadillac than the four, and it is quick enough to deliver sub six-second runs to lx mph.
The CTS Vsport tackles rivals like the Audi S6 and Lexus GS F Sport. Fitted with a twin-turbo 3.6-liter 5-half dozen, it is practiced for 420 hp and 430 lb-ft of torque. It'south rear-drive but, paddle-shifted 8-speed automated but, and gets its own 18-inch Pirelli tires, a track mode, an electronic express-slip differential, and larger forepart brakes.
In all versions, Cadillac's attention to weight has kept the CTS relatively low-cal. The base of operations car's curb weight is a tidy 3,616 pounds. The steering doesn't load upward with steroidal levels of artificial resistance, and the CTS rides firmly, with little lean. With the MRC dampers and a quicker steering ratio, the Vsport grips the ground fanatically, needling its manner through carousels and esses—but relaxes into a comfort mode for everyday driving that'southward equanimous and confident, not at all punishing.
Condom is another CTS force. It has performed well in crash tests and offers a full dose of tech-intensive rubber features. X airbags are standard, as are parking sensors and a rearview camera. The CTS also offers a new environs-view camera organisation, and its combination of radar and cameras enables forward-collision alerts, adaptive cruise control, cross-traffic alerts, and lane-departure warnings. The CTS also offers a clever haptic driver's seat. The lane-keeping functions don't vibrate the bike equally they do on some luxury cars. Instead, they vibrate the seat, either on the left or the right side of the lesser cushion, depending on which side you transgress.
Cadillac offers the 2016 CTS in Standard, Luxury, Functioning, and Premium trim levels. The CTS-V is a model of its ain, but the Vsport comes in base of operations and Premium trims. All versions offer competitive feature sets.
The defining feature of the interior is Cadillac's CUE infotainment system. CUE isn't foolproof. In item, the haptic feedback isn't always predictable, and its natural-linguistic communication recognition fails the states often enough to resort to smartphone-based Google Maps. But it'southward a dramatic-looking setup with some fascinating features worth learning. Navigation integrates with CUE, but it'south an option on base of operations versions of the CTS. For 2016, CUE adds Google Android Auto and Apple CarPlay smartphone integration.
Without a hybrid pick, the rear-drive ii.0-liter inline-4 is the most efficient CTS at the moment. It manages EPA ratings of 21 mpg city, 31 highway, 25 combined. Predictably, the CTS-5 is the thirstiest of all at 12/18/14 mpg. Adding all-wheel drive to models where it's bachelor shaves roughly 2 mpg off of combined and highway figures.
Classically handsome, the CTS is distinguished past unique LED signature lighting and a high-end cockpit.
Cadillac has learned much in the past decade about composing and executing world-form interiors, and all that knowledge has been applied to the CTS. The dash wears a single piece of trim that drapes over the heart stack, where cut-and-sewn upholstery mingles with forest trim, at least on uplevel models. Cadillac introduced two-tone themes on the smaller ATS, and they're on offer in the CTS, too, where they present some of the same exciting options and pitfalls.
Big screens are the dominant feature of the CTS' motel: the 8.0-inch touchscreen twins with a 5.7-inch monitor between the gauges or, on college trims, a 12.3-inch panel that replaces the gauges. All lit up, the cockpit is a strikingly futuristic place, a universe away from the cool-touch Germans, more interestingly executed than the glam Jag XF.
The current CTS is the all-time interpretation of Cadillac'due south "Art & Scientific discipline" blueprint language that we've seen. This four-door—now in its third generation—smooths over a few of the edges that originally came with the Art & Science theme that made its debut on the outset-gen CTS.
From the rear side view, the CTS has an uncanny resemblance to the Mercedes-Benz E-Course. It's all in the rear roofline, the way the colonnade bends down toward the trunklid, and the shapes of the side glass. Everywhere else, the CTS is pure Cadillac. The edgeless edges of previous Fine art & Scientific discipline designs have been smoothed down. The trapezoidal grille is mostly dark with the badge up high (it dropped the wreath wrap-around last year). The vertical headlamps feature LED trim that does the dandy trick of pulling the nose to the ground, merely as well integrating the headlights into the fenders. These LEDs provide as much of a signature await at night every bit Audi's LED-framed headlamps, or Contrivance's rings-of-fire rear ends.
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A deft balance of ride and treatment squad with a 420-hp twin-turbo V-6 to make the CTS a worthy rival for the Germans.
The Cadillac CTS has pointed its scope at the German language sports sedans since it was brand-new, and has improved in performance with each passing generation. Today, the CTS has defenseless upward with the rest, and may very well have the best handling in course.
The CTS hits the road with finesse and poise. While it doesn't imitate the road manners of the 5-Series or E-Class, it's obvious that the CTS drew inspiration from them. Non unlike its smaller ATS sibling, the CTS belongs in the aforementioned sentence as its competitors, rather than as an addendum to the list of best luxury sports sedans on the market.
The stable and composed ATS lends its route experience to the structurally related CTS, and it's obvious even in the versions with the everyman aspiration—with a standard-melody FE2 strut-and-5-link suspension, electric-assist power steering, and 17-inch wheels and tires. The CTS' near-equal weight rest lets even the small-tire model cutting cleanly through corners, with steering that doesn't dose upward with steroidal levels of artificial weight.
Most of our fourth dimension with the CTS has been spent in V-half-dozen cars with GM's Magnetic Ride Control (MRC) suspension. That system, which uses dampers filled with magnetically charged fluid, is able to alter stiffness in milliseconds and is shared with the Corvette Stingray. The CTS' magnetic dampers deliver polish and agreeable ride quality one moment and sports car-firm damping the adjacent. More supple than the shorter ATS thanks to more wheelbase, the CTS is never floaty or uncontrolled, and yet it's most every bit agile as it's little brother. It as well has sweetly tuned electric power steering and a remarkable sense of stability.
The CTS Vsport neatly outlines how Cadillac has captivated the schooling doled out over decades past cars like the S6 and even Lexus' GS F Sport. This half-step to V-Series status lines upwardly perfectly against those cars in appetite. The Vsport gets a flurry of handling upgrades, including eighteen-inch Pirelli tires (19-inchers are an upgrade); a quicker steering ratio; a track manner for the magnetic dampers, steering, throttle, and shift points; an electronic express-slip differential; and larger front brakes. It all compiles beautifully, with more nuance than all its digital inputs suggest. On xviii-inch summer tires, the CTS Vsport grips the ground fanatically, needling its fashion through carousels and esses famously, piped-in soundtrack ripping through the cabin downshift later downshift. The tertiary-gen version MRC in the CTS is a must-upgrade. The CTS with MRC delivers pinnacle-drawer grip precisely, without ever slacking into lame manner.
Cadillac goes one giant pace further this year with the CTS-V. With a 640-horsepower supercharged 6.2-liter V-8 under the hood, the CTS-V also features its own listing of performance features. Additional bracing and reinforcement make the body 20 percent stiffer than not V models. It likewise gets the Magnetic Ride Control break, Brembo high-performance brakes, stiffer shocks and springs, a Operation Traction Management system, and nineteen-inch Michelin Pilot Super Sport summer tires. We cover that car separately.
Driving the CTS-V is breathtaking: brutal, endless acceleration; shockingly good braking; neck-stretching grip. Part of the surprise gene in the CTS-V's performance comes down to weight. Yep, the CTS-V is a large luxury sedan, but, somewhat surprisingly, it's non that heavy. In fact, its four,145-pound curb weight is about 300 pounds heavier than its little brother, the ATS-5, and more than 200 pounds lighter than the 2016 BMW M5. This translates to a nimbleness, and a feeling of "shrinking effectually the driver" that you don't expect from a rear 3/iv angle of the exterior.
In other words: the CTS-V is good, actually skilful. Nosotros think information technology'southward better than the BMW M5/M6, both on the rail, and, if you can get past or get used to the CUE infotainment system, better on the street, also. And the performance numbers are mind extraordinary: it hits 60 mph in 3.7 seconds and reaches a top speed of 200 mph.
The other powertrains aren't nearly equally quick, merely they assist the CTS approach the mid-size luxury class evenly. At the entry end, there'south a 2.0-liter turbocharged inline-4, rated at 268 horsepower and 295 pound-feet of torque. Information technology's the to the lowest degree highly-seasoned of the CTS' engines to heed to, even with active racket counterfoil, but its meridian ability drops in at usefully low revs and lingers into the 5,500-rpm range. We haven't driven it yet with the 8-speed automatic that was added this year, but the extra gears should help this engine stay in its power band even longer.
We'd laissez passer upward the base drivetrain for Cadillac's excellent iii.6-liter Five-6, especially now that it's revised for 2016. It checks in with a sonorous growl, but more importantly, 335 hp and 285 lb-ft of torque. The 8-speed also does time with this engine, and a 0-60 mph guess of under 6.0 seconds feels easily within reach here.
The Vsport'southward twin-turbo 3.6-liter V-6 is skillful for 420 hp and 430 lb-ft of torque, and it comes only with rear-wheel drive and the paddle-shifted viii-speed automatic. GM pegs its 0-lx mph times at four.6 seconds and its top speed at 170 mph. It's power-shy on paper compared to a twin-turbo V-8 550i, but because it'southward relatively lightweight—at three,616 pounds in base trim—the Vsport is a vibrant straight-line performer.
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Mid-size dimensions and enough of interior luxury make the CTS a comfortable place for commuter and rider akin.
Unlike the final generation CTS, the current model is a true midsize car, though it nevertheless gives upwardly a little space to the roomiest rivals. Up front, the CTS has comfy human knee and caput room—at least, without the sunroof that's sure to exist a popular option. We've driven examples with Cadillac'southward fantastic 20-way adjustable seats. Like the buckets in the ATS, they're formed with real intendance to upper-back support without giving in to the house-is-all-time philosophy.
The dorsum seat is fairly roomy simply not deluxe similar the rear bench in an E-Class. The absorber's mounted depression, and so is the residuum of the machine. Climbing in and out isn't simple, even though the door cuts are decently sized. The low roofline requires a duck, and once yous're in, the cushion height will go out almost adults with less nether-leg back up, and less genu and head room, than in the Benz or BMW. It's very Jaguar-similar, in fact—a witting choice to split the deviation between a sleek roofline and a truly big back seat.
While yous're planning a long golf game weekend, know as well that the trunk's on the slim side, too. It's thirteen.7 cubic feet is adequate in the luxury realm but on the modest side.
Quality is a subjective term, but we're impressed by the fit and cease of the CTS' interior, but Mercedes probably features nicer materials. Cadillac'due south treatments are more glamorous than the woods and metals in an Due east-Class or a 5-Series, though. The combination of those big, bright screens and glossy wood finishes contrast sharply with the softer tones in a BMW or a Benz—in the correct way.
Managing noise inside the CTS has become a scientific discipline. GM actively modifies the noises that enter the CTS' cabin, pipe in the exact opposite frequency of those information technology wants to eliminate, cancelling them out. Information technology helps the 4-cylinder engine the most, which isn't as purely happy at high engine speeds every bit BMW'southward turbocharged 4-cylinder. In the CTS Vsport, some engine noises from ahead of the firewall are piped into the motel, doubling the intensity of the skillful sounds. Before you start a complaint letter, know that BMW does the same play tricks in some models. If you care about authenticity, information technology's an upshot. If yous care more near cutting weight and boosting performance as a upshot, noise cancellation is a cool solution made possible by rapidly advancing applied science.
The CTS-V is fifty-fifty noisier, but in a good way. Information technology lets out a raspy, lower-pitched wail that performance enthusiasts will love. While information technology's the same engine as in the Corvette Z06, information technology isn't as loud here to fit with the Cadillac grapheme.
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Splendid crash-test scores and a host of condom features are only slightly kickoff by compromised rearward visibility.
All versions of the CTS have more than the usual number of airbags—10 are standard, including front knee airbags. Rear parking sensors and a rearview camera are as well included, equally is GM'due south OnStar telematics system with a free year of service and remote access via a smartphone app.
On the options list, the CTS offers a parking assistant for parallel and perpendicular spaces, which uses its suite of sensors and cameras and the motorcar's electric power steering to assistance guide it into parallel-park spaces without drama. At that place's as well the now-common parcel of adaptive prowl control, cantankerous-traffic alerts, forrad-collision alerts, and lane-departure warnings—with a twist. The lane difference system vibrates the steering wheel in near other vehicles. In the CTS, it sends a shiver through the driver's seat cushion, a gentler alarm that fifty-fifty triggers on the correct side of the seat, depending on which side of the yellow line yous cantankerous. For 2016, Cadillac too adds a new surround-view camera system.
The Cadillac CTS has received meridian-notch prophylactic ratings from the NHTSA, earning a five-star overall rating and five stars in all private tests, including rollover.
The IIHS praised the CTS in all crash tests except for the small overlap frontal test. It scores the top rating of "Good" in all tests and it receives a "Superior" rating for its forrard collision system, simply its sub-standard "Marginal" rating in the modest-overlap crash test keeps it from beingness a Superlative Condom Selection.
The 2016 Cadillac CTS is packed with luxury and tech features, though the CUE infotainment organisation is still somewhat frustrating.
The 2016 Cadillac CTS competes directly with the German mid-size luxury sedans, and it'south equipped ameliorate than nigh of them.
Cadillac offers the CTS in Standard, Luxury, Performance, and Premium trim levels. Also offered are the performance-oriented Vsport and Vsport Premium, as well equally the new loftier-functioning CTS-V.
Standard models come with automatic climate control, AM/FM/XM/CD audio, Bluetooth with audio streaming, cloth upholstery, a fourteen-way power adjustable driver's seat with memory, a Bose audio organization, Brembo brakes, and 17-inch run-apartment tires on alloy wheels. The Luxury trim adds leather upholstery, HID headlights, and a Driver Awareness package with numerous advanced safety features. The Performance gets 18-inch wheels, Cadillac's Magnetic Ride Control suspension, a navigation organization, a panoramic sunroof, and a caput-up brandish. The Premium has a 20-fashion adaptable driver's seat, full leather trim, a configurable 12.iii-inch instrument cluster, and even more than safety features.
The Vsport comes with eighteen-inch summer tires, Magnetic Ride Control, electronic express sideslip rear differential, automatic parallel parking, larger front brakes, and leather upholstery. The Vsport Premium is equipped similar other Premium models.
The new CTS-V adds plenty of performance features of its ain, including the Magnetic Ride Control intermission, Brembo high-performance brakes, a Performance Traction Direction organisation, sport seats, 19-inch Michelin Pilot Super Sport summertime tires, and stiffer suspension settings. Notable options for the CTS-5 include Recaro bucket seats, a carbon cobweb aero bundle, and GM'south Performance Information Recorder.
The CTS offers CUE, a touchscreen infotainment organisation that uses haptic feedback and proximity sensors to aid users cruise through its menus and functionality. The organization reads out text messages, and can broadcast a wi-fi network using OnStar'southward 4G LTE data connection. New this twelvemonth are Google Android Machine and Apple Car Play compatibility and a faster processor.
Cue is a dazzling-looking system with some of the usual downfalls common to touchscreen and phonation-activated systems. Vox recognition can exist spotty, and it tin be cumbersome to swipe and tap through functions that formerly lived in a single push button. CUE's beautiful viii.0-inch middle screen is paired with a smaller screen inset between the gauges, and higher end models, the entire gauge display is swapped out for a 12.iii-inch screen that morphs its look as it cycles through driving modes, from condolement to sport.
A navigation system that integrates with CUE is an pick on base of operations CTS sedans, standard on others. Other cardinal features include a head-upward brandish; parking assist, which steers the car into parallel spots while the driver keeps a human foot on the pedals; ambience LED lighting; Bose Centerpoint audio; heated and ventilated front seats with upwardly to 20-way adjustment; remote start; and a cupholder with a ability-operated embrace. Forget what the GPS says—that cupholder is the signal yous've arrived.
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If fuel efficiency is your goal, the ii.0-liter is the best pick, though a commencement-stop characteristic and cylinder deactivation should improve the fuel economy of the 3.half-dozen-liter Five-six this twelvemonth.
Cadillac made some changes for 2016 to improve the fuel economy of the two base of operations engines. The turbocharged 2.0-liter 4-cylinder engine and three.half-dozen-liter V-vi add together get-go-stop engineering science, and the 3.six also gets cylinder deactivation and then it tin run on 4 cylinders in lite load conditions. The ii.0 also swaps its 6-speed automatic for an viii-speed.
The 2.0-liter is shared with Cadillac'south ATS. With rear-cycle bulldoze, it earns EPA ratings of 21 mpg metropolis, 31 highway, 25 combined. Adding optional all-wheel bulldoze drops those numbers slightly to 21/29/24 mpg.
General Motors' workhorse, its three.6-liter Five-6, is updated this year. It is teamed with the 8-speed automatic as well, and with rear-wheel drive information technology is rated at 20/30/24 mpg. With all-wheel drive those numbers autumn to 19/28/22 mpg.
The Vsport is rear-bulldoze only, paddle-shifted viii-speed automated merely, and rates 16/24/19 mpg.
The monstrous CTS-V, with its 640-hp supercharged six.ii-liter Five-8, is no gas-sipper. It is rated at 14/21/17 mpg and requires premium fuel. It comes simply with a 6-speed manual transmission and is covered separately.
Active grille shutters are one of the many gas-saving technologies that have made their mode into the CTS sedan, merely in that location's no hybrid version in the works—though Cadillac has said it's mulling a diesel fuel powertrain for some models it sells abroad.
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Source: https://www.thecarconnection.com/overview/cadillac_cts_2016
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