We noticed that the Vsport's staggered tire sizes are gone this time around. © 2020 The Car Connection. There are still good bits. There's even a wheel to dim the interior lighting. Wave goodbye to the puzzling lineup of CT-this and XT-that models. Every CT5 is outfitted with a MacPherson strut front suspension with a double-pivot design and an independent five-link rear suspension. Backing up the gearbox is an electronic limited-slip differential at the back, while four-piston Brembo brakes scrub momentum at the front. The 2020 Cadillac CT5 starts with the Alpha platform from the CTS and aims for refinement in addition to the outstanding handling in the CTS. The CT5's powertrain pendulum swings in both directions, though. Prices start at $37,890 for the base model and range up to $51,290 for the CTS-V with all-wheel drive. Our car came nearly loaded and had several option packages, which brought the price to $54,590. We delete comments that violate our policy, which we encourage you to read. Its double-link front MacPherson strut and five-link rear suspension create exemplary handling with a firm but comfortable and controlled ride quality. LOWS: Softer tuning dulls a sharp handling chassis, unimpressive four-cylinder powertrain, déclassé interior. Will it be a good size for U.S. shoppers. Tired of being the American knife in a German gun fight, Cadillac has the likes of Audi, BMW, and Mercedes-Benz in its sights with the all-new 2020 CT5. We enjoyed the same adjustability and levels of stability control and traction control intervention for track play. We like the size of the standard 10.0-inch touchscreen, and Cadillac provides three ways to control the infotainment system: touch, voice, and a rotary dial on the center console. Cadillac enhances the engine's sound through the audio system's speakers. But straight-line speed isn't the only measure of a performance sedan. The rear seat offers excellent legroom but is tight on headroom. Available all-wheel drive costs between $2,600 and $3,100, depending on trim. Wheelbase: 116.0 in Brakes (F/R): 13.6-in vented disc /12.4-in vented disc Tonally, it’s worlds apart compared to the blatty cow-calls of the ATS-V’s 3.5-liter V6, producing a smooth note similar to an inline-six—though not as raspy or high-strung. For 2020, Cadillac updated the CTS and renamed it the CT5.While much is shared with its CTS predecessor, the new name is part of Cadillac's attempt to hone its sedan strategy. Top-Spec Cadillac CT5-V Will Have Supercharged V-8 Stunning brakes and a nice stiff brake pedal are up to track work. The new car rides a 1.4-inch longer wheelbase, but is 1.7 inches shorter. The trunk is pretty competitive at 11.9 cubic feet, as well. Cadillac appears to have learned from that first iteration, and the CT5 has more than just touchscreen controls. Cadillac has much riding on the all-new 2020 Cadillac CT5.This midsize luxo-sport sedan straddles the gaps left in the brand’s lineup by the demise of the ATS and the CTS, victims of the brand’s realignment of its models.Both were winding down in 2019, but the year before their combined sales represented roughly 45 percent of Cadillac’s car sales and 15 percent of its total sales. 75-mph highway driving: 31 mpg It's a bit too much engine inside, but we're totally into the exhaust's snappity-pop salute on high-rpm upshifts. With the CT5, Cadillac has a competitor for a bevy of luxury cars from Audi, Mercedes-Benz, and BMW. This would be a good interior in a Chevy Malibu, but it's not good enough for a Cadillac. Cross-country or even cross-continent trips are in play here. But back to the car before us. The CT5's fastback silhouette makes the car look more fashionable, as every automaker under the sun has decided that a racy roofline is the way to go. If you want lane-keep assist and a following distance indicator, that'll cost you $1,300. And second, Cadillac’s bleeding-edge Super Cruise Level 2 autonomous highway driving technology isn’t yet available—the engineers offered an apology and said it’ll be ready for 2021 models, but launching without it isn't ideal. This 3.0-liter, twin-turbocharged V6 puts out 335 horsepower and 400 pound-feet of torque, all of which is sent to the rear wheels through a 10-speed automatic transmission. The interior is a mixed bag. Still, a fully-fledged V model is coming for both models, possibly with a V8 in the CT5, and there are rumors Cadillac will call these "V Series"—which itself was a moniker previously used for lower-tier performance trims. Looking for adaptive cruise control? Cadillac's previous strategy created two sedans that didn't quite line up in size against the competition. The CT5 bears some resemblance to the company’s outgoing full-size sedan, the CT6, and borrows inspiration from the 2016 Escala concept. Be respectful, keep it civil and stay on topic. It’s slightly stiffer, but Cadillac focused mostly on stiffening the suspension-to-body mounts, ride quality, and quietness. Guest judge Chris Theodore had similar thoughts, calling it a "skin blotch." It’s a twin-turbo 3.0-liter V-6 that spins out 360 hp and 405 pound-feet of torque. The trunk also has a smaller aperture, so larger items might not fit, and it holds only 11.9 cubic feet of cargo, which is quite small for the class. The CT5 is further off the mark in the engine department. $54,590 (base price: $42,690), ENGINE TYPE The 360-hp version in the CT5-V drops slightly to 18/26/21 mph with rear drive and 17/25/20 with AWD. Equipped with the optional performance brake pads, the CT5-V stopped from 70 mph in a short 153 feet. This is what Cadillac customers—as well as those elusive Mercedes, Audi, and BMW buyers—want. The CT5’s interior materials feel great. Standard safety features consist of eight airbags including knee airbags for the front passengers, forward collision warnings with pedestrian detection and automatic emergency braking, and GM’s safety alert seat that vibrates in the direction of possible danger such as from merging cars. Cadillac’s Alpha platform that provided the basis for the CTS also underpins the CT5. Height: 57.2 in And that philosophy includes its price, which is correctly pegged at $48,690 to start. Cadillac's new-for-2020 sedan remedies some flaws of the previous CTS yet gives up on the driving excellence that had begun to define its cars. Any less and wouldn’t carry the same weight among its competitors, any more and it’d be dooming the CT5-V to the same ill-conceived existence as the last two Vs. Height: 57.2 in Cadillac makes some odd choices for a few features. Its design is far more interesting, making greater use of layering and interesting angles. So this new Caddy has some big shoes to fill. 60 mph: 4.8 sec While there are a lot of ways to set up the CT5-V (drive modes, safety systems, and so on), once you get it all settled the car is smart and kind enough to remember how you left it. LOWS: Badged a V, that thing on the C-pillar, shouty V-6 sounds. While there are no real misses and the interior is more attractive than the new 3-series's, the overall shapes and design struck us as Malibu-plus instead of distinctly Cadillac. The New 2021 Cadillac Escalade Abounds with Executive-Style Excess. Adding to the mental strain here is Cadillac's simultaneous decision to rework the whole V performance nameplate. There are not a lot of ways to spin that positively. The V-6’s sound isn’t as premium as its power. Cadillac calls its new-for-2020 sports sedan the CT5-V, but it's really a replacement for the previous CTS Vsport model. I have just one gripe here. The upcoming CT5 Blackwing should be phenomenal. It’s not just some one-trick, performance hooligan with some leather and faux Alcantara taped to the seats. Rear-wheel drive is standard, and all-wheel drive is offered throughout the lineup. All those millions of development dollars down the toilet. One of them is the 2020 CT5, a replacement for the CTS that aims to slot right into the busy compact-luxury sedan segment. But the new car's damping is soft and the body control lacks the tightness that made the CTS one of our favorite sport sedans. The bigger issue is that the CT5's cabin just doesn't look or feel luxurious or special. We may earn a commission for purchases made through our links. You can get it to rotate, but it takes a lot of provocation. There are buttons for the climate control and seat heaters, a volume knob, steering-wheel control, and, if all else fails, there's a dial behind the shifter to move through the infotainment menus. It’s an attractive, chiseled design, but not entirely cohesive. The CT5-V gets the most-powerful engine (for now) in the form of a twin-turbo 3.0-liter V-6 that makes 360 horsepower. Looking for a different year of the Cadillac CT5? I still have two key issues with the interior packaging here, the first being a knobby protrusion on the driver's side of the center console that digs into your right patella. We like the performance of the CT5-V. Other notable options include all-wheel drive, navigation, a 15-speaker Bose audio system, heated and cooled seats, massaging seats, a heated steering wheel, a larger 8.0-inch digital driver information center, a head-up display, and a sunroof. Whereas nearly every judge agreed that the new turbo-four engine felt underpowered, its 10-speed automatic transmission earned some praise for its smart gear selection and willingness to downshift using the paddle shifters. Our Sport-trim CT5 came equipped with Michelin Primacy ZP all-season rubber, summer rubber will be exclusive to the CT5-V. On those all-season tires, the CT5 managed 0.92 g of grip on the skidpad and its 70-to-zero-mph braking distance of 161 feet. Even the quietest mode still puts out 86 decibels of noise. Those capable bones gave Cadillac's cars an unexpected dynamic advantage over their competitors. The Genesis G70 is the only one that offers a stick in this space, and it's not our preferred setup for the car anyway. There is a lot of redundancy built into the CT5's controls. The control for a lumbar massage function is a small round button on the outboard side of each front seat. Shortened overhangs reduce overall length compared to the CTS, but the CT5's measurements are still closer to a BMW 5-series than a 3-series. Menus are clearly marked and easily scrolled through. It's not all bad, however. The V Sport is gone, replaced by the CT5-V, and the V-Series becomes the Blackwing, which is due later. 130 mph: 21.5 sec Adding all-wheel drive or choosing the twin-turbo V-6 reduces those numbers. $61,640 (base price: $48,690), ENGINE TYPE Audio, navigation, and various other functions can now be controlled by the touchscreen, several different volume and tuning knobs, toggles and switches on the steering wheel, buttons on the center stack, and even a central control knob aft of the shifter. My tester's glossy wood immediately dates the interior – additional matte options would convey a far more premium feeling. Roadholding, 300-ft-dia skidpad: 0.99 g, EPA FUEL ECONOMY Braking, 70–0 mph: 161 ft The twin-turbos spool with electrical efficiency to quickly double the CT5-V’s 58-mph first corner exit speed. General Motors's excellent Alpha platform is a big part of why we loved driving the ATS and CTS so much.

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