2022 Cadillac CT4-V Blackwing review

In an era when carmakers discontinue sedans in favour of cutesy crossovers, it’s refreshing when one introduces a four-door that has the punch of a moon rocket and the looks of a crisply tailored suit. The Cadillac CT4-V Blackwing builds on the marque’s entry-level sedan and adds every trick in the GM Performance handbook.

Motivating this Caddy is a development of the all-aluminium, 3.6-litre, twin-turbocharged, 24-valve V6 that we experienced in the previous ATS-V. It’s been refined for 2022 and now makes a formidable 352kW at 5750rpm and 603Nm from 3500 to 5000rpm. Engines paired with the manual gearbox are fitted with titanium connecting rods.

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Gearbox choices are either a quick-shifting ten-speed automatic or a Tremec-supplied six-speed manual with no-lift shifting and rev-matching. Rear-drive only, the Blackwing puts power to the ground through an electronically-controlled limited-slip differential.

The front suspension uses MacPherson struts and the rear has a five-link setup. Key to its suspension performance are the latest-generation magnetic ride dampers, enhanced by accelerometers at each wheel, new damper fluid and updated software.

These cutting-edge dampers now include transient roll control, as well as active dive and pitch control, and are integrated with the Blackwing’s drive mode, traction management, and limited-slip differential systems. They’ve minimised one of the key challenges with magnetorheological dampers, which tend to run hotter than the conventional kind, by programmed alternative mapping for those higher operating temperatures.

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Brakes are a serious affair with 380mm cast iron rotors up front clamped by six-piston Brembo calipers, along with four-piston Brembos and 340.5mm rotors at the back, and even the pads are bespoke for the Blackwing. Unlike its CT5-V bigger brother, carbon-ceramics aren’t available. Power steering is electric with a rack-mounted assist unit, and like most electric systems, features variable levels of assist.

Standard wheels are 18-inch diameter forged aluminium pieces, measuring nine inches wide at the front and nine-and-a-half at the rear. Cadillac did announce the option of a magnesium wheel, but they remain unavailable, even several months following the Blackwing’s launch. Tyres are bespoke Michelin Pilot Sport 4S measuring 255/35 front and 275/35 rear.

Key to its suspension performance are the latest-generation magnetic ride dampers, enhanced by accelerometers at each wheel, new damper fluid and updated software

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The most significant changes inside have everything to do with supporting the driver, starting with the seat. In the Blackwing, the front seats are two-piece, deeply sculpted buckets with the fashionable-yet-ever-underutilised racing harness shoulder belt pass-throughs in the upper seatback.

Given the performance focus of the Blackwing, aerodynamics play an important role in high speed, on-track driving. The standard aero program offers a reduction in lift, while the optional carbonfibre exterior packages that include everything from a functional splitter, dive planes, rear spoiler, and rocker extensions actually add downforce, to the tune of a maximum 77 kilograms at 290km/h.

While most owners won’t get out and play on track days, the CT4-V Blackwing looks all of the business when it’s kitted out with the full carbonfibre aero package, particularly against a contrasting paint colour.

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The standard car is a formidable thing in its own right, but it takes all of the optional components to make it the ultimate Blackwing. After adding the performance bucket seats, the faux suede upholstery, performance steering wheel, GM’s trick Performance Data Recorder, head-up display and the functional carbonfibre exterior trim, you’ve added several thousand dollars to the price of the sedan.

Altogether, these important and desirable performance-oriented options add US$16,000 to the Blackwing’s US$58,995 base price. Even the ten-speed automatic is an additional US$3,000.

Alas, adding Cadillac’s advanced driver-assist tech, including their excellent adaptive cruise control as well as automatic emergency braking is only available on Blackwings equipped with the automatic transmission.

This Blackwing is meant to be driven quickly and if you participate in track days, the Performance Data Recorder is a couple of clicks away via the infotainment screen

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The Blackwing treatment adds muscularity to the CT-4's unmistakable American design. Taut, crisp lines give way to the wider wings, more aggressive grille openings, functional vents, and a bonnet reshaped to hint at the power made underneath.

As expected in a modern performance sedan, it’s equipped with a suite of active and passive safety systems, but the best feature is Cadillac’s safety seat that the brand pioneered several years ago. Rather than filling the cabin with aural interruptions like chimes, bongs, and dings, the seat will vibrate to warn the driver of things like parking obstacles or blind-spot alerts. The Blackwing’s interior tech doesn’t stray too far from the CT4-V and the fully digital instrument cluster is a welcome upgrade.

From the driver’s seat, the cabin feels cosier than it does spacious, but that’s perfectly acceptable because the driver is perfectly supported. The optional bucket seats are an excellent compromise between support and comfort, not to mention notably easier to slide in and out of than BMW’s optional buckets for the M3 and M4.

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The wheel, pedals, and shifter are all within easy reach, while generous adjustments available in both the seat and steering column allow the driver to get set up perfectly. GM’s head-up displays are among the best in the business because they’re simple, effective, and have enough brightness to be seen through polarised sunglasses.

This Blackwing is meant to be driven quickly and if you decide to participate in some track days, the onboard Performance Data Recorder is a couple of clicks away via the infotainment screen. Simply start recording before you roll out of the pit lane and the system will record several data points directly from the car’s systems along with visuals from a forward-facing camera as well as audio from the interior microphone.

GM’s PDR was originally launched with the C7 Corvette Stingray and the Blackwing uses a second-generation system with a higher resolution camera plus several other improvements. Once you’ve finished recording a track session, pull the SD card from the Cadillac and download the files to your computer. It’s your choice whether you’ll analyse your on-track performance through the Cosworth Toolbox analytics software or simply post your hot laps online to impress your mates down at the pub.

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Although the Blackwing puts down its power through the rear wheels only, it is remarkably quick. With the automatic gearbox, it’ll go from rest to 100 km/h in less than four seconds and turn the quarter-mile in a tick over twelve seconds.

The automatic is thoroughly resolved for this Cadillac and offers quick, full-throttle upshifts as well as hasty, rev-matched downshifts. In regular driving, it’s smooth-shifting and never seems to be lost for gears, which comes as no surprise given the engine’s abundant mid-range torque.

While we saw a comfortable and relaxed 220 km/h on Canadian Tire Motorsport Park’s back straight, this little Blackwing will top out at more than three hundred kilometres per hour if given the runway. With the additional downforce of the optional carbon aero kit, no doubt it’s stable at those speeds as well.

Throttle progression is linear and precise throughout, leaving no mystery between what your right foot’s asked for and what the V6 is delivering

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The character of the twin-turbo V6 is that of a modern forced-induction engine, making peak power high in the rev range combined with a broad and flat torque curve, giving the driver the best of both worlds. Accessing maximum torque doesn’t take much effort with its peak 603Nm available from 3500 to 5000rpm.

Should you run it even further, the engine makes maximum power of 352kW at 5750rpm. Throttle progression is linear and precise throughout the operating range, leaving no mystery between what your right foot’s asked for and what the V6 is delivering.

It’s especially rewarding when paired with the manual gearbox and for those of us who prefer to shift for ourselves, this is the transmission of choice. Ratios are well-spaced and perfectly matched for the engine’s power and torque curves.

Greatly improved over the ATS-V, shift action is much more positive, with clearly defined gates and an exceptionally satisfying feel. Even clutch feel is superb. In fact, the six-speed is so well resolved that it makes BMW’s manual gearbox in the M3 and M4 appear to be an afterthought.

Of course, active rev-matching for smooth downshifts is available and is thankfully switchable for heel-and-toe aficionados. Trouble is, these rev-matching systems have gotten so good that it’s easier to let the system do the work for you.

This Blackwing adds one more manual gearbox trick; no-lift shifting, for quicker upshifts. It's a counter-intuitive feature for those among us who regularly drive manual, but once accustomed to keeping your right foot fixed against the firewall, upshifts are indeed a touch quicker without any perceptible loss of power or acceleration.

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Suspension settings are calibrated on the firmer side and the Blackwing is perfectly at home on the racing circuit. The next-generation Magnetic Ride dampers are the key to this little Cadillac’s handling.

With built-in roll control, as well as active pitch and dive control plus integration to the car’s drive modes, traction control, and e-diff, the dampers are constantly adjusting for optimal performance.

That translates into maximising each tyre’s contact with the road surface, which gives the driver incredible confidence to explore the Blackwing’s limits. With roll control, the sedan corners flatter than expected and demonstrates excellent poise in every possible cornering attitude, even when bouncing off the kerbs at Canadian Tire Motorsport Park. What’s more, chassis feel is superb.

The brakes are near perfection for a performance sedan, with a very positive pedal that offers the driver excellent control, modulation, and feel

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Unlike its CT5-V Blackwing big brother, this little Cadillac doesn’t offer a carbon-ceramic brake option, but that’s no matter. The cast-iron rotors, high-performance pads and Brembo calipers offer more than adequate stopping power, even on high-speed circuits.

The brakes are near perfection for a performance sedan, with a very positive pedal that offers the driver excellent control, modulation, and feel. When enjoying the Blackwing near its limits, trail braking pays off because between precise brake and steering inputs, the driver has every bit of control and confidence for maximum performance.

A highlight of the Blackwing’s steering is that the quick ratio is suited to both canyon carving and track work. Considering that it’s electrically assisted, it can be excused for not offering much feedback, as feel tends to get filtered out through non-hydraulic systems. It does offer different levels of assist, but none of them give the driver any more feel than another, and the heavier settings simply make the driver work harder.

One of the most impressive features of this Cadillac is the electronically-controlled limited-slip differential. Not only does it optimise the amount of lock for any possible corner exit permutation, but it will switch to fully open for excellent stability under braking. GM has been producing these for several years and it shows. It’s one of the key elements behind the Blackwing’s satisfying performance.

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All told, Cadillac’s engineers have delivered a proper performance sedan that is incredibly satisfying to drive. While the go-fast, mid-sized four-door segment is getting smaller, this Cadillac takes top marks across several indicators and, in particular, is by far the best choice for those who desire a manual gearbox.

Its dynamics are so satisfying, so well-rounded and wonderfully resolved that it’s certainly the best Cadillac of its kind.

With marque’s impending transition to electrification, it’ll be a shame if it’s also the last Cadillac of its kind.

2022 Cadillac CT4-V Blackwing specifications