2022 Cadillac CT5-V Blackwing review

Whether the Cadillac CT5-V Blackwing is a swansong for performance Cadillacs or a straight-up beat down on the competition from Europe, this American super sedan is a marvel of luxury-focused performance.

The Blackwing replaces the CTS-V, which was a formidable four-door in its own right, and brings modern technology and the latest in go-fast engineering to the mix. Still, with General Motors now focused on becoming a serious EV player, this quickest of all Cadillacs might very well be the last of the internal combustion breed.

Under the sculpted bonnet is a development of the supercharged 6.2-litre V8. Relative to the CTS-V, this engine benefits from improved intake tuning and titanium intake valves, as well as efficiency improvements for the supercharger and intercoolers. Each LT4 is assembled by a single specialist engine builder, tuned for 498kW at a lofty 6500rpm and 893Nm at 3600rpm.

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Exclusively rear-drive, the Blackwing is available with either a six-speed manual gearbox or a 10-speed automatic that was benchmarked against Porsche’s PDK. The manual now includes a no-lift shift function, as well as the expected rev-matching on downshifts, which is thankfully switchable for those who prefer to execute heel-and-toe on their own.

The rear axle benefits from an electronically controlled limited-slip differential that varies lock depending on demand from a range of dynamic parameters that are measured from systems throughout the car. Another key benefit of e-diffs is that they can instantly switch to fully open for stability while braking.

With GM focused on becoming a serious EV player, this quickest of all Cadillacs might very well be the last of the internal combustion breed.

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The suspension uses a performance-optimised MacPherson strut design at the front and a five-link rear set-up. GM Performance has consistently delivered excellent damper tuning with its Magnetic Ride technology and the Blackwing receives the latest generation tech with its improved software and damper fluid, along with new wheel accelerometers.

The dampers are responsible for much of the Cadillac’s performance magic because damping rates are tied to drive modes, Performance Traction Management settings and the e-diff. However, these new dampers include some very notable and unique improvements like active dive, pitch, and transient roll control. Impressive stuff.

Steering is electrically assisted and has a rack-mounted assist unit for improved feel and responsiveness. Since it is electric, assist is variable and configurable by the driver.

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Brakes are, in a word, formidable. Cadillac says these are the largest brakes ever fitted to one of its cars. The standard steel brakes use two-piece rotors that are 398mm in diameter at the front and 373mm in the back. Six-piston calipers have clamping duty at the front, with four-piston units for the rear.

Optional are carbon-ceramics with front rotors that measure 400mm in the front and 370mm for the rear. There is a certain cool factor to carbon-ceramic brakes, but the better thermal efficiency and dramatically lighter unsprung weight transcend any car park admiration.

The interior is a performance-themed riff on the standard CT5-V’s design, adding deep and supportive bucket seats, a fashionable top-centre red ring on the steering wheel, a V-Mode button and a switch for quick adjustments of the Performance Traction Management system.

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The 12.0-inch instrument cluster and the heads up display are both configurable depending on driver preference and the CT5-V’s existing infotainment system is augmented with GM’s excellent Performance Data Recorder that is a boon for track day driving enthusiasts.

With a quick press of the system’s record button, it automatically captures important data points like lap time, speed, gear selection, engine revs, steering angle, brake pedal force, and throttle application. All of this is overlaid upon 1080 HD video from a forward-facing camera with audio captured through the interior’s microphone. Hardcore track day drivers can use the system for analysis between sessions.

Cadillac recently partnered with audio specialist AKG for the sound system introduced in the Escalade and it’s been extended to the Blackwing as standard equipment. It’s one of the finest systems to be fitted to any American vehicle, though drivers should be prepared to welcome occasional interference from the whine of the supercharger and thunderous exhaust notes.

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On the outside, the unmistakable looks are a more aggressive interpretation of Cadillac’s modern and crisp design language and there is no mistaking this performance sedan as anything but American. The standard aerodynamic package is proven and the optional carbonfibre packages further reduce lift and improve high-speed stability.

Staying true to Cadillac’s no-compromise theme for performance, the standard wheels are forged aluminium, 19 inches in diameter, 10 inches wide at the front and 11 inches at the rear. Magnesium wheels were promised for the Blackwing when it was originally announced but are expected to be available later in the production cycle. The exclusive tyres are a bespoke version of the Michelin Pilot Sport 4S.

On the outside, there is no mistaking this performance sedan as anything but American.

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The Blackwing’s cockpit is a cosier affair than the M5 or E63 S and feels notably less spacious than the Germans, but the driver is rewarded with a perfect set-up. The deeply sculpted bucket is supportive in high-g corners and otherwise comfortable for daily driving.

Although the steering wheel is the same diameter as the standard CT5-V, its thicker rim is right on trend with modern performance sedans, as is the contrasting red ring at the top of the wheel. Pedals are within easy reach and, while not as tight as a Lotus, the manual’s brake and throttle pedals are suited for old school heel-and-toe for those who prefer to eschew the downshift-rev-match-by-software feature.

Cadillac’s official output for this revised LT4 is 498kW but the seat-of-the-pants experience suggests that it produces much, much more. At Canadian Tire Motorsport Park’s Mosport Grand Prix circuit (where Jack Brabham won the 1967 Canadian Grand Prix), the Blackwing has no trouble exceeding 220km/h during official activities under the watchful eye of GM’s performance driving instructors but previous experience suggests it would be capable of an effortless 250km/h on that straight.

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Given the LT4’s thrust and ability to make short work of the circuit’s long straights, it certainly produces significantly more power than indicated. Some American blokes have already dropped their Blackwings on various dynos and it seems this big Caddy should be rated closer to 550kW at the crank.

The additional aero work ensures this big sedan is exceptionally stable at those speeds and remains planted when transitioning from throttle to braking. The standard cast-iron rotors are proper two-piece units but the carbon-ceramics are a welcome feature for track work. The braking power of the carbons is simply formidable and for the tame track sessions, they’re taxed to no more than half of their full potential. Pedal feel and control are above average and arguably better than those of BMW’s M5 CS.

Like its C8 Corvette cousin, steering feel and feedback are limited but it remains precise and ensures control around its limits. The different levels of steering assist are more novelty and don’t bring any additional feel to the driving experience.

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The Blackwing shines through the circuit’s long corners, with near-endless grip and predictable balance coming from the Michelins. At launch events like this, they send drivers out in small groups and certainly the best seat in the house is that of the driver, but following other Blackwings at speed around a very fast racetrack is enlightening.

To the discerning eye, the two-tonne sedan’s sophisticated Magnetic Ride dampers are working hard to keep the platform flat and the tyres in constant contact with the track surface through the hardest corners, all of which translates to subtle and unusual body movements, which appear to be the direct, physical manifestation of the dampers’ real-time calculations. Incredible stuff to witness but no doubt these dampers are an essential factor in this Cadillac’s performance equation.

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Another one of the Cadillac’s tricks is hidden deep inside the driveline and it’s the electronically controlled limited-slip differential. No matter the type of corner, the Blackwing accelerates as sharply and precisely as a chef’s blade. Acceleration is always tidy, at least until the driver decides that aggressive throttle inputs are required to nudge the rear into a little power-on oversteer. Otherwise, with a prudent throttle foot and a little intervention from the sophisticated traction control system, it’s both quick and brutal.

All of those systems – the dampers, traction control, stability control, the e-diff, and the auto gearbox’s shifting protocol – are all tied together, computing the best possible outcome for the conditions at any given moment. Plus, like all good driver assistance, traction and stability controls can be completely disabled if you wish to be left to your own devices. Despite its size and mass, the Blackwing gives the driver clear communication so that you can dance with it around its limits.

One of the Cadillac’s tricks is the electronically controlled LSD. No matter the type of corner, the Blackwing accelerates as sharply and precisely as a chef’s blade.

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That’s the thing about this big Blackwing. It’s an exceptional, thoroughly resolved performance sedan that’s ready to take on the best from Europe, but for enthusiasts like us, we’ll have to keep a keen eye on Cadillac because this might be the last, great American four-door. The brand is now focused on transitioning to electric propulsion and how long they’ll keep producing world-beating super sedans is anyone’s question, but this is one unforgettable Cadillac.

2022 Cadillac CT5-V Blackwing specifications