Track Tested: 2011 Cadillac CTS-V Coupe


2011 Cadillac CTS-V Coupe

Edmunds tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test-drivers. Enjoy.

It might still say "Cadillac" on the trunk lid in script that would only thrill your grandmother, but trust us, the 2011 Cadillac CTS-V Coupe will scare the crap out of your grandmother.

So what does that make this Cadillac? Well, we're not entirely sure. It's bigger than an M3 coupe, but costs about the same. It's actually closer in size to the M5 and costs significantly less. More importantly, it will embarrass both of those machines in a straight line and give either of them a solid run on any back road.

Cadillac has found its identity in the CTS-V coupe (and sedan, for that matter) and that identity is good. There's solid value and performance here. Hit the jump for all the numbers and some perspective.

2011 Cadillac CTS-V Coupe


2011 Cadillac CTS-V Coupe 2008 BMW M3 Coupe 2009 MB C63 AMG




0-45 mph (sec) 2.9 3.3 3.1
0-60 mph (sec) 4.2 4.6 4.5
0-75 mph (sec) 5.8 6.4 6.4
0-60 mph w/ rollout (sec) 3.9 4.3 4.2




1/4-mile 12.2 @ 117.5 12.7 @ 112.1 12.6 @ 112.3




30-0 mph (ft) 27 25 29
60-0 mph (ft) 107 100 111




Skid pad (g) 0.90 0.95 0.89
Slalom (mph) 69.3 73.3 69.0




As-tested weight (lb) 4,200 3,590 4,001

Editors' Note: The above test data was not gathered on the same day using the same driver as is our protocol in full comparison tests.





Vehicle: 2011 Cadillac CTS-V Coupe

Odometer: 855
Date: 7/6/10
Driver: Josh Jacquot
Base Price (with destination and gas-guzzler tax): $64,290
Options: Recaro Performance Seats ($3,400), Midnight Sapele Wood Trim ($600)
As-Tested Price: $68,290

Specifications:
Drive Type: Rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: V8
Displacement (cc/cu-in): 6,162/376
Redline (rpm): 6,250
Horsepower (hp @ rpm): 556 @ 6,100
Torque (lb-ft @ rpm): 551 @ 3,800
Brake Type (front): 15.0-by-1.26-inch ventilated with 6-piston fixed calipers
Brake Type (rear): 14.7-by-1.1-inch ventilated with 4-piston fixed calipers
Steering System: Hydraulic-assist power rack-and-pinion
Suspension Type (front): Independent double-wishbone, coil springs, electromagnetically controlled dampers, stabilizer bar
Suspension Type (rear): Independent double-wishbone, coil springs, electromagnetically controlled dampers, stabilizer bar
Tire Size (front): P255/40ZR19 96Y
Tire Size (rear): P285/35ZR19 99Y
Tire Brand: Michelin
Tire Model: Pilot Sport PS2
Tire Type: Summer
Wheel Size (front): 19-by-9 inches
Wheel Size (rear): 19-by-9.5 inches
Wheel Material (front/rear): Forged aluminum
As Tested Curb Weight (lb): 4,200

Test Results:
0 - 30 (sec): 1.9
0 - 45 (sec): 2.9
0 - 60 (sec): 4.2
0 - 75 (sec): 5.8
1/4 Mile (sec @ mph): 12.2 @ 117.5
0-60 with 1-ft Rollout (sec): 3.9
30 - 0 (ft): 27
60 - 0 (ft): 107
Braking Rating: Very Good
Slalom (mph): 69.3 stability off, 67.9 competitive mode
Skid Pad Lateral Acceleration (g): 0.90 stability off, 0.90 competitive mode
Handling Rating: Very Good
Db @ Idle: 48.1
Db @ Full Throttle: 80.9
Db @ 70 mph Cruise: 72.1


Acceleration Comments: As usual, GM's supercharged 6.2-liter V8 amazes. Difficult to launch well but still quite consistent. The coupe finds rubber on both the 1-2 and 2-3 shifts. No launch control is a surprising choice, but one Cadillac stands behind by saying it's intentionally avoiding any torque-limiting electronic interventions, which is a cause we can get behind.

Braking Comments: Immediate, consistent pedal feel stop after stop. A very, very capable brake system that isn't remotely stressed by this test.

Handling Comments: Slalom: Competitive driving mode works quite well in managing slip angles during rapid transitions. Still, the CTS-V is easy to control and communicates well with all aids off. Best run occurred using "Sport" suspension setting. The last CTS-V sedan we tested made its best run in "Tour" mode. Skid pad: Competitive mode helps this big coupe rotate more effectively than with stability turned off altogether. Moderate understeer at the limit is easily balanced away with the throttle. Fun and remarkably nimble for a 4,200-pound car.

Overall Impressions: Bottom line with the CTS-V coupe is essentially the same as with the sedan: It offers tremendous value and performance relative to its European competition. Certainly the coupe compromises usability relative to the four-door but the suspension calibration, power and control feel are all a large step forward relative to the base CTS coupe.

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