2020 Cadillac CT5

Set to compete with the likes of the BMW 3 Series orMercedes-Benz C-Class, there's a pretty tempting starting price for the 2020 Cadillac CT5. Getting behind the wheel of the base Luxury trim will only cost you $36,895 compared to entry-level 3 Series and C-Class models at $41,245 and $41,400, respectively. The Premium Luxury is more on par with these rivals at an MSRP of $40,695, while you can install the available twin-turbo V6 engine at an additional cost of $4,850 if you stick with the rear-wheel drivetrain. The Sport is the most expensive base model at $41,695. Every model can be upgraded with all-wheel-drive for $2,000, although equipping the drivetrain to the V6 engine will cost an additional $1,090. The quoted prices for the Cadillac CT5 excludes tax, registration, licensing, and Cadillac's $995 destination charge.

ATS和CTS,凯迪拉克Amer证明ican automaker could build a car that handles better than a German sedan. The CT5 is based on the Alpha 2 platform, an evolution of the architecture used in the outgoing cars, and the Chevy Camaro. It's a great place to start, but the non-V CT5 has clearly been tuned more for comfort than sporty driving. There is substantial body roll through the corners, though the ride is comfortable enough to forgive it for not handling flatly like a sports car. That being said, the CT5 is still a delightful car to drive.

Once you get off-center, there is genuine feel through the steering, transmitting what the front and rear ends are up to through the wheel to the driver. The body lean can easily be managed, and once the suspension loads up, the CT5 feels stable even when you push it absurdly fast through corners. Even with AWD, the CT5 feels like a RWD vehicle, and the rear end can step out progressively, on-demand. Cadillac is rumored to have a hardcore CT5-V Blackwing in the works, which should make full use of the car's excellent platform.

Sadly, GM's excellent Magnetic Ride Control suspension isn't found on the standard CT5, which would likely fix the car's abundance of lean through the corners. We were also put off by the CT5's eBoost brakes, which were difficult to modulate during spirited driving. You may also never notice during normal driving, but we detected an annoying clicking sound from the brake pedal any time we executed a stopping maneuver.

The old Cadillac ATS and CTS could be summed up pretty easily - among the best driver's sedans on the market, but lackluster interior quality made them tough to recommend. With the CT5, Cadillac makes a much more compelling argument to not choose one of the German options. By positioning the CT5 between the ATS and CTS rather than directly replacing either, Cadillac can attempt to capture a market of buyers who want to pay 3 Series money but get 5 Series levels of passenger space.

里面,CT5比其灭绝predec款essors, with higher-quality materials used throughout the cabin. However, Cadillac has still made some silly cost-cutting decisions with certain materials, making the CT5 feel less cohesive than its German rivals. This is, fortunately, barred out in the price, where the CT5 undercuts the A4/S4, 3 Series, and C-Class by thousands of dollars. It may not be the sharply-focused driver's sedan that the ATS and CTS were, but we think the CT5 is a far more widely appealing sedan for shoppers who are bold enough to try something new. For the enthusiasts, a sharper V model is currently available and a hardcore Blackwing model should go toe-to-toe with the best of Audi Sport, BMW M, and Mercedes-AMG.

While the base Luxury trim comes well-equipped with an impressive list of features, both infotainment and safety, the Premium Luxury adds quite a number of upgrades while only increasing cost by $4,000. On the other hand, the Sport trim doesn't really live up to the badge, adding mostly aesthetic changes. Thus, we recommend sticking with the Premium Luxury, which comes with desirable advanced safety features like lane change alert, blind-spot monitoring, rear cross-traffic alert, and the punchy V6 engine. The wireless charging pad is also a welcome addition for gadget-lovers. We'd ignore AWD unless you live somewhere with heavy snow and even with nearly every option, you can keep the CT5 below $60,000.

The BMW 3 Series is what the new Cadillac CT5 was designed to compete with, but right out the gate, the BMW has more power. The 3 Series can be equipped with a 255-hp turbo-four or a 382-hp turbo-six; both engines are stronger than their counterparts on the Caddy. But the German luxury sedan also handles its power better, with more refined driving dynamics and a more comfortable ride. What's even more impressive is the 3 Series' fuel economy, easily beating out the CT5 at 26/36/30 mpg. When you add to all this the more upscale interior, superior styling, a much larger 17-cubic-foot trunk, and a long list of standard high-tech features on the BMW, you have to wonder if Cadillac was serious about its goal. In just about every way, the BMW 3 Series is the better sedan here. The only advantage for the Cadillac CT5 is its pricing, which is more affordable, but that should hardly factor in when shopping for a luxury sedan.

The new CT5 is set to take its place between the smaller CT4 and the larger CT6. You'd think that being larger, the CT6 might get stronger engines, but it suffers from the same lackluster powertrains as its smaller sibling on lower-rung models, although the top trim does get access to a V8. Add to this its more unwieldy dimensions, and you would be foolish to expect much in the way of athleticism. It has the same light, disconnected steering that is common among large luxury sedans, but it never feels smaller than it is, making it harder to engage with around bends. However, the CT6 also disappoints when it comes to ride quality, given that larger cruisers normally offer smoother rides. The interior of the larger Caddy is spacious, and it offers a larger 15.8 cubic foot trunk, but neither of these factors is a significant improvement over the CT5. Overall, the CT5 is the slightly more refined of the luxury sedans from the US manufacturer.