If you were asked to name the fastest production four-door sedan in the world, you would probably think of the Porsche Panamera Turbo, the Mercedes AMG E Class, or even the BMW M5. One marque that probably wouldn’t make that list is Cadillac. So, imagine the surprise on Ferrari and Porsche drivers when you roll up to the stop light in a discrete looking family car, and then smoke them when the lights go out. This super car slayer is the Cadillac CTS-V, which, thanks to an epic 556bhp supercharged V8, is quicker than just about any other four-door on the market today. And it gets better still – not only does the CTS-V reach 0-100km/h in less than 4 seconds, this car also handles corners like a true sports car. The handling of the CTS-V was fine tuned at the mighty Nurburgring Nordschleife – where it set a time of 7 minutes and 59 seconds. To put that into perspective, the CTS-V went quicker around the Ring than proper sports cars like the Audi R8 and the Aston Martin DBS!

So, with those established credentials, I was obviously looking forward to testing this mighty beast. With its trademark Cadillac chrome grill and taut lines, the CTS-V looks handsome – but doesn’t give the slightest hint that it packs such a devastating punch. There are some subtle cues that it means business however – such as the raised center section of the aluminum hood that provides clearance for the supercharger, the large diameter twin-exhaust tips, and those gorgeous 19-inch polished aluminum wheels. In the week that I drove the Cadillac, it certainly got more than a few compliments for its good looks.

On the inside, the Alcantara lined steering wheel and gear knob give the interiors a sporty feel. The heated and cooled Recaro seats can be electronically adjusted in just about every direction – so finding the ideal seating position is never an issue. The rear seats are comfortable, and there’s plenty of legroom for passengers at the back. With that said, and though the inside of the CTS-V is superior to anything that GM has produced in recent memory, it’s still not in the same league as, say, Audi. The quality of the switchgear in particular is an area where Cadillac can further improve.

As I’ve already mentioned, the real magic of the CTS-V is in its epic engine. The 6.2 liter supercharged V8 engine is rated at 556 horsepower and 746Nm of torque – making it the most powerful engine offered in Cadillac’s history. The engine features an intercooled Eaton Twin Vortices Series supercharger. According to Cadillac, this unique supercharger design employs twin four-lobe rotors, twisted 160 degrees. Typical superchargers feature three lobes twisted 60 degrees. The fourth lobe and added twist, when combined with unique air inlet and outlet ports, create smoother and more efficient airflow into the engine. The engine is mated to a six-speed manual transmission, though an automatic is also offered as an option. Torque is channeled through the six-speed transmissions to a high-performance rear axle that features a limited-slip rear differential within a cast iron housing for greater thermal management, as well as asymmetrical half-shafts to smoothly manage the supercharged engine’s incredible torque.

As a result, driving the CTS-V is an absolute joy. As expected, power is available right through the rev range, and acceleration is savage no matter what gear or RPM you’re at. With great power comes great responsibility though, and in the case of the CTS-V, the driver needs to use utmost restraint. Reaching, and crossing, the speed limit is just so ridiculously simple that I was pleased not to get a handful of speeding tickets during the week that I was testing the car. The monster engines ability to trundle around in traffic in 6th gear at 60km/h is also a real revelation. This adds to the versatility of the car, and goes a long way in making the CTS-V a good everyday vehicle. Things get more exciting when you switch off the traction control though. Launch the car at partial throttle, and the CTS-V leaves its mark on the tarmac with long strips of rubber. It’s a lot of fun at first, but getting a quick launch can be challenging as the rear tires struggle for traction. Taking corners with the traction control off can be tricky because the CTS-V will oversteer – even at partial throttle on corner exit. A capable driver can have a lot of fun – however, for most folks I’d recommend keeping the traction control on at all times.

The CTS-V’s handling is impressive. On the highway, the ride is compliant. Nevertheless, when pushed hard, the car corners flat. The CTS-V’s exceptional ride and handling can be attributed to Cadillac’s innovative magnetic ride control system. According to Cadillac, the system uses shocks controlled by magneto-rheological technology, rather than mechanical valves, to greatly accelerate response time and precision. Electronic sensors at all four wheels provide real-time feedback of road conditions so that damping rates are adjusted instantaneously. In the CTS-V, an extra measure of control is offered with two selectable modes (Tour and Sport), enabling the driver to tailor the suspension for grand touring or more spirited performance driving. Brembo brakes at all four corners round out the CTS-V performance package. Powerful six-piston calipers in the front, and four-piston calipers in the rear, ensure that the CTS-V’s braking is as impressive as its acceleration. So, is this the ideal performance sedan? Well, if you’re looking for outright performance, the CTS-V certainly ticks all the boxes. With a starting price that’s the equivalent of 30 lakhs in the US, the CTS-V offers exceptional value – and that’s a benefit that’s hard to ignore. However, if you’re looking for something with more finesse and luxury, the Europeans still have an edge.

With the CTS-V, Cadillac has proven that America can build more than just muscle cars. The CTS-V is a demonstration of GM’s ability and commitment to developing world-class vehicles that appeal to enthusiasts across the globe. GM must now focus on transferring some of the performance and handling characteristics of the CTS-V to the rest of its product portfolio.

Cadillac CTS Coupe

The Cadillac CTS Coupe is a bold style statement that’s designed to bring in younger customers into the Cadillac fold. With the CTS Coupe, Cadillac is going after cars like the BMW 3 Series coupe – and I have to say that, from a styling perspective, GM wins over its German competition. The coupe has the same wheelbase as the CTS sports sedan on which it’s based. However, its overall height is approximately two-inches lower, with overall length being two-inches shorter as well. Although, it draws from its sport sedan sister, the CTS Coupe shares only the instrument panel, console, headlamps, front fenders, and grille.

The CTS coupe has an aggressive wedge like profile. With its steeply raked windshield, long – nearly horizontal – back glass area, low roofline, and wide stance, the CTS coupe looks like something Batman might drive when he isn’t fighting crime in his Bat Mobile. Viewed from the side, one immediately notices the lack of conventional door handles. Doors open through a recessed touchpad, great for style, but perplexing for some when they first approach the car. The front has the Cadillac family chrome grill, and a sculpted lower front fascia with unique brake-cooling vents. The rear of the car is characterized by a wedge like boot, and center-outlet exhaust with twin dihedral-shaped tips that pass through the rear fascia. And, once again, Cadillac has outfitted the coupe with great looking wheels that help enhance the cars sporty look.

The interiors of the CTS coupe are luxurious, and I found them to be better than the CTS-V sedan that we tested. The interior includes hand-sewn accents covering the door, center storage console, and instrument panel trim. Recaro performance driving seats are optional, and provide excellent support for spirited driving. While the driver has good ergonomics, the passengers at the rear have limited leg room. Head room too is at a premium for passengers at the back – an inevitable result of the shorter platform and tapered roof. The versatility of having rear seats in a coupe is a big plus, even though you can only really accommodate passengers for short drives.

Our test car came equipped with a 3.6 liter V6 engine that produces 304 horsepower and 370Nm of torque. While the power is adequate, it doesn’t quite do justice to the cars brilliant looks that scream performance. And a big reason for the lack of performance is directly attributable to the cars weight. At 3,931 pounds, the coupe is about 600 pounds heavier than a BMW 328 coupe. Nevertheless, the car hits 0-100km/h in a very respectable 6 seconds.

Our test car came with a 6-speed automatic transmission that was competent, but not quite in the same league as the twin-clutch units the competition offers. A manual transmission is also offered, and would be the better choice if you were looking to get a CTS coupe.

On the road, the CTS coupe drives more like a luxury sedan than a sports car. The ride is comfortable, and tuned more for long distance cruising rather than canyon carving. One aspect where the competition wins over the CTS coupe is steering feel. The steering is light at low speeds, and never really weighs up enough at high speeds. When driven aggressively, the lack of a limited-slip differential is evident – as the inside wheel tends to lose traction early when powering out of a corner.

So, the CTS coupe doesn’t drive as well as it looks. But hey, don’t write this car off yet. GM offers a high performance version as well, the CTS-V coupe that has the same 556hp monster engine that we tested in the sedan – along with the magnetic suspension.

But, if it’s the striking looks of a look-at-me coupe you’re after, this Cadillac certainly fits the bill. It looks like absolutely nothing else on the road – even here in the States, leave alone on the streets of India if you can get your hands on one.