2016 Cadillac CT6 3.6 AWD

By now you’re undoubtedly aware that the Cadillac CT6 is not quite what we anticipated in the countdown to its debut: an American challenger to the Lords of the Autobahn, specifically the Audi A8, BMW 7-series, and Mercedes-Benz S-class. The car that actually emerged is a half size smaller, putting it dimensionally between those grand Teutons and the next-size-down class, populated by the Audi A6, BMW 5-series, and Mercedes E-class.

Power Points

Be that as it may, it’s fair to say that Cadillac has created a fit new contender in an arena that is well stocked with established sources of driver gratification. And it’s not unreasonable to say that this is true even when the CT6 is propelled by the base 2.0-liter turbocharged four, an assertion that those still haunted by the Cadillac Cimarron might have trouble believing.

But if a four-cylinder engine seems heretical, the CT6 offers more potent power sources. There’s the 3.0-liter twin-turbo V-6 that propels the top trim, with 404 horsepower and 400 lb-ft of torque. And there’s our test subject, powered by the mid-grade 3.6-liter naturally aspirated V-6 with direct injection, variable intake- and exhaust-valve timing, and active fuel management.

With 335 horsepower, it gives away 69 ponies to the 3.0 turbo; more significant, it gives away 116 lb-ft of torque. Even the 2.0-liter turbo generates more torque. At the test track, the 3.6 trails the 3.0 turbo to 60 mph by almost a full second, and is more than two seconds slower to 100 mph—this despite a significant 223-pound weight advantage. Compared with the four-cylinder car, the 3.6 is just 0.2 second quicker to 60 mph, but that advantage widens to more than three seconds by 100 mph. Both of our six-cylinder cars were equipped with all-wheel drive (which is standard on the top two of the four trim levels), while the 2.0-liter is rear-drive only.

While the twin-turbo 3.0-liter lops nearly a second off the zero-to-60-mph time compared with the 3.6, it does so at an additional $4000 cost, base price to base price. And even though it’s a bit slower, the 3.6 at full throttle delivers an exhaust note worthy of Le Mans.

Dynamic Scorecard

In any case, the dynamic strong suit of the CT6, whatever its powertrain, lies in how it behaves when the driver begins deviating from straight ahead. This Cadillac exhibits eager steering responses, surgically precise apex-clipping, and powerful and predictable braking—traits that separate sports sedans from mere everyday four-doors.

Grip as delivered by Goodyear Eagle Touring all-season tires (sized 245/40R-20) is unexceptional, but there’s enough of it (0.85 g) to inspire confidence in sweeping turns at elevated speeds, and there’s enough suspension compliance to keep the tires in contact with the pavement when the surface is lumpy. But although we thought our test example with the standard springs and shocks rode slightly better than our 3.0T test car with the available magnetorheological dampers, we still think the ride is firmer than buyers of large luxury sedans are looking for. This car also lacked the 3.0 turbo’s rear-steering feature, although it did have the 20-inch wheels.

Braking was strong, consistent, and fade-free—with a stop of 163 feet from 70 mph almost exactly repeating the 164 feet of the four-cylinder car riding on the same all-season rubber. The 3.0T, however, stopped in 152 feet, which borders on sports-car territory; credit the optional Pirelli P Zero tires it wore.

Enough Luxe?

Like the other members of the CT6 trio, the 3.6 is exceptionally quiet at freeway speeds. Also like other CT6s we’ve driven, its eight-speed automatic botches and bobbles shifts with relative frequency, particularly in stop-and-go traffic. Although the CT6 is priced closer to its E-class/5-series/A6 rivals, it’s far roomier. But on matters aesthetic, it falls far short, with design and materials that trail not only those competitors, but the Volvo S90 and the new Genesis G90 as well. Particularly puzzling in our test car was the odd-looking gold-tinted carbon-fiber trim, along with a general mishmash collection of materials—carbon fiber, wood, leather—all in close proximity. It looks like the team couldn’t decide which direction to go with materials, so they just did it all. Also, the CT6’s flat and featureless seats were out of sync with its athletic moves.

Similarly, our review of the optional Panaray sound system ($3700) proposed that this feature may be a little overrated in terms of the subtleties of other high-end audio setups. However, not everyone possesses the auditory faculties and erudition of that reviewer, and to a less sophisticated listener, the Panaray system may inspire awe.

One area where staff opinions are uniform: Among these pedigreed luxo-sport sedans, the CT6 is the real deal in terms of driving dynamics and sheer scale. But we have to wonder if Cadillac’s dynamics-first focus is what will resonate with the buyers it seeks.

Specifications >

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $77,340 (base price $64,745)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 223 cu in, 3649 cc
Power: 335 hp @ 6800 rpm
Torque: 284 lb-ft @ 5300 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 122.4 in
Length: 204.0 in
Width: 74.0 in Height: 57.9 in
Passenger volume: 107 cu ft
Cargo volume: 15 cu ft
Curb weight: 4138 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.9 sec
Zero to 100 mph: 14.3 sec
Zero to 130 mph: 28.5 sec
Rolling start, 5–60 mph: 6.2 sec
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.2 sec
Standing ¼-mile: 14.8 sec @ 100 mph
Top speed (governor limited): 135 mph
Braking, 70–0 mph: 163 ft
Roadholding, 300-ft-dia skidpad*: 0.85 g

FUEL ECONOMY:
EPA city/highway driving: 18/27 mpg
C/D observed: 19 mpg
C/D observed 75-mph highway driving: 28 mpg
C/D observed highway range: 440 mi

*Stability-control-inhibited