Review of the Cadillac CT4 Sport 2023

Photo credit: Kyle Patrick

love it	leave it
Tidy dimensions	Lackluster cottage
Great driving experience	Options drive up the price quickly
Nothing like it anymore	It lacks brand praise

Is it right to praise something simply for being the last of its kind?

Here at the precipice of major changes in the automotive world, it can feel like each new combustion engine model is an end product in its own right. The last compact sedan with V8 drive on the market. The last manual gearbox of a brand. The departure of yet another brand before an icon goes all-electric.

Even the Cadillac CT4 got its own superlative, as the acclaimed CT4-V Blackwing (and CT5-V Blackwing) was the last petrol-powered model in the American marque’s V-series. But the entire CT4 family is also unique: Nobody else builds such a small four-door car with rear-wheel drive anymore. Does that mean even a 2023 Cadillac CT4 Sport with the entry-level engine is worth celebrating?

I am here to assert that it is so.

What’s new?

Not much if I’m honest. Ever since the CT4 debuted as a replacement for the ATS in 2020, the little sedan has kept going more or less the same. But we’ve only ridden the hottest models so far: the high-torque CT4-V and the track-ready Blackwing. While many of the CT4’s competitors have similarly sized turbocharged four-cylinder engines in their engine bays – Audi A3, Mercedes-Benz CLA, BMW 2 Series Gran Coupe, for example – none send their power exclusively to the rear axle.

And neither does this CT4. Yes, this tester has the all-wheel-drive option enabled, which splits the 237 horsepower and 258 pound-feet between both axles. The addition of all-wheel drive increases weight (by 154 pounds/70 kilograms) and improves fuel economy, but snowbelt folk will appreciate the added surefootedness. Despite the name, the Sport trim doesn’t offer the option of the Premium Luxury’s larger 2.7-litre engine, which itself is a detuned version of the heart of the CT4-V.

Regardless of trim level, buyers will get the familiar, angular design. The Sport presents a unique face to the world, with a more subtle mesh grille, a more pronounced chin spoiler and various black trimmings. Cadillac completes the picture with a subtle rear spoiler and attractive 18-inch five-spoke alloy wheels. It looks good, especially in that metallic blue paint job with matching brake calipers.

Come to the good part

I had to cover a lot of kilometers on the CT4 in two days. It was a turbulent tour: partly torrential rain, partly clear skies. It lived up to the entry-level luxury features well: a quiet, comfortable ride, minimal noise pollution, smooth shifts through the eight-speed automatic transmission. Set the adaptive cruise control – no Super Cruise, boo – steer into the right lane and the CT4 eats miles. So a passing grade.

What makes the sport honor student status is its take on back streets. Switch to sport mode and the well-balanced steering gains additional resistance. Both the gearing and the throttle are sharper, delivering a powerful boost that belies the CT4’s advertised power and weight figures. The 2.0-litre doesn’t sound great, but a) none of them do, and b) I’ve never found it to lack overtaking opportunities. Push the CT4 into a corner and the sedan is well balanced. There’s not enough performance here to be hooligan, but that’s not the point: the smooth, unperturbed efficiency is. Play with the wheel-mounted paddles and the eight-speed gearbox responds quickly and precisely. Apparently this CT4 weighs over 1,642 kg, but I’d swear someone gave a 10 percent discount.

And the brakes! The improved Brembo front wheel setup offers strong performance and a strong ride as soon as your foot hits the pedal. I drove the CT4 the same week as the 2023 Nissan Z and this sports car could learn a thing or three from this “entry-level” sedan.

I also presented surprising economic numbers. The official figures are 22 mpg city and 31 mpg highway (or 10.5 and 7.6 l/100km in Canadian). The overall consumption is 26 mpg (9.2 l/100 km). I averaged 29.4mpg (8.0L/100km); admittedly highway-heavy, but still better than the advertised value for the rear-wheel drive model. However, the sport drinks from the premium pump.

Solid but unremarkable cabin

Don’t twist it: the CT4 isn’t a perfect deal. First off, the back row is cramped, with less legroom than any other German (but more headroom than all but the Audi). The thick C-pillars and the small sunroof don’t exactly contribute to the feeling of spaciousness. If you regularly need adult second-row space, then the CT4 isn’t for you.

The quality of the materials doesn’t worry the people in Ingolstadt and Stuttgart either. The use of chrome and wood-like structures is beautifully restrained and the orange-colored contrasts are a welcome touch in a sea of ​​black. However, the plastic parts along the dashboard and especially the door panels are slightly cheaper. Ditto for the thin buttons on the center console.

I like the supportive driver’s seat, which has 18-way power adjustment and keeps numb butts off even after six hours on the road. The digital instrument panel is great too: certainly not the flashiest of designs, but clean and straight forward, it’s about as timeless as a screen can get. The head-up display is also useful. I’d have to try the regular sound system to know if the 14-speaker Bose setup is really worth it. I don’t see a need for built-in navigation as there are smartphones.

The old GM infotainment setup is starting to feel dated; Even a potential buyer commented on the size. But it works without issues, still has a relatively quick response time, and accepts wireless Apple CarPlay and Android Auto. Every CT4 has safety assists like automatic emergency braking, front pedestrian braking, a youth driver mode and GM’s seat with rumble alert (so no intrusive cab beeps). The Sport and Premium Luxury models feature adaptive cruise control, Lane Departure Warning, Lane Departure Warning, blind spot monitoring with rear cross-traffic alert, automatic high beams and an improved automatic emergency braking system. Super Cruise is available as an expensive option ($3,700 / CAD 4,290) on the last two trim levels and requires a subscription. It’s still an industry leader and unique in this segment, but that means a big change.

Inexpensive to move

In America, Cadillac opens the CT4 lineup with the CT4 Luxury RWD for $35,790 (destination included). Next up is the Premium Luxury at $40,690 and the Sport at $1,200 above that. The Premium Luxury 2.7L costs $45,790. Adding all-wheel drive costs another two grand.

Cadillac’s smallest sedan is an even better deal in Canada. Pricing starts at $41,898 and upgrading to Sport or Premium Luxury is just $3,700 CAD. The AWD upsell is north of the border at CAD$2,200.

This tester ticked a whole range of criteria, bringing the tested price to $52,865 (CAD$57,943). My ideal setup would forego four-wheel drive, Nav-and-Bose, sunroof, and satin-graphite wheels; It would save $5,050 (CAD$5,290) while still offering more comfort than the dynamically similar (but even more cramped) BMW 230i I tested earlier this year. I’d sacrifice the supposed badge credit for a better all-rounder.

Verdict: Test report on the Cadillac CT4 Sport 2023

It is easy to look forward to the end of the internal combustion engine era. But the 2023 Cadillac CT4 Sport proves it’s worth it at the end of the trim walk, too. As long as you’re not happy with the options list, and you’re not bothered by just a mediocre cabin design, this is a stylish everyday sedan that’s a lot of fun to drive. Get them while you can.

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