2012 Cadillac CTS-V

Base RWD 2-Dr Coupe V8 man trans

2012 cadillac cts-v Reviews and News

Cadillac CTS V Rear Right Side View
If you've ever driven a Cadillac CTS-V, you know that the main problem is that it's not fast enough. The 98-pound weakling under the hood makes only 556 hp, barely enough to pull Bambi across the proverbial frozen pond. Fortunately, longtime speed merchant John Hennessey recognized the Caddy's noodle-armed feebleness and resolved to do something about it, creating the V700 package at his Texas skunk works. With a little old-fashioned hot-rodding, perhaps the CTS-V could be transformed into something that's not a plodding embarrassment to all America.
Normally I'm not obsessed with a car's numbers, but a tuner car is by nature defined by its numbers -- How much power? How fast? What are you getting that the guy with the stock, factory-warrantied model isn't? So when I get my hands on the Hennessey Cadillac V700 wagon -- a.k.a. the Hammer Wagon -- I ask John Hennessey if I can put it on a dyno and verify the horsepower claim. Sure, he says. I ask if I can take it to a drag strip. He says to let him know where to ship some street-legal Mickey Thompson drag tires. And can I throw a car seat in the back, use this thing for school runs, and possibly get Goldfish cracker crumbs all over the seats? Affirmative.
Test cars from tuners often come shackled to a company engineer, a professional apologist who's constantly tweaking software and explaining why that squirrel in the road back in Boise caused magnetic interference that's killing the torque curve under 3000 rpm. So I'm duly impressed that Hennessey hands me the keys, boards a plane back to Texas, and encourages me to do my worst. No babysitting.
On my first morning with the Hammer Wagon it seems to run rough at idle, stalling once before it warms up. But that's the extent of the foibles for the rest of my week with the car. After a salutary high-rpm throat-clearing on the dynamometer, the CTS-V happily loafs around town and does whatever menial tasks I ask of it, including hauling its own extra tires. You'll probably need new tires rather often with this car.
The V700 package burnishes Caddy's 6.2-liter V-8 with intake and exhaust work, a hot cam, a new supercharger pulley, revised engine-management software, an upgraded intercooler, and some flow work to the heads. I'm simplifying, but essentially Hennessey takes the Cadillac's detuned ZR1 engine and retunes it past Corvette levels and then some. As you might guess, the "700" in the title refers to horsepower. But when I go to the dyno, I find that the V700 doesn't make 700 hp. It makes much more than that.
On two separate runs, the CTS-V averaged 670 hp at the wheels. When you account for driveline losses, that means this engine is closer to 800 hp than it is to 700. And that's without the nitrous system, which is triggered by a sinister red button to the left of the steering wheel. I don't bother with the nitrous, on account of the car seems to get out of its own way pretty well without it.
I do, however, make frequent use of the Caddy's other piece of nonstock switchgear, a discreet toggle on the steering column that diverts the exhaust to a set of unmuffled pipes. Flicking the switch unleashes a sound that I would describe as NASCAR-like, except I don't think Dale Junior's Chevy is actually this loud. The exhaust bypass doesn't give you more power (Hennessey says the mufflers perform modestly better), but it's an essential piece of equipment if you value pure obnoxious silliness, which I do.
A couple days after the dyno's resounding affirmation of the V-8's rude health, I mount the Mickey Thompsons -- size 305/35-19 -- and drive two hours to Darlington Dragway. It's a cool evening with a thin crowd, so I have plenty of time to acclimate to the car and practice my gratuitous water-box burnout technique. Hennessey figures the Hammer Wagon can break into the high-ten-second range in the quarter mile, given the right launch. I've driven a lot of fast cars, but I've never run a ten-second quarter at the drag strip. An 11.00 is McLaren F1 territory.
My first few passes are in the low-eleven-second range, bona fide supercar stats. But on subsequent runs I don't shave much time -- one pass that feels pretty near perfect nets an 11.07. I decide to take a cheeseburger break and leave the hood open for a while to let the supercharger shake off some heat soak.
Post-burger, I pull to the staging lights afraid that tonight's not the night to bag my ten-second pass. Maybe I just don't have the motor skills to handle this motor. But after a particularly indulgent water-box burnout, I decide to brake-torque a little more aggressively off the line, since the tires are as grippy now as they'll ever be. When the Christmas tree flashes from yellow to green, I pop my left foot off the brake and go for it, the Cadillac slamming my helmeted head back into the seat with a monstrous open-piped bellow. Ten seconds or bust.
When I collect my time slip, it reveals that the Hennessey CTS-V wagon just ran a 10.98-second quarter mile at 126 mph. With a child seat in the back. For context, had there been a Ferrari 458 Italia in the opposite lane, it probably would've been a dead heat. That's quite an accomplishment for a car that costs $93,535 all-in, carries a warranty (three years/36,000 miles), and can accommodate a week's worth of groceries beneath its power liftgate.
Back at the spectator area, a local peers at my time slip and notes the stats at the eighth-mile mark. "You were doing 101 mph at the eighth?" he says. "This thing is the sleeper from hell." Another guy shakes his head and declares, "Watch out, Vettes." I throw my helmet in the back seat, head to a nearby gas station, and air up the tires for the drive home. As far as I'm concerned, the baddest family car on the road has nothing else to prove.
Cadillac CTS V Wagon At Nurburgring Jonny Ponderin
The editors at Motor Trend spent a year with a 2011 Cadillac CTS-V wagon, one of the most special vehicles currently available. Before the time came to return the keys to Cadillac, senior features editor Jonny Lieberman decided to plan a fitting goodbye, which is featured in the newest episode of Epic Drives. What Lieberman came up with was a no brainer. Why not send the Caddy wagon to the Nurburgring? The famed track essentially served as the CTS-V’s boot camp years ago, playing a significant part in the development of the Caddy’s suspension tuning, among other things. For fans of the CTS-V (or the ‘Ring), the video won’t disappoint. Not only does Lieberman take a spin around the track, but he also hands over the keys to General Motors’ racecar driver Johnny O’Connell, who attempts to beat the lap time posted by a CTS-V sedan years ago. Does he succeed? Watch the video to find out.

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Cadillac CTS V Wagon Right Side View
I'm not one to COMPLAIN, but being an observant Jew at a car magazine has its challenges. For one, there's one day every week, from sundown on Friday until one hour after sunset on Saturday, during which I do not drive, in honor of the Jewish Sabbath. Even if it's a really, really cool car. I'm also limited in where I go to eat: Michigan may still be the epicenter of the U.S. auto industry, but it's hardly a destination for kosher food.
Greg gamely drives through the middle of the night as I doze, getting us most of the way through Pennsylvania, albeit with several stops. ("We Fink men have small bladders," he explains.) I take the helm again around 7 a.m., close to the Maryland border.
2013 Cadillac ATS Front Three Quarters 2
The all-new 2013 Cadillac ATS, along with the 2013 XTS, will be among the first General Motors vehicles to wear Brembo brake calipers that are produced, not in Italy, but the U.S.; the Brembo calipers that will be see on the new ATS and the XTS will be the company’s first U.S.-produced calipers.
Hennessey Cadillac CTS V Wagon Texas Mile 1
John Hennessey and crew have been cranking out stupid fast cars for two decades. Not only is he the founder of Hennessey Performance; he’s also a client. His daily driver happens to be Cadillac CTS-V pumped up to more than 700 horsepower that he loving refers to as “The Hammer Wagon.”

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Certified Pre-Owned 2012 Cadillac CTS-V Pricing

Certified Pre Owned Price
$43,075

Used 2012 Cadillac CTS-V Values / Pricing

Suggested Retail Price
$63,215

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2012 Cadillac CTS-V
2012 Cadillac CTS-V
Base RWD 2-Dr Coupe V8
$63,215
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2012 Cadillac CTS-V
2012 Cadillac CTS-V
Base RWD 2-Dr Coupe V8
$63,215
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2012 Cadillac CTS-V
2012 Cadillac CTS-V
Base RWD 2-Dr Coupe V8
556hp
Top Ranking Vehicles - Horsepower
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2012 Cadillac CTS-V
2012 Cadillac CTS-V
Base RWD 2-Dr Coupe V8
556hp

2012 Cadillac CTS-V Specifications

Quick Glance:
Engine
6.2L V8Engine
Fuel economy City:
14 MPG
Fuel economy Highway:
19 MPG
Horsepower:
556 hp @ 6100rpm
Torque:
551 ft lb of torque @ 3800rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation
Vehicle
50,000 miles / 48 months
Powertrain
100,000 miles / 60 months
Corrosion
Unlimited miles / 72 months
Roadside
100,000 miles / 60 months
Recall Date
12-31-1969:21:35:40
Component
ELECTRICAL SYSTEM:IGNITION
Summary
This defect can affect the safe operation of the airbag system. Until this recall is performed, customers should remove all items from their key rings, leaving only the ignition key. The key fob (if applicable), should also be removed from the key ring. General Motors LLC (GM) notified the agency on July 2, 2014 that they are recalling 554,328 model year 2003-2014 Cadillac CTS vehicles manufactured August 16, 2001, to April 28, 2014, and 2004-2006 Cadillac SRX vehicles manufactured March 20, 2003, to August 11, 2006. In these models, the weight on the key ring and/or road conditions or some other jarring event may cause the ignition switch to move out of the run position, turning off the engine.
Consequences
If the key is not in the run position, the air bags may not deploy if the vehicle is involved in a crash, increasing the risk of injury.
Remedy
GM will notify owners, and dealers will install two key rings and an insert in the key slot or a cover over the key head on all ignition keys, free of charge. The recall began on September 15, 2014. Owners may contact Cadillac customer service at 1-800-458-8006. GM's number for this recall is 14172.
Potential Units Affected
554,328
Notes
General Motors LLC


Recall Date
12-31-1969:21:35:11
Component
SERVICE BRAKES, HYDRAULIC:POWER ASSIST:VACUUM
Summary
GM IS RECALLING CERTAIN MODEL YEAR 2012 CADILLAC CTS VEHICLES MANUFACTURED FROM OCTOBER 21, 2011, THROUGH OCTOBER 26, 2011. THESE VEHICLES MAY HAVE A CONDITION IN WHICH THE POWER VACUUM BRAKE BOOST PUSHROD RETENTION NUT MAY NOT BE TORQUED TO THE PROPER SPECIFICATION. IF THE NUT IS NOT TORQUED TO THE PROPER SPECIFICATION, THE NUT COULD LOOSEN AND ALLOW THE PUSHROD TO SEPARATE FROM THE BRAKE PEDAL.
Consequences
THIS COULD RESULT IN A LOSS OF ABILITY TO BRAKE AND a vehicle CRASH WITHOUT PRIOR WARNING.
Remedy
CADILLAC DEALERS WILL INSPECT THE POWER VACUUM BRAKE BOOST PUSHROD RETENTION NUT, AND IF NECESSARY, TORQUE THE NUT TO THE PROPER SPECIFICATION. THIS SERVICE WILL BE PERFORMED FREE OF CHARGE. THE SAFETY RECALL BEGAN ON NOVEMBER 1, 2011. OWNERS MAY CONTACT CADILLAC AT 1-800-458-8006.
Potential Units Affected
674
Notes
GENERAL MOTORS LLC


NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
N/R
IIHS Overall Side Crash
N/R
IIHS Best Pick
N/R
IIHS Rear Crash
N/R
IIHS Roof Strength
N/R

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5-Year Total Cost to Own For The 2012 Cadillac CTS-V

Depreciation
33.8%
Loss in Value + Expenses
= 5 Year Cost to Own
Depreciation
$21,567
33.8%
Insurance
$11,695
18.3%
Fuel Cost
$17,173
26.9%
Financing
$5,126
8%
Maintenance
$5,566
8.7%
Repair Costs
$2,182
3.4%
State Fees
$530
0.8%
Five Year Cost of Ownership: $63,839 What's This?
Value Rating: Average