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What will the 2009 CTS-v look like?

Update 5-13-08

Here is the official CTS-V information for 2009. Enjoy...

Overview Powertrain Overview of the Specifications Detailed Specifications Pictures NurburgRing Results


DETROIT – As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand’s ultimate expression of performance and luxury.

Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac’s acclaimed V-Series of high-performance models, CTS-V delivers an estimated 550 horsepower (410 kW). More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control.

“The CTS-V represents the full extension of our design, technology and performance capabilities,” says Jim Taylor, Cadillac general manager. “The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world’s most exclusive and capable cars.”

As an all-new version of the CTS sport sedan was prepared for 2008, Cadillac engineers and designers began to scheme a new CTS-V that would reach much higher in terms of performance and luxury. Through the original CTS-V, Cadillac proved it could develop a very potent, high-performance sedan. The challenge for the 2009 model was enhancing every aspect in a comprehensive manner, along with reaching higher performance limits.

Several key technical and design elements combine to transform the already highly capable CTS into the new V-Series. Like the existing CTS, the V-Series is the product of an intensive development process across North America and Europe, including famed test tracks and millions of miles of road. Supporting Cadillac’s ongoing global expansion, the 2009 CTS-V is planned to be offered outside North America for the first time, including exports to Europe, the Middle East and Asia.

Sophisticated technical enhancements

The 2009 Cadillac CTS-V features the world’s fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally “read the road” every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

MRC technology first appeared on the Cadillac STS performance sedan and has been used on some of the world’s most celebrated cars, including the Chevrolet Corvette and a select few European sports cars.

Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch.

Performance Traction Management uses the same sort of electronics as stability control programs such as Cadillac’s StabiliTrak system, but applies it in a different manner. Rather than monitoring and controlling wheel slip to assist in stopping or slowing the car, PTM regulates torque delivery to instantly match the available tire grip for maximum acceleration.

CTS-V also includes sophisticated braking and tire systems, in partnership with two companies renown for high-performance technology: Brembo and Michelin. Brembo brakes are at all four corners and include powerful, six-piston calipers in the front and four-piston calipers in the rear. Michelin worked with Cadillac engineers to develop its acclaimed Pilot Sport 2 (PS2) summer tire for CTS-V and its 19-inch wheels.

And, of course, there is the matter of power. It has increased nearly 35 percent for the ’09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 hp (410 kW) and 550 lb.-ft. (745 Nm) of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance.

Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steering-wheel-mounted paddle shifters. It is the first automatic offered on the CTS-V.

Accentuated design elements

The 2009 CTS-V extends Cadillac’s acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan’s well received cabin, while adding some elegant and purposeful accents.

V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seats include pneumatic bolster controls in the seat cushion and backrest.

A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede’s inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high-performance driving.

The car’s integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a “pop-up” screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability.

The exterior of the new CTS-V amplifies the assertive stance and elegant details of the standard car, and communicates the car’s remarkable capabilities. The dihedral Cadillac grille is larger to enable more air intake and features a satin finish. The raised hood encompasses the supercharged engine, and new front and rear fascias identify the vehicle as a V-Series. The car’s 19-inch wheels enhance its stance on the road.

The founding member of the V-Series, CTS-V was initially offered in 2004 and sold primarily in North America through the 2007 model year. The supercharged STS-V and XLR-V were added in 2006 to make the V-Series an exclusive trio of models all capable of zero-to-60 acceleration in less than five seconds with enhanced overall performance and luxury features.


ALL-NEW CTS-V TARGETS 550 SUPERCHARGED HORSEPOWER WITH CADILLAC’S SIGNATURE REFINEMENT DETROIT – The all-new, 2009 Cadillac CTS-V blends exceptional performance with uncompromising refinement and its unique, 6.2L supercharged V-8 engine is, perhaps, the most dramatic example of the performance sedan’s world-class comportment.

Targeting 550 horsepower (410 kW) and 550 lb.-ft. of torque (745 Nm) – final SAE certified power levels will be available in early April 2008 – the CTS-V’s new LSA engine will be the most powerful ever offered in Cadillac’s nearly 106-year history. It is based on GM’s legendary small-block V-8 architecture and features an intercooled supercharger system, premium heat-resistant aluminum-alloy cylinder heads and numerous details designed to ensure the LSA makes its power as quietly and smoothly as possible.

“From the very start, engineers were cognizant of the role a high-performance engine plays in supporting the qualities customers expect in a Cadillac,” said Jim Taylor, Cadillac general manager. “The supercharged LSA engine delivers outstanding performance, but maximum power didn’t come at the expense of refinement or quietness.”

To achieve the desired balance between performance and drivability, the LSA was designed with numerous features and components that attenuate noise, including the supercharger. It has a new, four-lobe rotor design that enhances quietness while also optimizing the performance parameters of the engine.

A pair of six-speed transmissions is offered with the LSA: A new, Tremec TR6060 six-speed manual with a dual-disc clutch; and a Hydra-Matic 6L90 six-speed automatic with paddle-shift control – the first automatic offered in the CTS-V. Each transmission is designed to channel the engine’s tremendous power while simultaneously delivering exceptional refinement and smoothness.

Supercharged power and superior refinement

Delivering more than merely milestone power numbers, the LSA engine’s sixth-generation Eaton supercharger enables a broader range of power through the rpm band. This gives the engine great low-end torque and excellent horsepower at higher rpm – the range of the rpm band where a supercharger generally loses its effectiveness.

“The new design of the supercharger’s rotating internal components extends its effective range, giving the engine a wide, flat power band that is usable at all rpm levels,” said Ron Meegan, assistant chief engineer. “Whether at low speeds or on the highway, the feeling of power is instant, strong and sustained.”

An intercooler mounted atop the engine sends the supercharger’s pressurized air through a heat exchanger to lower its temperature before entering the engine’s intake system. The cooler air is denser, helping the engine maximize performance.

Complementing the LSA’s tremendous output is a combination of components and design elements designed to ensure a quiet, refined driving experience. Examples include:

  • Balanced, lightweight reciprocating assembly
  • Hypereutectic pistons
  • Lower-lift, low overlap camshaft
  • Center-feed fuel system
  • Acoustic engine cover
  • Piston oil squirters

    The new, four-lobe rotor design of the sixth-generation Eaton supercharger also contributes significantly to the LSA’s quiet performance. In fact, the quiet operation of the supercharger system fooled several onlookers during the CTS-V’s development – onlookers who were convinced that a prototype running at wide-open throttle on Germany’s famed Nürburgring racing circuit couldn’t possibly have a supercharger because there was no audible sound from the drive system.

    “The characteristic whine of the supercharger is drastically reduced because of the LSA’s four-lobe rotor design,” said Meegan. “And with the other noise-reduction features used throughout, the sound is virtually eliminated.”

    Transmission details

    The new TR6060 transmission is based on the proven T56 six-speed used in the previous CTS-V, but upgraded to handle the LSA engine’s substantial increase in torque, as well as improve shift quality, via a dual-disc clutch system.

    The twin-disc clutch delivers exceptional clamping power and excellent shift effort, achieved with the use of a pair of smaller-diameter clutch discs that have less inertia than a single, larger-diameter disc. Like the previous CTS-V, a dual-mass flywheel is used, which allows for smooth, chatter-free performance.

    When it comes to the new automatic transmission, GM’s Hydra-Matic 6L90 six-speed automatic transmission features steering-wheel- and console-shifter-activated tap up/tap down gear control, as well as driver-selectable modes that deliver different performance characteristics, i.e. shift points, shift firmness, for different driving conditions. Performance Algorithm Shifting is part of the 6L90’s controller programming and provides a performance-oriented shift pattern during sustained high-performance driving, such as at a racetrack.

    A twin-plate torque converter clutch is used with the 6L90 transmission to match the torque output of the LSA engine – the first twin-plate configuration used with GM’s 300-mm torque converter. Like the dual-disc clutch of the six-speed manual transmission, the twin-plate converter clutch provides exceptional clamping power.

    New, Performance Traction Management technology works with the CTS-V’s engine and transmissions to optimize traction and maximize the performance driving experience.


    DETROIT – At first glance, the new 2009 CTS-V presents a dramatic design statement that is supported by an estimated 550 horsepower (410 kW) – landmark power for a Cadillac. Behind that distinctive styling and exemplary engine output lies a comprehensive suite of highly developed, advanced technologies aimed at delivering elite luxury and performance driving.

    “CTS-V’s mission is to attract the most discerning and enthusiastic luxury and performance car consumers,” said Jim Taylor, Cadillac general manager. “That requires a comprehensively excellent car, one that looks and performs like a top-level sports car but has the poise and elegance of a prestigious luxury sedan.”

    Technologies including Magnetic Ride Control, a racing-inspired Performance Traction Management program and an advanced Brembo braking system combine to make CTS-V a sophisticated, high-performance car. The development team, building off of the acclaimed CTS sedan and previous-generation V-Series cars, tirelessly fine-tuned the car on some of the world’s most demanding and legendary environments, including Germany’s famed Nürburgring, and roads and tracks throughout the United States and Europe.

    World’s fastest-reacting suspension

    The revised CTS-V chassis features the world’s fastest-reacting suspension, Magnetic Ride Control. It uses shocks controlled by electro-magnets, rather than mechanical valves. Tiny iron particles suspended in fluid fill the shock damper. Under the presence of a magnetic charge, these particles align in tight formations to provide more damping resistance with incredible speed.

    The elimination of mechanical valves greatly accelerates response, given that magnetic charges are virtually instantaneous. A network of sensors literally “reads the road” every millisecond and feeds that data to an on-board computer. When more damping force is needed, more electric charges are sent, enabling the system to make constant damping adjustments to all four corners of the car. The result is extremely precise control of body motions and maximum tire-to-ground traction – particular ly important in keeping the car (and the driver) very composed during hard cornering, acceleration, braking or other dynamic maneuvers.

    The Magnetic Ride shocks also enable a much broader range of damping control to optimize the ride and handling for all driving conditions. In the CTS-V, Cadillac provides an extra measure of control, as Magnetic Ride has two selectable modes (Tour and Sport) enabling the driver to tailor the suspension for grand touring or more spirited performance driving.

    Magnetic Ride Control is a GM-pioneered technology that, following years of research, appears only on handful of the industry’s most elite cars. The magneto-rheological science inside the dampers is also applied to medical devices such as prosthetic limbs.

    Precise power and control

    A car as potent as the CTS-V demands a robust series of technologies to apply its power precisely. It’s much the same challenge faced in championship motor sports, so that’s where Cadillac turned for technical assistance. CTS-V will feature a new Performance Traction Management system that is borrowed from the CTS-V racecar that won two of the last four Manufacturer’s Championships in the SPEED World Challenge GT racing series.

    Performance Traction Management ensures that engine torque is instantly matched to the allowable tire traction to enable maximum acceleration. In a situation such as a corner exit, this new technology allows the driver to maintain throttle pressure without losing traction. Performance Traction Management, using electronic controls, directs torque to maximize acceleration and traction in conditions, such as hard acceleration when more power is commanded by the driver. Where stability controls tend to manage wheel slip in an effort to slow or steer the car, Performance Traction Management regulates torque delivery to enhance acceleration and provide an optimized launch. The system maximizes acceleration by instantly matching torque to the available tire traction.

    CTS-V also manages power via an extremely robust driveline. The car’s limited-slip differential is made of cast iron for extreme strength. Its limited-slip tuning enables excellent high-speed stability along with comfortable low-speed maneuverability. The prop shaft is heavy-duty and wheel hub bearings are stiffened and bolstered to manage the car’s remarkable energy. Axle half-shafts are asymmetrical, a design that ensures smooth performance.

    Cadillac turned to Brembo, a company that forged its reputation in Formula One racing, for CTS-V’s extremely capable braking system. The car features six-piston calipers in front and four-piston calipers in the rear, delivering impressive stopping power. Slotted and vented rotors enable strong initial braking force while optimizing heat resistance and eliminating fade. CTS-V also includes an electric parking brake for the first time, enabling more legroom for the driver, key for high-performance driving.

    CTS-V rides on a specially developed quartet Michelin’s PS2 summer-only tires.

    Detailed Specs


    2009 Cadillac CTS-V

    Body style / driveline:

    rear-drive four-door high-performance luxury sedan


    unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension assembly

    EPA vehicle class

    midsize car

    Manufacturing location:

    Lansing Grand River Assembly, Lansing, Michigan

    Key competitors:

    BMW M-5, Mercedes Benz E55 AMG, Mercedes Benz E63 AMG



    6.2L supercharged V-8 (LSA)

    Displacement (cu in / cc):

    376 / 6162

    Bore & stroke (in / mm):

    4.06 / 103.25 x 3.62 / 92 mm

    Block material:

    cast aluminum

    Cylinder head material:

    cast aluminum


    overhead valve, 2 valves per cylinder;

    0.492-in (12.5 mm) lift


    Gen. 6 R19 with single brick intercooler; 1.9L displacement w/4-lobe rotor design

    Fuel delivery:

    SFI; center feed


    direct-mount ignition coils; extended-life dual platinum-tipped spark plugs

    Compression ratio:


    Horsepower (hp / kW @ rpm):

    550 / 410 @ 6200 (est)

    Torque (lb-ft / Nm @ rpm):

    550 / 745 @ 6200 (est)

    Recommended fuel:

    premium recommended but not required

    Maximum engine speed (rpm):


    Additional features:

    pan-mounted oil cooler; cast pistons; high-flow cylinder heads; block-mounted piston squirters; steel crankshaft w/ 8-bolt flange; close-mounted converters; acoustic engine cover; E67 engine controller

    Estimated fuel economy:




    Tremec TR6060 six-speed manual; fully synchronized with single overdrive

    Hydra-Matic 6L90 six-speed electronically controlled automatic overdrive with torque converter clutch

    Gear ratios (:1)
























    Final Drive Ratio:



    Chassis & Suspension

    Front suspension:

    independent SLA; 29-mm hollow stabilizer bar; elastomeric handling and ride bushings; 65-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks

    Rear suspension:

    independent SLA; 24-mm solid stabilizer bar; elastomeric trailing arm bushing; 90-N/mm spring rate; Magnetic Ride Control with electro-magnetically controlled shocks


    19 x 9-inch; forged alloy, 5-lug (front)
    19 x 9.5-inch, forged alloy, 5-lug (rear)


    255/40R19 Michelin PS2; summer Z-rated (front)
    285/35R19 Michelin PS2; summer Z-rated (rear)


    four-wheel disc with four-channel ABS, hydraulic brake assist and dynamic rear brake proportioning

    front rotors:

    vented; co-cast; 380 mm x 32 mm

    rear rotors:

    vented; 373 mm x 28 mm

    front calipers:

    aluminum; six-piston

    rear calipers:

    aluminum; four-piston


    power-assisted rack-and-pinion;

    Steering ratio


    Turns lock-to-lock


    Turn radius (ft / m)

    37.9 / 11.55

    Additional features:

    standard: StabiliTrak (four-channel, four mode); traction control; engine drag control
    optional: Performance Traction Management




    Wheelbase (in / mm):

    113.4 / 2880

    Overall length (in / mm):

    191.6 / 4866

    Overall width (in / mm):

    72.5 / 1842

    Overall height (in / mm):

    58.0 / 1472

    Track (in / mm):

    front: 61.8 / 1570
    rear: 62.0 / 1575

    Curb weight (lb / kg):

    manual: 4200 / 1905 (est)
    automatic: 4300 / 1950 (est)

    Weight distribution (% front / rear):

    54 / 46

    Approach Angle (deg)


    Departure Angle (deg)


    Tumblehome (deg.




    Headroom (in / mm):

    front: 38.8 / 986
    rear: 37.2 / 944

    Leg room (in / mm):

    front: 42.4 / 1078
    rear: 35.9 / 913

    Shoulder room (in / mm):

    front: 56.7 / 1441
    rear: 57.4 / 1390

    Hip room (in / mm):

    front: 55.1 / 1400
    rear: 54.1 / 1375


    EPA passenger volume (cu ft / L):

    98 / 2775

    EPA trunk volume (cu ft / L):

    13.6 / 385

    Trailer towing maximum (lb / kg):


    Fuel tank (gal / L):

    18.0 / 68

    Engine oil (qt / L):


    Cooling system (qt / L):


    Seating Capacity (front / rear)

    2 / 3

    Drag Coefficient



    Even though the new CTS bodystyle is coming out in 2008, the CTS-V is expected in 2009. Here are some Spy Pictures!

    The 2009 CTS-V will have similar body design to the 2008 CTS. To see that body style, CLICK HERE

    Update 12-7-07

    Leftlane news: ARTICLE LINK

    Update 6-4-07

    Leftlane news: ARTICLE LINK

    Motor Trend June 2007: LINK TO ARTICLE

    Update 4-24-07

    Update 11-18-06

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