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Quick Spin: 2021 Nissan Sentra SR

2021 Nissan Sentra SR in Electric Blue Metallic/Super Black two-tone (a $250 option)

2021 Nissan Sentra SR

Miles driven: 181

Fuel used: 6.3 gallons

CG Report Card


Room and Comfort	B
Power and Performance	B-
Fit and Finish	B
Fuel Economy	B-
Value	B+

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	149-hp 2.0-liter
Engine Type	4-cyl
Transmission	CVT
Drive Wheels	FWD

Real-world fuel economy: 28.7 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 28/37/32 (city, highway, combined)

Fuel type: Regular gas

Base price: $21,750 (not including $925 destination charge)

Options on test vehicle: SR Premium Package ($2270); Lighting Package ($500); two-tone paint ($250); carpeted floor mats with trunk mat ($215)

Price as tested: $25,910

Quick Hits

The great: Value pricing; passenger space in both front and rear seats

The good: Generous list of available comfort, safety, and technology features; dynamic styling

The not so good: Steering feel isn’t very communicative; only one powertrain available

More Sentra price and availability information

CG Says:

To twist up an old expression, the more things stay the same, the less they change. That’s one way to look at the 2021 Nissan Sentra.

The larger and better seller of Nissan’s two compact sedans, the Sentra was redesigned for 2020 (as was the junior Versa). Typically, that means marginal change for year two—if any at all—and that’s certainly true of the ’21 Sentra. You’ll find standard Apple CarPlay/Android Auto connectivity on all models now that it has been added to the entry-level S model.

After its redesign for the 2020 model year, the Nissan Sentra sees only minor changes in standard equipment for 2021.

Another change—inevitably, perhaps—is in prices. The 2021 S and top-line SR start at $320 more than they did in ’20, while the mid-level SV is up by $200. The delivery fee is unchanged, so those increases are all in the car somewhere. Certain options have gone up as well. Some examples: The carpeted floor-mat/trunk-mat package asks an extra $10. The SR Premium Package costs $100 more. At least the Premium Package earns its extra money by adding NissanConnect telematics and remote access (via smartphone) and a Wi-Fi hotspot.

Test Drive: 2021 Hyundai Elantra SEL

The Sentra’s dashboard has a sporty-looking layout with clear, easy-to-use controls. Orange contrast stitching and padded surfaces on the dash help give the SR model an upscale feel for the price.

All things considered, Consumer Guide’s 2021 SR test car was pretty much like the 2020 model it drove. Paint colors were different (but both were two-toned with a black roof) and the ’21 car did add an optional lighting package with external “puddle lights” and interior ambient lighting. At $25,910 including delivery, it cost almost $600 more than the ’20 test car.

The SR Premium Package adds features such as Prima-Tex leatherette upholstery, a 6-way power driver seat with 2-way power lumbar, heated front seats, heated steering wheel, and an 8-speaker Bose premium audio system.

Performance from the 149-horsepower 2.0-liter 4-cylinder engine and continuously variable transmission (CVT)—Sentra’s sole powerteam—is alert but not particularly refined from a start (the engine is noisy when accelerating). The car doesn’t feel overmatched in highway operation, and the Nissan CVT is one of the better of this type of transmission. EPA fuel-economy ratings for the SR—28 mpg city/37 mpg highway/32 mpg combined—slightly lag those of the S and SV models. CG editors averaged 28.7 mpg overall in testing that consisted of about 50 percent city driving—slightly better than the 27.9 mpg they saw from a nearly identical city-highway mix with the 2020 car. Ride and handling quality may not be exceptional, but there is a nice balance between them, so the Sentra is pleasant to drive or ride in.

Quick Spin: 2020 Volkswagen Jetta GLI

The Sentra offers 14.3 cubic feet of trunk space–on par with most class rivals.

Room and comfort are small-car good in both rows, and it might be possible to fit a third adult into the rear seat for a short trip. Standard seats feature sport-cloth upholstery with orange contrast stitching but leatherette comes with the Premium option. Soft, yielding surfaces are found on the dash, door centers, and tops of the front doors, and leather covers the steering wheel and shift knob. The 8-speaker Bose audio system included in the Premium Package was easy to use and program via the standard 8-inch touchscreen, but volume and tuning knobs help, too. Dual-zone climate controls mix convenient temperature-setting dials with repetitive-push buttons for other functions.

Cabin storage amounts to a good-sized glove box, small console box, small door pockets (especially in back), large bin at the front of the console, a pouch on the back of the front passenger seat, and exposed cup holders in the console and pull-down rear armrest. There’s useful trunk space. Rear seats are split 60/40 and fold above the level of the trunk floor. Wheel houses constrict the space where the trunk and rear seat meet, and a bulkhead narrows the opening from the trunk.

Test Drive: 2020 Kia Forte GT

The Sentra’s sole powertrain is a 149-horsepower 2.0-liter 4-cylinder paired with a continuously variable automatic transmission. The SR model comes standard with 18-inch alloy wheels on low-profile tires.

Other SR standard equipment includes 18-inch alloy wheels, a dark-chrome treatment for the grille, LED headlights and fog lights, heated exterior mirrors with black-painted shells, a rear spoiler, lower-bodyside sill extensions, and a chrome exhaust finisher. Safety is enhanced by the Nissan Safety Shield 360 system with automatic emergency braking with pedestrian detection, blind-spot alert, rear cross-traffic alert, lane-departure warning, high-beam assist, and rear automatic braking. An “Intelligent Around View” 360-degree monitor is a Premium Package feature.

The 2020 redesign made the Nissan Sentra into a compelling compact-sedan choice. Even though the car hardly changes, that stays the same for 2021.

Test Drive: 2021 Toyota Corolla SE Apex Edition

The Nissan Sentra’s driving dynamics aren’t quite as, well, dynamic as its styling, but it’s a practical, well-rounded compact sedan that offers a generous list of comfort and convenience features at competitive prices.

Check out the Consumer Guide Car Stuff Podcast

2021 Nissan Sentra SR Gallery

(Click below for enlarged images)

2021 Nissan Sentra SR

Meet the 2021 Consumer Guide Best Buys

2021 Nissan Sentra SR

Written by: The Daily Drive staff on April 29, 2021.

For GREAT deals on a new or used Mercedes check out Mercedes Benz of Flagstaff TODAY!

Test Drive Gallery: 2020 Toyota C-HR Limited

2020 Toyota C-HR Limited in Silver Knockout Metallic with Black roof (two-tone paint is a $500 option)

2020 Toyota C-HR Limited

Class: Subcompact Crossover

Miles driven: 232

Fuel used: 8.2 gallons

CG Report Card


Room and Comfort	C+
Power and Performance	C
Fit and Finish	B
Fuel Economy	B+
Value	B

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B-
Tall Guy	C+

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	144-hp 2.0L
Engine Type	4-cylinder
Transmission	CVT automatic
Drive Wheels	Front-wheel drive

Real-world fuel economy: 28.3 mpg

Driving mix: 75% city, 25% highway

EPA-estimated fuel economy: 27/31/29 (city/highway/combined)

Fuel type: Regular gas

Base price: $26,350 (not including $1120 destination charge)

Options on test car: Audio Plus with HD Radio ($465), two-tone paint ($500), carpeted floor mats/cargo mat ($269), door sill protectors ($199), mudguards ($129)

Price as tested: $29,032

Quick Hits

The great: Pleasant ride and handling balance, build quality, solid-feeling body structure

The good: One-of-a-kind styling inside and out

The not so good: Rakish rear roofline compromises cargo versatility and rear visibility; all-wheel drive isn’t available

More C-HR price and availability information

CG Says:

The Toyota C-HR is a subcompact crossover SUV that “crosses over” more than most. With its extra-swoopy styling (both inside and out) and lack of available all-wheel drive, it’s one of the most car-like vehicles in its class. Now that Toyota has essentially exited the subcompact-car category in the U.S. (the Mazda-built Toyota Yaris and Yaris Hatchback were both dropped for 2021), the C-HR and the Corolla compact car are now the entry-level vehicles in Toyota’s model lineup. The Corolla has a starting price of $20,025, and the C-HR isn’t far up the ladder—it starts at $21,545.

The C-HR debuted for 2018 as Toyota’s entry in the growing subcompact SUV segment, and has seen minor updates since then. For 2019, an entry-level LE trim level was added, and a Limited model took the place of the XLE Premium as the topline trim level. For 2020, the front-end styling was refreshed, Android Auto connectivity was made standard, and the Limited added standard adaptive headlights and an 8-way power driver’s seat. For 2021, the Toyota Safety Sense 2.5 suite of safety equipment is now standard across the board, and a Nightshade Edition joins the lineup. The Nightshade is based on the midline XLE model and, as its name suggests, adds blacked-out exterior trim elements and black 18-inch alloy wheels.

You can check out our original First Spin report, plus our reviews of a 2018 XLE and a 2019 Limited model, for more details on the C-HR’s accommodations and driving manners. Our test vehicle here is a 2020 Limited that’s been optioned up about as much as a C-HR can be, and it checks in under the $30K mark.

Toyota C-HR Limited Gallery

2020 Toyota C-HR Limited

Quick Spin: 2020 Toyota Corolla Hatchback XSE

2020 Toyota C-HR Limited

Test Drive: 2019 Toyota C-HR Limited

2020 Toyota C-HR Limited

Should I Buy a Car or Crossover?

2020 Toyota C-HR Limited

First Spin: 2021 Nissan Kicks

2020 Toyota C-HR Limited

Test Drive: 2020 Hyundai Kona Ultimate

2020 Toyota C-HR Limited

Test Drive: 2021 Chevrolet Trailblazer LT

2020 Toyota C-HR Limited

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2020 Toyota C-HR Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on January 27, 2021.

For GREAT deals on a new or used Chevrolet check out George Chevrolet TODAY!

Review Flashback: 2007 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo SS

Thanks in large part to Chevrolet’s involvement in NASCAR racing, the somewhat anachronistic Monte Carlo outlived its useful life span by half a decade or so. By 2000, the mainstream-brand midsize/large coupe segment was all but gone, with only the coupe versions of the Honda Accord and the Toyota Camry (dubbed Solara) still seeing meaningful sales volume.

The sixth—and last—generation of the Monte Carlo debuted for 2000. The Monte rode on General Motors’ W-platform architecture, and was thus similar mechanically to the Buick Century, Lacrosse, and Regal, as well as the Chevrolet Impala, Oldsmobile Intrigue, and Pontiac Grand Prix.

A performance-oriented version of the Monte Carlo, the SS, was available for the entire 2000-2007 run of the last-gen model. For 2000-2006, the SS was powered by a supercharged version of GM’s ubiquitous 3.8-liter “3800” V6. The beefy engine cranked out a middling 240 horsepower, but a substantial 280 lb-ft of torque at just 3600 rpm.

The big news for performance fans was the arrival of a 5.3-liter V8 for 2006. This pushrod V8, also found under the hood of GM’s half-ton pickups, was good for substantially more horsepower (303) and torque (323 lb-ft) than the V6.

Monte Carlos powered by the 5.3 V8 are rather rare, as the engine became available midway through the 2006 model year, and total sales volume for 2006 and 2007—the Monte’s last years—was very low.

Shared below is Consumer Guide’s original review of the 2007 Monte Carlo SS (including the original “News” section at the end of the report, which looks forward to the impending arrival of the reborn Chevrolet Camaro). Noteworthy is the absence of comment regarding the V8 Monte Carlo’s most sinister handling characteristic: torque steer. As this author can attest to first hand, full-throttle acceleration in any V8-powered GM W-platform model resulted in impressive pull to the side and required healthy amounts of driver correction to keep the car on course. You can read all about that torque steer here.

More Review Flashback! fun

2007 Monte Carlo SS Review

Overview

Chevrolet’s midsize coupe shares its basic underskin design with the Impala sedan. Monte Carlo comes in LS, LT, and sporty SS trim. LS and LT have a 211-hp V6 engine. SS has a 303-hp V8 with GM’s Active Fuel Management that deactivates four cylinders while cruising to save fuel. The 233-hp V6 LTZ model is discontinued. All Monte Carlos have a 4-speed automatic transmission. Front side airbags are standard. Curtain side airbags are unavailable. Leather upholstery and heated front seats are standard on SS, available on LT. OnStar assistance is standard.

Torque-Steering Trio: Remembering GM’s “Small Block” Front-Drivers

2007 Chevrolet Monte Carlo engine specs

Acceleration

Ample power at any speed. Similar test Impalas with 211-hp V6 less strong but still more than adequate in around-town driving. Ethanol-blended fuel, called E85, is available in many states and can be less expensive than regular-grade gasoline. E85 can be used in 211-hp Monte Carlos. Test Impalas showed no difference in acceleration using E85.

Fuel Economy

Test SS averaged 17.2 mpg in mostly city driving. V6 Monte Carlos use regular-grade fuel. Chevy recommends premium for V8s.

Ride Comfort

Surprisingly compliant given SS models’ sport suspension and 18-inch tires. Large bumps felt but Monte Carlo is never harsh.

Handling

SS has sporty moves with well-balanced steering, though it never really feels agile. Good stopping control.

Quietness

Wind rush and tire roar both intrude. V8 subdued at cruise, has muscle car rumble under throttle.

Controls

Gauges clearly marked, easy to read. Large, clearly marked radio/climate controls have easy-grip rubberized surfaces, operate smoothly, though climate controls mounted too low for easy use. Monte Carlo trails most like-priced imports for quality feel. Hard plastic expanses dominate cabin, have budget look and feel.

Review Flashback! 1987 Chevrolet Monte Carlo SS

2007 Chevrolet Monte Carlo specs

Comfort

FRONT: Head, leg room adequate. Good seat comfort with easy entry/exit. Decent visibility compromised slightly by thick rear pillars.

REAR: Generous space for a sporty coupe, though passengers over 5-ft-10 will want more head room. High step over, low seat complicate entry/exit.

Cargo Room

Generous trunk space for a coupe, just average for a midsize car. Standard 60/40 split folding rear seatbacks increase versatility. Adequate cabin storage.

Headlamp Hat Dance: 6 Years of the Chevrolet Monte Carlo

2007 Chevrolet Monte Carlo prices

Value

Monte Carlo is a throwback to the era of the midsize domestic coupe, trading passenger space and cargo room for a sporty profile. It’s affordable, has competent road manners, and the SS accelerates and sounds like a muscle car. But this midsize car feels dated compared to class pacesetters such as the Honda Accord and Toyota Solara.

News

Monte Carlo is a goner after 2007, say our sources. Slow sales are the main reason. But another factor is the announced return of a Camaro coupe and convertible on General Motors’ new rear-wheel-drive Zeta platform. Expected to start sale in early 2009, Chevy’s reborn “ponycars” should look much like the recent crowd-wowing concepts. Like previous Camaros, the new ones will seat four and offer both V6 and V8 power. Independent rear suspension is planned to trump the solid axle of archrival Ford Mustang.

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2007 Chevrolet Monte Carlo SS Gallery

2007 Chevrolet Monte Carlo SS

Written by: Tom Appel on December 10, 2020.

Review Flashback! 2004 Chrysler 300M

2004 Chrysler 300M

It was known internally as “LH,” and it was the architecture on which a number of popular and well-regarded Chrysler Corporation large cars were built. Known for their short-hood “Cab Forward” design, the LH cars included mainstream products (Dodge Intrepid, Chrysler Concorde), luxury cars (Chrysler New Yorker, Chrysler LHS), and one long-forgotten model (Eagle Vision).

Also planned for production, but ultimately never built, was a Plymouth LH variant named Accolade.

The LH cars first appeared for the 1993 model year, and were redesigned for 1998 and 1999, depending on the model. Added to the LH roster for 1999 was a new Chrysler model, the 300M. Designed to emulate European sport sedans, the 300M was designed as a “five-meter car,” which meant that the car was shorter than five meters long overall–this because in most European markets, cars longer than five meters were considered unwieldy to drive in urban environments, and in some markets were subject to higher taxes.

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Distribution of the 300M in Europe was pretty uneven, so it’s unclear how well the car was received in those markets, but it proved pretty popular on our shores. So much so that the Chrysler LHS, which was similarly priced, was dropped after 2001 due to shopper preference for the “M.”

Compared to the Concorde with which it shared a showroom, the 300M was more legitimately upscale, featuring a larger standard engine, premium cabin appointments, and manual-shift capability for the standard 4-speed automatic transmission. The 300M rode on the same 113-inch wheelbase as the Concorde, though as noted above, it was somewhat shorter in overall length.

The 300M was discontinued after 2004 to make way for Chrysler’s new “LX” cars, a family of rear-wheel-drive large cars first realized as the Chrysler 300 sedan and the Dodge Magnum wagon. The Magnum was discontinued after the 2008 model year, but the Chrysler 300 sedan is still offered for 2021.

Presented here is Consumer Guide’s original review of the 2004 Chrysler 300M (including the original “News” section at the end of the report, which details the arrival of the 2005 Chrysler 300). Note the availability of a sporty Special trim level. Added to the 300M lineup for 2002, the Special represented a fairly hefty price bump over the standard 300M, and we suspect it was fairly rare even back in the day.

More Review Flashback! fun

2004 Chrysler 300M Review

Overview

Available satellite radio, a new navigation system, and midyear availability of a hands-free cellular-phone link highlight 2004 changes to the 300M. Appearance and major equipment are unchanged. The 300M is built on the chassis of the Chrysler Concorde and Dodge Intrepid, but is pitched as a European-flavored alternative with distinct styling and a slightly shorter body. Its V6 makes 250 hp in the base model and 255 in the performance-oriented 300M Special. Both use Chrysler’s AutoStick 4-speed automatic transmission with a separate gate for manual shifting. ABS and traction control are standard. Front side airbags are optional. The Special has unique trim, lowered and stiffened suspension, higher-speed-rated tires, and xenon headlights. Both come with leather upholstery. For ’04, satellite radio is a new option for both models. So is a navigation system, which includes the satellite-radio option. Also, the Special and base now come with 17-inch wheels. The Special’s previously standard 18-inch wheels are now included in a new Ultimate Performance option package. Added midyear as a dealer-installed option was Chrysler’s UConnect, which uses the audio system as a hands-free, wireless link to any cell phone in the vehicle. The 300M will be phased out in Spring 2004 and replaced by the new rear-drive 2005 300.

Review Flashback! 2004 Mercury Marauder

2004 Chrysler 300M engine specs

Acceleration

With more horsepower than most 6-cyl near-luxury cars, pickup and throttle response are good–and competitive with any direct rival. Test 300M Special did 7.5 sec 0-60 mph. Automatic transmission shifts abruptly in rapid acceleration.

Fuel Economy

Test 300M averaged 14.4 mpg in mostly city driving; expect slightly higher in a more even city/highway mix. Test Specials averaged 23.1 mpg in mostly highway driving, and 16.2 mpg with gas-eating performance tests. 300M Special requires premium fuel; 300M uses regular.

Ride Comfort

Base model rides firmly, but smothers bumps fairly well. Special’s stiffer suspension and optional 18-inch tires make for a somewhat harsh ride on flawed pavement.

Handling

300M changes direction with surprising assertiveness. Special takes handling up a notch. Steering slightly dead on-center, though, with a trace of free play. Substantial brake-pedal pressure required in simulated panic stops, but stability is impressive, distances short.

Quietness

Road and wind noise aren’t intrusive, but these cars are less isolating than import rivals. Road rumble bothersome on Specials with 18-inch tires. Most import sedans in this price range have smoother, nicer-sounding engines than this V6.

Controls

Well-placed controls with excellent tactile feel. Instrument markings can be difficult to see at dusk. Materials and assembly good overall, but not in a league with import rivals. New navigation radio is mounted too low and screen is too small for visual use; audio directions should be followed.

Cab Forward: The Chrysler LH Cars of 1994

2004 Chrysler 300M specs

Comfort

FRONT: Very good space and comfort. Standard heated front bucket seats. Narrow rear window compromises aft visibility.

REAR: Among the roomiest near-luxury cars, though some testers find the seat cushion unevenly contoured for best comfort. Easy entry/exit through large doors.

Cargo Room

Trunk among largest in class, but opening isn’t generous. Handy 60/40 split folding rear seatback is standard.

Unsettling Transition: The 1988 Eagle Lineup

Chrysler 300M price list, Performance Handling Group

2004 Chrysler 300M prices

Value

These Chryslers give up a tangible measure of prestige and refinement to the top competition, and their cabin decor isn’t as sophisticated. But few similarly priced rivals match their blend of interior space and overall performance.

News

The 300M was replaced in early 2004 by the 300. Built on a new “LX” platform that trades front-wheel drive for rear drive, the 300 is slightly shorter, with a longer wheelbase and more conventional looks than the “cab forward” M. Various underskin components are borrowed from parent Mercedes’ E-Class, including suspension design and antiskid/traction control system. It’s an effort to realize the cost-saving “synergies” promised with Chrysler’s 1998 takeover by Daimler-Benz.

(Click gallery pics below for enlarged images)

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Chrysler 300M Review Gallery

: 2004 Chrysler Concorde

: 2001 Chrysler LHS

: 2004 Chrysler 300M

Chrysler 300M Review

Written by: Tom Appel on November 19, 2020.

Test Drive: 2020 Cadillac CT4-V

2020 Cadillac CT4-V in Evergreen Metallic (a $625 option)

2020 Cadillac CT4-V

Class: Premium Compact Car

Miles driven: 223

Fuel used: 9.9 gallons

Real-world fuel economy: 22.5 mpg

CG Report Card


Room and Comfort	B-
Power and Performance	B+
Fit and Finish	B-
Fuel Economy	B-
Value	B-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B-

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	325-hp 2.7-liter
Engine Type	Turbo 4-cyl
Transmission	10-speed automatic
Drive Wheels	AWD

Driving mix: 35% city, 65% highway

EPA-estimated fuel economy: 20/28/23 (city, highway, combined)

Fuel type: Premium gas recommended

Base price: $44,495 (not including $995 destination charge)

Options on test vehicle: Driver Awareness Plus Package ($800), Evergreen Metallic paint ($625), Cold Weather Package ($600), red brake calipers ($595), all-wheel drive ($500)

Price as tested: $48,610

More CT4 price and availability information

Quick Hits

The great: Competitive pricing; crisp handling paired with decent ride quality

The good: 2.7-liter engine delivers satisfying power; configurable drive modes help tailor driving personality to suit driver preference and road conditions

The not so good: Interior materials and overall refinement come up a bit short of class leaders’; cramped rear seat; AWD takes a bit of a toll on fuel economy

John Biel

Opting for the performance model in any vehicle line that offers one commonly comes with a list of “yeah, buts.” There will be added purchase cost. Ride may be a little rougher than the average commuter and passengers prefer. Fuel economy almost always suffers, and costlier premium-grade gas is usually required for optimal performance.

The CT4-V (or V-Series) sits atop the CT4’s model lineup–its starting MSRP is $44,495, making it the only CT4 trim level with a base price above $40,000. The V’s standard equipment list includes features such as a mechanical limited-slip differential, performance traction-management system, and a sport-tuned suspension.

Yeah, all those things can be said for the 2020 Cadillac CT4-V (which, confusingly, Cadillac also calls “V-Series”), the hotted-up version of Caddy’s brand-new premium-compact sedan. But when those of us at Consumer Guide who drove a CT4-V weeks after testing a cushier CT4 Premium Luxury talked it over, we realized that we liked the “V” better. A little extra horsepower never hurts, and the V-Series has that. However, we were also impressed by ride and handling characteristics that seemed more dialed in.

Quick Spin: 2020 Lexus ES 300h Ultra Luxury

Even in top-line trim, the CT4’s interior isn’t quite as upscale as its European competition, but it has a clean, sporty look nonetheless. We appreciated the easy-to-use physical buttons and knobs instead of touch-sensitive controls, but the unusual “push-pull” shift lever can be a bit awkward for some drivers.

The CT4-V has a starting price (with delivery) of $45,490. However, our tester was an all-wheel-drive version that costs $1100 more—$500 for the AWD driveline and $600 for a “mandatory-option” Cold Weather Package with heated front seats and steering wheel. With all options, including the Driver Awareness Plus Package, Evergreen Metallic paint, and red-painted brake calipers, the test car came to $48,610.

Test Drive: 2020 Cadillac CT4 Premium Luxury

The CT4’s front seats offer decent space, even for big and tall occupants, but rear-seat space is at a premium–which is typical for the premium compact car class. Legroom quickly grows tight behind a tall front-seater.

What that buys is a 325-horsepower 2.7-liter 4-cylinder engine with a “dual-volute” turbocharger. That’s 15 more horsepower than the optional 2.7 that was in our CT4 Premium Luxury makes. There’s also 30 lb-ft more torque, 380 lb-ft at 2000-4000 rpm. V-Series Acceleration is brisk and well parsed by the effective and smooth 10-speed automatic transmission. EPA estimates for fuel economy are 20 mpg in city driving, 28 in highway running, and 23 mpg combined, but this reviewer didn’t quite hit the combined figure at 22.71 mpg even though just 16 percent of the 60.6 miles he covered were in city-type operation.

Test Drive: 2020 BMW M340i

Cargo volume isn’t a strong point of most premium compact cars, and the CT4 comes up a bit short of some class rivals. There’s a middling 10.7 cubic feet of trunk space, and the load floor is a bit uneven.

There’s also a considerably different chassis and running-gear complement with a sport-tuned suspension, mechanical limited-slip rear differential, 235/40R18 summer tires mounted on 18-inch Pearl-Nickel-finish alloy wheels, and uprated Brembo disc brakes in front. (The rear-drive V-Series also has Magnetic Ride Control electronic variable damping not included on the all-wheeler.) Ride is a little stiffer on the hard-sided, low-profile run-flat rubber, but the stickier tires aid dry-surface grip. The test car handled nicely in quick transitions and stayed pleasingly flat turning through a little complex of esses we sometimes drive. Brake action and response are quick and confidence inducing.

Some of the extra that Cadillac wrings out of the CT4 V-Series comes via higher-order technology. The Performance Traction Management varies traction, stability, and chassis control through a “Track” mode with five incremental settings: “Wet,” “Dry,” “Sport,” “Race 1,” and “Race 2.” Launch control is provided for hotshoes who want to get off the dime without slip-sliding away. Drivers can create a custom blend of ride and performance characteristics from the various drive modes, then access that package whenever desired by pressing a “V-Mode” thumb button on the steering wheel.

As the only CT4 with a base price above $40,000, V-Series extras don’t stop on the spec sheet. It looks the part with black body highlights including the diamond-mesh grille and extensions to the body-color rocker moldings, a body-color rear spoiler, bright-tipped quad exhaust outlets, and neutral-density gray-tinted taillamp lenses. Drivers grip a leather-wrapped steering wheel with a thicker rim and dimpled hand grips. When the urge to shift hits, the driver can take advantage of paddles behind the steering wheel or the “Electronic Precision Shift” lever on the console. Other model-specific standard features are:

power seatback side bolsters on the front seats
4-way power driver and front-passenger lumbar control
manual driver and front-passenger cushion extenders
alloy pedal faces
carpeted floor mats with V-Series logo
dark-finish front-door sill-plate covers
Bose 14-speaker surround-sound audio system
wireless charging
rotary infotainment controller

As in some other CT4s, the V also comes with the Cadillac User Experience (CUE) infotainment system, Apple CarPlay/Android Auto compatibility, satellite and HD radio, dual-zone climate control, 8-way power front seats with driver’s-seat memory, forward-collision alert, and automatic emergency braking Notable, to some degree, is what the V-Series doesn’t have for the price. Things like leather upholstery, navigation, and blind-spot and rear cross-traffic alerts are extra-cost options (the latter two as part of the $800 Driver Awareness Plus Package).

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The CT4-V’s turbo 2.7-liter 4-cylinder gets a 15-hp bump over the Premium Luxury model’s 2.7, for a total of 325 hp. Eighteen-inch alloy wheels with a painted Pearl Nickel finish are standard, but red brake calipers are a $595 upgrade.

In terms of space and user convenience, a CT4 is a CT4 is a CT4. There’s a comfortable degree of passenger room in front, and tolerable legroom in back for two adults. Driver vision could be better. Cabin storage for personal items is average (rear doors lack pockets or even bottle holders). Driving controls show up cleanly, and CUE is pretty easy to work. Audio and other functions can be handled directly on the 8-inch touchscreen, but if you prefer, there’s a console dial for remote control of the system. It takes lots of buttons to run the climate system, including repetitive-push temperature and fan-speed switches. The trunk floor is uneven throughout, with different portions at different heights, and overall capacity of 10.7 cubic feet trails others in the class. Rear seats fold in a 60/40 split, but a bulkhead behind the seats could complicate loading of some long loads.

Is the Cadillac CT4-V less than perfect in some ways? Yeah . . . but there’s no denying that it is an entertaining driver that’s competitively priced, and that makes it worthy of consideration from anyone in the market for a small premium sedan.

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It’s currently the sportiest, spendiest model in the Cadillac CT4 lineup, but the CT4-V is still a strong value-for-the-dollar proposition compared to the primary rivals in its class. If 325 horsepower isn’t enough for you, note that a super-performance CT4-V Blackwing model–which should offer at least 400 horsepower–is in the works.

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Written by: The Daily Drive staff on October 23, 2020.