You know the dinner you make right before a vacation, when you want to use up all the perishables in your pantry before you leave? You end up with Gruyère mac and cheese topped with expensive sun-dried tomatoes served with a wilty side salad and half of a day-old bagel. It's good in parts, but it's not all-around great. The 2025 Cadillac CT4-V has a similar mismatch of ingredients, as it pulls some elements from the glorious CT4-V Blackwing yet can't quite make the same meal of it. The fabulous chassis, elegant exterior, and adjustable V-mode performance settings are delicious; however, they're served with a joyless plastic interior and a sleepy powertrain. The results are filling but not fantastic.

The CT4-V is the highest rung of the CT4 lineup before the leap to the CT4-V Blackwing. Indeed, the hardest part about driving the CT4-V is explaining to enthusiastic onlookers that it's not the Blackwing. It has the same chiseled-rock profile and LED-framed front end, and we turned plenty of heads while behind the wheel. From the curb, the CT4-V is just a few spoilers and slats away from its impressive 472-hp V-6 sibling. That car, a multiple 10Best winner, is perfect. The CT4-V without Blackwing is perfectly sensible, and far more thrilling than the base CT4, but the 325-hp turbocharged 2.7-liter four-cylinder and 10-speed automatic don't offer all the vroom that we want "V" to stand for.

2025 Cadillac CT4-V

It's not that the V is a poor performer. In our testing, the Caddy didn't shame itself, managing to get to 60 mph in 4.7 seconds and covering a quarter-mile in 13.3 seconds at 104 mph. It also came to a stop from 70 mph in 156 feet, which is respectable if not trophy winning. On the street, however, at least in the default Tour mode, the CT4-V's 10-speed automatic is slow to downshift and quick to upshift, adding an irritating delay to freeway passes and a boggy pause in corner exits. Manual shifting or switching to Sport mode improve the Cad's response, demonstrating that its 380 pound-feet of torque can be accessed quickly, just not in the standard setting. We also found it a bit thirsty, managing 19 mpg during our time in the car.

Despite the transmission, the 2.7-liter is not slow, and the CT4-V certainly isn't clumsy. The Cadillac eats up freeway miles so smoothly that you'll be startled to find yourself at your exit. It's also dreamy over rough roads, with the adaptive suspension blocking bumps and potholes while still allowing sense of connection with the 235/40R-18 Continental SportContact 6 SSR tires. It's not a sports car, but its lively rear-wheel-drive setup can provide plenty of enjoyment if there's a curvy road along your route.

2025 Cadillac CT4-V

The CT4-V offers customization of everything from brake feel to damper stiffness. It has a V-mode button just like the Blackwing, which unlocks track settings and a track data recorder, not that we'd put the CT4-V on the top of our track-car list. It's capable, but not the corner burner that the Blackwing is. On the skidpad, the CT4-V pulled 0.92 g. That is again respectable but pretty far from the CT4-V Blackwing's 1.04 g's. Even so, all our driving notes praise the CT4-V for a sophisticated and responsive ride.

We did not, however, find pleasure in its song. The four-cylinder sounds like there's an unmuffled emergency generator under the Cadillac's neatly creased hood. While we're generally fans of a full-voiced exhaust, it works only when the engine makes throaty grumbles or screams like an incoming rocket. Rather than play up the drone of the 2.7-liter, we would have added more noise deadening and encouraged drivers to enjoy the standard 14-speaker Bose audio system.

2025 Cadillac CT4-V

Inside the cabin, there are no complaints about comfort. The backseat is smaller than we'd prefer, but we were able to take several adults to dinner with no lasting damage to anyone's knees or shoulders. A longer trip might incur some protest. Up front, there's plenty of room and support. The Cadillac's standard 18-way adjustable front seats offer four-way lumbar settings for both driver and passenger, and if equipped with the Super Cruise package, massage as well. Tragically, ours was not so equipped, so we had to steer ourselves and go unkneaded.

2025 Cadillac CT4-V

From a technology standpoint, the CT4-V is well loaded, and our test car had only a few options, bringing its $48,790 base price to an as-tested $55,010. For that money you get heated seats, wireless phone charging, and rain-sensing wipers, which were much appreciated on the spring-shower-filled week we drove this car. Physical buttons in logical places to control climate and infotainment settings make adjustments easy, even on a first drive. The CT4-V's biggest failing comes not from how it drives or performs. It's more of an artistic disappointment.

The CT4-V interior is decked out in monotone black plastic everywhere except for the few highlights where there's satin metal-finish plastic. The 8.0-inch infotainment screen is small for a car of this price, and the camera is fuzzy, which looks dated, especially next to the optional 12.0-inch customizable gauge cluster that's part of the Technology package ($1350). The cabin is the automotive equivalent of a cubicle-filled office. That sort of no-nonsense functionality is fine for lesser brands, but a Cadillac should offer a more well-appointed break room. The CT4-V provides capable and comfortable transport, but stays a little too close to base.