{"id":10010,"date":"2018-05-24T07:55:15","date_gmt":"2018-05-24T06:55:15","guid":{"rendered":"http:\/\/sport-auto.ch\/essais\/?post_type=post&p=10010"},"modified":"2023-03-08T21:25:41","modified_gmt":"2023-03-08T20:25:41","slug":"cadillac-cts-v","status":"publish","type":"post","link":"https:\/\/sport-auto.ch\/essais\/cadillac-cts-v\/","title":{"rendered":"ESSAI CADILLAC CTS-V"},"content":{"rendered":"

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CADILLAC
CTS-V<\/h1>\n

L’essai Sport-Auto.ch du 24 mai 2018<\/h2>\n

R\u00e9daction : S\u00e9bastien Moulin
Photographies : S\u00e9bastien Moulin, Bob de Graffenried<\/h4>\n

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\nCadillac, vous connaissez\u00a0? Si vous \u00eates de la g\u00e9n\u00e9ration \u00ab\u00a0baby boomers\u00a0\u00bb,\u00a0assur\u00e9ment. Le cas \u00e9ch\u00e9ant, j\u2019ai plus de doutes. En effet, si pour les plus anciens, la marque am\u00e9ricaine fond\u00e9e \u00e0 Detroit en 1902 d\u00e9j\u00e0, est synonyme de luxe inou\u00ef, elle semble \u00eatre m\u00e9connue de la nouvelle g\u00e9n\u00e9ration. Pourtant, d\u00e8s les ann\u00e9es 30, Cadillac s\u2019impose comme \u00ab\u00a0LE\u00a0\u00bb constructeur de voitures de luxe, le pendant am\u00e9ricain de Rolls Royce. Apres la seconde guerre, les puissantes Cadillac Eldorado et Deville firent les beaux jours de la marque ch\u00e8re \u00e0 Elvis Presley. Le King, qui adorait les Cadillac, en aurait command\u00e9 une centaine durant sa vie. Mais en 1973, c\u2019est la crise p\u00e9troli\u00e8re, \u00a0synonyme de longue descente aux enfers pour Cadillac et tout le groupe General Motors.<\/p>\n

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Depuis le d\u00e9but des ann\u00e9es 2000, la marque am\u00e9ricaine a redor\u00e9 son blason en changeant radicalement le design de ses mod\u00e8les et en cr\u00e9ant le concept sportif \u00ab V Series. \u00bb Le but est clair : redynamiser la marque et viser un public plus jeune. Apr\u00e8s des d\u00e9buts discrets en Europe, Cadillac d\u00e9barque aujourd\u2019hui avec une troisi\u00e8me g\u00e9n\u00e9ration de sa berline phare. Sport-Auto.ch a pris le volant de la CTS-V, le nec plus ultra de ce que propose Cadillac, avec pas moins de 649 ch doubl\u00e9s d\u2019un couple pharaonique. A noter que l’offre est compl\u00e9t\u00e9e par un mod\u00e8le moins radical, l’ATS-V, d\u00e9veloppant 470 ch, propos\u00e9 en berline ou coup\u00e9. La fiche technique en fin d’essai illustre les diff\u00e9rences entre les trois mod\u00e8les.<\/p>\n

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propulsion
8\u00a0cyl. 6.2L compresseur
649 ch \/ 855 Nm
1’850 kg<\/p>\n

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La Cadillac CTS-V est une voiture qui en impose. Difficile de renier ses origines, ses lignes rappellent au premier coup d\u2019\u0153il les monstrueuses voitures de course de la s\u00e9rie NASCAR. Sa virilit\u00e9 ne peut pas \u00eatre prise en d\u00e9faut\u00a0; tout a \u00e9t\u00e9 con\u00e7u pour optimiser son a\u00e9rodynamique avec des lignes pointues. La CTS-V est r\u00e9solument agressive, en particulier avec le pack \u00ab\u00a0Edition Carbon Black \u00bb (CHF 6’600.-) comprenant entre autres une lame avant, une prise d’air sur le capot, un becquet arri\u00e8re, un diffuseur et des jantes 19 pouces sombres. Le carbone tranchant \u00e0 la perfection avec la couleur \u00ab\u00a0Blanc Cristal\u00a0\u00bb de notre voiture d\u2019essai.<\/p>\n

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La Cadillac CTS-V reprend la motorisation de l\u2019actuelle Chevrolet Corvette C7 Z06, soit le moteur V8 LT4 compress\u00e9 de 6,2 litres. Ce dernier d\u00e9veloppe une puissance de 649 chevaux, soit 10 de moins que la Corvette, pour un couple de 855 Nm. De quoi offrir \u00e0 la Cadillac CTS-V des performances surprenantes. Gr\u00e2ce \u00e0 un poids ma\u00eetris\u00e9 de 1’850 kg, notre am\u00e9ricaine atteint les 100 km\/h en 3,7 secondes et revendique une vitesse de pointe de 320 km\/h. Contrairement \u00e0 la CTS-V de premi\u00e8re g\u00e9n\u00e9ration (2004-2007), qui n’\u00e9tait disponible qu’en bo\u00eete manuelle, le mod\u00e8le 2018 n\u2019est disponible qu’en bo\u00eete automatique. Il s\u2019agit d\u2019une boite 8L90 \u00e0 8 rapports avec palettes au volant.<\/p>\n

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Il est grand temps de prendre place \u00e0 bord. Une voiture de cette cat\u00e9gorie doit s\u00e9duire une client\u00e8le exigeante, appr\u00e9ciant aussi bien la sportivit\u00e9 que le confort. De ce c\u00f4t\u00e9-l\u00e0, le cahier des charges est respect\u00e9, m\u00eame si les r\u00e9f\u00e9rences allemandes font aussi bien voire mieux selon les variantes d\u2019\u00e9quipements. Les superbes si\u00e8ges Recaro en cuir Mulan noir avec inserts en daim y sont pour beaucoup dans l\u2019ambiance g\u00e9n\u00e9rale. Ils font partie, avec les garnitures en fibre de carbone, du pack \u00ab\u00a0Edition Carbon Black\u00a0\u00bb cit\u00e9 pr\u00e9c\u00e9demment. Ils offrent un confort et un maintien agr\u00e9ables, m\u00eame en conduite dynamique, mais leurs appuis-t\u00eate sont fixes et anormalement bas. Etonnant aussi, pour une voiture au gabarit si g\u00e9n\u00e9reux : le manque de place \u00e0 l\u2019arri\u00e8re.<\/p>\n

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C\u00f4t\u00e9 \u00e9quipements, tout est bien \u00e0 sa place\u00a0et de s\u00e9rie : Syst\u00e8me Cadillac CUE\u00ae d’information et de navigation avec \u00e9cran couleur de 8″, tableau de bord num\u00e9rique enti\u00e8rement reconfigurable, affichage t\u00eate haute et syst\u00e8me audio Surround Bose. Toutes les assistances \u00e0 la conduite modernes, y compris l\u2019aide au stationnement automatique, sont \u00e9galement pr\u00e9sentes de s\u00e9rie. Mention sp\u00e9ciale pour la cam\u00e9ra avant, indispensable pour \u00e9viter tout contact entre la lame avant en carbone et les bordures de trottoir. Parmi les rares options disponibles, Cadillac propose un syst\u00e8me d\u2019enregistrement des performances, avec une cam\u00e9ra int\u00e9gr\u00e9e qui permet de filmer ses tours de circuit (CHF 1’950.-).<\/p>\n

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Une pression sur le bouton Start et\u2026 vroum ! Le V8 prend vie. Son discret ronronnement ne laisse rien pr\u00e9sager de ce qui va suivre. Est-ce bien raisonnable de balancer autant de couple uniquement sur l\u2019essieu arri\u00e8re ? Mes doutes seront rapidement dissip\u00e9s. Lors des premiers kilom\u00e8tres, la CTS-V se montre douce et docile. Puis vient le moment d\u2019\u00e9craser la p\u00e9dale de droite ; l\u00e0, elle se cabre un peu et laisse \u00e9chapper une sonorit\u00e9 fr\u00e9n\u00e9tique, \u00e0 peine \u00e9touff\u00e9e par le compresseur. Si le V8 d\u00e9livre son couple d\u00e8s les plus bas r\u00e9gimes, c\u2019est seulement \u00e0 partir de 3\u2019500 trs\/min que l\u2019on reste litt\u00e9ralement scotch\u00e9 au si\u00e8ge. Pas tr\u00e8s caract\u00e9ristique d’un moteur compress\u00e9, au point que je me demande si l\u2019\u00e9lectronique n\u2019interviendrait pas en cachette, en l\u2019absence de t\u00e9moin lumineux.<\/p>\n

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Compte tenu de la puissance, le ch\u00e2ssis est s\u00e9curisant et la voiture \u00e9tonne de par sa stabilit\u00e9. Certes, le train arri\u00e8re ne demande qu\u2019\u00e0 se d\u00e9rober, mais l\u2019\u00e9lectronique veille. Seuls les plus audacieux se permettront de d\u00e9connecter les aides et rouler en mode \u00ab\u00a0Track\u00a0\u00bb sur route ouverte. Et si je poussais la b\u00eate hors de sa zone de confort\u00a0? Soyons fou, et attaquons la route reliant les Valettes \u00e0 Champex-Lac. Une route de montagne ultra sinueuse bien connue des amateurs de rallye, mais inadapt\u00e9e \u00e0 cette berline imposante. Si dans les premiers encha\u00eenements, elle semble coller \u00e0 la route et se r\u00e9v\u00e8le facile \u00e0 placer gr\u00e2ce \u00e0 une direction pr\u00e9cise, cela se g\u00e2te logiquement \u00e0 l\u2019abord des \u00e9pingles serr\u00e9es.\u00a0 Le diff\u00e9rentiel \u00e9lectronique ne sera d\u2019ailleurs pris en d\u00e9faut qu\u2019\u00e0 cette occasion. Dans ce cas, pr\u00e9voyez d\u2019ajouter un budget pneus \u00e0 celui, d\u00e9j\u00e0 cons\u00e9quent, du carburant. A chaque puissante relance, le train arri\u00e8re souhaite in\u00e9vitablement danser au rythme du V8, mais cette CTS-V reste facile \u00e0 contr\u00f4ler. Les suspensions \u00ab\u00a0Magnetic Ride Control\u00a0\u00bb, qui analysent la route mille fois par seconde tout en renvoyant les informations aux amortisseurs, y sont pour beaucoup.<\/p>\n

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C\u00f4t\u00e9 bo\u00eete de vitesses, le constat est moins flatteur. Si les changements de rapport s\u2019effectuent convenablement en mode Track, les r\u00e9actions sont trop lentes dans les autres modes. Et en automatique, elle ne favorise pas suffisamment le travail sur le couple. M\u00eame en mode Tour (mode de conduite par d\u00e9faut), la bo\u00eete r\u00e9trograde \u00e0 la moindre sollicitation des gaz, comme si l\u2019on avait un petit moteur ! On en vient presque \u00e0 regretter que le constructeur de Detroit ne propose plus de bo\u00eete m\u00e9canique sur ce mod\u00e8le qui revendique clairement un c\u00f4t\u00e9 rock\u2019n\u2019roll\u00a0! Par contre, rien \u00e0 reprocher au syst\u00e8me de freinage \u00ab\u00a0Brembo Hautes Performances\u00a0\u00bb, qui assure un freinage efficace et constant m\u00eame dans les descentes. A v\u00e9rifier sur circuit\u2026<\/p>\n

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L’avis de Sport-Auto.ch<\/p>\n

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La Cadillac CTS-V reprend dignement les g\u00eanes de la Chevrolet Corvette Z06, tant au niveau m\u00e9canique qu\u2019avec son style typiquement am\u00e9ricain. Si visuellement le r\u00e9sultat est probant, j\u2019\u00e9prouve quelques r\u00e9serves tant au niveau de la transmission que de l\u2019habitacle, qui manque quelque peu d’espace et de raffinement.\u00a0<\/b><\/p>\n

Disponible d\u00e8s CHF 114’500.- (CHF 126\u2019140 pour notre mod\u00e8le d\u2019essai), la Cadillac CTS-V est bien positionn\u00e9e par rapport \u00e0 ses rivales europ\u00e9ennes que sont l\u2019Audi RS7, la BMW M5 et la Mercedes Classe E63 AMG. Si ces derni\u00e8res sont mieux finies, elles restent notablement plus ch\u00e8res, pas forc\u00e9ment plus performantes et beaucoup moins originales. Mais \u00e0 l\u2019heure ou m\u00eame BMW abandonne la propulsion sur sa fameuse M5, n\u2019aurait-il pas fallu privil\u00e9gier une version \u00e0 traction int\u00e9grale pour attaquer le march\u00e9 europ\u00e9en\u00a0?<\/strong><\/p>\n

sebastien[@]sport-auto.ch<\/p>\n

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