69LM1
02-25-2018, 08:43 PM
While not a "SuperCar" its surely a Super car.....
Bought my wife a new CT6 (background). Selling her 2014 CTS VSport Premium.
Literally driven daily by a school teacher, she babied this car. 59,XXX miles. Only time it has been driven in performance mode was the few times I drove somewhere in it, or the one time my daughter snuck it out to race my son against his 14' Camaro at No Problem Track (and that was more of a fun thing then her really pushing it hard).
This caddy has always been maintained by the local Cadillac dealer, has all recalls current and other than that, oil changes (religiously) and maintenance items by my wife's cousin who owns a shop. Records available.
If I did not need a truck I'd sell my Hummer and drive this car. Performance is really, really impressive and great gas mileage as well.
This VSport features the Premium group with the rare digital dash, the (rare) Carbon Fiber option (in place of the wood grain) and the pano sport roof. Heated and Air Conditioned Seats.
Here's what some of the rags have to say about this model:
Car and Driver
Introduced for the 2014 model year, the third-generation CTS—particularly in 420-hp, twin-turbo 3.6-liter V-6–bearing Vsport trim—is a sports sedan of singular focus. Ultra-high-definition feedback streams through the steering, the chassis reacts like that of a 14/10-scale BMW E30, and the engine hurtles the car forward with smoothness and sonorousness heretofore reserved for sixes of the straight Bavarian variety, not bent American ones. We named the CTS to our 10Best list for 2014 and 2015, ordering up a long-termer in between the handoff of the two trophies.
Motor Trend
A perk of this job is driving a lot of new cars every year. With so many coming and going, it’s easy not to get too attached to any of them. There are a few, though, that I actually miss once they’re gone, and our long-term 2014 Cadillac CTS Vsport is one of those cars. Get the Vsport out on a country road and dial up the computer’s performance modes, and the Vsport becomes a serious sports sedan. The steering weights up nicely, the chassis responds instantly and smoothly to your inputs, the brakes provide excellent feedback and don’t fade, the transmission’s always in the right gear, and the engine’s got all the power the car could need. There are plenty of luxury sedans you can drive fast, but few are this fun and rewarding.A year later, the CTS Vsport continues to be everything we wanted it to be. It’s a quiet, comfortable, and refined luxury sedan that seamlessly morphs into a powerful, precise cornering machine at the drop of a hat. It’s immensely fun to drive at all times yet never feels crude or punishing, and it’s one of the few press cars I’ll truly miss.
The lone domestic premium brand with a pulse is growing ever stronger and more confident as it slowly rises from its 30-year snooze. The second-generation Cadillac CTS-V and the new ATS were the first payments on debts from promises long made and *routinely broken. Now we’ve driven the reborn CTS and believe the General is indeed serious about returning Cadillac to the pointy end of the luxury market.
How do we know? Well, the 420-hp twin-turbo CTS Vsport we drove on GM’s own handling track and that streaked to 60 mph in 4.4 seconds simply felt fantastic, with a muscular engine integrated into a neutral chassis that’s been pulled as tight as piano wire. And, driving impressions and test figures aside, the CTS makes strides in cracking one of GM’s hardest nuts, the company’s persistent weight problem.
The CTS’s chief engineer, Dave Leone, tells us that the entire project was developed not with pounds or kilograms as the unit of measurement, but grams. A gram equals 0.0022 pound. Anyone presenting an idea to cut weight had to speak in grams, he says. “That’s how granular we had to be to beat the boys in Bavaria.” The CTS Vsport we tested sans the optional sunroof weighed 1,798,947 grams with a slight rear bias. That’s not exactly a gossamer goose, but it is substantially lighter than this particular model’s stated bogey, the BMW 550i. We tested that one in 2010, and it weighed 2,003,517 grams, or 4417 pounds, or 451 pounds more than our CTS Vsport test car. That’s roughly the gap between New York and Cleveland in an industry currently squeezing its designs for every possible pennyweight.
https://i.imgur.com/CQP4Lzg.png
https://i.imgur.com/RQiRMu0.png
https://i.imgur.com/UOom8Oa.png
https://i.imgur.com/4YLuZK7.jpg
EDIT: Aggressively priced at $26000.00. Brand new tires (2 months old), 1 star in windshield, a few small scratches under trunk lid above bumper where my wife placed her school bag before trunk. Overall great better than average condition.
Pm for more pics, questions or call at 504-913-3618
Bought my wife a new CT6 (background). Selling her 2014 CTS VSport Premium.
Literally driven daily by a school teacher, she babied this car. 59,XXX miles. Only time it has been driven in performance mode was the few times I drove somewhere in it, or the one time my daughter snuck it out to race my son against his 14' Camaro at No Problem Track (and that was more of a fun thing then her really pushing it hard).
This caddy has always been maintained by the local Cadillac dealer, has all recalls current and other than that, oil changes (religiously) and maintenance items by my wife's cousin who owns a shop. Records available.
If I did not need a truck I'd sell my Hummer and drive this car. Performance is really, really impressive and great gas mileage as well.
This VSport features the Premium group with the rare digital dash, the (rare) Carbon Fiber option (in place of the wood grain) and the pano sport roof. Heated and Air Conditioned Seats.
Here's what some of the rags have to say about this model:
Car and Driver
Introduced for the 2014 model year, the third-generation CTS—particularly in 420-hp, twin-turbo 3.6-liter V-6–bearing Vsport trim—is a sports sedan of singular focus. Ultra-high-definition feedback streams through the steering, the chassis reacts like that of a 14/10-scale BMW E30, and the engine hurtles the car forward with smoothness and sonorousness heretofore reserved for sixes of the straight Bavarian variety, not bent American ones. We named the CTS to our 10Best list for 2014 and 2015, ordering up a long-termer in between the handoff of the two trophies.
Motor Trend
A perk of this job is driving a lot of new cars every year. With so many coming and going, it’s easy not to get too attached to any of them. There are a few, though, that I actually miss once they’re gone, and our long-term 2014 Cadillac CTS Vsport is one of those cars. Get the Vsport out on a country road and dial up the computer’s performance modes, and the Vsport becomes a serious sports sedan. The steering weights up nicely, the chassis responds instantly and smoothly to your inputs, the brakes provide excellent feedback and don’t fade, the transmission’s always in the right gear, and the engine’s got all the power the car could need. There are plenty of luxury sedans you can drive fast, but few are this fun and rewarding.A year later, the CTS Vsport continues to be everything we wanted it to be. It’s a quiet, comfortable, and refined luxury sedan that seamlessly morphs into a powerful, precise cornering machine at the drop of a hat. It’s immensely fun to drive at all times yet never feels crude or punishing, and it’s one of the few press cars I’ll truly miss.
The lone domestic premium brand with a pulse is growing ever stronger and more confident as it slowly rises from its 30-year snooze. The second-generation Cadillac CTS-V and the new ATS were the first payments on debts from promises long made and *routinely broken. Now we’ve driven the reborn CTS and believe the General is indeed serious about returning Cadillac to the pointy end of the luxury market.
How do we know? Well, the 420-hp twin-turbo CTS Vsport we drove on GM’s own handling track and that streaked to 60 mph in 4.4 seconds simply felt fantastic, with a muscular engine integrated into a neutral chassis that’s been pulled as tight as piano wire. And, driving impressions and test figures aside, the CTS makes strides in cracking one of GM’s hardest nuts, the company’s persistent weight problem.
The CTS’s chief engineer, Dave Leone, tells us that the entire project was developed not with pounds or kilograms as the unit of measurement, but grams. A gram equals 0.0022 pound. Anyone presenting an idea to cut weight had to speak in grams, he says. “That’s how granular we had to be to beat the boys in Bavaria.” The CTS Vsport we tested sans the optional sunroof weighed 1,798,947 grams with a slight rear bias. That’s not exactly a gossamer goose, but it is substantially lighter than this particular model’s stated bogey, the BMW 550i. We tested that one in 2010, and it weighed 2,003,517 grams, or 4417 pounds, or 451 pounds more than our CTS Vsport test car. That’s roughly the gap between New York and Cleveland in an industry currently squeezing its designs for every possible pennyweight.
https://i.imgur.com/CQP4Lzg.png
https://i.imgur.com/RQiRMu0.png
https://i.imgur.com/UOom8Oa.png
https://i.imgur.com/4YLuZK7.jpg
EDIT: Aggressively priced at $26000.00. Brand new tires (2 months old), 1 star in windshield, a few small scratches under trunk lid above bumper where my wife placed her school bag before trunk. Overall great better than average condition.
Pm for more pics, questions or call at 504-913-3618