Video Review: Cadillac CT6 Adds ‘Sporty’ to the Luxury Lexicon

Generally, the one word that describes BMW is “handling.” For Mercedes, it’s “prestige,” Lexus gets “reliability” and for Audi, “design.”

Cadillac? It could be anything. Tail fins. Comfort. Pink. Cimarron. Really, it’s time to let that last one go — it’s been nearly 30 years.

Cadillac is a different company from what it was even 10 years ago and the 2017 CT6 is a perfect example. Fins, seasickness and the blatant lineage to lesser General Motors products have been banished. If there is a brand that premium buyers overlook, this is it.

Meant to rival Audi A8, BMW 7 Series and Mercedes S-Class, the CT6 is more affordable, in some cases by over $25,000 when comparably equipped. Starting at $54,790, my tester, a loaded all-wheel-drive Platinum model that cracked $91,000, can be considered the bargain of the segment, unless it’s compared with the Genesis G90.

Caddy’s flagship is a bit different from the Germans’ since it’s not quite as large. And while the rivals coddle, the one word I would use to describe the CT6 is sporty.

Yes, sporty.

I think Cadillac builds some of the best-handling cars on the planet, something G.M.’s marketing machine doesn’t telegraph well to the masses. The CT6 is a big boy, but its adaptive suspension and the active rear-wheel steering found on all-wheel-drive models give this sedan a controlled and planted dynamic when cornering. That old spongy ride? If anything, the ride quality feels a tad too firm for the class.

The base rear-wheel-drive CT6 comes with a turbocharged 2-liter 4-cylinder (not a typo) engine. The plug-in hybrid model travels about 30 miles on electricity alone before switching over to gas/electric operation. There is a 3.6-liter V6, too. I’m driving the twin-turbo 3-liter V6 with 404 horsepower and 400 pound-ft of torque. It is a $4,000 premium over the nonturbo V6.

Drive modes sharpen or relax the driving reflexes.

The 8-speed transmission gets an old-school analog-type shift lever (yay!) to go with steering wheel paddle shifters. If only the gearbox were calibrated as flawlessly as BMW’s 7 Series.

The turbo V6 propels this luxury liner from rest to 60 miles an hour in five seconds flat. The Environmental Protection Agency rates this engine’s fuel economy at 18 miles per gallon in the city and 26 highway. A cocoon of silence keeps the faint engine snarl distant. The CT6’s stout chassis structure uses a lot of aluminum. A lighter car is a faster car.

All but the base model come with automatic emergency braking, adaptive cruise control and lane-keeping assist. The Platinum adds night vision to the gauge cluster, highlighting the heat signature of pedestrians, cyclists and animals long before the naked eye spots them. If you enjoyed the movie “Predator,” you will love the visual.

The rearview mirror provides a glimpse into the future. Flicking the tab that normally switches it to night mode instead displays a high-definition image from a rear-mounted camera. It is wide enough to show cars in traditional blind spots since the display eliminates the back pillars. One caveat: Unlike mirrors, the video image requires you to refocus your eyes.

This fall, the CT6 is scheduled to get G.M.’s Super Cruise, which offers true hands-free driving for long distances on the highway. It uses lidar map data and a camera mounted on top of the steering column that monitors where the driver is looking.

The spacious cockpit uses quality wood, leather and carbon fiber. But this is where the Cadillac loses ground to other premium marques. A few plastic choices give this space a faint General Motors vibe. And the leather seating isn’t as crisply stitched as a Coach purse (or a Mercedes or Lexus, for that matter). The seats do provide heat, venting and massage action, though.

Along those lines, luxury cars are often perfectly crafted down to engine bays graced with structure braces that double as art. Few owners pop the hood these days, and Cadillac saves money by trimming out the engine bay like a Chevy. In the right light, a couple of the panels on my tester seemed off by a micrometer. I point out these fussy details since that is the state of the fierce competition at this level.

The CT6 has an improved Cadillac User Experience interface, and the snappy touch screen is augmented by a large touch pad near the shift lever. It is perfectly acceptable, though a new version is coming soon.

An impressive Bose Panaray audio system sings with 34 speakers (again, not a typo). Its sound stage is crisp, detailed and wide. It does not clip or distort, even at earsplitting volumes. If only that splendid pain came with a knob to control the volume instead of a touch slider.

Platinum’s spacious back seat offers video screens that rise from the front seat backs, a fully separate dual-zone climate system and outboard seating positions that heat, cool, massage and recline. The decision to drive or be driven would be tough. Panoramic roof glass adds drama, but the headroom is pinched in the raised center seat.

The back-seat hardware eliminates folding seat backs that would expand the trunk. There is a small pass-though and a spare tire (something BMW leaves out). The trunk does not match the car’s large size — it holds a little less than a Chevy Cruze.

Cadillac’s Art and Science sharp design language looks good on the large 6 with a visual aggression that increases when the car is in motion. That sharpness sets this car apart from its competitors. And while the CT6 (which is less expensive, remember?) doesn’t fully compete with A8, 7 Series and S-Class, it offers a distinct dynamic that drivers will appreciate. That is hard to sum up in one word, but it is worth a test drive.