Hot Sedan Comparison: 2025 Audi S3 Vs. 2024 Cadillac CT4-V

Audi has revealed almost all the details of the facelifted 2025 S3 Sedan, making it the perfect time for a comparison. A comparison with the respected Golf R would have been a bit obvious, given the shared MQB platform, powertrain, and, with the new update, the torque-splitting rear differential that the S3 previously didn’t have access to. So instead, we’ve looked for something slightly less, erm, German to compare the S3 to, like an American rival instead.

While it’s true that Cadillac used to be an old man’s car, things started to change when Caddy introduced the second generation of V cars in 2009, beginning with the CTS-V. These cars aren’t usually equipped with the most refined engines, but the handling was easily on par with vehicles offered by BMW and Mercedes-AMG. Thanks to sticking with supercharged V8s and rear-wheel drive only, Cadillac V has become the new AMG.

The CT4-V might not follow the bonkers V8 recipe or even a V6, but its pin-sharp chassis makes it more than a match for the freshly updated S3. Audi did not reveal the pricing for the new S3, but if we look back a few years, we can see a pattern. The S3 and CT4-V have always been within a few hundred bucks of each other. They also offer similar performance, but there is one massive difference in the drivetrain department, which we’ll get to later. This is the war of the compact go-faster sedans equipped with turbocharged four-pot engines that produce more than 300 horsepower and cost less than $50,000.

Design & Dimensions – Performance Sedans Are Extremely Refreshing

One question comes to mind when looking at these two performance sedans side-by-side. Why on earth do people buy crossovers? The four-door sedan is such a basic formula, but it works so beautifully because it provides nothing more and nothing less than a customer needs. Obviously, each company has its own set design DNA. Audi’s designs are a bit more formal and elegant, while the Caddy is a bit more shouty and aggressive. Both cars appeal to the human eyeball, but if you’re in the market for a sleeper, the S3 is the one to get. The new front and rear designs are more assertive than before, but it still blends in better than the Caddy.

The more important discussion has to do with size. The Cadillac CT4 and CT5 are famously in-betweener models, which is a strategy that has paid off big time. The CT4 is a bit larger than an Audi A3 but not as large as an A4, while the CT5 is bigger than an A4 but not as big as an A6. Straight off the bat, this means that you get a bigger car if you opt for the Cadillac, but you don’t necessarily get more space. To demonstrate this, we’ll use the wheelbase, though a full breakdown of the most relevant measurements is available below. The Cadillac’s wheelbase is 109.3 inches, and the Audi rides on a 103.6-inch wheelbase. Normally, this means more space for people in the rear and a larger trunk, but that’s not the case here. The Caddy has a larger trunk than the Audi, but it has less rear legroom than almost all of its rivals.

Engine – Turbocharged Four-Pots Tuned For Fun

The 2025 Audi S3 is powered by the same 2.0 TFSI engine used in various Volkswagen Group products. The latest version produces 328 hp and 310 lb-ft of torque. That’s a decent, if not remarkable, 22 hp and 15 lb-ft increase over the 2024 car. This engine (or at least its basic architecture in 2.0-liter form) has been in service for nearly two decades, though it has been updated and revised several times. It has proven reliable if you take care of it, and has become a favorite of the aftermarket tuning scene. You’ll see impressive gains from the most basic modifications.

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The CT4-V also shares its engine with other products, most notably the Chevrolet Colorado pickup truck. It’s a bit on the rough side, but it has been finetuned to feel a little less agricultural. Its 325 hp output nearly matches the S3, but you’ll definitely notice the 380 lb-ft of torque. While the Caddy’s torque output is impressive, Audi tuned its engine to provide maximum torque across a wider rev range. The 310 lb-ft is available from 2,100 rpm, and it’s constant all the way to 5,500 rpm. The CT4 V’s four-pot produces maximum torque at 2,000 rpm, but it starts tapering off at 4,000 rpm.

Drivetrain – Maximum Grip Vs. RWD Fun

The Cadillac CT4-V is available with all-wheel drive, but the standard setup is rear-wheel drive. This RWD platform is one of the Caddy’s unique selling points, as it’s shared with the Chevrolet Camaro. That and most automakers are turning to AWD for maximum grip. The S3 is only available with Audi’s famous quattro AWD system, which is also a unique selling point. Audi has been doing AWD in sedans longer than anyone else and has refined it to a point where it’s near perfect. You can see the difference in the acceleration times above. But the benefits of rear-wheel drive in this context are easy to explain. Since all the power is sent to the rear wheels, the front wheels only have steering to deal with. Another benefit is getting the car sideways without the front wheels stopping the fun. But Audi has found a way to combat that too…

Audi hits back with an available torque splitter, which first made its debut in the Audi RS3. In short, you get a variable torque split between the rear wheels, controlled by a multiple disk clutch on each drive shaft. While Audi doesn’t officially have a driving mode called Drift or Track Mode, it does have the more elegantly named Dynamic Plus Mode. This is just a fancy set of words for hooligan mode, which sends as much power as possible to the rear axle, which then splits it in a way that induces oversteer. Audi also says “modest interventions” by the ESC will provide “a more emotional driving experience,” which is marketing speak for getting the rear out on a particularly curvy road.

We’ve seen this system at play in the Golf R, which was mechanically identical to the S3 in every other way except the shape of its body, and it’s a hoot to play around with. With the S3 now adopting this, it’s one step closer to matching the dynamic superiority of RWD from a fun standpoint, perhaps even flattering average drivers more than the RWD chassis might.

Interior – Audi Does It Better Than Most

Audi’s interiors are traditionally sublime, so no updates were required. Yet Audi made some minor tweaks to make the S3 feel a bit more special; not resting on your laurels, and all that. There’s a new shifter, air vent design, and decorative inlays. Our favorite bit is the updated ambient lighting package, with new contour lighting around the center console and cupholder. You also can’t miss the fabric panel on the front doors, which was laser-cut 300 times to create a sensational lighting element. Audi has stuck with dark colors, aluminum inserts, and a flat-bottom steering wheel with chrome-plated paddles.

Standard features include a 10.1-inch touchscreen display, Audi’s virtual cockpit, dual-zone climate control, a wireless phone charger, and Audi’s connected services. All things considered, the Audi’s interior looks like it was borrowed from a car that retails for twice the price.

Unfortunately, the CT4-V hasn’t yet received the same substantial update as the CT5 V and CT5 V Blackwing. In those, Cadillac introduced a new 33-inch diagonal LED screen housing both the digital instrument cluster and touchscreen, which makes the cabin feel more upmarket. The CT4-V still has to make do with a mundane design and a touchscreen interface that looks like it was pasted to the dashboard as an afterthought. Thankfully, the Caddy is equally lavishly equipped, and it gets a 14-speaker high-end Bose sound system as standard.

Verdict – Cadillac Needs To Give The CT4 An Upgrade

Audi will provide pricing closer to the S3’s market launch, but we expect these cars to be within $1,000 of each other. While the CT4-V is arguably a more engaging car to drive, Audi has come up with a counterargument in the form of the new variable torque split for the rear axle. We experienced it on the RS3, and it made a massive difference. The car feels rear-wheel drive, but you still get the advantage of it providing maximum traction in adverse conditions.

Unfortunately, the Caddy is outclassed in every on-paper department. Cadillac would have a unique selling point if it were available with a manual transmission like the CT4-V Blackwing. However, as it stands now, Cadillac must give the CT4-V a facelift before it can be considered competitive again. It may have the edge in the subjective area of driver engagement, but as far as all objective metrics go, Audi takes the W for now.