When the 2003 CTS was introduced to replace the Catera as the entry level Cadillac, it marked a new beginning for the moribund brand. It introduced the angular “Art & Science” styling theme that subsequently spread throughout the entire line of cars, SUVs and even a quasi pickup. But more importantly, world-class driving dynamics, developed on European roads and race tracks, rejuvenated the entire line and restored some respect for the wreath-and-crest logo.
The first truly successful small Cadillac was not without flaws, however. While driving dynamics were world-class, the rest of the car fell short in the areas of power, presence and interior quality and appearance. With the second-generation 2008 CTS, Cadillac has taken direct aim at these issues. The CTS now has a more substantial presence, higher performance and an interior suited to first-class designation.
The second-generation CTS remains about the same size -- except for width. The wheelbase is unchanged and overall length up slightly (4 cm) but an extra 5 cm of width and a wider track give it a more purposeful, planted and substantial look. The exterior, which looked like it was drawn with nothing more than a straight edge and chisel, has been slightly softened. The CTS retains the stacked headlights and the long hood/short deck profile, but the softer edges result in a higher perceived level of refinement. Massive wheels and chrome accent vents ahead of the doors pull your eyes to the forward-raked beltline and emphasize the car's aggressive stance.
The interior shortcomings have been addressed through the use of higher-quality soft-touch materials, additional padding and brushed metallic trim. The front buckets are supportive, but the wide centre console makes it a bit of a squeeze when trying to fasten or unfasten the belts. Rear visibility is somewhat restricted by fat C-pillars and the very tall trunk lid. There is plenty of room in the rear for two big folks, but three would be a squeeze. The rear seat back does not fold forward for additional cargo space and, while there is a good amount of space in the trunk, the opening is fairly small.
Your local Cadillac store will put you in a CTS for $40,000. But the tag on my test vehicle grew 54 per cent to $57,135. That included $3,800 for the more potent engine and an automatic transmission, navigation system ($3,900), upgraded audio system ($1,735), sport package ($2,610), a monster sunroof covering 70 per cent of the roof ($1,660), special paint ($1,300!) and additional comfort and convenience ($2,735) - I did not make that up.
Thankfully the standard equipment list is extensive and includes power heated seats, 17-inch alloy wheels, eight-speaker audio system with satellite radio, six airbags, OnStar, power windows and locks, heated mirrors and remote keyless entry. But rather than a base price a few dollars under $40,000, why not make most of that other stuff standard as well? Even at $50,000, the CTS offers excellent value.
Power has been steadily increased over the years. By 2007, the CTS was available with a 210-horsepower, 2.8-litre or 255-horsepower 3.6-litre V6 or in "V" guise, with a 400-horsepower V8. The second generation CTS comes with a 3.6-litre V6 equipped with dual overhead camshafts and variable valve timing, putting out 263 horses in base form, or 304 thanks to a new high-pressure, direct injection system. Later in the year, the new CTS-V hits the streets with a 550-horsepower supercharged V8!
The CTS is available with a pair of six-speed transmissions, manual or automatic, and rear- or all-wheel-drive. Our tester had the high-output six coupled with the automatic transmission. The six pulls strongly with a pleasant wail under wide-open throttle as the automatic slaps off shifts with complete aplomb. The auto-box can be placed in "Sport" mode where it holds revs longer before shifting and downshifts as you slow. Despite the high output, the engine takes regular fuel! We averaged 12.2 litres/100 km over 10 days of heavy-throttle and cold mid-winter driving.
The new CTS is based on a revised version of GM's global rear-drive platform (Sigma II) and the driving dynamics developed on the Nurburgring track in Germany are nothing less than astounding for a Cadillac.
Power has been steadily increased over the years. By 2007, the CTS was available with a 210-horsepower, 2.8-litre or 255-horsepower 3.6-litre V6 or in "V" guise, with a 400-horsepower V8. The second generation CTS comes with a 3.6-litre V6 equipped with dual overhead camshafts and variable valve timing, putting out 263 horses in base form, or 304 thanks to a new high-pressure, direct injection system. Later in the year, the new CTS-V hits the streets with a 550-horsepower supercharged V8!
The CTS is available with a pair of six-speed transmissions, manual or automatic, and rear- or all-wheel-drive. Our tester had the high-output six coupled with the automatic transmission. The six pulls strongly with a pleasant wail under wide-open throttle as the automatic slaps off shifts with complete aplomb. The auto-box can be placed in "Sport" mode where it holds revs longer before shifting and downshifts as you slow. Despite the high output, the engine takes regular fuel! We averaged 12.2 litres/100 km over 10 days of heavy-throttle and cold mid-winter driving.
The new CTS is based on a revised version of GM's global rear-drive platform (Sigma II) and the driving dynamics developed on the Nurburgring track in Germany are nothing less than astounding for a Cadillac.
REVIEW SUMMARY
Here are the salient points and overall rating of this new model, as established by our reviewer:
SUMMARY – 8.9 rating out of 10
Pros
World-class steering, suspension & brakes
A V6 worthy of the Cadillac brand
Impressive content-per-dollar ratio
Cons
Restricted rear visibility
Silly option list
Small trunk opening
