The first CTS sedan arrived as a 2003 European-style car to give Cadillac a sportier image and draw younger buyers mainly from BMW's popular entry 3-Series model.
The first CTS had chiseled, polarizing styling, which set off the car dramatically from other Cadillacs except the then-hot Escalade SUV. While it stood out, the car looked too tall and narrow from the rear and needed more power and a slightly roomier back seat.
The CTS was the first Cadillac to use a new General Motors rear-wheel-drive platform because Caddy knew few would consider the CTS a genuine European-car fighter without a rear-drive setup. Rear-drive allows a more "balanced" auto because the front wheels need not be overworked by having to steer and apply power to the road at the same time.
Cadillac is aiming the CTS, built in Lansing, Mich., at both BMW's 3-Series and larger 5-Series sedans.
Cadillac emphasized that the Escalade was partly developed on Germany's Nurburgring race track, which is 12.9 miles long and has 73 corners. European automakers long have utilized it to develop steering, suspension and braking systems of fast cars.
Cadillac notes that it also used that track to develop the second-generation CTS, which is a solid sports sedan, but no sports car. Sports Car International magazine says the best time around the Nurburgring for the new CTS is about 8 minutes and 40 seconds, but that the Porsche Cayman S sports car does it in 8 minutes, 17 seconds. Even the difference of a few seconds on a track means a lot.
The 2003-07 CTS has been a hit, exceeding sales expectations to become Cadillac's top-selling model. Nobody knows how many folks bypassed BMWs to get a CTS, but many CTS buyers were younger than traditional Cadillac buyers.
The new $32,245 CTS might do even better. For one thing, while it has evolutionary, rather slab-sided styling, it looks more distinctive than the first-generation CTS. The larger, in-your-face grille has an oversized Cadillac emblem and properly proportioned rear end with improved taillights and a wider track (distance between tires on the same axle).
Pronounced fender flares are needed to cover larger tires and wider front and rear tracks, and such tires and tracks enhance handling and stability. Even the chromed front fender vents are functional, letting heat escape from the engine compartment, instead of being just decorative items, as they've been on many cars.
The wheelbase (distance between front/rear axles) remains the same. But the new CTS is a little longer and roomier in the back-seat area.
The quieter interior has been radically upgraded. Four 6-footers now comfortably fit, and front seats are especially supportive. However, rear door openings should be wider for easier entry and exit.
The large trunk has a commendably low, wide opening, and rear seatbacks flip forward and sit flat to enlarge the cargo area, although the "pass-through" opening between the trunk and rear-seat area is rather narrow.
The original 2.8-liter, 220-horsepower CTS V-6 is long gone. Left is a more powerful 3.6-liter V-6, which generates 263 horsepower (up from 255) with a regular fuel injection system. A same-size V-6 with 304 horsepower costs $1,000 extra. It has a more efficient direct-injection system, which shoots gasoline directly into combustion chambers. Direct injection not only increases horsepower but also lowers cold-start emissions, which are the worst ones.
Acceleration is good with the regular V-6, but the CTS is especially fast with the 304-horsepower engine, which loafs at 2,000 rpm at 65 mph. The CTS does 0-60 mph in 5.9 seconds with that engine, which allows fast merging and passing. Top speed is reportedly 150 mph.
The regular 3.6 provides an estimated 18 mpg in the city and 26 on highways, while the direct-injection V6 provides nearly the same figures: 17 and 26. Both V-6s are happy with regular-grade gasoline.
Standard is a six-speed manual transmission and optional is a $1,300 six-speed automatic that replaces a five-speed unit and has an easily used manual-shift feature.
The new CTS is offered with a $1,900 all-wheel-drive (AWD) system for maximum traction. But AWD must be ordered with the automatic transmission. A CTS AWD model weighs 4,090 pounds, against 3,845 pounds for the already heavy rear-drive CTS. Weight adversely affects acceleration, handling and fuel economy.
The CTS is heavy because it has many standard comfort, convenience and safety features, including front side and curtain side air bags.
All-wheel drive provides the best grip. But it's questionable if it's needed for the CTS if the car isn't driven a lot in, for instance, heavy snowstorms because it has standard traction and stability control systems. Steering is quick, although some might find it a little heavy, and the revised front and rear suspensions help allow quick moves and a supple ride. Offered are FE1, FE2 and FE3 suspension setups, with FE1 offering the softest ride and FE3 offering the firmest ride but the best handling. FE1 is standard; the other two are optional. I'd go with FE2, although it allows a somewhat jerky ride on some roads.
The anti-lock brakes are especially powerful, with good pedal feel.
Desirable option packages are costly. For instance, my test car had the $8,015 Premium Collection package, which contains such items as an upgraded sound system, "Ultra-View" double sunroof that almost covers the entire roof, heated/cooled seats, power tilt/telescopic wheel, machine finish aluminum wheels and rear park assist.
My test CTS also had a $1,740 package with the FE2 suspension, 18-inch aluminum wheels with wider tires, limited slip differential and high intensity discharge headlights.
The car's crystal red premium paint looks especially rich, but it costs $995 extra.
Also available: A 40-gig hard drive that lets you store thousands of songs, although it might take several cross-country trips to listen to all of them. The new CTS, though, would be a good car in which to make those drives.
2008 CADILLAC CTS
PRICE: $32,245.
LIKES: Fast with new V-6. Sharp handling. Posh. Roomy. Nicer interior. Available all-wheel drive.
DISLIKES: Narrow rear door openings. Costly option packages. Rather narrow pass-through cargo opening. |