2008 Cadillac CTS V6 by carreviewsandnews.com
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Cadillac CTS-V – “Can’t wait for the CTS-V!”
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By Dan Scanlan
MyCarData
That’s how I ended my recent review of the 2010 Cadillac CTS with its 304-hp V-6, not knowing a fluke in the schedule would bring me the edgy, speed-chewing supercharged 556-hp V version so soon. Now all I can say is I’m sorry it’s gone, this M5/XFR/E55 muscle car mate that looks, sounds and drives like a 4-door Corvette ZR1, which is what it is under that power bulge hood. So let’s take a closer look at what happenstance delivered.
*V-Vision- Like we said before, Cadillac jumped on the mid-size bandwagon back in 1999 with the Catera, which was really a German Opel with an eggcrate grill. It was nice, but no Benz. The 2002 CTS, Version 1.0, was better in many ways, its stealth fighter faceted look thanks to Cadillac’s “Art and Science” approach to design, and rear-wheel-drive aided by a well-tuned suspension. But I always thought it looked a bit under-tired, although the first-generation CTS-V certainly looked better. Version 2.0 looked way better, a more chiseled face with angular stacked headlights, bi-xenon for the low beams. Now comes the CTS-V, with twice the regular CTS’s grilles, upper and lower done in chrome plastic mesh. There’s a real lower air dam with side winglets that look ground-scraping but aren’t, with inset fog lights with real brake inlets. The raised hood shows there something big under there, while the fender vents look almost dainty as they initiate the beltline edge that runs aft. Flattened flares frame aggressive low-profile P255/40ZR19-inch Michelin Pilot Sport rubber with great 10-spoke alloy wheels that display huge discs and buff silver Brembo calipers behind, connected by a lower flared body sill. The semi-fastback rear window drops onto a high trunk that ends with a deep spoiler-shaped third brake light, flanked by LED blade taillights in a nod to the past. A nod to the performance part is under the lower fascia ? twin chrome pipes that look big enough to make some noise. The whole shape is wedgy, an angularly blunt arrow of power that had lots of admirers at cruise-ins, even when parked among some exotic stuff including its soul brother, a Corvette ZR1.
*CTS-V comfort ? Again, Cadillac has upped the ante for the place where the driver and three select friends will live with a wrap-around dashboard with hand-stitched leather-like vinyl, plus midnight sapele wood trim that accent dash and doors, and glossy piano black accents in the V-ed dash center. A 2009 CTS-V owner said the wood is too dark, and likes his carbon fiber-look trim better. The central power slide-up satellite navigation screen displays maps, weather, traffic and the excellent Bose 5.0 10-speaker surround sound AM-FM-CD-XM Satellite audio system that can download CDs, MP3s and sound files into the 40-gigabyte hard drive for playback. The “record” button means you can stop a radio broadcast for up to 60 minutes, then listen later. An iPod USB charger/audio input cable in the center console under the armrest lets you plug and play one from the steering wheel controls, playlists on the touch screen. Or just stick with 36 presets for radio.
Front seat passengers get optional Recaro leather and microfiber suede-clad 14-way adjustable performance buckets with power bolster upper and lower bolster and height-adjustable lumbar, plus two memory presets for the driver. They were firm and supportive, but might be too firm for some, although heat and ventilation scored points. The power tilt/telescope steering wheel has audio, voice control and cruise controls on its glossy black spokes, with a grippy fat padded suede rim, and more suede on the seat inserts and shift, like a classic Italian supercar. Obsidian black is also applied to the center console and door trim. Like the base CTS, there’s white LED ambient lighting under the wood trim’s rim that looks nice at night. Leave the satellite navigation screen retracted, and its top 2 inches displaying radio station name, song title, artist, touch-screen preset buttons and outside temperature. The deep set gauges get class white numbers and red needles, with a nifty red LED tracing that follows the 200-mph speedmometer and 8,000-rpm tach like a comet trail as they rise, the latter flashing as you get to the 6,000-rpm redline. There’s a supercharger boost gauge, while the trip computer displays lateral G-load and big digital speedo as well as the usual stuff. A classy chrome-rimmed analog clock is flanked by simple volume and tuning, while the audio, navigation and other function buttons surround a menu select knob and button below, the climate controls under that and the dual-zone temperature and seat heat/cool switches and displays flanking that for individual use. The glove box is big, the door map pockets rubberized and the pedals aluminized. Back seat head and leg room is good for two adults, the door opening still smaller than I would like, and the rear seats only get a ski pass-through behind the center arm rest. The 13.6-cubic-foot trunk is wide and flat with a cargo net. There’s no rear-view camera, just yellow and red lights reflected in the rear-view mirror and a beep as stuff gets closer.
*CTS-Vroom ? The only disappointment here is that the supercharged 6.2-liter ZR-1 V-8 is hidden under sculpted cladding, while the Vette’s version is there for the world to see.
The CTS-V 1.0 had a 5.7-liter Z06 motor with 400-hp, a decent, not great 6-speed manual and 60-mph in 4.8 seconds with some rear axle tramp, a real party-pooper as was the Vette’s first-to-fourth gas-saving skip shift. The 2.0 version gets 556-hp, the most powerful production Cadillac ever with a whopping 551 lb.-ft. of torque. There’s an intercooled supercharger, aluminum-alloy cylinder heads and lower-lift, low-overlap camshaft. We didn’t have the Tremec TR6060 six-speed manual with a dual-disc clutch; we had the Hydra-Matic 6L90 six-speed automatic with paddle-shift. With driver-selectable suspension/transmission and traction modes set on “Sport” and “Competition” respectively, we roared to 60-mph in a quick, controlled 4.5 seconds in second gear with a meaty roar overlaid by the supercharger and controlled wheelspin, tapping redline in first and second. That’s very quick for a sedan, especially one so young (700 miles), while we averaged about 16-mpg on premium.
With magneto-rheological technology in the shocks and sensors that “read” road conditions and adapt within micro-seconds, the suspension firmed up when you push hard and got a mellower edge during regular driving. You can also set them for (firm-but-supple) touring or (firm-edged) sport suspension, tightly controlled with buffered rebound on bumps. In regular driving, the CTS-V was firm, comfortable and stable in turns. Push hard, especially in “Sport,” and it seems to flatten itself to the road, the rubber gripping cleanly with a neutral feel, tail playable in “Competition” Stabilitrak mode, when we could power around. We pulled a great 1.6 Gs in lateral load in our skidpad ? nice ? with minimal understeer. The CTS-V was also very sure-footed in the rain, Stabilitrak controlling rear wheelspin. The power steering was direct, with a good feel, the tail hanging in on turns. The Brembo brakes at all four corners, with six-piston calipers in the front and four-piston calipers in the rear, just stop the car. Overall, a very competent, comfortable family sports sedan that felt very compact, with some tire slap on the highway, but no other creak other than a loose piece of wood trim that moved next to the driver’s inside door handle when pushed as we opened it.
*CTS-V cost ? The 2010 mid-level CTS we just tested was $52,390 loaded. Our CTS-V starts at $60,720 with all above standard except the $3,400 Recaro seats and alloy pedals, $600 wood trim, $300 suede steering wheel and shifter, and (cough-cough) a $2,600 gas guzzler tax. All together, $68,445. A 500-hp V-10 BMW M5 drives better, hits 60-mph in 4.1 seconds, and has a higher level of finish inside, for about $90,000. A supercharged 510-hp Jaguar XFR we tested a few months ago was $80,000, and did 60 in 4.5 seconds too, with a stunning interior but a tad less sports sedan than the others.
*Bottom line ? I love the looks, the sound, the feel, the alive drive and the engine. I don’t like the gas mileage, and some of the plastic inside doesn’t match with the price, albeit one far less than any competitor. The V has arrived!
2011 Cadillac CTS-V
Vehicle type – 5-passenger mid-size domestic luxury sports sedan
Base price – $60,720 ($68,445 as tested)
Engine type ? supercharged cast aluminum OHC, 16-valve V-8
Displacement ? 6.2-liter
Horsepower (net) ? 556 @ 6,100-rpm
Torque (lb-ft) ? 551 @ 3,800 rpm
Transmission ? 6-speed automatic w/sport shift paddles
Wheelbase ? 113.4 inches
Overall length ? 191.6 inches
Overall width ? 72.5 inches
Height ? 58 inches
Front headroom ? 38.8 inches
Front legroom ? 42.4 inches
Rear headroom ? 37.2 inches
Rear legroom ? 35.9 inches
Cargo capacity ? 13.6 cu. ft.
Curb weight ? 4,300-lbs.
Fuel capacity -18 gallons
Mileage rating ? 12-mpg city/ 18-mpg highway
Last word ? A really great rear-wheel-drive American sports car (w/4 doors)
Cadillac V Day in Shanghai
On May 9, 2009, thousands of spectators gathered at Shanghai’s Formula 1 Circuit to watch a team of professional stunt drivers perform daring maneuvers with Cadillacs in celebration of the car’s introduction to China. Be sure to watch John Heinricy and the Cadillac CTS-V set the production sedan record at the F1 course with a lap of 2:32.80.
Texas Auto Writers hold Spring Challenge ? Cadillac CTS named “Car of Texas”
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By ALAN GELL, Lh.D.
Automotive Journalist
General Motors, Dodge, Ford ? they all won “big” at the 2010 Spring Challenge conducted by the Texas Auto Writers Association. The event was held at the Texas Motor Speedway in DFW and consisted of experienced automotive journalists test-driving sports cars, sedans, and other vehicles.
TAWA is one of the most recognized and respected auto journalist groups in the US. It was created many years ago as a means to develop professional development and vehicle excellence in Texas. A Texas Truck Rodeo is held each October that consists of off-road competition and features trucks and SUV’s that are four-wheel-drive equipped. The overall winners are named as TRUCK OF TEXAS and SUV OF TEXAS.
Several years ago, it became apparent to the TAWA group that another event was necessary to compare the many sedans and other cars. The Texas Spring Challenge was first held in Austin and has since been held in various locations around the State.
The Texas Motor Speedway offers a tremendous backdrop to the wide variety of vehicles tested. It includes the infield track for high-speed driving and the outer parking lot loops. This allows the journalists to perform driving maneuvers without interfering with local roadways and traffic.
The 2010 competition consisted of approximately 60 vehicles. The journalists represented all areas of Texas media, including television, radio, daily newspapers, weekly community newspapers, websites, and web blogs. A few members came from outside of the State although their writings appear in various area newspapers due to syndication. The group included long-term experience as well as some newcomers.
At the conclusion of the event, the automotive writers completed their ballots and Mike Herzing, President of TAWA, along with the group’s Board of Directors, completed the tally. The awards will be officially presented to the manufacturers during the State Fair of Texas.
Named as the WRITERS’ CHOICE ? CAR OF TEXAS was the new Cadillac CTS-V. Other categories and winners are:
HIGH PERFORMANCE CAR OF TEXAS ? Dodge Viper ACR
FAMILY CAR OF TEXAS ? Ford Taurus
MOST INNOVATIVE ? Mercedes-Benz E350A Cabriolet
BEST NEW DESIGN ? Ford Fiesta
BEST USE OF TECHNOLOGY ? Lincoln MKT
BEST VALUE ? Ford Fiesta
Former TAWA President Marlon Hanson was present at the event and commented, “Consumers in Texas are the real winners in this event. All the manufacturers strive to make their vehicles better and safer.” Former President Harold Gunn was also present and said, “Texas journalists have a tough time choosing the best because the vehicles are all so good. It is a hard decision.”
Cadillac Escalade Hybrid – 20 MPG City!
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By Kelly Foss
MyCarData
To begin, the new Escalade Hybrid is a fine piece of luxury automotive workmanship. The regular Escalade shares the same platform with the Chevy Tahoe and the GMC Yukon, but it’s received the “Full” Cadillac treatment. There is also the ESV long version similar to the Suburban in size, plus the EXT combo SUV/Truck model akin to the Avalanche. Our test Model was the Hybrid edition of the standard Escalade. It also had the Platinum package.
At its foundation, the Escalade is a very elegant and pleasing SUV to drive. The standard engine is the 407 horsepower 6.3 liter V8 also found in the Corvette. All wheel drive is likewise standard as is a 6 speed automatic transmission. This combination moves the 3 ton truck down the road in a spirited manner. Because of the way it is setup and the luxury of the interior, it drives much smaller than it really is.
The Hybrid version is basically the same except that it is a rear wheel drive vehicle, gets much better fuel economy and lower emissions. The regular gas V8 Escalade is rated at 13 city and 20 highway miles per gallon. The Hybrid version is rated at 21 city and 22 highway. Please note that the city fuel economy is over 50% higher with the Hybrid! During the test period, I drove the vehicle without regard for fuel economy and still posted a 19.2 mpg overall rating after a week of driving. That’s about the same as a typical midsize sedan with a V6 so it’s a very good number.
The Escalade has GM’s 2-Mode hybrid system meaning that the electric motors and the vehicle transmission all share the same case. The Hybrid model has a 6.0 V8 has active fuel management technology allowing the vehicle to run on 4 cylinders when it isn’t pulling hard, thus increasing fuel economy. The genius of the Hybrid system is that the added power from the electric motors carries enough of the load that the V8 is often in V4 mode so the fuel economy is much better. The Hybrid system is very quiet. You hear some pleasing V8 exhaust note plus some electric whirring sound muted in the background.
The Platinum edition adds top-of-the line accoutrements to an already luxurious vehicle. In our test SUV, we enjoyed features like automatic retracting running boards, heated and cooled cup holders, heated and cooled seating, Olive Ash and Burled Walnut trim, special Tehama leather seats, a 2 screen rear entertainment system and lovely 22 inch chrome wheels.
With an $86,175 price tag, the Escalade Hybrid is not for everyone. It is however a very popular luxury SUV and the Hybrid drive adds a significant measure of efficiency to it.
Cadillac CTS – An American Sports Sedan
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By Dan Scanlan
MyCarData
Cadillac has tried to make us believe its America’s BMW.
It all began with the Catera in 1999, a German Opel-cum-Cadillac that was nice, but it weren’t no Bimmer. Caddy tried again in 2002 with another “small” Cadillac – the 15.8-foot, 3,500-pound CTS, a compact sedan with a stealth fighter faceted look thanks to Cadillac’s “Art and Science” approach to design. With rear-wheel-drive and a suspension tuned by engineers after hundreds of laps on a famous German Nurburgring, it came closer to the Mercedes-Benz E-Class, BMW 5-Series, Infiniti and Lexus mid-size sport sedans. It was, however, let down with a low-rent plastic interior and a 220-hp V-6 that wasn’t as peppy as the competition’s.
Now comes the second coming of the CTS, joined by a 556-hp CTS-V, a CTS Sport Wagon and a CTS Coupe. Sounds like a nice collection to beat the Bimmer.
*CTS cuteness ? The second-generation CTS retains the last one’s wheelbase, but is 1.5 inches longer and two inches wider than the first. Using the super-long Cadillac Sixteen concept of a few years ago as its design inspiration, the new car has a lower, more chiseled look that starts with the definitively V-ed two-tiered gray grill, with chrome accent on top down to the serious lower air dam and splitter with chrome-encased fog lamps and brake duct intakes. The stacked headlights are squared-off slashes with LEDs on the sides, the projector beams on the bottom angling into turns. The fenders are sculpted, a longer, leaner look accented by functional chrome side air extractors. The rising beltline gives the car an accentuated wedge profile that meshes well with the angular C-pillar. Gentle tailfins end with vertical LED taillights, a classic throwback to 60′s Caddys. Three-inch chromed exhaust outlets and a rear spoiler that is also the LED-lit third brake light add to the mix. It still looks great a few years into its run, made even better by the Performance Package’s 19-inch lower profile Continental rubber on 14-spoke alloy wheels. Neighbors liked the look, one with a first-gen CTS asking to trade keys.
*Caddy comfy ? The first-generation CTS had a monolithic plastic center stack, cheap-feeling knobs and an overall lack of sophistication. The new Ebony interior, with accents of wood on the dash, flanking the center console and the top of the three-spoke steering wheel, are as sophisticated as the hand-cut padded pseudo-leather with French stitching on the upper instrument panel, door inserts, seats and shifter boot. Chrome rings the 160-mph speedometer dead center, 8,000-rpm tach and gas/temperature/voltage that flank it, a simple-looking trip computer display under the speedometer’s orange needle that also offers a big digital speedo. The three-spoke steering wheel tilts and telescopes, with stereo, cruise and voice command buttons in the upper spokes. Nice touch borrowed from some Euro-sedans ? white LED ambient lighting along the dash looks nice at night.
The V-shaped center stack is the Caddy’s magic box. Leave the satellite navigation screen retracted, and its top 2 inches display radio station name, song title, artist, touch-screen preset buttons and outside temperature. Power it up, and the full touch screen is accessible to access AM, FM or CD functions as well as XM Satellite Radio and real-time XM Traffic and XM Weather. An accident or construction ahead? A voice alerts you to it ahead of time. You can download CDs, MP3s and sound files into the 40-gigabyte hard drive for playback later, “pause” a radio broadcast for up to 60 minutes, then listen later, or plug in an iPod via a USB charger/audio input cable in the center console under the armrest and operate it from the steering wheel controls, playlists on the touch screen. A very good 10-speaker, 500-watt Bose surround sound stereo system delivers the tunes, while a dual-zone climate-control system delivers the cool, voice command helping, but not as good in response as Japanese competition. Driver and passenger temperature, vent position and seat cooling/heater buttons flank the shifter, with a cup holder nearby. The leather and suede Recaro bucket seats, with 10-way power adjustment and power lumbar, were superbly comfortable, with great side support via upper and lower power bolsters and two-position memory. Back seat room is actually quite good for two adults, but the door opening is smaller than I would like and the rear seats don’t fold due some changes in the car with the Performance package. The 13.6-cubic-foot trunk is wide and flat with a cargo net, a ski pass-through for skinny objects. And good news/bad news ? there is no spare, only a pump with tire sealant canister. We had a flat, and the sealant worked like a dream.
*Caddy combustion ? The base CTS gets a 263-hp V-6. You can also whoop some Porsches with the CTS-V’s supercharged 556-hp V-8. We like the middle option ? our 1,600-mile-old test car’s 3.6-liter direct-injection V-6 with 304 hp hooked to the rear wheels (all-wheel drive optional) via a six-speed automatic transmission. It had V-8-like power as we hit 60 mph in a satisfying 6 seconds with precise shifts, shifter buttons behind the steering wheel and a sport shift setting. The exhaust note OK, but an Infiniti G37 has a better snarl and is a tick faster to 60. We saw an average 18-mpg.
The Performance package’s 19-inch wheels and rubber, plus sportier suspension, gave the car a taut, very controlled ride that only something like a BMW or Audi betters at the ultimate control end. With aluminum front control arms and multilink rear suspension, the CTS carved corners well, StabiliTrak reining in oversteer and understeer in aggressive driving, activating when the front end plowed a bit. The power steering was direct and well-weighted, the brakes solid in pedal feel and control, offering good stopping power with no fade. It’s crisp and comfortable, with good suspension control on all surfaces.
* CTS cost ? The base price is $41,565 with optional goodies adding the dollars: $2,865 performance luxury package with alarm, ambient lighting, heated/cooled seats, keyless access/remote start, rear park assist and Sapele wood trim; $2,000 performance tires with 19-inch alloy wheels, sport suspension, steering wheel-mounted shift buttons, performance brakes and cooling system; $2,800 Recaro bucket seats and metal pedals; $2,145 navigation system w/ Bose 5.1 Surround Sound , 40GB hard drive and XM Traffic; and $110 underhood appearance package. Comparison: a BMW 328i’s base price is about $4,000 more, but its 230-hp sparkles a bit more, as does its handling; a Mercedes-Benz E350 starts about $6,000 more, its 268-hp ditto.
Bottom line: The new CTS looks fantastic, drives very well, and is a delight to live in for a price less than the obvious competition. Yes, that competition drives with more brio, but the CTS stays in the pack. Can’t wait for the CTS-V!
Vehicle type – 5-passenger domestic luxury sports sedan
Base price – $41,565 ($52,390 as tested)
Engine type ? cast aluminum DOHC, 24-valve VVT V-6
Displacement ? 3.6-liter
Horsepower (net) ? 304 @ 6,400-rpm
Torque (lb-ft) ? 273 @ 5,200 rpm
Transmission ? 6-speed automatic w/sport shift
Wheelbase ? 113.4 inches
Overall length ? 191.6 inches
Overall width ? 72.5 inches
Height ? 58 inches
Front headroom ? 38.8 inches
Front legroom ? 42.4 inches
Rear headroom ? 37.2 inches
Rear legroom ? 35.9 inches
Cargo capacity ? 18 cu. ft.
Curb weight ? 3,845-lbs.
Fuel capacity -18 gallons
Mileage rating ? 18-mpg city/ 27-mpg highway
Last word ? A good rear-wheel-drive American sports sedan
Cadillac CTS Sport Wagon
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By Chris Jackson
MyCarData
Here’s a not-so-secret fact: the quickest way to get me to fall in love with a sedan that I generally approve of but am not excited about is to turn it into a station wagon. Tack a cargo area on the rear end, and a competent sedan turns into a chariot made of awesome. That’s just the way I roll.
That said, it’s no surprise that I was happy to hear of Cadillac’s plans to create a sport wagon out of the CTS, and even happier to meet it. The CTS is a standout among compact luxury sedans, combining Cadillac’s angular and upscale new styling with competent road manners without losing its basic American-ness. Taking that existing goodness and adding a boxy cargo space on the back? A surefire hit, at least in my eyes. But will the rest of the world agree? After all, this would be Cadillac’s first attempt at a true station wagon–those Caddy wagons that you might have seen occasionally during the 1950s and 1970s were all coachbuilt vehicles, not true Cadillacs.
Luxury sports wagons don’t find success easily–witness the short-lived Lexus IS300 SportCross and the relative rarity of BMW’s 3-Series wagon. These days sport wagons also have to justify their existence in the face of competition from compact crossover vehicles with car-like handling. I have to admit that even I wondered what the point of the CTS Sport Wagon was, considering Cadillac’s downsized 2010 SRX crossover.
Happily, the CTS Sport Wagon acquits itself with aplomb, carving a niche for itself with a much more visceral driving experience than any crossover could hope to offer. The additional bodywork at the rear hasn’t dulled the CTS’ performance abilities in the least.
The CTS Sport Wagon is handsomely and extravagantly designed. Bodywork is shared with the CTS up front, with a big bold eggcrate grille and large Cadillac badge leading the way. At the rear, where many wagons seem to forget all about styling, the CTS Sport Wagon’s striking family lines continue, with a sculpted tailgate flanked by massive taillights. The distinct V-shape that dominates the rear aspect of the CTS sedan is present on the wagon as well–even more noticeably so, because of the additional sheet metal. The center brake light is integrated smoothly into the spoiler.
Interior appointments are shared with the CTS sedan, so the CTS Sport Wagon is dressed to impress with a hand-stitched dashboard, indirect LED lighting at night and a choice of satin finish aluminum or Sapele Pommele wood trim. The dash is contoured to match the exterior, and the angular theme is carried through the interior trim. Rear-seat accommodations are spacious, and the standard power tailgate opens up a cargo area that’s twice the size of the sedan’s even with the seats up. Cadillac’s smart keyless entry system automatically locks and unlocks the doors according to the remote’s proximity, and a remote start is also available. Additional amenities include heated and cooled seats, adaptive headlamps, Bluetooth connectivity, and a Bose 5.1 surround-sound audio system. The large navigation/information display rises out of the dashboard, and it’s one of the easiest-to-use that I’ve dealt with. A full-length sunroof is available.
Prowling around town in the CTS Sport Wagon is a rewarding drive, thanks to an independent suspension with short-long arm construction up front and a multilink rear. An underhood strut tower brace is also used. In keeping with GM’s performance tradition, there are three suspension tuning levels available: FE1, FE2 and FE3. The last is the most extreme, requiring rear-wheel drive and summer tires only. StabiliTrak and anti-lock brakes are standard equipment. Whatever suspension is chosen, the CTS Sport Wagon rides on unique nineteen-inch wheels and feels like it’s tuned for performance. There’s more sport than luxury in this wagon; buyers hoping for a soft, isolated ride will be better served by the SRX.
A choice of V6 engines is offered. Shared with the CTS sedan, both of the CTS Sport Wagon’s engines feature direct fuel injection, which improves emissions and fuel economy, and both the 270-horsepower 3.0 liter and the 304-horse 3.6 provide enjoyable performance. The 3.6 liter V6 doesn’t always make pretty noises, but it doesn’t disappoint when it comes to getting the power to the road. The standard six-speed automatic transmission puts the power down through the rear wheels, which proved to be a slight liability when dealing with deep snow, but the CTS Sport Wagon’s brief flirtation with tractionlessness was nothing a set of snow tires wouldn’t cure. Live where the snow falls regularly? The CTS Sport Wagon is also available with all-wheel drive.
At speed, the CTS Sport Wagon can cruise with the best of the best from Germany–at this rate there won’t be much point in benchmarking “the Germans” in a few years, because Cadillac will be known for being just as good. The CTS Sport Wagon rides less heavily than the BMW 3-Series, and with a slightly harder edge than the Audi A4 Avant.
Though my objectivity goes right out the window when it comes to station wagons, I’ll still say that the CTS Sport Wagon is my favorite current Cadillac product. Like the sedan it’s based on, it carves out a place for itself among its European competitors and matches their performance while remaining staunchly and uniquely American in its execution. This isn’t a patriotic observation so much as it is one of personality; the CTS Sport Wagon is excellent without having to copy anyone else. My tester was equipped with the more powerful 304-horse 3.6 liter V6, and stickered for $49,490.
Hennessey Venom GT, Cadillac CTS-V Wagon, Panoz Racer – …
Hennessey Performance reveals the Venom GT, Cadillac shows off the CTS-V Wagon, and Panoz discusses future involvement in racing with a new car. That’s all today, hosted by Derek DeAngelis.
Cadillac CTS Coupe, BMW F10 M5, Audi Spy Photos, Tesla …
Cadillac shows the CTS Coupe, the 2011 BMW F10 M5 revealed today at 2:00PM EST (Click here to watch it live!), Tesla may be going IPO, and in the Internet Rumor mill, some leaked production ready spy photos of the Audi A7. Also, some Michael Schumacher Go-Kart action. Hosted by Derek deangelis. BMW F10 M5 Unveiling at 2:00 PM EST: tinyurl.comFast Lane Daily is your daily source for the latest car news, car reviews and exclusive coverage of automotive events. www.fastlanedaily.com Want to leave us a voicemail? Let us know what you think about the show, and Derek might back to you. 213-291-1883 Leave your name and number. For More car reviews, check out our other channel www.youtube.com Facebook: www.facebook.com Twitter: www.twitter.com
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