2008 Cadillac CTS
Heading to the racetrack may not be your first thought when talking about
this storied luxury brand. But that's exactly what
Cadillac was thinking when they invited us to experience the all-new
2008 CTS for the first time. Our intro to the 2008 CTS included several
hours of lapping at the famed northern California circuit.
The reason? When it comes to performance and balanced handling, the 2008
Cadillac CTS is simply that good.
The original Cadillac CTS—which debuted in 2002 as an 2003 model—was a
game-changer for Cadillac. At a time when the automaker's product lineup was
aging and losing appeal, the CTS not only offered a fresh design, but appealed
to a whole new segment of buyers. Featuring a brash exterior and driving
dynamics to challenge in the ultracompetitive segment dominated by the
BMW 3-Series, it could be said the CTS brought Cadillac back from the dead.
The CTS was the first salvo in what is now a totally revised Cadillac product
lineup. At first glance, the 2008 CTS may not be as polarizing as the original,
but closer examination reveals a dramatic exterior, and an interior that takes
the CTS to a whole new level of refinement.
Power and Handling
Motivation for the rear-wheel-drive CTS is provided by a 263-horsepower
3.6-liter V6, an excellent engine that delivers the equivalent performance of
the optional V6 in the previous-generation car. An optional 304-horsepower
direct-injected 3.6-liter V6 ups the fun factor, but leaves room for a CTS-V
to join the lineup. Either engine is available with an Aisin 6-speed manual, or
Hydra-Matic 6L50 6-speed automatic transmission. A first for the CTS, all-wheel
drive is now an option, but only on automatic models.
Both of the transmissions work well. The 6-speed manual is easy to shift, and
precise enough to make it fun, while the 6-speed automatic delivers quick,
smooth gear changes. The automatic has a very aggressive Sport mode,
downshifting when the driver brakes for turns. This mode will also continue to
hold the lower gear even when the driver backs off the throttle. It is probably
too aggressive for most situations on the street, but the regular shift mode
responds so quickly that it may be equivalent to the Sport mode in other
vehicles.
Built with a two-inch-wider track than the previous version, the new CTS also
has Bilstein shocks, high-precision ZF Servotronic steering and a revised
suspension geometry developed with computer modeling and experience gained from
the high-performance CTS-V. New 17- or 18-inch wheels are provided,
depending on which of the three different suspension packages are ordered. The
new chassis moves the CTS forward in terms of handling, putting it on par with
European and Asian competitors. Don't take that statement lightly—that's where
the racetrack comes in.
Track Tuned
Much has been made of Cadillac's CTS development at the famed Nurburgring
circuit in Germany. This renowned 13-mile road course is considered one of the
most difficult in the world, and a more likely location for the latest Porsche or BMW prototype than a Cadillac.
The development work became obvious on the first section of twisty Northern
Californian pavement we encountered. On our drive to Monterey, the CTS proved to
be tight and responsive in corners and very well balanced overall. Carving
through turns in a decisive manner, it provides precise steering and excellent
side-to-side transitional response when lacing together a series of apexes.
Message Board: Do you think the 2008 Cadillac CTS could put up a good fight
against its import rivals at the track? Voice your opinion!
Most of our road-time was in a CTS equipped with the FE2 suspension, the
direct-injected engine, and a 6-speed automatic—a very nice package and probably
what we would choose for the street. The FE2 suspension includes performance
all-season tires—a good choice for everyday use. The standard 263-horsepower
3.6-liter V6 should not be overlooked, but since GM has placed only a $1000
premium on the direct-injected engine, it'll be hard to pass up.
As good as the CTS is on the road, surprisingly, it is even more impressive
on the track. All of the track cars were equipped with the optional FE3
suspension with sticky Michelin Pilot Sport PS2 tires. The FE3 setup is intended
for the serious enthusiast, and also includes load-leveling rear shocks. Even
when pushed hard on the track, the FE3-equipped CTS remained balanced and
controlled with minimal tendency to understeer, even allowing steering input
mid-corner. The StabiliTrak stability control system is minimally intrusive,
enabling deft drivers to provide some steering via the throttle.
Design Moves Forward Again
Redesigning the CTS posed a tricky challenge for GM designers. They needed to
update a car that made a distinct impact with its aggressive original design.
The goal was to make it more refined without losing that edge.
Gone are the harsh creases of the first-generation car; however, the new
design is actually more aggressive due in part to the wider stance. The front is
dominated by a larger, more vertical grille similar to that of the Cadillac
Sixteen concept car. The grille is flanked by vertically stacked headlights,
with fog lights and brake ducts to each side of the lower air intake.
While still crisp, the overall design is less blunt with a smoother, more
sloping roofline. A shorter decklid tapers into an ever-so-slight boat-tail
shape, and houses the signature vertical taillights. Chrome air extractors are
added high on the front panels, and tie in with chrome window moldings and
chrome exhaust tips.
Inside, the CTS delivers one of the most beautiful interiors ever from
General Motors. A combination of luxury and sport, it's supported by flowing
shapes and high-quality materials. The center stack dominates the design, flowing
up and out to surround front-seat occupants, cockpit style.
To emphasize the attention to detail and luxury, the upper dash and door
panel surfaces are hand-cut, then sewn and wrapped by craftsman. The exposed
French stitching is also used for the seats and shifter boot to add to the fine
detail. The console and center stack have a satin metallic finish, and all of
the interior materials have a quality feel, addressing the area that was most
criticized in the original CTS.
The door pulls and foot wells house subtle backlighting and clean, white, LED
light pipes are recessed between the upper and lower instrument panel to add
more indirect light. The analog instruments are housed in three binnacles
surrounded by chrome accents, all surrounded by a single hood.
In the tech department, the new CTS offers an available Infotainment system
with a touch-screen that rises up from the dash, a 40-gig hard drive, and
state-of-the art navigation system with real-time traffic data via XM Satellite
Radio.
The best news of all: The new CTS, with all its added performance and
refinement, arrives with an MSRP starting at $32,990—$540 less than the 2007
CTS.
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