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When Cadillac debuted its first European-style CTS sedan in 2003, we came within a gnats whisker of buying one. At the time, Cadillac, like domestic rival Lincoln, had absolutely nothing going for it to lure younger, affluent, buyers away from European and Japanese sports sedans. However, the CTS, with its chiseled styling, was a serious visual departure — and major financial gamble — for usually conservative Cadillac, and financially troubled General Motors (GM). But it was a mega-hit, exceeding sales expectations to become the top-selling Caddy. There’s no numbers on how many people passed up European and Japanese rivals from BMW, Mercedes, Jaguar, Audi, Infiniti and Lexus for a CTS, but it’s clear many CTS buyers were younger than traditional Cadillac buyers.
Knowing the CTS wouldn’t be considered a genuine competitor without rear-wheel-drive, it was the first Cadillac to use GM’s new rear-wheel-drive platform. The design resulted in a more balanced vehicle because the front tires aren’t overworked having to steer and apply power together, and it eliminates the front-end heaviness and torque steer inherent in front-wheel drive cars.
Walkaround: The signature chiseled look, with its distinctive sharp lines still prevails, but has been softened slightly. The track is wider, giving the CTS an even more aggressive look. The in-your-face grille has been enlarged and adorned with an oversized Cadillac crest. The chromed side front fender vents are functional, not decorative, allowing engine heat to escape.
Bigger tires, coupled with the wider track, enhance stability and handling, and sit beneath pronounced, sporty looking fender flares, while the rear end is better proportioned with improved taillights.
Interior: The interior is much quieter and has been radically upgraded. Pure American luxury challenges the austereness of European rivals. From the leather-wrapped steering wheel with sound and climate controls, to the chrome trim on almost everything, you know this is Detroit iron. But the cockpit feels European — only with more comfort. The front seats are very supportive under hard driving, and although the wheelbase remains the same, the new CTS is slightly longer, making it roomier in the rear-seat area, so four 6-footers fit comfortably.
The trunk is large, with a low, wide opening and pass-through. The rear seatbacks also flip forward and sit virtually flat to enlarge the cargo area.
While the CTS comes pretty well-equipped (after all, it is a Cadillac) option packages are spendy. Our test CTS had the Premium Luxury Collection package ($8,015), which contains an upgraded sound system (10-speaker 5.1 Bose Surround Sound, with an AM/FM/CD/DVD/mp3 player with a 40GB hard drive and XM satellite radio), “Ultra-View” double sunroof that covers nearly the entire roof, heated/cooled seats, power tilt/telescopic wheel, machine finish aluminum wheels and rear park assist.
Then there was the $250 compact spare tire and the $995 Crystal Red premium paint. There also was a $1,740 package that included FE2 suspension, 18-inch aluminum wheels with wider tires, limited-slip differential and high intensity discharge headlights.
Safety features include front-seat and side-curtain airbags.
Under The Hood: The 2008 CTS boasts a more powerful, fuel injected, 3.6-liter V6 that puts 263 horses to the highway (up from 255). Available as a $1,000 option is the same-size V6 delivering 304 horses. It features a more efficient direct-injection system, which both increases horsepower and lowers cold-start emissions.
A 6-speed manual transmission is standard. A $1,300, 6-speed automatic with a manual-shift feature is optional. It replaces the previous 5-speed unit.
The CTS is also available with a $1,900 all-wheel-drive (AWD) system, but it must be ordered with the automatic transmission.
Behind The Wheel: Our test CTS was equipped with the 304-horsepower engine and the automatic. It does the 0-60 drill in 5.9 seconds, and at 65 mph, loafs at 2000 rpm. Top speed is reportedly 150 mph.
We found acceleration to be exceptional, with steering that’s quick, offering the proper degree of power assist. The anti-lock brakes have nice pedal feel with impressive stopping distances.
Revised front and rear suspensions allow both sharp handling and a supple ride. Three suspension setups are offered — FE1, FE2 and FE3. FE1 provides the softest ride and FE3 the firmest one, but the best handling. FE1 is standard; the other two are optional.
The standard 3.6 is rated at 18 mpg in the city and 26 highway, while the direct-injection, 304-horse V6 is rated almost identically at 17 and 26. Both powerplants use regular-grade gasoline.
Whines: The one European/Japanese performance option that’s missing is paddle shifters. Getting in and out of the rear seat area would be easier with larger rear door openings. The pass-through opening between the trunk and rear-seat area could be wider.
Bottom Line: GM is aiming the Lansing, Michigan-built CTS right at entry level BMW, Mercedes, Lexus and Infiniti sedans. The base CTS stickers at $34,545, however, our optioned up test vehicle totaled $45,290. While competitive, that price may give pause to buyers who still doubt Detroit’s dependability. The new, 2008 Cadillac CTS is a solid, fun to drive, performance sports sedan equal to its foreign competition in every way — except the one where it really excels — American-style luxury.
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