2003 Cadillac CTS Review

Specifications

A Standout Sport Sedan

When the Cadillac CTS was launched last year as a 2003 model it quickly became one of my favorite cars, at least from a design perspective. Its sharply creased contours radically stand out in a sea of bland sameness, only the Audi A4 and Infiniti G35 providing tasteful counterpoints to the safe styling approach taken by the majority of premium automakers.

After spending a week behind the wheel of an early example I was equally thrilled with the models dynamic driving characteristics. Its healthy V6 and very slick 5-speed automatic gearbox feeding the rear wheels, induced an exciting dose of oversteer into a brand known more for the opposite since the entire lineup went front-wheel drive in the 80s.

Now that all of Cadillacs drivelines are doing an about face the CTS Sigma chassis can be optimized for sport. Its independent suspension incorporates double short/long arms with coil-over shocks, an anti-roll bar and monotube dampers up front, plus a multi-link setup with coil springs, anti-roll bar and monotube dampers in the rear. Cadillac has done a good job to allow road feel through the steering wheel without any harshness, by creating a non-isolated front suspension cradle combined with an isolated steering box that effectively eliminates compliance between steering wheel and tire.

The setup is a little soft and therefore shows a little more body roll when compared to the Infiniti G35 for instance, the new handling benchmark in this class, resulting in not quite as much confidence at the limit. Still it tracks beautifully and negotiates sharp corners with relative ease, its traction control cutting in without commotion to keep the rear wheels in check during slippery conditions.

The 220-hp Northstar derived 3.2-L DOHC V6 moves the CTS along without much hesitation. Sure additional motivation would be welcome, but both its horsepower and 220 lb-ft of torque isnt that far off the mark compared to the majority of entry-luxury sport sedans - unless, of course, it is compared to the class-leading Infiniti again, that boasts 260 lb-ft of torque matching its 260-hp rating.

My most recent CTS test car came equipped with a 5-speed manual transmission. It shifts well. Maybe not as precise as the new Acura TSX for instance, but hardly clunky. The majority of Cadillacs competitors offer 6-speed manuals, if a manual is part of the equation at all, which does put the CTS at a disadvantage. The extra gear doesnt necessarily deliver better performance, but in todays image conscious world it seems more technically advanced than a mere 5-speed. Nevertheless the clutch is quite good, light enough so as not to cause discomfort in the left leg but still offering a firm, positive feel.

While all the various parts do their job well, its easy to see that Cadillac hasnt built very many cars optimized for manual transmissions recently. The parking brake is left foot operated, awkward to engage when needing the same foot for the clutch. It causes either the need to turn off the ignition prior to setting it, or sliding the shifter into neutral, pressing the parking brake and then putting it back into gear. While neither is overly difficult, the process is unorthodox and probably wouldnt go over too well in Europe where Cadillac no doubt hopes to see the manual box do well. A simple hand brake would be much more intuitive to operate.

On the positive the CTS sports a speedometer that reads up to 260 mph - overconfident? Thats what I initially thought until I clicked through the preferences in the trip computer and changed the displays from imperial to metric. The Cadillac designers have done such a good job masking the alternative measurement system that I thought I was driving a Canadian spec car until the light hit the gauge package just right, allowing me to see a faint mph outline. When switched over the 260 km/h (162 mph) top speed shown on the speedometer now made sense, the speedo needle adapting to the new km/h rate instead of mph in the process. This is a much better system than the conventional mph / km/h dual dial that is found in the majority of cars, cleaning up the look and reducing complication of the gauge package.

Along that theme the interior has a nice design overall. A rubber-like crisscross patterned dark gray plastic covers the majority of surfaces, complimented by light gray plastic and attractive wood accents. Accepting a small gearbox legend cap atop the shifter Cadillac chose not to go the metallic trim route, which as much as I like it has become so popular its getting redundant.

When I initially tested the CTS its interior caused me to complain, not because of the overall design but due to a less than premium perceived interior quality. The plastic used was too hard, not of the soft-touch variety that gives Audis A4 and BMWs 3-Series such an upscale feel. The switchgear wasnt too bad, but still not world class while the center stack with its orange LCD displays looked hardly high-tech, but instead mirrored an ancient pre-Pentium PC running DOS. There was a quality glitch or two as well, the worst being an interior trim panel coming loose from the C-pillar.

Fortunately Cadillac listened to both the praise and gripes of North Americas media, as well as its own product leader, chairman of GM North America Bob Lutz, and temporarily canceled plans to export the CTS to Germany. To be fair the decision was only partially due to the interior materials and workmanship not being as high in quality as its Euro competitors, the strong dollar to euro equation factored in as well. As most should be aware the latter has changed, at least for the time being.

What you many not know is that Cadillac has made impressive improvements inside the CTS over the last year, enhancing the texture of its plastic surfaces, especially the center stack panel. Now the car is only slightly shy of the class leading Audi, easily worthy of its premium class status and more than capable of being sold across the Atlantic.

But as good as the CTS has become in its second year of production, my test car wasnt without flaws. The most blatantly apparent was a crack that ran around the perimeter of the wooden half of the steering wheel. While this is most likely a one-off problem and not an indication of what prospective buyers can expect, it was an anomaly I had yet to see in a new car.

The steering wheel itself is attractively designed, with buttons for the audio system and cruise control only a thumbs reach away. Speaking of thumbs, I found it difficult to place them where I like for maximum control. While the 3-spoke design looks perfect at first glance, in order to grab the wheel purposefully it caused my hands to twist inward, which doesnt work at all. I was left resting my thumbs on top of the wheels rim, not having the feeling of control I like.

Cadillac isnt alone when it comes to ergonomic problems like this though, as many manufacturers who may not have had a long history of sport sedan production suffer the same transgressions. I think all car designers would do well to go down to their local aftermarket auto parts store and spend $300 on a Momo, and experience just how good a perfect steering wheel can feel. Theres really no excuse for not getting something this important right.

But getting back to the crack in the wood, it was the only quality related problem that I found and doesnt reflect Cadillacs second place rating in J.D. Powers Initial Quality Study (IQS) - impressive indeed. Really the only other complaints I could come up are so minor that they hardly deserve mentioning, but of course I will. I cant stand it when the horn honks upon pressing the remote lock feature. I like a more sophisticated tone - BMW and Lexus do the best job here. They, and almost everyone else, do a better job with the remote key fob as well. Cadillacs is a separate piece that dangles on a cheap ring connected to a very average GM key - that might as well belong to a Chevy Cavalier. Heck, even the Kia Cinco, one of Americas least expensive cars, integrates the remote control buttons into the key itself.

But hey, Im really nitpicking. The CTS is obviously no Kia Cinco. Sure it could use some refining but truth be told its an impressive car that should be taken seriously by domestic and import buyers alike. Its few character flaws add character, something that was sorely lacking in the premium market previously but is now, thanks to Cadillac and a small group of equals, improving dramatically.

Much of that character comes from its beyond unique styling, which divides the market into opposing camps of rooters and hecklers, with those who like the CTS, and Cadillacs art and science approach in general, liking it a lot. I happen to fall into that first group of zealots, and commend Cadillac for its radically modern yet clean and tasteful designs. The CTS is a standout sport sedan, both in styling and performance.