2004 Cadillac CTS Review

Specifications

Beauty is More Than Tin Deep

For 2004 the aggressive CTS theme has finally permeated the engine bay. The all-new, 3.6-liter (220 cu in) 255 horsepower V6, featuring variable valve timing (VVT), has given CTS performance to match its styling. The base V6 engine in the CTS remains unchanged from 2003, continuing to develop a reasonably competitive 220 horsepower.

GM claims its new powerplant is one of the most advanced in the world. In addition to VVT, this rev-happy internal combustion initiator also features 24-sodium filled valves, polymer-coated pistons, electronic throttle control and all-aluminum block and heads. These high-tech goodies come together to produce 252 pounds-feet of torque, also right on target with the top performers in the class. Whats more, a full 90 percent of the peak torque is produced between the real-world driving rpms of 1,600 to 5,800.

What that means is that power is on-tap from the moment the tach departs the idle position and remains so through to redline. This isnt one of those engines that wakes up post 4,000 rpm and looses momentum with every shift-change.

Although GM put a lot of R&D into the new V6 to ensure that the harmonics are pleasing, under hard acceleration this beast growls like a junkyard dog on steroids. Personally I didnt find the growl particularly pleasing or refined, certainly for this premium midsize segment. But just like the color of a persons underwear, an ideal engine and exhaust note is a personal thing. The growl of Cadillacs new V6 may cause the blood to race through the veins of many-a-CTS purchaser within the models median target age of 48-years; its just that Im not one of them. That being said, under normal operating parameters, the 3.6-L is as civilized as the majority of its competitors V6s.

Although the styling package of the 04 CTS is relatively unchanged from 03, it remains fresh and eye-catching. In these days of automotive designs that often mimic a well-worn bar of soap, its refreshing to ogle something edgy and sharp. It was a bold, albeit necessary move for a car company that was once perceived as the geriatric choice; and one of the reasons Cadillac is quickly shedding that image with entries into the truck and SUV markets, as well as the world of performance sedans and roadsters.

As my ogling eyes darted away from the sharpness of the exterior creases and toward the interior of the CTS, I found myself flashing back to the 1980s. Whats with the odd dash design and chiseled door panels. Oh sure, its all very functional and GM has improved the touch and feel of the interior finishings enormously, but to me the overall design of the dash and door panels takes on an unintended retro-feel. While I do give kudos to Cadillac for having the courage to deviate, whether that deviation is good or bad is debatable. It just doesnt work for me, and with interiors often making or breaking a cars success I think that Cadillac needs to reboot the CAD computer and try again.

Regardless of my tastes, the 2003 CTS did win Auto Interiors magazines 4th annual Interior of the Year Award. On the basis of appearance, functionality, innovation and overall impressions automobile industry professionals rated the competing vehicles; apparently my vote wasnt sought.

There are however many positive aspects to the CTS interior. First and foremost are the heated front seats. The two leather-trimmed, power adjustable front buckets are wonderfully supportive and first-rate for comfort. Unlike some of the competitors in the personal luxury car market, the CTS imparts a sense of size that belies it compact nature. My slightly-sub 6-foot frame had no difficulty with legroom in front or rear, although for NBA talent or the like headroom may become an issue.

The steering wheel, which to me feels somewhat larger than most, houses a bevy of buttons which can be programmed to control various electrical functions depending on the drivers preference. On the right side of the steering wheel is a rotary dial control for the audio volume. It surrounds a button for selecting an audio medium, such as AM, FM or CD. Both are easily actuated intuitively with the right thumb.

Pulling best-in-class functionality from rival Audi, the CTS incorporates a rotary dial to open and close the glass sunroof. Rather than just offering two or three presets, the sunroof opens to one of many locations notched into the dial - nifty! Whats not so nifty though is the single-disc CD player that accompanies the base audio unit. Cmon, this is a Cadillac isnt it? Regardless of what option boxes might be ticked on the purchase agreement, why would a prestigious auto-manufacturer send a unit out the door in todays marketplace without something that is standard in many lesser marques, such as a 6-disc in-dash CD changer? I would be more than a little ticked to discover that my $30,490 (base price) Cadillac could only accommodate a single CD. That complaint aside, the base audio system provides excellent sound.

Another downer was that the console-mounted shifter for the 5-speed automatic transmission does not offer a manual shift mode, nor is the shift pattern gated to encourage hammering through the gears. There is however a sport-program which alters the automatics shifting characteristics, favoring performance over economy. If switching gears yourself is really your thing, a 5-speed manual transmission is available. Once again, while it is wonderfully out of character for anything wearing the crested wreath brand to sport a manual gearbox, CTS rivals offer 6-speed units. Whats more, it can only be acquired with the base engine at present, although plans do exists to bolt the manual Getrag to the 3.6-L in the near future.

Before we get into the down and dirty CTS driving characteristics, I want to applaud Cadillac for ensuring their CTS fits together with precision and accuracy. Body panels are perfectly aligned and gapping is slim and even. All switchgear actuates smoothly and effortlessly, although the driver information center is not so straightforward to interpret or manipulate. New owners will need to dedicate some time to reading the manual to learn the full array of driver information features and functions. This is not an intuitively designed user-friendly arrangement.

So with the seat adjusted and CD selected its time to place what might be the tightest fitting shift levers into “D” and drive Cadillacs luxury sport-sedan. Like the shifter the CTS is a solid feeling automobile. Its highly praised Sigma architecture has been re-tuned for 2004, resulting in improved handling dynamics and a smoother, more controlled ride from the 4-wheel independent suspension. My tester came with the optional Sport package, featuring increased spring rates and 17-inch wheels, which eroded ride quality slightly but not undesirably, especially considering its handling benefits.

Other sport package bonuses include performance brake linings, speed sensitive steering and GMs Stabilitrak stability enhancement system, for keeping overzealous drivers in check no matter the weather conditions. Overall the chassis absorbed bumps and potholes well, while also doing an admirable job of controlling road noise, something that often presents itself in performance oriented cars.

The speed-sensitive steering firms up significantly when underway, but unfortunately road-feel is slightly compromised. Also, on-center steering is somewhat numb and vague compared to others in its luxury sport sedan segment.

Altogether this is one hot-handling Caddie, helped along by near 50/50-weight distribution. Throw in the added insurance of Stabilitrak and the CTS is a Cadillac full of fun. Cornering is flat, tenacious and predictable. Curvaceous highways and backroads are finally a welcomed sight from behind the wheel of a Cadillac.

Of course handling is only half of the sport sedan equation. The question everyone asks is, “Is it fast?” Well Johnny, ask no more. The CTS is fast. Not muscle car fast mind you, but fast for a V6 powered 3,694 pound, 5-occupant 4-door sedan. Look for 0 to 60 mph in the 6.1 to 6.3 second range. A sudden prod at the throttle will result in an immediate downshift, followed by that aforementioned growl best suited to Linda Blairs part in the Exorcist, and a rapid run up the tach at which time the gearbox smoothly inserts a taller gear into the process and the climb up the tach repeats itself. Highway passing power inspires confidence; the steam doesnt peter-out until somewhere well north of the posted limits.

Isaac Newton noted that, “what goes up, must come down.” In the automotive world this can be interpreted as “what goes must also stop,” hence the strong brakes on the CTS. Although I never measured the distance of the several panic stops I undertook to test the 4-wheel discs, my subjective sense is it grinds to a halt rapidly, very rapidly. The anti-lock system cut-in at the appropriate interval and ensured that control was easily maintained. The brakes were fade-free and pedal effort was on the light side, but braking force was easily modulated.

I feel less enthusiastic about the cars traction control. When the system deems it necessary to intervene after detecting wheel-spin, which in the CTS occurs at the rear of the vehicle, it does so in a very intrusive manner. The system seems to cut in and out rapidly, causing some awful banging and jostling from the rear end of the car. It is definitely not as refined as some of its competitors in this regard. Fortunately it can be switched off, but if you like it this way remember that when starting the car up again after it has been shut off the traction control system gets activated by default.

Now that I have mentioned the rear-drive mechanics of the CTS, let the accolades flow. Cadillac gets a big “hooray” from me for averting from its front-wheel drive (recent) past, albeit is one of the last in the premium category to do so. In my view, true performance cars are motivated by either all their wheels or only those in the rear. Throwing upwards of 250 horsepower at the front wheels of a car is just plain unwise due to control difficulties aggravated by torque-steer.

With that rant aside, safety is next on the CTS highlight list. All trim levels are equipped with more airbags than shopping bags on Boxing Day, starting with driver and front-passenger dual-stage frontal, followed by driver and front-passenger seat-mounted side-impact, and finishing up with front to rear side head-curtain airbags. A one-year, free OnStar Safe and Sound package caps off the CTS safety net.

Except for the lack of a six-stacker CD, the base 2004 CTS is well equipped $30,490. The fun begins when either the 1SB or 1SC option package, both of which include the potent 3.6-L growler discussed earlier. These upgrade packages also include loads of additional features to make the CTS as upscale as any of its European rivals.

While it features a lot of goodies fully loaded, its price nears $45K. You might expect to pay this for the prestige of a BMW or Mercedes-Benz, but Caddy still doesnt sit in this rarified crowd in my mind. What leaves me shaking my head further is that I recently spent a week with a 2004 Acura TL that offers more power in a much more refined V6, better interior quality, more features (including a 6-disc stacker) for under $35K fully loaded. Is RWD really worth $10,000? Watch out if Acura ever drops AWD in its TL Cadillac.

After acclimatizing to the odd CTS interior, I grew to appreciate all the good that Cadillac has engineered into its baby sedan. Perhaps its one of those relationships that takes longer to develop than the love-at-first-sight kind, but in the end may be more enduring. Of course, it could just as well be one that gets more annoying with time. Yes, there are things that I would like to see changed before Id haul a wheelbarrow full of greenbacks into my local GM dealer. But if Cadillac continues to evolve in its current direction it wont be long before it arrives as a major premium player, with the well-healed masses stalking GM sales staff in search of a CTS or some other Cadillac product to satisfy their need for speed and luxury.

In the end Cadillacs entry model may fall slightly short of the threshold set by some of the premium brands from Europe and Japan, but its a worthy effort and one that shouldnt be overlooked by anyone in the enviable luxury-performance sedan market.