2009 Cadillac CTS Review

Specifications

Cadillac is on a tear at the moment. First, we have the perennial best-selling Escalade which, despite stiff competition from overseas and domestic manufacturers, continues to be THE vehicle that comes to mind when we think of the premium luxury SUV market segment.

Next, the confident American luxury automaker, sometimes maligned for a lack of technological advancement, releases the alternative-power Provoq concept at the 2008 edition of the Consumer Electronics Show. The Provoq already gets big points for being at the forefront of what Cadillac calls a movement to “petroleum-free luxury transportation”, but its styling, recalling the exciting Cien concept released in celebration of the marque’s centennial in 2002, is what will capture the eye of the enthusiast. Still, the best was still yet to come.

In an effort to further capitalize on the runaway success of the latest generation CTS sports sedan, Cadillac unveiled the new CTS-V as an ‘09 model at the North American International Auto Show in Detroit on Sunday. Due to hit showrooms in late 2008, the 2nd generation CTS-V serves as the newest addition to Cadillac’s now celebrated performance division, and whose sole purpose is to bring the manufacturer’s “V” line to the level of BMW’s “M” division, Audi’s “RS” line and Mercedes-Benz’s “AMG” products. So, how do you improve on a model that is already outselling it’s proposed targets, and give it what’s needed to do battle with the industry leaders from Germany? Well, like any sports-sedan manufacturer worth its salt, you start by adding more power. A LOT more. The 2009 CTS-V will come with a derivative of the LS9 V8 used to power GMs new flagship sports car, the Corvette ZR1. Officially called the LSA V8, it’s fitted with a sixth gen Eaton supercharger and pumps out an estimated 550 horsepower and 550 lb–ft of torque. This is up one supercharger, two cylinders, almost 250 horsepower and 277 lb–ft, respectively over the, ahem, vanilla CTS. These figures also represent the high-water mark for Cadillac cars—never before have we seen these numbers on a Cadillac spec sheet this side of the 2001-02 Le Mans prototype racers. Not even 2006’s supercharged XLR-V had the output to match the latest from Cadillac’s performance division. Thanks to either GM’s Tremec TR6060 six-speed manual or a six-speed Hydra-Matic automatic with column-mounted paddle shifters, drivers should have no problem exploring the depth of power offered by the General’s latest chest-thumping V8.

But why? Why does Cadillac, historically known for its luxury models, see the need for a foray into the hard hitting V8 sports sedan market? Clearly the crested wreath brand is making efforts to add sportiness to its image, that for the first time in the model’s (albeit brief) history, GM has plans to market the CTS-V in Europe. This seems like a natural progression, given the fact that Cadillac has never been shy about revealing that the car has undergone extensive testing at the demanding Nurburgring North Circuit proving ground in Germany’s picturesque Eiffel region. Perhaps even more importantly, this also means that Cadillac is prepared to take the fight right to the respective doorsteps of the big three German manufacturers, which have pretty much resided untouched atop the luxury sports-sedan market for many years. This will be the first time a North American automaker really gets a shot at German Bahnstormers such as BMW’s M5 or the S6 from Audi, two vehicles that have always been noted for their refinement as well as their performance.

Ahh, that buzzword, refinement. Often obsessed over by designers, to the point where a “refined” car can far too easily be described as a “boring” car. Case in point: While Audi has always been lauded for its rich interiors, models from BMW, noted for handling prowess, are notorious for coming up short on features when compared to the competition, with the exception of the top-flite 7-series. In contrast with their exterior styling, the interiors have stayed true to the German mantra of “function above all”. Not so the CTS-V; it has years of luxurious Cadillac interiors as inspiration for a striking cockpit. If without one look inside the cabin you can’t see the racing spirit bursting from beneath the upholstery, then you have no business even considering a car like this Caddy. It starts with the seats; these are no-holds-barred performance items from Recaro, complete with pneumatically adjustable bolstering designed to keep the driver firmly in place. This was previously a Mercedes-only feature, and the fact that Cadillac has taken note is yet another shot across the bow of yet another German automaker. Along with the steering wheel and shifter, the race-bred Recaros emblazoned with Cadillac’s now well known “V” symbol are covered in grippy Alcantara, another first for a company where previously, leather was exclusive. After glancing at the deeply recessed gauges and the Obsidian center console, the best way to describe the interior would fall somewhere in-between “refined” and “aggressive”; for lack of a better term, let’s go with “refined aggression”. Creature comforts include a Bose Premium audio system with pop up screen, a 40 gigabyte hard-drive for all your jukebox and navigation needs, and Bluetooth hands-free technology.

The exterior, on the other hand, leaves no question concerning the CTS-V’s intentions. The Billet grille and vent covers, the ground-hugging stance and the prominent bulge on the hood required to accommodate the blower sitting atop the big 6.2-liter V8, all do a masterful job of hinting at the car’s performance potential. The only problem here, if Cadillac really expects to make a splash in this sector both here and abroad, is that many may think that all the car is good for is straight line bursts from stoplight to stoplight, due to its hot-rod inspired styling. But this would be inaccurate.

Also new to the 2009 model is what Cadillac calls Performance Traction Management. Don’t be fooled; this is not simply a fancier name for Traction Control or Stability Management—in fact, it is an entirely new system that encompasses both. Instead of simply applying more brake pressure to a slipping wheel, such as the front inside right upon a full throttle exit from a sharp right hand bend, the system actually limits the torque dispersal to said wheel, allowing for the best possible launch, either from a stop or otherwise. This technology is borrowed from the CTS-V racing program that takes part in the SCCA Speed World series, and when one considers the success Team Cadillac has had there since its inception in 2004 (Manufacturers champion in 2005, 2006 and runner-up in its inaugural year), this feature is not something to be scoffed at. In fact, the only other manufacturer to use this system is Ferrari, and you don’t need me to tell you the accolades that manufacturer has received with regards to the handling of its models.

The dynamic aides don’t stop there, as Cadillac has also upped the ante with regards to the CTS-V’s suspension system. Of most importance here is the inclusion of what Cadillac calls Magnetic Ride Control (MRC). The movement of the shock absorbers is now controlled by electro-magnets, allowing each wheel to literally sense the road and the driver’s inputs and respond accordingly. How? Simply put, tiny iron particles are suspended within the suspension fluid, and upon sensing a magnetic pulse triggered by a network of sensors attached to each wheel, they form tight groups, providing stiffer damping in mere milliseconds. Add the stopping power of Brembo brakes (the front wheels receive six piston calipers while four are reserved for each back wheel) and the road-holding ability of the super-soft Michelin Pilot Sport 2 tires, and I don’t know how anyone can mistake this car for anything less than a luxury performance sedan of the highest order.