Ripping gears in a Cadillac just doesn't compute. When there's a wreath and crest staring back at you from the steering wheel, the act of grabbing rubber into third feels awkward, almost wrong. Cadillacs aren't supposed to bark their tires with every shift, let alone even allow you to do the shifting in the first place.
But this is no ordinary Cadillac. Sure, it has the crest and the leather and the fancy technology like all the others, but it also has something that no other Cadillac has ever had before it — a "V" at the end of its name. A seemingly innocent suffix, but one that designates this particular CTS as a member of Cadillac's new family of high-performance vehicles designed to push the limits of their respective platforms. V-Series vehicles are Cadillac's answer to BMW's M cars and the AMG rockets from Mercedes-Benz — serious competition for sure, but nothing that the right V8 and a little tuning on the Nurburgring can't conquer.
To put it simply, the CTS-V is a wickedly fast four-door from Cadillac that can not only pin you in your seat like a Corvette, it can dance around a corner and sound like one, too. Not a surprise given that this fast Caddy uses the same engine found in the track-ready Z06 'Vette, but even with that nugget of information planted firmly in the back of your brain, the rest of your gray matter is still left trying to rationalize such a strange combination of power and pedigree. Whether you're able to come to grips with its existence matters little, as the capabilities of the CTS-V are more likely to leave you asking for more rather than why.
When Cadillac made the decision to go heads-up with the heavyweights of the autobahn, it knew there would be no tolerance for weakness. With cars like the Mercedes-Benz E55 AMG thumping out nearly 500 horsepower, the CTS-V was going to need more than just a warmed-over V6 to keep up. A quick rummage through the GM parts bin yielded a potent, but unlikely answer in the form of Chevrolet's LS6 V8. Its push-rod design might seem a bit archaic compared to the four-valve, multicam designs of the competition, but when it comes to delivering plenty of torque-rich thrust, the LS6 is every bit as capable as the high-tech European mills.
Not that the LS6 doesn't make use of the latest in engine technology itself. Features like an aluminum block and pistons, hollow intake valve stems, sodium-filled exhaust valves, electronic throttle control and a composite intake manifold help the 5.7-liter V8 crank out 400 horsepower and 395 pound-feet of torque. CTS-specific pieces include a revised induction system with three separate intakes, a specially designed engine cover to reduce unwanted noise and a custom dual-exhaust system to bring out the kind of sounds you do want.
As much credibility as the LS6 lends to the package, the real mark of distinction for this luxury speed sled is the six-speed manual transmission that sits behind the big V8. Automatics might produce more consistent results, but offering the ability to work the gearbox yourself pushes the CTS-V up yet another notch on the enthusiast meter. With BMW's M5 on hiatus for 2004, no other car in the category currently offers a manual and even the M5 is switching to a Sequential Manual Gearbox for 2005.
In order to handle the substantial power being sent through the CTS-V's T56 gearbox, the rest of the drivetrain was upgraded with a larger driveshaft, reinforced differential housing and heavy-duty CV joints. More subtle upgrades like revised hydraulic engine mounts and a strengthened engine cradle further bolster the case that the CTS-V is more than just a big-engine-stuffed-in-a-small-car kind of transformation.
As you might expect, the lethal combination of LS6 power and a six-speed gearbox translates into impressive numbers at the test track. Our quickest 0-to-60 run came in at 5.1 seconds, while the fastest run through the quarter-mile took just 13.5 seconds at 107 mph. Not exactly Z06 numbers, but with an extra 734 pounds onboard we didn't expect the CTS-V to do the impossible. We also didn't expect its rear wheels to hop violently with every launch, but every time we tried to leap out of the hole, the rear meats bounced up and down so wildly that the tailpipes whacked the bodywork. Not exactly what you expect for $50K. We tried everything from keeping the traction control on to leaving the line lightly but nothing worked. It's not the kind of shortcoming that takes away from the car's ultimate abilities, but it's an inexcusable deficiency that gives the CTS-V a decidedly primitive feel compared to its European counterparts. As we said before when you're going up against the big boys, there's no room for weaknesses.
That same suspension displays no such flaws when it comes to keeping the car well planted on the street. Like the standard CTS, the CTS-V spent significant time at the grueling Nurburgring test track in Germany where engineers fine-tuned every aspect of its suspension setup. The result is a set of revised springs, shocks and bushings that work with the ultrastiff chassis to deliver the kind of confidence that makes the CTS-V every bit as fun to drive as an M5.
Whether you're threading tight turns or sliding through long sweepers, the CTS-V displays the kind of delicate chassis balance that has always made BMWs feel a cut above their peers. The car steps out predictably when you probe its limits and even the steering is so well sorted that it rarely leaves you guessing. Like the Z06, the CTS-V offers a competitive mode for the stability control system that can be selected for a little more leeway when running hard, but we found the standard mode so unobtrusive that we doubt most owners will see the need. After a spirited test-drive, one clearly impressed editor wrote: "It may not be as slick as a BMW in its overall manner, but the way in which it begs to be driven hard is reminiscent of just about every 3 Series I've driven in the last five years."
Not everyone agreed as wholeheartedly about the refinement of the CTS-V, however, as there were several complaints about the rubbery feel of the shifter and the touchy brakes. "This car matches up well with good European sedans in so many ways, but the feel of its shifter is certainly not one of them," one driver wrote. The brakes turned in an impressive 115-foot stop from 60 mph at the test track, but the feel through the pedal was vague at times and we recorded inconsistent stops after the first test. Other minor gripes included mismatched pedal heights that make heel-and-toe downshifting awkward and a steering wheel that could stand to lose an inch or two in diameter.
The interior of the CTS has never been one of its strong points, but the V-Series designers did manage to spruce up the cabin with a few worthwhile upgrades. The most obvious change is the new instrument cluster that trades the standard sedan's cheap-looking gauges for a set of more upscale dials that look at home in a $50,000 luxury sedan. Not only is it a better-looking setup, but it also incorporates an additional onboard computer readout that displays traditional info like oil pressure and water temperature; this setup may also be programmed to show lateral G-forces. It's an unnecessary and sometimes distracting gadget, but one that shows just how far Cadillac is willing to go to establish the CTS-V as a serious performance car.
Suede seat inserts help the already well-bolstered seats keep you in place and the surrounding leather is top quality. Editor in Chief Karl Brauer called the seats "phenomenal," further adding, "The look, feel, comfort, adjustability and support provided are far better than its German counterparts." Aluminum and satin chrome accents attempt to spruce up the dashboard area, but the overall look still suffers from the inherent ugliness of the CTS' interior design. A sunroof is the lone option, as the CTS-V is otherwise loaded with all the goodies you pay extra for in the standard model. The list includes everything from a DVD-based navigation system and xenon headlights to an eight-speaker Bose audio system that's outstanding in its sound quality but frustrating in its operation.
Minor annoyances aside, the CTS-V is hard not to like. Ridiculously fast in a straight line and utterly composed in the corners, this is a car that reminds you why V8s rule the world. With an improved rear suspension and better-looking interior, it would rival the world's best, but even in its current form there's still plenty to get excited about. A Cadillac that's fast, "affordable" and fun? It shouldn't compute, but when it comes to the CTS-V, it adds up to one of the best Cadillacs ever.
But this is no ordinary Cadillac. Sure, it has the crest and the leather and the fancy technology like all the others, but it also has something that no other Cadillac has ever had before it — a "V" at the end of its name. A seemingly innocent suffix, but one that designates this particular CTS as a member of Cadillac's new family of high-performance vehicles designed to push the limits of their respective platforms. V-Series vehicles are Cadillac's answer to BMW's M cars and the AMG rockets from Mercedes-Benz — serious competition for sure, but nothing that the right V8 and a little tuning on the Nurburgring can't conquer.
To put it simply, the CTS-V is a wickedly fast four-door from Cadillac that can not only pin you in your seat like a Corvette, it can dance around a corner and sound like one, too. Not a surprise given that this fast Caddy uses the same engine found in the track-ready Z06 'Vette, but even with that nugget of information planted firmly in the back of your brain, the rest of your gray matter is still left trying to rationalize such a strange combination of power and pedigree. Whether you're able to come to grips with its existence matters little, as the capabilities of the CTS-V are more likely to leave you asking for more rather than why.
When Cadillac made the decision to go heads-up with the heavyweights of the autobahn, it knew there would be no tolerance for weakness. With cars like the Mercedes-Benz E55 AMG thumping out nearly 500 horsepower, the CTS-V was going to need more than just a warmed-over V6 to keep up. A quick rummage through the GM parts bin yielded a potent, but unlikely answer in the form of Chevrolet's LS6 V8. Its push-rod design might seem a bit archaic compared to the four-valve, multicam designs of the competition, but when it comes to delivering plenty of torque-rich thrust, the LS6 is every bit as capable as the high-tech European mills.
Not that the LS6 doesn't make use of the latest in engine technology itself. Features like an aluminum block and pistons, hollow intake valve stems, sodium-filled exhaust valves, electronic throttle control and a composite intake manifold help the 5.7-liter V8 crank out 400 horsepower and 395 pound-feet of torque. CTS-specific pieces include a revised induction system with three separate intakes, a specially designed engine cover to reduce unwanted noise and a custom dual-exhaust system to bring out the kind of sounds you do want.
As much credibility as the LS6 lends to the package, the real mark of distinction for this luxury speed sled is the six-speed manual transmission that sits behind the big V8. Automatics might produce more consistent results, but offering the ability to work the gearbox yourself pushes the CTS-V up yet another notch on the enthusiast meter. With BMW's M5 on hiatus for 2004, no other car in the category currently offers a manual and even the M5 is switching to a Sequential Manual Gearbox for 2005.
In order to handle the substantial power being sent through the CTS-V's T56 gearbox, the rest of the drivetrain was upgraded with a larger driveshaft, reinforced differential housing and heavy-duty CV joints. More subtle upgrades like revised hydraulic engine mounts and a strengthened engine cradle further bolster the case that the CTS-V is more than just a big-engine-stuffed-in-a-small-car kind of transformation.
As you might expect, the lethal combination of LS6 power and a six-speed gearbox translates into impressive numbers at the test track. Our quickest 0-to-60 run came in at 5.1 seconds, while the fastest run through the quarter-mile took just 13.5 seconds at 107 mph. Not exactly Z06 numbers, but with an extra 734 pounds onboard we didn't expect the CTS-V to do the impossible. We also didn't expect its rear wheels to hop violently with every launch, but every time we tried to leap out of the hole, the rear meats bounced up and down so wildly that the tailpipes whacked the bodywork. Not exactly what you expect for $50K. We tried everything from keeping the traction control on to leaving the line lightly but nothing worked. It's not the kind of shortcoming that takes away from the car's ultimate abilities, but it's an inexcusable deficiency that gives the CTS-V a decidedly primitive feel compared to its European counterparts. As we said before when you're going up against the big boys, there's no room for weaknesses.
That same suspension displays no such flaws when it comes to keeping the car well planted on the street. Like the standard CTS, the CTS-V spent significant time at the grueling Nurburgring test track in Germany where engineers fine-tuned every aspect of its suspension setup. The result is a set of revised springs, shocks and bushings that work with the ultrastiff chassis to deliver the kind of confidence that makes the CTS-V every bit as fun to drive as an M5.
Whether you're threading tight turns or sliding through long sweepers, the CTS-V displays the kind of delicate chassis balance that has always made BMWs feel a cut above their peers. The car steps out predictably when you probe its limits and even the steering is so well sorted that it rarely leaves you guessing. Like the Z06, the CTS-V offers a competitive mode for the stability control system that can be selected for a little more leeway when running hard, but we found the standard mode so unobtrusive that we doubt most owners will see the need. After a spirited test-drive, one clearly impressed editor wrote: "It may not be as slick as a BMW in its overall manner, but the way in which it begs to be driven hard is reminiscent of just about every 3 Series I've driven in the last five years."
Not everyone agreed as wholeheartedly about the refinement of the CTS-V, however, as there were several complaints about the rubbery feel of the shifter and the touchy brakes. "This car matches up well with good European sedans in so many ways, but the feel of its shifter is certainly not one of them," one driver wrote. The brakes turned in an impressive 115-foot stop from 60 mph at the test track, but the feel through the pedal was vague at times and we recorded inconsistent stops after the first test. Other minor gripes included mismatched pedal heights that make heel-and-toe downshifting awkward and a steering wheel that could stand to lose an inch or two in diameter.
The interior of the CTS has never been one of its strong points, but the V-Series designers did manage to spruce up the cabin with a few worthwhile upgrades. The most obvious change is the new instrument cluster that trades the standard sedan's cheap-looking gauges for a set of more upscale dials that look at home in a $50,000 luxury sedan. Not only is it a better-looking setup, but it also incorporates an additional onboard computer readout that displays traditional info like oil pressure and water temperature; this setup may also be programmed to show lateral G-forces. It's an unnecessary and sometimes distracting gadget, but one that shows just how far Cadillac is willing to go to establish the CTS-V as a serious performance car.
Suede seat inserts help the already well-bolstered seats keep you in place and the surrounding leather is top quality. Editor in Chief Karl Brauer called the seats "phenomenal," further adding, "The look, feel, comfort, adjustability and support provided are far better than its German counterparts." Aluminum and satin chrome accents attempt to spruce up the dashboard area, but the overall look still suffers from the inherent ugliness of the CTS' interior design. A sunroof is the lone option, as the CTS-V is otherwise loaded with all the goodies you pay extra for in the standard model. The list includes everything from a DVD-based navigation system and xenon headlights to an eight-speaker Bose audio system that's outstanding in its sound quality but frustrating in its operation.
Minor annoyances aside, the CTS-V is hard not to like. Ridiculously fast in a straight line and utterly composed in the corners, this is a car that reminds you why V8s rule the world. With an improved rear suspension and better-looking interior, it would rival the world's best, but even in its current form there's still plenty to get excited about. A Cadillac that's fast, "affordable" and fun? It shouldn't compute, but when it comes to the CTS-V, it adds up to one of the best Cadillacs ever.
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