Cadillac CTS 2014 Review

Cadillac CTS

Jeepers. The Americans are really starting to get the hang of this. You always knew you’d get a lot of quantity – if not quality – with ‘Yank Tanks’ of yesteryear, but that’s clearly changing.

Cadillac’s new ATS compact sedan, launched earlier this year, was the first real sign that the German stronghold on the prestige sedan segment was finally in danger of being breached.

Serving up delicate handling balance, richly tactile steering and agility to rival – if not eclipse – BMW’s benchmark-setting 3 Series, the ATS served notice that the Transatlantic brigade had finally hit the sweet spot.

Now comes the second salvo in the Cadillac onslaught – namely the BMW 5 Series/Merc E-Class-threatening CTS.

Based on an extended version of the Alpha platform used by the ATS, the CTS is claimed to be the lightest car in its segment, tipping the scales at 1640kg – around 90kg less than a BMW 528i.

This is in spite of it being some 67mm longer than the 5 Series – at 4966mm from bumper to bumper. The new CTS is also 127mm longer than its predecessor, 30mm of that extra length coming in the wheelbase, which now extends to 2911mm.

It’s clothed in the latest interpretation of Caddy’s so-called ‘Art & Science’ design language, which brings a bonanza of LED lights and edges sharp enough to virtually draw blood. The CTS may not be to the tastes of those who like rounded, organic shapes, but to my eyes it gels nicely -- particularly out on the road, away from the harsh glare of motor show lighting.

The look is clearly evolutionary and there’s a clear family resemblance with the smaller ATS, yet, if you look closely, the new CTS still has its own identity, which is well removed from the more low-key styling of the German brigade.

The vertically stacked row of LED daytime running lights make a formidable – almost sinister – statement as the CTS looms up in your rear-view mirror. The profile is heavily tapered, with high shoulders and a small greenhouse, and the roofline slopes off in fastback fashion, melding almost seamlessly with the short bootlid.

The CTS is the largest car in its segment and this pays dividends in terms of generous leg and head room both front and rear, although the smallish windows means it perhaps lacks the airiness of some rivals.

Where the latest CTS makes a quantum leap over its predecessor is in the upmarket ambience of its cabin. With American cars of the past you almost expected a cheap, plasticky interior with fit and finish that could only be described as mediocre. This isn’t the case with the third-gen CTS, which is trimmed in high-quality leather, wood and piano-black trim, with soft-touch materials used throughout the cabin.

The interior designers also earn kudos for the sweeping dashboard layout, which has a distinct driver-focused feel to it. About the only gripe is that the climate and infotainment controls – although pleasing to the eye – aren’t particularly tactile to use.

There are two engines on offer in the new CTS line-up, with the familiar 240kW 3.6-litre V6 now joined by a punchy 2.0-litre four-cylinder turbo motor that pushes out a robust 203kW and 400Nm -- which is actually more torque than the 373Nm produced by the V6, helping it sprint to 100km/h four-tenths sooner in 6.3 seocnds.

Unfortunately we didn’t get the chance to sample the turbo four-pot at the Middle East media launch, so we can only comment for now on the V6 version. First impressions are of a smooth and refined package, with the CTS able to cruise in relative silence even at 160km/h.

Wind and road noise are well suppressed and ride quality is never less than cosseting – aided by Magnetic Ride Control, which is billed by Cadillac as the “world’s fastest reacting suspension”.

The only real criticism out in the real world is that the eight-speed automatic transmission (the turbo-four gets a six-speed) has a tendency to ‘hunt’ in hilly terrain, as it appears unable to decide which ratio it should be in at any given moment. This is particularly evident if you’re on in ‘press-on’ mode. One way to negate this annoying trait is to simply take charge of shifting duties yourself via the tactile steering wheel paddles.

Being a significantly larger car than its ATS sibling, the CTS isn’t quite as agile as its little brother, but it still feels nicely balanced and doesn’t generate armloads of understeer if you start heaving it into tight corners. The 5 Series and new E-Class still have a slight dynamic superiority, but the Caddy possibly edges them in terms of refinement.

The feature list is extensive, as it includes Cadillac’s first 20-way adjustable front seats, a motorised cup-holder lid in the centre console, an electronically locking glovebox, an adaptive remote start feature that also activates the standard climate-control and Bose 11-speaker sound system, or the optional Bose Centerpoint Surround Sound system with 13 speakers.

The safety-kit quota is also comprehensive, comprising Adaptive Cruise Control, Automatic Collision Preparation, Lane Departure Warning, Side Blind Zone Alert, Rear Cross Traffic Alert, Rear Vision Camera With Dynamic Guidelines and Adaptive Forward Lighting.

Pricing is also a strong suit, and with the base four-cylinder turbo variant starting at just over $A56,000 in the Middle East, it all adds up to a compelling package.

German badge snobs may thumb their noses at the Cadillac, but they’d be doing themselves a disservice, because the CTS has now finally arrived in the big league – and it’s done so purely on merit.

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