At least that’s what Cadillac officials intend, especially since the Cadillac ATS arrived to take on compact sedans from Europe and Japan. This latest CTS is now officially benchmarked against the Mercedes-Benz E-Class and BMW 5-Series, not just in size and content, but, for the first time ever, in terms of price.
Now available with three powerplants ranging from small and mighty up to nearly King of the Hill (a range-topping CTS-V can’t be far off), the CTS’ spec sheet looks rather Teutonic indeed.
Smaller can be better, too
Configured as a four or five passenger four-door, the CTS has become the brand’s midsize leader.
At the entry level, a 2.0-liter turbocharged four-cylinder is quite impressive in its own right, making 272 horsepower and 292 lb-ft of torque. With more than sufficient power to get out of its own way, it is slated to be the largest seller in the fleet. For those who think bigger is always better, a 3.6-liter V6 that produces 321 ponies and 275 lb-ft of torque will likely be the motivation of choice.
But Cadillac’s first twin-turbo V6, cranking out out 420 horsepower and 430 lb-ft of torque, the newly-christened CTS Vsport is right up our alley. The most power-dense V6 in the segment, it catapults the CTS to 60 mph in 4.6 seconds. If this is Vsport, imagine what CTS-V will bring.
Order the base 2.0-liter and you’ll net a six-speed automatic transmission with paddle shift controls. Both V6s will feature an eight-speed automatic with paddle-shifters, the same piece of kit seen in Lexus’s IS-F and LS models. There will be no manual transmission on these standard CTS models because, Cadillac says, there’s simply no volume market for it.
While the entry and mid-level powered cars are available with the buyer’s choice of rear or all-wheel-drive models, the V-Sport is exclusively rear-drive and can be ordered with an electronic limited-slip differential.
Through techniques that would make the hosts of “The Biggest Loser” proud, Caddy engineers put the CTS on a severe diet. Extensive use of aluminum shaved weight all around to the tune of 3,600 lbs. overall, down 300-plus lbs. from before and about 200 lbs. skinnier than a BMW 528i.
New looks, in and out
Cadillac says that the CTS’ more athletic appearance and bolder face come courtesy of a global design competition between GM studios. A little longer, a little lower and much leaner than before, the CTS is only a little smaller than the discontinued Cadillac STS. But the STS never had this much style.
While the outside of the CTS features upsized ATS design cues, the inside features much in the way of refinements. Everything within the car is, according to Cadillac, authentic. Meaning, if you see materials that look like leather or wood, they are, in fact, leather or wood. Eight “environments” are on offer, ranging from dead trees of gloss or open pore finish to aluminum and carbon fiber.
Cadillac’s CUE infotainment system makes an appearance, operated by a high-resolution touchscreen with haptic feedback on the center stack. Instead of the control knobs seen in most luxury rivals, the system relies on users to either make the most of the steering wheel controls or to tap away at the screen. We don’t find that objectionable, but we’re still not totally sold on CUE’s overall ease of use.
Drive time
At first glance, it seemed as though the 2.0-liter base engine was all anyone could ever desire from the CTS. Plenty quick thanks to its high power figures and the CTS’ low curb weight, it isn’t quite as refined as BMW’s similar displacement motor, but it feels a little more peppier. For the way most people drive, the 2.0 turbo feels well-suited to the CTS.
Until we got behind the huffed V6 in the Vsport. Sure, the four-cylinder chirped the tires at takeoff if commanded. But those looking for true in-your-face response will find the Vsport more their style.
Brute power with a great throat; enough to cause the hair on anyone’s neck to stand up on end.. That’s the only way to describe the sensation we received when squeezing the accelerator.
We didn’t have the opportunity to spend much time in the 3.6-liter-powered CTS; but we’re not sure we really see the point of it given the strength of the turbo four as a base engine.
Moreover, the CTS can also handle a curve even better than before. Magnetic ride control has made its way down the ladder from the old CTS-V (plus Corvettes and Ferraris). Allowing for instantaneous changes in ride control and stiffness, it was almost imperceptible in execution, changing parameters for Tour, Sport, Track, and Snow & Ice settings. Stepping through the lineup, we found the Tour mode sets the car up for a comfortable ride, while the Sport and Track modes introduced a bit of aggression to the mix.
Electric power steering helps make the most of the CTS Vsport’s planted chassis. On canyon roads in Southern California, this lightened four-door proved razor sharp; almost telepathic in its response. But, as a Cadillac should, the CTS also proved relaxed and comfortable on a highway stint. Being one with the car has rarely been this good.
Strong Brembo-branded brakes, now seen on every model in the lineup, have also been passed down, at least in terms of brand recognition, from the CTS-V. As expected, they reign things in with authority.
Leftlane’s bottom line
By truly innovative engineering that reduces mass and increases balance and output, the 2014 Cadillac CTS is, this time, really ready for its closeup against stalwarts from BMW and Mercedes-Benz.
Previous generations may have talked the talk, and the outgoing CTS-V may have danced with the best of them, but this time the entire CTS range appears to walk the walk.
2014 Cadillac CTS base price range, $46,025 to $69,995.
Photos by Mark Elias.
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