By Christopher A. Sawyer
The Virtual Driver

(June 14, 2014) Until the 2014 version, I was never a fan of Cadillac’s CTS. What entered the market in 2002 as a BMW 5 Series-sized car for the price of a 3 Series has become a 5 Series competitor at a 5 Series price. The CTS is more mature, well-rounded and competitive than at any time in the history of the nameplate.



It shows what is possible when all of the constituencies within GM sit down, cogently define the market, and focus all of their efforts on producing a vehicle that meets those criteria. If it has any fault, it is that Cadillac is still a bit too concerned with what makes a BMW a BMW and not what makes a Cadillac a Cadillac.

The CTS name, for those who still don’t know, once stood for “Catera Sport Sedan” much as STS stood for “Seville Sport Sedan” and DTS for “DeVille Sport Sedan”. (XTS stands for nothing, as anyone who has driven it can attest.) It was a direct replacement for the Opel-based Cadillac Catera (pictured at right), a vehicle that was neither fish nor fowl, and whose greatest accomplishment was that it did less harm to Cadillac’s image than the front-drive, Chevy Cavalier-based Cimarron.

On the plus side, it was a trim four-door sedan from Europe. On the minus side… I don’t have enough time to list the car’s many faults and failings.

Lauded for being the vehicle that brought to market Cadillac’s “Art & Science” design language, the first CTS was a shock not only for its angular styling, but also for its reduction of what constituted America to a series of clichés. Case in point: the exterior styling was meant to mimic the look of the F-117 Nighthawk Stealth Fighter, while the large center stack was designed to have the look and feel of a tower computer. Stealth fighters and computers. Those were the modern things for which the U.S. was known, and both had moved on by the time the CTS debuted.



Lincoln, on the other hand, turned to British designer Gerry McGovern to rethink its styling, and he leaned heavily on traditional shapes and ideas, underpinned by a stalwart optimism and “Aw shucks” sense of self. However, Lincoln folded its tent and hid, while GM pushed forward with Cadillac’s renaissance.

In time, it adopted the bravado and swagger that comes with V8 power (the V Series), and continued to hone and refine the look and feel established by the first CTS. What began as an over-styled and plasticky ersatz sport sedan soon became a car whose buyers could hold their heads high.

The third generation CTS, which launched in the 2014 model year, retains some of the hallmarks of the those cars, but makes a giant leap in capability, quality, craftsmanship, comfort and style. Freed from its task of covering both the small and midsize sport sedan market by the introduction of the ATS, the CTS is now more focused. The chassis underneath may be that of the smaller ATS, but it has been suitably upsized and upgraded for its new task. Like that car, the CTS weighs less than the equivalent BMW model; Cadillac claiming the base CTS is about 200 lb. lighter than BMW’s 528i.

And though this may be heresy to those eagerly anticipating the full-blown CTS-V, the combination of a rigid multi-material structure (high- and ultra-high-strength steel, aluminum and magnesium), powerful 3.6-liter V6 (321 hp @ 6800/275 lb-ft @ 4800) mated to a paddle-shift 8-speed automatic transmission, standard Brembo front brakes, and fully independent suspension with magnetorheological (MR) dampers creates a car that is quick, quiet and capable. You really don’t need anything more, though the 420-hp/430 lb-ft twin turbo V6-powered Vsport model is an enticing prospect.

In light of the electronic fussiness and overkill of the CUE infotainment system, powered cupholder cover and pivoting power cover below the center stack display, it’s a bit surprising that the CTS is not bedeviled by “Sport” buttons and other ephemera that seek to enhance the driving experience by altering steering feel, throttle tip-in, suspension rate, etc. Maybe it’s because the car doesn’t need them.

The ZF electric power steering is precise and surprisingly quick, and works well with the MR dampers and fully independent suspension to make the CTS feel agile and focused. Unlike Cadillacs of old, the CTS doesn’t float over bumps; it ignores them. The suspension reacts immediately to changes in topography, speed and driving style, while the brakes bring the car to a stop quickly and with little to no drama. Plus, it combines this frisky nature with a youthful maturity heretofore not seen in Cadillac’s of any stripe. This is progress worth celebrating.

Unfortunately, not everything is as perfect as the ride/handling compromise. The third generation CTS is 4.2 inches longer, nearly an inch lower and rides on a 1.2-in longer wheelbase than the outgoing version. That meant stretching the ATS’s wheelbase by 5.3 inches, and widening the front and rear tracks by 1.9 and 0.8 inches, respectively. This gives the CTS something the ATS doesn’t have — an accommodating rear seat — but it still feels a bit cozy in the back compared to some of its competition.

Further, the rear deck is so high that you are forced to rely on the rearview camera to see what’s behind, and the front and rear automatic rear braking found in the $,2540 Driver Assist Package to keep from running into things.

And while the beveled, nearly frameless rearview mirror lends an air of sophistication to the interior, the jumble of materials does not. It’s best to order the Jet Black/Jet Black Accents interior trim found on our test car as it reduces the seeming plethora of contrasting materials, but at the cost of making the interior feel a bit dark and foreboding.

Each is a high quality choice, but they often compete for attention. If anything, it shows that GM Design is still uncertain how to express the mid-size Cadillac’s American personality without resorting to brashness and excess; traits that are still part of the exterior design as well. You expect more confidence from a vehicle with an as-tested price tag of $66,830.

Unless style or the shallow prestige of a German badge are the driving forces in your life, don’t let these relatively minor faults dissuade you from the CTS. In the current crop of mid-size sport sedans it has the liveliest and most rewarding chassis, a surprisingly supple ride, and the interior quiet you expect from a car in its class. The powertrain is effective, if slightly thirsty, and can only be faulted for not feeling or sounding as powerful as it claims.

With just a little more refinement and focus, the CTS will be a true world beater.

The Virtual Driver