Base price: $31,190
Vehicle type: front-engine, rear-drive; 4-door 5-passenger sedan
Interior volume, F/R/cargo (cu ft) 53/44/13
Wheelbase 113.4 in
Length/width/height 190.1/70.6/56.7 in
Turning circle 35.5 ft
Curb weight 3500–3550 lb
EPA city/hwy mpg 18/25
Fuel-tank capacity/range 17.5 gal/315 mi
Passive restraints driver and passenger front, side, and head airbags; rear head airbags
POWERTRAIN
3.2-liter DOHC pushrod 24-valve V-6, 220 hp; 5-sp man, 5-sp auto
SUSPENSION
F ind, unequal-length control arms, coil springs, anti-roll bar
R ind, multilink, coil springs, anti-roll bar
BRAKES
F/R vented disc/vented disc
ABS standard
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CADILLAC CTS
Cadillac has been working for years to have its cars perceived as legitimate competitors for the likes of BMW, Mercedes, and Audi, and with the arrival of the CTS, we think it’s fair to say that GM’s prestige division is finally back in the hunt. A replacement for the overweight, underpowered Catera, this rear-drive entry-luxury offering has the sinews and reflexes of a contemporary Euro sports sedan—as well as the availability of a manual transmission, a rarity in Cadillacs since WWII.
Much of the ride-and-handling development work on the CTS was done on the ultra-challenging Nürburgring racetrack in Germany, which is where BMW and Porsche do development work. The take-away was a sophisticated suspension setup, with unequal-length control arms (aluminum up front) and Sachs monotube gas shocks at all four corners and anti-roll bars fore and aft. The rear suspension is mounted on a rubber-isolated subframe. The front suspension and the steering rack—along with the engine cradle—are solidly attached to the structure for better feel and control. The Nürburgring influenced pedal placement, brake operation, and even seat design. The result is a Cadillac like no other, with athletic responses and a ride that is firm but supple. As a bonus, the-rack-and pinion steering is linear and informative at all speeds.
CTS Sport models are equipped with a self-leveling rear-suspension, StabiliTrak handling intervention, a variable-assist Speedpro steering rack, and 17-inch wheels with V-rated rubber. The base model has flat-rate steering assist, higher-rate rear springs, no StabiliTrak, and H-rated 16-inch tires. A Getrag five-speed manual gearbox is standard; a five-speed 5L40-E Hydramatic automatic is optional.
Sharing the Sigma platform that is the basis for several new Caddys, the CTS is powered by a 54-degree V-6 displacing 3.2 liters and rated at 220 horsepower and 220 pound-feet of torque. Paired with a manual transmission, the V-6 can propel the CTS to 60 mph in the six-second range.
Interior appointments are a bit of a mixed bag—we’re underwhelmed by the instrument graphics, the high cowl, and the excessively thick steering-wheel section. But the bucket seats are well bolstered and nicely adjustable, there’s lots of room front and rear, and the audio system is excellent. And XM satellite radio is optional (a late addition for the 2003 model year).
We have mixed reactions to the sharply creased bodywork, though all hands agree this car won’t be mistaken for anything else. And we’re also unanimous on this bold new Caddy’s dynamics, which are first-rate. The bottom line: Cadillac nailed its target. In the 10 ring.
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