| Note:
This review was done on a 2005 CTS-V and the specs are for that vehicle.
Changes for 2006 include a bump up in displacement from 5.7 liter to 6.0
liter. Horsepower and torque are the same, but maximum torque comes
in at 4,400 rpm instead of 4,800 rpm. Fuel economy has improved
enough to eliminate the gas guzzler tax that was added to the 2005 model |
A
400-horsepower sedan
What’s
more American than a Cadillac? How about a Cadillac CTS-V with a whopping V-8
that can blister the tires and lunge to 60 miles per hour in 4.6 seconds?
Tire-scorching horsepower is about as American as you can get.
 This
high-performance version of the CTS was created to challenge comparable
performance models from Audi, BMW and Mercedes-Benz. Cadillac will build
only a few thousand, so expect waiting lists and premium prices. The test
car’s sticker price was $52,495, and that compares favorably with the
Audi S4.
BMW’s new M5 and the Mercedes-Benz E55 are both in the $80,000 plus range.
Cadillac, the brand, is in the middle of an extreme makeover, and the CTS-V
has received a major heart transplant. For the ultra-performance model, the
standard 3.6-liter, 255-horse V-6 has been shelved, and a 400-horsepower,
5.7-liter heart based on the current Corvette has been stuffed inside the simple suit of
sharply pressed sheetmetal. Talk about kickin’ things up a notch.
Visually, you can tell the CTS-V by its fat tires, squat stance and deeper
front spoiler. Scoops by the fog lights provide ventilation for the front
brakes. Honeycomb mesh is used for the grille. The V is currently available in
silver, black, red and stealth gray.
 The
aluminum 5.7-liter engine is mated to a six-speed manual transmission for
maximum performance, and it’s a great combination, with one exception.
Accelerate gently, and the CTS-V forces you to shift from first to fourth gear,
just like the Corvette. The skip-shift feature is there to achieve better
city fuel economy numbers in the Environmental Protection Agency’s test, but
it’s annoying. I know it can be defeated with an aftermarket switch, but I wish
it weren’t there to begin with.
Tighter ratios in the six-speed gearbox would make the driving experience
more fun because fifth and sixth are both overdrive gears. No automatic
transmission is offered.
The rear-drive CTS-V is a well-balanced platform that handles copious amounts
of horsepower reasonably well, thanks to a reworked suspension, 18-inch tires
and huge, 14-inch Brembo disc brakes. Hydroformed steel cradles are used
front and rear to handle the extra demand from the V-8. Stiffer springs, bigger
shocks and fat stabilizer bars keep the CTS-V pretty flat in turns. The
suspension was tuned during extensive testing at the famous Nurburgring track in
Germany.
In city driving, the CTS-V’s ride is just this side of being too firm. The
car is secure and well-planted. Probing its performance envelope is not
something one can do safely on the street. It would be fun to spend some time
with it on a track.
 An
understated interior matches the subtle exterior. There are brushed
aluminum accents on the steering wheel and gearshift knob. The deeply contoured
leather buckets have suede inserts to hold occupants in place during spirited
driving.
The gauge package is subtle with white letters on a black background. A
digital readout at the bottom of the tachometer supplies various bits of
information, and includes a gauge that shows peak and momentary lateral
acceleration in turns. This g-meter is clever and fun.
The Cadillac’s center stack is shaped to resemble a computer tower, and it
looks a bit dated. A navigation system and XM satellite radio are
standard, as is OnStar.
Side-curtain airbags, antilock brakes, traction control and the Stabilitrak
vehicle stability program are also standard.
While the CTS-V is a low-volume model, it is the best evidence yet that
Cadillac intends to position itself as a major competitor with the best
performance sedans from Europe.
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