Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

Of course there is, and that reason is the same reason that the CTS-V Sportwagon exists in the first place:  because it’s awesome.  It’s hard to imagine how a track-ready, monster-engined station wagon could fail to be awesome, in fact.  But maybe that’s just me.
The CTS-V Sportwagon has everything that’s good about Cadillac’s luxury sport sedan, including the elegant, hand-cut and -stitched leather interior, LED-lit dash with retractable information screen and comfortable seating.  A panoramic sunroof is also available, taking advantage of the CTS Sportwagon’s longer roof.  Cadillac’s complement of standard luxury equipment includes a navigation system, backup camera and BOSE sound system.  To make things sweeter, the high-performance version is available with Recaro racing seats and an Alcantara-wrapped steering wheel (that can also be heated).  The CTS-V Sportwagon’s cabin is extremely comfortable, and unmistakably Cadillac in design.  The 25.4 cubic-foot cargo area is better thought-out than many luxury haulers, with storage space under the floor and generous space.

Usually when I’ve got a performance car, my passengers are happy if I open it up a little bit.  That same exercise in the CTS-V Sportwagon was met with horrified silence, though.  Why?  Because this thing has absolutely no right to be as shatteringly fast as it is, that’s why.  It’s a station wagon.  The additional styling flares and big wheels are there, but in the end there’s just not enough going on outside to indicate the V8-powered violence that is unleashed when you floorboard the loud pedal in a CTS-V Sportwagon.  Give it a stomp and this cargo-carrying Caddy launches with a roar and explosive acceleration interrupted only by the rear tires’ barking as you upshift into second and then third gear.  In short, it’s Fun, with a capital F.  Just make sure you warn the folks in the back seat what’s about to happen.  Under the hood, there’s a 556-horsepower supercharged 6.2 liter V8.  The supercharger is an exotic Eaton Twin Vortices Series unit with an intercooler and a high-flow design that reduces supercharger whine.  There’s a limited-slip differential down there, to keep all of that power from exiting via one wheel.  A choice of six-speed manual or six-speed automatic transmissions is offered.

Cadillac’s Magnetic Ride Control active suspension is standard on the CTS-V Sportwagon, and helps to keep body roll to a minimum in the twisties.  Almost instantaneous response to the road and driver input enables the shocks to balance handling with comfort, and this blinding performer is tractable enough to drive daily without rattling the teeth out of your head, even in pothole-crazy Detroit.  The track-ready, fade-free brakes are by Brembo.  It’s a perfect mix; the CTS-V Sportwagon is shatteringly fast and daily-driver comfortable yet just raw enough that it’s fun at legal speeds, too.  A Mercedes E63 AMG can be fun, but you have to be approaching triple-digit speeds before the adrenaline really starts to flow. The loud and proud CTS-V Sportwagon is a blast at 30mph, too.

To the average onlooker, the CTS-V Sportwagon does not shout its performance abilities.  That’s part of the reason it was so easy to shock my passengers.  The CTS wagon’s elegant lines are familiar enough to anyone who’s seen a modern Cadillac, with a broad grille and vertical headlights, sharp-edged angles, tall LED taillights and a distinctive V-shaped rear aspect.  The CTS wagon’s cargo area is smoothly added to the sedan silhouette, and a fast rake to the rear glass gives it a strong, sporty look.  Only the gearheads will notice that the CTS-V Sportwagon is bulked up, with a domed hood, functional front fender vents and a special high-airflow mesh grille replacing the family grin.  Nineteen-inch wheels shod in Michelin Pilot Sport PS2 tires are standard, the better to keep all of that power on the pavement.

In short, there’s just no finer way to go zapping away from traffic lights with a month’s worth of groceries and an antique end table along for the ride.   The CTS-V Sportwagon is an utterly successful marriage of world-class sports sedan and station wagon.  And if you’re looking for a Corvette-engined supercharged station wagon…well, there just aren’t that many choices, anyway.  For that reason, perhaps, the CTS-V Sportwagon doesn’t come cheap.  MSRPs start at $62,165, and my test vehicle stickered for $70,735 after the panoramic sunroof, Recaro seats, wood trim and gas guzzler tax were added.  Yeah, it’s kind of stupid.  And you know what?  Worth every penny.

All specs are for the 2011 Cadillac CTS-V Sportwagon.
Length:  191.3 in.
Width:  72.6 in.
Height:      59.1 in.
Wheelbase:  113.4 in.
Curb weight:  4390 lb.
Cargo space:   25.4 cu.ft. (seats up); 58.0 cu.ft. (seats folded)
Base price:  $62,165
Price as tested: $70,735
Engine:   6.2 liter supercharged OHV V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 556 @ 6100
Torque:  551 @ 3800
Fuel capacity:
Est. mileage:   14/19

Cadillac does away with the former STS’ soap-cake styling in favor of the angular look that’s been working its way across the brand for the past few years.  At a glance the STS looks just like the smaller CTS, and that’s exactly what the folks at Cadillac want.  Like BMW’s twin-kidney grille or Jaguar’s svelte curves, the folded and pressed lines of the new STS are an instantly recognizable hallmark of the brand.  It’s not a clone of the smaller car, although they do share some platform similarities.  The STS has a sharper, more steeply raked profile than its little brother, however.  After a while it’s easy to tell them apart, we promise.

The interior departs from the example of the plasticky CTS, thankfully, with a choice of aluminum or eucalyptus wood trim and Tuscany leather.  The big back seat was judged the “most comfortable ever” by one of our habitual test-car passengers.  The new dash is surprisingly conventional, with a straightforward center stack and uncluttered electroluminescent instrument pod.  Heated and cooled seats and a heated steering wheel are available, and they’re just the most mundane of the high-luxury items.  The STS can be equipped with a remote start system, “intelligent” keys that can start the car from your pocket, adaptive cruise control and a head-up display.  A high-quality Bose “infotainment” system incorporates Bluetooth wireless technology and 15 speakers driven by a six-disc CD/DVD/MP3 player.  OnStar and a navigation system are also available, of course.

Another new feature isn’t quite so obvious.  Cadillac has been quietly returning to rear-wheel drive (RWD) for the past few years, and the STS has followed suit.  RWD has become the drivetrain of choice among the world’s premier luxury manufacturers, and Cadillac is following suit with the new STS, leaving the aging Deville lineup as the only front-drivers in the family.

This performance-oriented drivetrain is connected to a choice of V6 or V8 engines for world-standard performance.  The 3.6 liter V6 makes 255 horsepower; the 4.6 liter Northstar V8 cranks out 320.  Both engines have variable valve timing.  A five-speed automatic transmission is the only offering.  Our test car was a V6, and the 255 horses under the hood had to work hard to get this big car moving.  Once up to speed, the STS V6 is responsive, but for serious performance in a two-ton car, you need eight cylinders.  The tradeoff is respectable mileage.  If you’re not planning to drag-race at stoplights, the V6 is more than adequate.

A fully independent suspension keeps the wheels on the ground, with a responsive short/long arm setup in the front and a multilink independent rear.  Big stabilizer bars ensure that this big sedan will perform.  Cadillac adds a two-mode version of its Magnetic Ride control to the STS, as well as StabiliTrak stability control.  The STS is nicely poised on the road.  It’s a bit less confident at speed than some of its European competitors, but don’t think the Cadillac badge means that this car can’t cruise at triple-digit speeds.

The STS is arriving in showrooms now.  Cadillac has set starting prices at $40,300 for the V6 and $47,495 for the V8.  Our V6-equipped test car featured heated seats, a six-disc CD changer, 17″ wheels and a sunroof and stickered for $44,585.  Among luxury cars, that’s actually a bit of a bargain.

Specifications:
All specs are for the 2005 Cadillac STS.
Length:     196.3 in.
Width:        72.6 in.
Height:        57.6 in.
Wheelbase:    116.4 in.
Curb weight:    3921 lb. (V8)
Cargo space:    13.8 cu.ft.
Base price:    $40,300
Price as tested:    $44,585
Engine:     3.6 liter V6 or 4.6 liter V8
Drivetrain:     five-speed automatic transmission, front- or all-wheel drive
Horsepower:     320 @ 6400 (V8)
Torque:     315 @ 4400 (V8)
Fuel capacity:    17.5 gal.
Fuel economy:    17/21

That said, it’s no surprise that I was happy to hear of Cadillac’s plans to create a sport wagon out of the CTS, and even happier to meet it.  The CTS is a standout among compact luxury sedans, combining Cadillac’s angular and upscale new styling with competent road manners without losing its basic American-ness.  Taking that existing goodness and adding a boxy cargo space on the back?  A surefire hit, at least in my eyes.  But will the rest of the world agree?  After all, this would be Cadillac’s first attempt at a true station wagon–those Caddy wagons that you might have seen occasionally during the 1950s and 1970s were all coachbuilt vehicles, not true Cadillacs.

Luxury sports wagons don’t find success easily–witness the short-lived Lexus IS300 SportCross and the relative rarity of BMW’s 3-Series wagon.  These days sport wagons also have to justify their existence in the face of competition from compact crossover vehicles with car-like handling.  I have to admit that even I wondered what the point of the CTS Sport Wagon was, considering Cadillac’s downsized 2010 SRX crossover.

Happily, the CTS Sport Wagon acquits itself with aplomb, carving a niche for itself with a much more visceral driving experience than any crossover could hope to offer.  The additional bodywork at the rear hasn’t dulled the CTS’ performance abilities in the least.

The CTS Sport Wagon is handsomely and extravagantly designed.  Bodywork is shared with the CTS up front, with a big bold eggcrate grille and large Cadillac badge leading the way.  At the rear, where many wagons seem to forget all about styling, the CTS Sport Wagon’s striking family lines continue, with a sculpted tailgate flanked by massive taillights.  The distinct V-shape that dominates the rear aspect of the CTS sedan is present on the wagon as well–even more noticeably so, because of the additional sheet metal.  The center brake light is integrated smoothly into the spoiler.

Interior appointments are shared with the CTS sedan, so the CTS Sport Wagon is dressed to impress with a hand-stitched dashboard, indirect LED lighting at night and a choice of satin finish aluminum or Sapele Pommele wood trim.  The dash is contoured to match the exterior, and the angular theme is carried through the interior trim.  Rear-seat accommodations are spacious, and the standard power tailgate opens up a cargo area that’s twice the size of the sedan’s even with the seats up.  Cadillac’s smart keyless entry system automatically locks and unlocks the doors according to the remote’s proximity, and a remote start is also available.  Additional amenities include heated and cooled seats, adaptive headlamps, Bluetooth connectivity, and a Bose 5.1 surround-sound audio system.  The large navigation/information display rises out of the dashboard, and it’s one of the easiest-to-use that I’ve dealt with.   A full-length sunroof is available.

Prowling around town in the CTS Sport Wagon is a rewarding drive, thanks to an independent suspension with short-long arm construction up front and a multilink rear.  An underhood strut tower brace is also used.  In keeping with GM’s performance tradition, there are three suspension tuning levels available:  FE1, FE2 and FE3.  The last is the most extreme, requiring rear-wheel drive and summer tires only.   StabiliTrak and anti-lock brakes are standard equipment.  Whatever suspension is chosen, the CTS Sport Wagon rides on unique nineteen-inch wheels and feels like it’s tuned for performance.  There’s more sport than luxury in this wagon; buyers hoping for a soft, isolated ride will be better served by the SRX.

A choice of V6 engines is offered.  Shared with the CTS sedan, both of the CTS Sport Wagon’s engines feature direct fuel injection, which improves emissions and fuel economy, and both the 270-horsepower 3.0 liter and the 304-horse 3.6 provide enjoyable performance.  The 3.6 liter V6 doesn’t always make pretty noises, but it doesn’t disappoint when it comes to getting the power to the road.  The standard six-speed automatic transmission puts the power down through the rear wheels, which proved to be a slight liability when dealing with deep snow, but the CTS Sport Wagon’s brief flirtation with tractionlessness was nothing a set of snow tires wouldn’t cure.  Live where the snow falls regularly?  The CTS Sport Wagon is also available with all-wheel drive.

At speed, the CTS Sport Wagon can cruise with the best of the best from Germany–at this rate there won’t be much point in benchmarking “the Germans” in a few years, because Cadillac will be known for being just as good.  The CTS Sport Wagon rides less heavily than the BMW 3-Series, and with a slightly harder edge than the Audi A4 Avant.

Though my objectivity goes right out the window when it comes to station wagons, I’ll still say that the CTS Sport Wagon is my favorite current Cadillac product.  Like the sedan it’s based on, it carves out a place for itself among its European competitors and matches their performance while remaining staunchly and uniquely American in its execution.  This isn’t a patriotic observation so much as it is one of personality; the CTS Sport Wagon is excellent without having to copy anyone else.  My tester was equipped with the more powerful 304-horse 3.6 liter V6, and stickered for $49,490.

Specifications:
All specs are for the 2010 Cadillac CTS Sport Wagon
Length:  191.3 in.
Width:  72.6 in.
Height:  59.1 in.
Wheelbase:  113.4 in.
Cargo space:  25 cu.ft. (seats up); 53.4 cu.ft. (seats folded)
Base price:  $48,665
Price as tested: $49,490
Engine:   3.6 liter DOHC direct-injection V6
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower: 304 @ 6400
Torque:  273 @ 5200
Fuel capacity:  18.0 gal.
Est. mileage:   18/26

Cadillac’s CTS was introduced as part of the luxury brand’s charge back to the circle of the automotive elite.  The CTS plugged a sporty gap in the lineup, offering an American challenger to sport-luxury sedans from BMW and Audi.  And just in case you have trouble taking the notion of a hot-rod Cadillac seriously, the CTS is going racing.  As the summer begins, the CTS-V race car is already mixing it up against BMWs, Dodges, Fords and Porsches in the Speed World Challenge series.

The V8-powered racer has also spawned a roadgoing version, the CTS-V.  The CTS-V looks unassuming at a glance, except for its special grille, but under the hood it’s packing a 400 horsepower V8 borrowed directly from Chevy’s Corvette.  It’s the most powerful production Cadillac ever.  With additional suspension enhancements, the CTS-V offers BMW-grade performance goodness combined with all-American noises.

Not surprisingly, the 5.7 liter V8 under the hood wakes the CTS-V’s performance right up, and the power on tap comes on with a healthy dose of delicious noise.  The LS6 engine is racetrack-proven, and offers an aluminum block, revised induction system for better breathing, and a re-tuned exhaust.  The result is 400 horsepower and a free-revving V8 that will spin past 6000 rpm.   The CTS-V uses a full dual exhaust system.  To keep things somewhat more Cadillac-like than the average Corvette, a special nylon cover on top of the engine mutes the mechanical noises from within–but not by much, and that’s a good thing.  A six-speed Tremec manual transmission is also borrowed from the Vette, and hooked up to a stronger driveshaft and CV joints, to keep the CTS-V from tearing itself to bits.   The result is a sedan that blasts off so strongly you’ll expect the windshield to peel off.  Like BMW’s M3, the CTS-V is docile in traffic, but feels like a wolf on a leash.

Forget any skepticism about the CTS-V being a performance pretender, Cadillac has done its homework and its track-work.  The handling is taut, and the reflexes are instantaneous. A thicker, hydroformed front suspension and engine cradle are there to handle the additional weight, and stiffer springs and stabilizer bars are used all the way around.  There’s a cross-car shock tower brace to improve vehicle stiffness.  The CTS-V hits the street with 18″ wheels, too.  A more precise steering rack and European-spec elastometric bushings improve the feel of the car on the road.  Behind the wheels are hefty Brembo brakes.  Traction control and stability control are included, with driver-selectable settings to increase or limit the level of electronic assistance offered.

The slightly tweaked design includes a stainless steel wire-mesh grille, which doesn’t do much for the CTS-V’s looks but instantly separates it from the Venetian-blind grille of the standard CTS.  The angular looks are familiar, but the CTS-V incorporates a bunch of subtle revisions, including a lower front air intake with brake cooling ducts, two-piece rocker moldings, and a lowered rear fascia.  What little chrome trim there was is blacked out, except for the grill.  The big seven-spoke wheels are flangeless, and look like racing wheels.  The CTS-V is available only in silver and black; would-be challengers are advised to look out for the black, red and gold “V” badge.

The only letdown is the interior.  The CTS-V gets cool suede-like inserts on the seats and aluminum trim on the steering wheel, but otherwise the avalanche-of-plastic dash isn’t much fun to look at.  The seats are heavily bolstered and comfortable, and there’s a unique instrument cluster with chrome trim, but it still doesn’t look much like a $50,000 car, which it is.

Cadillac hopes to market more “V-Series” models in the future.  If they’re anything like the CTS-V, we can’t wait.  The CTS-V is in production now, with a sticker price of $49,995.  That’s a significant premium over the $31,185 base CTS.  It’s worth it.

Specifications:
All specs are for the 2004 Cadillac CTS-V, which we tested.
Length:     191.5 in.
Width:        70.6 in.
Height:        57.3 in.
Wheelbase:    113.4 in.
Curb weight:    3847 lb.
Base price:    $49,995
Engine:     5.7 liter V8
Drivetrain:     six-speed manual, rear-wheel drive
Horsepower:     400 @ 6000
Torque:     395 @ 4800
Fuel capacity:    17.5 gal.
Est. mileage:

The old SRX was a large, wagon-style crossover, long on sheet metal and V8 horsepower, but it became something of a dinosaur when the market shifted toward more nimble and efficient vehicles.  Cadillac rethought the SRX and has come up with a luxury crossover sport-ute that’s much more in step with the times.  The new version is indicative of a change in focus for Cadillac as well, as the brand shifts away from traditional luxury and applies its well-honed craft to vehicles that consumers are looking for–without sacrificing what was once known as “Cadillac Style.”

The exterior styling is a big part of the SRX’ appeal.  Crossovers have a tendency to look dumpy, thanks to short overhangs and a tall body, but the SRX looks reasonably lean.  The lines of the bold, angular eggcrate grille are echoed by a fender vent that anchors a sweeping character line and helps to define the side of the body.  The roof tapers slightly toward the rear for a sporty, fastback appearance.  The fender vents are getting a bit overplayed, but at the rear, vertical LED-enhanced taillights with just a hint of tailfin present a unique and cool-looking visage to the world.   A year ago the SRX might not have stood out as much; it’s based on the very good crossover platform that carries the Chevrolet Equinox, and until this summer was also shared with the Saturn VUE and Pontiac Torrent.  The SRX is available with eighteen- or twenty-inch wheels.

The SRX is a handsome and easy-to-drive do-all, and the interior appointments leave no doubt that it’s a part of the Cadillac family.  “Cadillac Style” these days takes the form of an extravagant, shield-shaped center stack with a signature analog clock and tall air vents.  Contrasting hand-laid stitching on the dash, ambient nighttime lighting and satiny smooth aluminum trim are becoming Cadillac trademarks as well, and the SRX has them.  As in the CTS, a dual-mode information screen provides stereo and clock information when retracted and a full navigation-system map when raised.  The seats are comfortable and the seat heaters got a major workout courtesy of the 5-degree Michigan winter days that I braved in the multi-tasking Caddy.  Bluetooth compatibility and OnStar with Turn-by-Turn navigation service are standard, and a dual-screen rear entertainment system is available.  A keyless entry and pushbutton start are standard, and the SRX’ do-all credentials are cemented by a power tailgate and folding rear
seats that enable it to consume up to 61 cubic feet of cargo.  A standard track-mounted cargo management system is standard.

The SRX features the smallest-displacement engines in Cadillac’s North American lineup.  The standard powerplant for the new SRX is a 3.0 liter direct-injection V6 that produces 265 horsepower.  This engine is a smaller-displacement version of the 3.6 liter V6 that powers the Cadillac CTS sport sedan, and incorporates a driver-activated “eco” mode that improves fuel economy.  A 2.8 liter turbocharged V6 is optional, and raises output to 300 horsepower.  Both engines use all-aluminum, double overhead-cam construction.   The SRX’ 3.0 V6 is powerful, though the standard six-speed automatic transmission is geared for comfort rather than speed.  In all-wheel drive form, the SRX is sure-footed in all conditions and handles confidently.  Front- and all-wheel drive are offered. The all-wheel drive is a sophisticated system that uses a Haldex electronic limited-slip differential to distribute torque side to side and front to rear.  This is an active, on-demand system that provides control before grip is lost.

The drive is unremarkable, not because the ride is uninspired but because the SRX handles with ease and transparency.  Around town, the SRX fears neither pothole nor rippled pavement.  The suspension is a fully independent layout with MacPherson struts in the front and linked H-arms in the rear. The available active suspension uses real-time variable shock damping that works with the all-wheel drive to keep the ride smooth even when the road isn’t.  The standard suspension incorporates a rear self-leveling function, keeping the tail level when the SRX is loaded to its 1200-pound limit.  Properly equipped, the SRX will tow up to 3500 pounds.

Soul-stirring?  No, not really, not in the way that the CTS-V is.  But then, the SRX isn’t supposed to fire up your imagination; it’s supposed to haul groceries and people and make you feel like you’re getting a dose of extra luxury for your forty grand.  And it does that well.  Once, it would’ve been tempting to pass the SRX off as a CTS wagon, but that’s not the case–the CTS Wagon is a different vehicle entirely.  The SRX stands above the sport-wagon class as a versatile and easy-to-drive do-all that also features a healthy dose of luxury.  It’s the equal of the Lincoln MKX, its natural enemy, which has announced a 2011 freshening in response.  SRX pricing starts at $33,330.  My test vehicle featured the Premium trim level, which makes equipment like the navigation system, rearview camera, heated front and rear seats and three-zone climate control standard equipment for a base price of $47,540.  With the optional rear-seat entertainment system installed, my SRX stickered for $49,660.

Specifications:  All specs are for the 2010 Cadillac SRX Premium.
Length:  190.3 in.
Width:  75.2 in.
Height:      65.7 in.
Wheelbase:  110.5 in.
Curb weight:   4307 lb.
Cargo space:   61.2 cu.ft. (seats folded)
Base price:  $47,540
Price as tested:  $49,660
Engine:   3.0 liter DOHC direct-injection V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  265 @ 6950
Torque:  223 @ 5100
Fuel capacity:  21.0 gal.
Est. mileage:   17/23

This high-tech grand tourer for two is a direct attack on German luxocruisers like the Mercedes SL, and it underscores Cadillac’s intent to remain a powerful force in the luxury market.  Like the SL, the XLR has a retractable hardtop, V8 power and more electronic gadgets than you can shake a stick at, from heated and cooled seats to a head-up display.

Cadillac is careful not to mention the ‘Vette in any of the XLR’s promotional materials, but this roadster’s proportions make the relationship clear.  Influenced by the Evoq show car of 1999, the XLR is the most extreme example yet of Cadillac’s flat-surfaced, edgy design.  No cookie cutter roadster, this; the XLR is a flying doorstop.  With super-coupe competitors from Mercedes and BMW angling for a more organic look, the sheer, wide-hipped lines of the XLR really stand out.  Run-flat tires eliminate the need for a spare, which is a good thing considering the size of those 18″ wheels.  Vertical headlights and taillamps that wrap into the top of the decklid ensure that the light signature is just as distinctive at night.  Best of all for Cadillac fans, the wild design retains an unmistakable family look.

Not content to just stop with the design, the dream-makers at Cadillac have equipped the XLR to impress as well.   First and foremost is the retractable hardtop, which transforms the XLR from two-place coupe to convertible in about thirty seconds.  Top-up and top-down, the XLR is really two different cars.  With the roof in place, it’s luxurious transport for two; with the roof stowed in the trunk the woof from the exhaust comes in, and it becomes a more aggressive roadster.  We think it looks best with the squarish top folded, making the big-wheeled, slab-sided design stand out at the curb.  Unfortunately the top eats up about half of the trunk space when it’s down, so pack carefully.

Inside, the XLR is equal parts Stealth fighter and country club.  Space-age add-ons like keyless entry, adaptive cruise control and a touch-screen controlled DVD navigation system are draped in leather and eucalyptus wood, and the satiny aluminum center console stack is a nice touch too.  The analog clock is an elegant unit designed in part by luxury Italian watchmaker Bvlgari.  The technology is the real story inside, though.  The keyless entry goes a step beyond the average key fob, as it’s intelligent.  The car recognizes the presence of the key in the driver’s pocket, and unlocks automatically.  The key doesn’t need to be inserted into the ignition to start the car, either.  Good luck finding the door handles, by the way, because there aren’t any.  The doors are opened by solenoids whose activation buttons are tucked away in recesses in the body.  Once you’ve finished impressing your friends with that trick, get them out on the freeway to experience the Adaptive Cruise Control (ACC).  Cadillac’s latest toy works similarly to the intelligent cruise control systems offered by Lexus and Infiniti, and uses radar to detect cars in front.  If there’s nothing in the XLR’s path, it maintains a set speed, but should a slow-moving car blunder into the way, ACC can slow down and maintain a set following distance.  ACC won’t stop the car if you’re about to drive it into a brick wall, however.  That’s where the head-up display comes in, projecting speed and important driver information onto the lower portion of the windshield.  And not only is there XM satellite radio, a DVD navigation system and a six-disc CD changer, but when the XLR is parked it will play DVDs on the navigation screen.

Under the skin, the four-corner double wishbone suspension is backed up by a Magnetic Ride system that even some hard-core car guys have trouble understanding.  In a nutshell, sensors at the wheels measure wheel motion and adjust the shock damping using a fast-reacting magnetic fluid.  What is means is that the XLR rides smoothly and tautly over most road surfaces, and keeps the tires in contact with the road over rough surfaces, a common bugaboo for sports cars.  As for things that are easier to understand, the transmission is rear-mounted, to improve the XLR’s front-to-rear balance and add cabin legroom.  Big four-wheel disc brakes with standard ABS bring the XLR to confident stops from the triple-digit speeds it’s capable of.

On the road, it’s not as memorable as one might expect a car in this class to be.  The woof of the exhaust is similar to the Corvette’s, but it’s provided by Cadillac’s familiar Northstar V8.  This is the first time Cadillac’s 32-valve V8 has been used in a rear-wheel drive car.  Variable valve timing and electronic throttle control ensure smooth power delivery, vital considering the XLR’s 320-horse powerplant.  Acceleration is brisk, and it should be since the XLR is actually the lightest car in its class, weighing in at less than even the visually smaller Lexus SC430.  A five-speed automatic transmission is the only gearbox offered, and the XLR is a big, refined wedge at speed.  There’s a bit more wind buffeting in the cabin than we’d like, and it’s less viscerally engaging than it looks, but the XLR is a solid performer.

With the European and Japanese luxury coupes and roadsters better than they’ve ever been, the first American entry into this market in a long while has its work cut out for it.  We think the XLR is up to the task.  Pricing starts at $75,385, but this droptop isn’t the least bit overpriced.

Specifications:
All specs are for the 2004 Cadillac XLR.
Length:         177.7 in.
Width:            72.3 in.
Height:            50.4 in.
Wheelbase:        105.7 in.
Curb weight:        3647 lb.
Cargo space:        11.6 cu.ft. (top up); 4.4 cu.ft (top folded)
Base price:        $75,385
Price as tested:        $76,200
Engine:         4.6 liter DOHC 32-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         320 @ 6400
Torque:         310 @ 4400
Fuel capacity:        18.0 gal.
Fuel economy:        17/25

In these days of luxury SUVs however, station wagons are perfectly acceptable, so Cadillac hasn’t farmed this one out.  The SRX is a factory-built vehicle, not a conversion, and looks are deceiving because this luxury crossover is more than just an STS wagon.  In the spirit of Infiniti’s FX45 and Volkswagen’s Touareg, the SRX is ready to haul people, stuff or butt in luxurious comfort.  Its rear-wheel drive architecture is shared with the STS and smaller CTS sedans.

Cadillac’s thin-lined styling is elegant and unmistakable.  The SRX has a slick vertical headlamp stack and flush front bumper.  It owes a little to the Vizon show car of 2001 also, but the SRX is more substantial than that vehicle, with broader shoulders and a more aggressive cut to the side windows.  The long wheelbase and prominent hood give the SRX a much less chunky look than the average sport-ute and serve to heighten the luxury-wagon look.  The rear aspect is handsome, with massive vertical taillights, dual chrome exhaust outlets and a power-operated tailgate.  To enhance the sheer design, the color palette consists entirely of cool metallic colors.

The dash is almost identical to that of the CTS, and the fat wood and leather steering wheel looks familiar too.  Thanks to that long wheelbase, back-seat room is fantastic.  The optional third-row seats, on the other hand, are extremely cramped; if you need to seat seven on a regular basis, a bigger vehicle is probably a good idea.  Both sets of seats fold flat, and the floor is staggered theater-style so all passengers get a good view out the front.  The third-row seat folds electronically, but we’d still opt to leave it out and take advantage of the three-bin cargo management system Cadillac will install in its place. The optional UltraView sunroof opens up five and a half square feet of the roof to the sky over the first- and second-row seats.  When the third-row seat is chosen, UltraView Plus puts glass over the rearmost seats, too.  Passenger entertainment and convenience options include a rear-seat DVD system mounted in the console instead of the roof, GM’s OnStar service, and XM satellite radio.

The SRX has outstanding handling, thanks to a low center of gravity and all-aluminum suspension components.  Like the Infiniti FX45, the SRX is designed more as a tall-bodied sports sedan than a truck.  The suspension is fully independent, with independent short-long arms up front and a multi-link rear.  Stability is enhanced by Cadillac’s Magnetic Ride Control, which uses magnetic fluid for semi-active suspension damping.  It doesn’t feel anything like a sport-ute on the road.  Anti-lock brakes and StabiliTrak stability control are standard equipment.

Two engines are available, a 3.6 liter V6 and a 4.6 liter V8.  Both engines feature variable valve timing (VVT).  The 24-valve V6 puts out 260 horsepower, and is tuned for performance.  Our test SRX had the V8 under the hood.  It’s a modified version of Cadillac’s well-known Northstar engine, updated for use in all-wheel drive applications.  It’s rated at 320 horsepower.  Engine guys will note that this same powerplant does duty in Cadillac’s XLR sports roadster.  All SRXes are equipped with five-speed automatic transmissions.  The SRX comes with rear- or all-wheel drive, and can tow up to 3500 pounds.

SRX pricing starts at $39.995 for a rear-drive V6 and $47,995 for the V8.  It seems steep, but considering the SRX’ capabilities and its competition, even a fully loaded, $50,000 SRX might not be such a bad deal.

Specifications:

All specs are for the 2004 Cadillac SRX.
Length:         194.5 in.
Width:            72.6 in.,
Height:            67.8 in.
Wheelbase:        116.4 in.
Curb weight:        4225-4478 lb.
Towing capacity:    3500 lb.
Cargo space:        32.4 cu.ft. (seats up)/69.5 cu.ft. (seats folded)
Base price:        $39,995
Engine:         3.6 liter V6 or 4.6 liter DOHC 32-valve V8
Drivetrain:         five-speed automatic, all-wheel drive
Horsepower:         260 @ 6500 (V6); 320 @ 6400 (V8)
Torque:         254 @ 2800 (V6); 315 @ 4400 (V8)
Fuel capacity:        20 gal.
Est. mileage:        15/20

All kidding aside, this is a serious prestige vehicle.  Looking like a Fleetwood blown up to Herculean proportions, the Escalade EXT is an attention getter.  Heads turn as this truck rolls past.  It’s like being in the Fifties all over again, and the Cadillac is the biggest, showiest thing going.  It may lack the high technology of the Mercedes S-Class, and it certainly won’t out-handle a BMW 745i, but the Escalade EXT is just as effective a luxury flagship as those sedans.

The Escalade EXT made its debut last fall.  Based directly on the Chevrolet Avalanche, it’s not so much a pickup truck as a cross between a pickup and an SUV.  GM calls it an SUT–sport utility truck.  The front wall of the cargo area is equipped with a Midgate, which folds forward to extend the pickup bed into the interior.  Rigid cargo covers are waterproof, to keep the cargo area dry, and the rear window is removable, too.

Cadillac’s new, crease-edged styling looks surprisingly good on this scale.  Only the Escalade EXT’s silhouette hints at its relationship with the Avalanche.  The long nose and short pickup bed out back give the look of a traditional American sedan, although it’s a lot larger.  The Escalade EXT also shares the Avalanche’s flying buttress-style pillars–there’s a structural member hiding beneath that hoop.  Otherwise the look is pure Cadillac.  The Escalade EXT has vertically stacked headlamps surrounding a huge Caddy eggcrate grille, and an elaborately sculpted hood.  The design carries through to the back, and there’s a giant Cadillac wreath on the tailgate too.  It’s not slathered in chrome like Cadillac’s top models in days gone by, and the brightwork that is used–on the roof rack, running boards, grille and door handles–is tasteful.  Big 17″ alloy wheels are very trucklike, and unique to the Escalade EXT.

The Escalade EXT doesn’t look or feel like a truck inside.  Plush leather seats are like living room chairs, and there’s seating for four or five.  The Escalade SUV donates its handsome silver and blue instrument panel and wide, multi-storage cubby console.  A generous quantity of wood and a handsome analog clock are also part of the package.  So are a Bose sound system with 6-disc changer and electronic climate control.  It’s almost enough to make you forget that with the twist of a few latches, the rear window can be removed and the MidGate folded down to add almost three feet to the cargo box.  The downside is that visibility to the rear is restricted.  An ultrasonic parking assist system is incorporated to help with going backward, but it doesn’t beep like similar systems from Lexus and Lincoln do–there are only LED indicator lights over the rear window to warn of impending crunched metal.

Depsite all of that, the Escalade EXT can work, too.  With 345 horsepower on tap from the six-liter V8 under the hood, the truck itself sometimes seems surprised at how much get-up-and-go it has.  Thanks to a heavy-duty four-speed automatic transmission, the EXT can tow up to 8000 pounds, and it comes from the factory with trailer wiring.  Without any kind of a load, the Escalade EXT drives like an old-school Cadillac sedan; confident, and majestic.

The ride is a surprise.  The Escalade EXT just barely escapes feeling ponderous and trucky, thanks to an active suspension.  It weighs close to six thousand pounds, to be sure, and while it can’t be called light on its feet, the Escalade EXT doesn’t wallow or crash heavily over serious bumps.  The Road Sensing Suspension (RSS) active suspension has electronically controlled shock absorbers and sensors to determine wheel position and steering input.  As the EXT is moving, the system determines the precise amount of shock damping needed for each wheel, and adjusts the shocks accordingly.  The result is a very smooth ride on all kinds of pavement.  The rest of Cadiallac’s electronic assistants are along for the ride as well:  StabiliTrak traction control, anti-lock brakes and, should disaster strike, GM’s OnStar system and side airbags.

It may not be exactly a pickup or exactly an SUV, the but the Escalade EXT is definitely a standout vehicle.  It’s got the larger-than-life qualities of classic Cadillacs, but with a modern level of utility.

Specifications:
All specs are for the 2002 Cadillac Escalade EXT, which we tested.
Length:     221.4 in.
Width:        79.5 in.
Height:        75.6 in.
Wheelbase:    130.0 in.
Curb weight:    5752 lb.
Towing capacity:    8000 lb.
Cargo space:        53.9 cu.ft. (Midgate up)
Base price:        $49,245
Price as tested:     $52,535
Engine:         6.0 liter OHV V8
Drivetrain:         four-speed automatic, all-wheel drive
Horsepower:         345 @ 5200
Torque:         380 @ 4000
Fuel capacity:        30.9 gal.
Est. mileage:        12/15

This is Cadillac’s future, and it looks pretty cool once you get used to it.  The new-for-2003 Cadillac CTS replaces the luxury-sport Catera in the lineup, and is the first car in Cadillac’s stable to showcase the wild design theme that’s characterized Cadillac’s concept cars for the past four years.  It’s indicative of Cadillac’s intention to become once again one of the world’s premier automakers.  The last corporate makeover in the early 1990s shed the Gothic architecture and chrome and replaced it with competent cars with no visual appeal whatsoever.  Cadillac’s maintaining the good vehicle dynamics, but they’re taking design to a new level.  Not only can the new CTS compete with sports sedans from Japan and Europe, but you’ll be able to quickly pick it out of the crowd as well.

The flat-planed, “fast-formal” look was introduced two years ago on the Escalade SUV, but this is the first time Cadillac has used it on a car, and the CTS is more radically styled to boot.  It’s nothing if not expressive.  The CTS bucks current design trends with an emphasis on the tall and narrow rather than a wide, aggressive stance.  Parked next to a comparable Audi or Lexus, the CTS’ slab sides, high-mounted taillamps and beltline, and vertical stacked headlights give the impression of a car that’s got its shoulders proudly squared.  The grille extends right to the car’s flat face, for a bumper-less look.  The hood is a complex series of intersecting planes that’s pleasing both from the curb and the driver’s seat.  16″ or 17″ seven-spoke chrome wheels complete the look.  Despite the new design, people who saw the CTS instantly recognized it as a Cadillac, and that was without the benefit of the dinner-plate-sized Caddy badges that grace the Escalade SUV.  Expect to become familiar with it, because upcoming new Cadillacs, including the XLR roadster and SRX multi-purpose vehicle, will wear similar faces.

The radical new look continues inside, with a bit less clarity.  The riot of planes and shapes is similar, but the varying textures of the dash, control panels and seats make it seem somewhat less harmonious.  The wood-on-leather steering wheel doesn’t really fit with the CTS’ radical exterior.  It’s a comfortable interior, especially for a day-long roadtrip, but it doesn’t quite reach the level of ultra-modern luxury that it strives for.  Seating and wheel position are good for spirited driving, and there’s even a dead pedal.  A central display panel houses radio controls, a driver information center and a navigation system on cars so equipped.  The CTS’ Cadillac DNA shows in the driver info center, with its propensity to flash messages like “HEADLAMPS RECOMMENDED” and “STABILITY CONTROL ACTIVATED.”  While such reminders are welcome, the CTS requires you to find and push a small cancelling button in order to get the display back.  It’s an annoying distraction from the business of driving.  Also well-intentioned but not well-executed is the use of a small dial instead of the traditional buttons on the steering wheel for volume control.  Seems like a great idea, until your fingers brush the dial while you’re making a left turn and you’re treated to a blast of NPR’s “Fresh Air” at 140 decibels.

The CTS jumps on the return-to-rear-wheel-drive bandwagon, with a 220 horsepower 3.2 liter V6 connected to an old-fashioned driveshaft.  The rear-drive layout is always best for sporting cars, and the CTS is happy to go play on back roads.  The new 3.2 is a revision of Cadillac’s old 3.0 V6, and it’s upgraded with improved combustion chambers and fuel delivery, as well as an ultra-smooth drive-by-wire throttle.  The CTS is available with a choice of five-speed manual or automatic transmissions.  In the automatic that we drove, power delivery is noticeably less smooth than some of the competition, but at least the V6 sings a good song.  A “sport” mode will hold gears for better acceleration.  Unobtrusive on the freeway, the CTS is a happy cruiser.

Get it into the twisties and the CTS will understeer controllably when pushed through corners.  Did Cadillac learn some tuning tricks from its brief racing stint last year?  It’s possible that they did.  Our test car featured a $3500 “Luxury Sport” package which added cool stuff like load-leveling shocks, StabiliTrak stability control and larger wheels.  The fully independent suspension grips well thanks to its anti-roll bars and the optional V-rated tires, but its reactions to sudden inputs are a bit slow.  Of course, that means on smooth roads, the CTS rides arguably smoother than a BMW or an Audi, too.  There’s more “luxury” than “sport” in the ride.

Front and side airbags are along for the ride, naturally.  High-intensity discharge (HID) headlamps and four-wheel disc brakes with an antilock feature are also standard equipment, as is GM’s OnStar emergency assistance system.  Considering the starting price of $29,350, that’s a pretty good deal indeed.  However, checking too many of the option boxes will quickly send the price close to $40,000.

The CTS is going to need all of the standard surprise-and-delight features it can get.  It’s not a poor performer by any stretch, but the premium sports sedan category contains lots of Wonderful Cars.  Overall, the CTS is a Very Nice Car, so it’s ultimately overshadowed.  But:  I’d recommend it over several larger rides, including Infiniti I35, Lexus ES300 and Lincoln LS six-cylinder, and a mid-pack finish among the CTS’ competition means that if Cadillac’s new style is to your liking, you’ll love the CTS.

Specifications:
All specs are for the 2003 Cadillac CTS, which we tested.
Length:         190.1 in.
Width:            70.6 in.
Height:            56.7 in.
Wheelbase:        113.4 in.
Curb weight:        3568 lb.
Cargo space:        12.8 cu.ft.
Base price:        $29,350
Price as tested:        $36,465
Engine:         3.2 liter DOHC V6
Drivetrain:         five-speed automatic transmission, rear-wheel drive
Horsepower:         220 @ 6000
Torque:         218 @ 3400
Fuel capacity:        17.5 gal.
Est. mileage:        18/26