Automotive Reviews
Posts tagged Cadillac
2003 Cadillac CTS
Jul 20th
Isn’t this exciting? It’s a Cadillac, but not like any Cadillac we’ve ever seen before. At least not on the road, that is. That big, grinning egg-crate grille is instantly recognizable, and yet it’s pushed all the way up to the bumper line as if in parody of itself. The whole car is a conglomeration of flat planes, triangles and sharp edges. Is it a car, or a three-dimensional computer graphic?
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
2002 Cadillac Escalade
Jul 14th
The Cadillac Escalade was a late entry to the luxury SUV game, and it seemed to have arrived half-dressed. Clearly little more than a Chevy Tahoe dressed up in Cadillac clothes, the truck was nicely appointed, but sorely lacking in, ahem, cachet.
That’s no longer the case. The Escalade has undergone its first redesign, and it’s now a truck that’s much more deserving of that brand-new Cadillac wreath and crest on the grille. It’s also no longer the only Cadillac truck; the Escalade EXT, an SUV that can be converted into a pickup truck, is now sharing showroom space with the Escalade. The 2002 Escalade gets its own engine, stability control on all-wheel drive models…and it’s built in Arlington, Texas.
The new Escalade is the first roadgoing Cadillac to use the sharp-edged, sheer-sided sheetmetal that’s been featured on Cadillac show cars for several years. Designers have been saying all along that the sharply creased theme was going to be the direction for future Cadillacs, and it’s finally hit the street. It looks good. The new Escalade features an almost flat, slightly slanted front end, with a big, body-colored eggcrate grille and headlight units that approximate the stacked quad headlamps of late ’60s Cadillacs (even though they’re square). The bodysides are sheer as well. If a comparison must be drawn to the other full-size offerings from GM, then say it looks like a Chevy Tahoe that’s been carefully pressed and starched. Future Caddies, including the upcoming Catera replacement, will take this sheer design even farther, and won’t resemble anything else in the GM lineup.
Inside, Cadillac has equipped the next Escalade to resemble your own personal limousine. It’s a very special-feeling truck. The new dashboard is features gauges ringed with brushed aluminum trim and an analog clock in the large console. The steering wheel is a wood-and-leather unit similar to that in the current DeVille. Comfortable leather chairs coddle passengers in all three rows of seats, and an eleven-speaker Bose Acoustimass sound system will keep them entertained. Hiproom and legroom have been increased over previous models. If that’s not enough, General Motors’ expanded OnStar system provides access to directions, emergency personnel, and limited Internet access for checking e-mail (OnStar reads it to you) or getting weather and stock quotes. An ultrasonic sensing system helps the big vehicle to park gracefully.
The Escalade is available with two-wheel drive or full-time all-wheel drive. All-wheel drive models feature GM’s Stabilitrak stability enhancement system, a heavy-duty four-speed automatic transmission, and a 345 horsepower 6.0 liter V8 under the hood. The new Vortec 6000 V8 is the most powerful engine available in an SUV; the giant Escalade has a sub-nine-second 0-60 time, and can tow up to 8500 pounds. It makes the 5800-pound truck seem lighter than it is, that’s for sure. We drove the all-wheel drive version, and the beast simply felt better on the road than its closest competitor, the Lincoln Navigator. The Escalade would stomp the Navigator in a drag race, too.
Keeping the ride smooth is a road-sensing suspension, whose computer controls the shock absorbers to allow them to reduce body motion over road irregularities or under hard braking. On the road, the Escalade isn’t as trucky as the competition, although it’s not as floaty as a Deville, either. Rough roads and railroad crossings are smoothed out nicely, without the bouncing that we’ve grown to expect in large sport-utes.
On the safety front, the Escalade comes with front and side airbags and four-wheel ABS. Stabilitrak is standard on the all-wheel drive model.
Escalade prices start at $50,285 for the all-wheel drive model. Cadillac considers the Escalade its flagship vehicle for now, a throne traditionally held by the Deville sedan. With standard equipment like zebrano wood trim, ultrasonic parking assist, traction control and leather throughout, there’s no denying the Escalade’s place at the top of the Cadillac heap. Unlike some other luxury SUVs, it’s not popular with celebrities simply by virtue of being bigger than everything else; it’s a Cadillac, and we’re happy to report that the badge once again means luxury.
Specifications:
All specs are for the 2002 Cadillac Escalade AWD.
Length: 198.9 in.
Width: 78.9 in.
Height: 74.2 in.
Wheelbase: 116.0 in.
Curb weight: 5809 lb.
Cargo space: 108.2 cu.ft maximum
Towing capacity: 8500 lb.
Engine: 6.0 liter OHV V8
Drivetrain: four speed automatic, all-wheel-drive
Horsepower: 345 @ 5200
Torque: 380 @ 4000
Base price: $50,285
Price as tested: $50,985
Fuel capacity: 26.0 gal.
Est. mileage: 12/16
2000 Cadillac DHS
Jun 17th
Game show host Ben Stein recently lamented the demise of the Cadillac DeVille, asking audience members if any of them remembered it. None of them did. But don’t worry, Ben: the DeVille hasn’t gone anywhere. It’s still in production, and better than ever in fact, in the form of the 2000 Cadillac DeVille High Luxury Sedan (DHS).
This is a massive, massive slab of automobile. Gigantic sport-utes and four door pickup trucks aside, the Cadillac DeVille reminds all onlookers that it doesn’t have to be a truck to be huge.
Joined in the Cadillac lineup by the DeVille and DeVille Touring Sedan (DTS), the DHS is a new-for-2000, full-size car that could be poised to remind the world of what the name “Cadillac” is supposed to mean. Anybody remember the “Standard of the World” slogan? If the DHS is any indication, Cadillac has finally discovered a modern interpretation of exactly what that standard should be.
The DHS is a picture of sleek, modern sophistication, yet there’s no doubt that the car is a Cadillac. The bold eggcrate grill and big Caddy crest up front make sure there’s no mistake about that. Big, droopy-eyed headlights flank it on either side in a 21st century interpretation of a classic Cadillac face. The hood and sides are contoured subtly, but overall the DHS’ design is sheer and low-relief. It splits the difference between the current Seville and the ultra-futuristic Cadillac Imaj and Evoq show cars. The DHS has almost no chrome, apart from a narrow strip around the windows and license plate–and the big, flat chrome wheels on our test car, which we found a little questionable. Out back, wider taillights delineating the edges of a smooth trunk replace the vertical units and vestigial tailfins of years past. Subtle dual exhausts peek out from under the bumper. Overall the newest Cadillac is a subtle and substantial beast.
Looking for luxury? Plush is what Cadillac does best, of course. Not only are the leather seats decadently comfortable, but they’re multi-adjustable, side-airbagged (front and rear), and heated (front and rear). The instrument panel is backlit for easy reading, and the gauges can be switched from digital to analog with the touch of a button. The only obvious chrome is on the elegantly sculpted door handles. The wood and leather rimmed steering wheel is elegant as well, although a metal Cadillac crest instead of an embossed one would look more upscale. Amazingly, there’s no hood ornament at the end of that long, flat hood. (the DeVille has one, by the way)
There are enough gadgets here to make the Batmobile look like a stripped-out rentacar. Among them: Vanity mirrors and window shades for rear seat passengers (the rear window shade is power-operated); a console which flips back to become a seat for a third front-seat passenger; a good and loud BOSE sound system with adjustable ambiance and surround sound; “puddle” lights in the doors to illuminate the ground as you approach at night; a rear-bumper ultrasonic system which assists when backing up; an optional Night Vision system, whose grille-mounted camera projects an enhanced view of the road onto a heads-up display at night, and a GPS navigation system, which shares its touch screen with the sound system. We didn’t like the GPS in this car; the screen is too small and impossible to use while driving. The satellite positioning on our test vehicle was a little nonspecific as well, and it didn’t display the names of every street. Worse, since stereo controls are accessed through the same touch-screen, changing radio stations or CDs while driving is an impossible exercise. And one final complaint about that touch-screen; it houses the DHS’ clock, rendering the time in quarter-inch tall letters which are impossible to read from the driver’s seat. We’d opt for the more conventional controls available in the non-GPS cars.
On the road, seamless, fluid cruising is the name of the game. The DHS is stiffer than its Eighties and Nineties predecessors are, but the float is still there. That’s not a bad thing. The DHS is far from mushy. It’s softer, more subdued, and more stately than smaller General Motors stablemates like the Buick LeSabre and Pontiac Bonneville.
At the same time, it’s just as composed as those other cars when pushed. The DHS is massive, no doubt about that, but it doesn’t panic when asked to respond suddenly. Sudden brake applications don’t result in violent nose dives, and the car responds immediately to steering inputs. It’s luxurious without forgetting that it’s first and foremost an automobile–just like Cadillacs used to be.
Of course, the sticker is high enough to officially merit the descriptor “whopping.” At a base price of $44,700, the DHS is solidly in the territory of the well heeled. That price includes a list of features that’s about three pages long, however. Our test car was equipped with the GPS system, rear side airbags, and CD changer, but didn’t have the Night Vision or StabiliTrak traction control systems, which are also available on the DHS. All told, our test car stickered at $50,795, putting it in competition with Lexus, BMW, and Infiniti. But guess what? Unlike other recent Cadillacs, the DHS actually measures up to these rivals.
The Fact Box:
All specs are for the 2000 Cadillac DHS, which we tested.
Length: 207.2 in
Width: 74.5 in
Height: 56.7 in
Wheelbase: 115.4 in
Curb weight: 4049 lb
Cargo space: 19.1 cu. ft.
Base price: $44,700
Price as tested: $50,795
Engine: 4.6 liter V8
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 275 @ 5600 rpm
Torque: 300 ft./lb @ 4000 rpm
Fuel capacity: 18.5 gal.
Est. mileage: Don’t be silly.
6/2009 update: Time has been kinder to the DHS’ contemporary, the Lincoln Town Car. While both have generally proven to be durable, long-lasting vehicles, the DHS is much more apt to show its age in terms of worn-out trim and other aesthetic issues.