- 2015 Cadillac CTS Reviews - Pricing
- Interior / Exterior »
The retreat from the angle is unmistakable. From some perspectives, the CTS has an uncanny resemblance to the Mercedes-Benz E-Class. It’s all in the rear roofline, the way the pillar bends down toward the trunklid, the shapes of the side glass. Everywhere else, the CTS is Cadillac, evolving as it is. The blunt edges have been smoothed down. The CTS’ grille has fewer ribs and a higher badge (it drops the wreath wrap-around this year), and the vertical headlamps get LED trim that does the neat trick of pulling the nose to the ground, while it picks it up and into the fenders. It’s as much a signature look at night as Audi’s LED-framed headlamps, or Dodge’s rings-of-fire rear ends.
For 2015, the Cadillac CTS receives the brand’s new badge, which uses a modernized version of the Cadillac shield, without the wreath. Cadillac has learned much in the past decade about composing and executing world-class interiors, and all that knowledge has been applied to the CTS. The dash wears a single piece of trim that drapes over the center stack, where cut-and-sew upholstery mingles with wood trim, at least on uplevel models. Cadillac introduced two-tone themes on the smaller ATS, and they’re on offer in the CTS too, where they present some of the same exciting options and pitfalls. Big screens are the dominant feature of the CTS’ cabin: the 8-inch touchscreen twins with a 5.7-inch monitor between the gauges or, sometimes, a 12.3-inch panel that replaces the gauges. All lit up, the cockpit is a strikingly futuristic place, a universe away from the cool-touch Germans, more interestingly executed than the glam Jag XF.
- Performance »
This modern CTS hits the road with finesse and poise in a way that finally merits attention from its German competitors. While it doesn’t imitate the road manners of the 5-Series or E-Class, it’s obvious that the CTS drew inspiration from them. Not unlike its smaller ATS sibling, the CTS now belongs in the same sentence as its competitors, rather than as an addendum to the list of best luxury sports sedans on the market.
Most of our time with the CTS has been spent on the road with the six-cylinder cars, both with GM’s Magnetic Ride Control (MRC) suspension. That system, which uses dampers filled with magnetically charged fluid, able to change stiffness in milliseconds, is also in its third generation, and it’s shared with the new Corvette Stingray. The CTS’ magnetic dampers deliver on what was promised ten, twenty years ago, that electronics could deliver smooth and agreeable ride quality one moment, and sportscar-firm damping the next. More supple than the shorter ATS thanks to more wheelbase, the CTS is never floaty or uncontrolled. It also has sweetly tuned electric power steering and a remarkable sense of stability, just like its compact companion. The CTS VSport neatly outlines how Cadillac has absorbed the schooling doled out over decades by cars like the S6 and even Lexus’ GS F Sport. This new half-step to V-Series status lines up perfectly against Audi and Lexus in ambition, keeping some in the tank for later, for the M cars and the AMGs. The Vsport gets a flurry of handling upgrades all its own, including 18-inch Pirelli tires (19-inchers are an upgrade); a quicker steering ratio; a track mode for the magnetic dampers, steering, throttle, and shift points; an electronic limited-slip differential; and Brembo brakes. It all compiles beautifully, with more nuance that all its digital inputs suggest. On 18-inch summer tires, the CTS Vsport grips the ground fanatically, needling its way through carousels and esses famously, piped-in soundtrack ripping through the cabin downshift after downshift. MRC seemed unnecessary in the ATS, where it’s a second-gen setup. This firmware version is a must-upgrade: the CTS with MRC delivers top-drawer grip precisely, without ever slacking into lame mode. With the choice of three powertrains, the 2015 CTS sedan approaches the mid-size luxury class evenly. At the entry end, there’s a 2.0-liter turbocharged four-cylinder, rated at 272 horsepower and 295 pound-feet of torque–about 32 horsepower up on the Jaguar XF’s new turbo four, and also BMW’s turbo four, while cranking out 30 lb-ft more torque than the same engine did last year in the ATS sedan. It’s the least appealing of the CTS’ engines to listen to, even with active noise cancellation, but its peak power drops in at usefully low revs and lingers into the 5500-rpm range. GM’s six-speed automatic has paddle shifters to direct its way around the powerband, and all-wheel drive’s available even on this model. Without an extra pair of gears versus the BMW, gas mileage is notably lower, and the Cadillac turbo four isn’t as refined as BMW’s–though it’s on par with the Ford-derived Jaguar four. We’d pass up the base drivetrain for Cadillac’s excellent 3.6-liter V-6. It checks in with a sonorous growl, but more importantly, 321 horsepower and 275 pound-feet of torque, and the same choice of rear- or all-wheel drive. The same six-speed automatic with paddles is standard on the rear-drive model, but a new eight-speed, paddle-shifted automatic is paired with the all-wheel-drive version. A 0-60 mph estimate of 6.0 seconds feels easily within reach here. Until a new CTS-V comes along, the best performer is the CTS Vsport sedan’s new twin-turbo 3.6-liter V-6. It’s good for 420 horsepower and 430 pound-feet of torque, and comes only with rear-wheel drive and the paddle-shifted eight-speed automatic. GM pegs its 0-60 mph times at 4.6 seconds, and its top speed at 170 mph. It’s power-shy on paper compared to a twin-turbo V-8 5-Series, but because it’s relatively lightweight–at 3,616 pounds in base trim it’s about 250 pounds lighter than the last-generation car–the new CTS is a vibrant straight-line performer with all its powertrains, but especially with the twin-turbo six. Cadillac rarely has had issues with that performance metric, though. It’s handling where the marque hasn’t quite clipped the wings of its European sparring partners–that is, until the arrival of the compact ATS last year. Incredibly stable and composed, the ATS has lent its road feel to the structurally related CTS, and it’s obvious even in the versions with the lowest aspirations–with a standard-tune FE2 strut-and-five-link suspension, electric steering, and 17-inch wheels and tires. The CTS’ near-equal weight balance lets even the small-tire model cut cleanly through corners, with steering that doesn’t dose up with steroidal levels of artificial weight. Mind you, this is the VSport. There’s a CTS-V still waiting for its debut. More on that in the months to come.
The Cadillac CTS receives a short list of updates for 2015–including the addition of the new Cadillac crest to the grille–making this already excellent luxury sedan that much better. This year, it’s only offered as a sedan, competing well against vehicles like the Jaguar XF, Audi A6, BMW 5-Series, Mercedes-Benz E-Class.
For shoppers interested in the CTS-V Coupe performance models, Cadillac will sell 500 final edition cars during the second half of 2014. (Read our most recent full review on the carry-over Cadillac CTS-V Coupe.) Amongst its competitors, the CTS sedan has taken a giant leap over its last generation as a standout in the segment, better even than our beloved Cadillac ATS, which became the 2013 North American Car of the Year. The third-generation CTS finally tackles the thorny E-Class/5-Series/A6 superset head-on, while it marches Cadillac a few more brisk steps away from its straight-edged Art & Science theming. That retreat is unmistakable–because from some angles, the 2015 CTS has an uncanny resemblance to the Mercedes-Benz E-Class. It’s all in the rear roofline, the angle of the pillar that bends down toward the trunklid, and the shapes of the side glass. The blunt edges have been smoothed down; the LED trim on its vertical headlamps does the neat visual trick of pulling the nose to the ground, while it picks it up and into the fenders. Inside, the dash cap is wrapped in a single piece that drapes into the center stack, and wood trim mingles with cut-and-sew upholstery, at least on uplevel models. The touchscreen CUE interfaces dominates the cockpit, with big, bright displays in the center stack and in the gauges–in some cases, replacing the gauges entirely. Finally, a true mid-sizer The 2015 CTS has grown up and out into true mid-size dimensions, making back-to-back comparisons with E-Classes and 5-Series and XF easier. It’s 195.5 inches long overall–4.1 inches longer than before–and the wheelbase is 114.6 inches, an increase of 1.1 inches. The roofline’s lower by an inch, to 57.2 inches, and that has as great an effect on its five-passenger utility as the boost in rear-seat space. The CTS’s front seats have great support, and more than a dozen adjustments–the standard-issue seats have 14-way power adjustments; leather-trimmed, 16-way adjustable seats and 20-way adjustable seats are options, with manual tweaks for the bottom cushion length and the headrests. In back, there’s somewhat less room and support than in rival sedans: the seat bottom is mounted low and it’s short, though entry and exit have improved a lot from the former CTS. Trunk space is fairly small, too. As for quality, GM’s active noise cancellation has a helpful effect on muting the sounds of the turbo four-cylinder and the twin-turbo six, where extra sounds from in front of the firewall are pumped into the cabin through the CTS’ Bose audio system. The CTS still is on the glamorous side of interior finishes; the cabin’s awash in the soft glow of screens, a futuristic look that sets it apart nicely. Bracketed by turbos Three engines frame the CTS’s argument in the mid-size luxury debate. The base powerplant is the same 2.0-liter turbocharged four-cylinder, rated at 272 horsepower, coupled to a six-speed automatic with rear- or all-wheel drive. It’s a well-sorted base car, with light-touch electric power steering, but even with active noise cancellation, it’s more gruff than the turbo four from BMW. The top CTS sedan is the $60,000 Vsport, fitted with GM’s new twin-turbo 3.6-liter V-6, and good for 420 horsepower and 430 pound-feet of torque. It’s rear-drive only, paddle-shifted eight-speed automatic only, and gets its own 18-inch Pirelli tires, a track mode, an electronic limited-slip differential, and Brembo brakes.
;Cadillac’s
ever-present 3.6-liter V-6 checks into the mid-line CTS with 321
horsepower and 275 pound-feet of torque, and a choice of rear- or
all-wheel drive. All-wheel-drive cars get same six-speed automatic with
paddles, but a new eight-speed, paddle-shifted automatic comes with
rear-drive versions. It’s a more fitting drivetrain for a mid-size
Cadillac, quick enough to throw off 6-seconds runs to 60 mph. On all
versions, Cadillac’s attention to weight has kept the CTS relatively
light: the base car’s curb weight of 3,616 pounds is about 250 pounds
less than the last-generation CTS, and body structure is far stiffer. A
slimmer CTS means superior handling, no matter which version: the
steering doesn’t load up with steroidal levels of artificial weight, and
the CTS rides firmly, with little lean. We’ve driven a handful of CTS
sedans, and our favorite is the Vsport, and not just because it compiles
especially beautifully on a track. With Cadillac’s magnetic dampers (an
option across the board) and a quicker steering ratio, it grips the
ground fanatically, needling its way through carousels and esses–but
relaxes into a comfort mode for everyday driving that’s composed and
confident, not at all punishing. Safer seats? Like the Cadillac ATS, the
2015 CTS will get a full dose of tech-intensive safety features, above
and beyond the usual stability control. Ten airbags, parking sensors,
rearview cameras–they’re a little passe, aren’t they? The CTS offers a
combination of radar and cameras that enable forward-collision alerts,
adaptive cruise control, cross-traffic alerts, and lane-departure
warnings. The CTS also gets the clever haptic setup from the ATS and
XTS, wherein the lane-keeping functions don’t vibrate the wheel as they
do on some luxury cars–they vibrate the seat, either on the left or the
right side of the bottom cushion, depending on which side you
transgress. GM’s OnStar system is free for a year with the 2015 CTS, and
comes bundled with smartphone-app access, down to remote start. OnStar
also now includes 4G LTE data connectivity with the ability to create an
in-car WiFi network. 2015 CTS features and options The 2015 Cadillac
CTS will come in three different trim levels, named just as those on the
ATS are named: Luxury, Performance, and Premium. All versions will come
with power features, cruise control, climate control, and Bluetooth
with audio streaming. Cadillac’s CUE system will be available. It’s a
defining piece of technology for the brand, and one that’s far from
foolproof–a sentiment we have regarding other infotainment systems. In
particular, CUE’s haptic feedback isn’t always predictable, and its
natural-language recognition fails us often enough to resort to
smartphone-based Google Maps. But it’s a dramatic-looking setup with
some fascinating features worth learning: there’s a big 8.0-inch screen
that displays navigation, audio, climate, and phone functions, linked to
a second screen between the gauges, controlled by voice or by
steering-wheel controls. Navigation integrates with CUE, but it’s an
option on base versions of the CTS. The CUE system also includes text
message alerts for 2015, and there’s an available wireless DockSpot
charging pad for mobile devices, too. And, the CTS now has a
perpendicular self-parking feature available, too. Other nifty touches
include parking assist, which steers the car into parallel spots while
the driver keeps a foot on the pedals; ambient LED lighting; Bose audio;
and a cupholder with a power-operated cover. Forget what the GPS
says–that’s the signal that the 2015 CTS sedan has finally arrived.Photo Gallery: Cadillac Cars
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