2014 Cadillac CTS Expert Review:Autoblog
Bridging The Gap With Power And Poise
As you read these words, West Coast Editor Michael Harley is preparing to drive the brand-new 2014 Cadillac CTS along the gorgeous, sun-drenched roads of Southern California. And while I'll wait for Harley's full report before I put words in his mouth, I'm willing to bet he enjoys the hell out of Cadillac's new CTS. In fact, I'm sure of it.
I say this with confidence because, about a month ago, I spent the better part of a day flogging the new CTS Vsport around the 2.9-mile Milford Road Course – a challenging circuit laid out in the infield of an oval test track at GM's proving grounds in southeast Michigan. The MRC was built about a decade ago after Bob Lutz was lured out of retirement to work closely with GM's product development team, and thus, this circuit is known informally as the "Lutz Ring." The main objective of the MRC was to have an in-house facility for engineers to fine-tune vehicle dynamics, without having to constantly schlep cars over to Germany's infamous Nürburgring. (Of course, they still do.)
To drive the new CTS on the very track where it was honed was an incredibly rewarding experience. This Vsport, folks, is something very special.
Because Harley will be filing his report of the new CTS in relatively short order, I'll spare you many of the technical details that he'll no doubt cover in his story. The long and short of it: this 2014 CTS is lower, lighter and leaner than its predecessor, and there's a whole mess of specifications to prove that statement. In some configurations, the new CTS is as much as 250 pounds lighter than the outgoing model, and compared to a BMW 5 Series, the Cadillac is anywhere from 200 to 400 pounds skinnier, depending on engine and trim.
This massive weight savings comes though the use of aluminum components throughout the entire body, including the doors, engine cradle, bumpers, pillars, instrument panel structure and shock towers. Not only does this reduce weight, but in some areas, it's actually more cost effective, and it has allowed Cadillac to tune the CTS in such a way that it achieves a perfect 50/50 weight distribution. Win-win.
Compared to a BMW 5 Series, the CTS is anywhere from 200 to 400 pounds skinnier.
All that lightweight goodness is wrapped up in a package that is, in a word, stunning. The new CTS is a visual treat, incorporating all of the same Art & Science design DNA into something that is modern, elegant and oozes graceful aggression. The front overhang has been reduced, the ever-important dash-to-axle ratio lengthened, and the new body features highly sculpted panels that all work together to form a cohesive shape. In my estimation, it's easily one of the best-looking designs in the class – a design that you really need to see in person to properly understand how all of the little details work together. That large rear overhang still looks a bit lengthy from some angles, and the rear view isn't nearly as powerful as the front, but have a glance of the 2014 CTS next to the 2013 model and, well, the improvement is massive.
Speaking of massive, get a load of what's under the hood of the Vsport – a brand-new, twin-turbocharged, direct-injected 3.6-liter V6 that pumps out 420 horsepower at 5,750 rpm and 430 pound-feet of torque at 3,500 rpm. That's some serious power for a V6, especially when you consider that the twin-turbo 4.6-liter V8 of a Mercedes-Benz E550 is actually less powerful, at least in terms of horsepower, than Cadillac's new six-cylinder. This new TTV6 engine will find a home in more places than just the CTS Vsport – a detuned version already exists under the hood of the new XTS Vsport, and fitting this inside of the upcoming ATS-V seems like it'd make a whole lot of sense. Here in the 3,952-pound CTS Vsport, this engine is enough to scoot the rear-drive sedan to 60 miles per hour in just 4.6 seconds.
The twin-turbo 4.6L V8 of a Mercedes-Benz E550 is actually less powerful in terms of horsepower.
Cadillac has employed electronic sound enhancement in the CTS Vsport, allowing drivers to hear the roar of the 3.6-liter twin-turbo engine at different volumes depending on driving style. This is a sweet-sounding engine, to be sure, and Cadillac's system uses small microphones placed underneath the hood to then pipe-in engine noise through the car's audio system. In Tour mode, things are pretty tame, though you can still hear a nice, pronounced engine note, but in Track mode, the bellowing engine noise is at full volume, and I must say, its rich, deep tones are almost V8-like. On aural delight alone, the CTS Vsport is easily better than anything offered by the Germans without a full-spec M or AMG treatment.
This engine is mated solely to a new eight-speed automatic transmission with a sport mode and steering wheel-mounted paddle shifters. And while I only drove the CTS in full attack mode on the Milford Road Course, this slick new cogswapper never once felt laggy or lazy. Shifts were executed precisely and quickly, and when left to its own devices in Track mode, gears were eagerly held until redline and downshifts under braking were fired off as if I were ordering the changes myself.
The new Track mode is a key part of the dynamic Vsport experience.
The new Track mode is a key part of the dynamic Vsport experience. Cadillac is now offering its fantastic Magnetic Ride Control on standard CTS models, and with the Vsport, this sportiest setting joins the normal Tour, Sport and Snow/Ice modes. Track mode enhances steering weight, and the Vsport's ratio is quicker than lesser CTS models (15.4:1 vs. 15.5 for RWD and 16.2 for AWD models), the right ingredients for a command performance. Track mode also adjusts the Magnetic Ride Control calibrations to allow for the best possible handling experience under extreme situations. In other words, it'll let you have oodles of fun while still keeping the electronic nannies on the sidelines to step in if things get too unruly.
But even so, the CTS is easily controllable with light, direct steering and adaptive suspension damping that provides excellent feedback at all times. The car has subtle amounts of body roll in corners, but it's nothing that isn't par for the class – the MacPherson front and five-link rear suspension setups are nicely tuned for what the CTS Vsport needs to offer. On one hand, it should be able to haul ass around Milford, but it also needs to serve duty as a smooth, comfortable luxury sedan on public roads. The whole package feels like a more refined, less-powerful version of the current CTS-V, and turn after turn, the Vsport went exactly where it was pointed with perfect poise. Of course, the Vsport's 245/40-series 18-inch wheels wrapped in Pirelli PZero tires certainly aided things here. Interestingly, Cadillac has chosen not to offer 19-inch wheels – available elsewhere in the CTS range – on the Vsport, saying that the combination of the 18s and PZero tires provides the best possible handling results.
Cadillac chose not to offer 19-inch wheels – available elsewhere in the CTS range – on the Vsport.
Every corner of the Milford course is designed to test the limits of a car's chassis, and in some cases, you need to purposely do things like brake mid-corner to get the stability control system to flex its muscles. And in every single case, the CTS powered through each turn with good levels of feedback and a direct, lightweight feel that inspired confidence in the driver and made me want to keep pushing harder and harder. I'll need to get the CTS Vsport out onto public roads before giving a final judgment to the ride/handling balance, but on the track, it was sublime. To be fair, GM has the home turf advantage here, having me drive the car at Milford, where the car was tuned. Even so, the whole package feels like a larger, faster ATS, and that's a fine compliment, considering how Cadillac's smaller sedan is wooing critics these days.
Shard lineage with the ATS is apparent inside the CTS, as well, with a substantially updated cabin lined with premium materials in a variety of colors, accented with aluminum, wood and faux carbon fiber inlays. Cadillac will even reportedly offer to swap out the accent panels at the dealership level, increasing the overall level of customization possibilities. The testers I drove were all very early pre-production units, so I won't judge things like panel gaps or, you know, exposed wires, but on the whole, everything inside the CTS is super nice and comfy. Visibility from all angles is generally good, and the interior feels familiar, if only because it doesn't stray too far from the ATS' design.
On the whole, everything inside the CTS is super nice and comfy.
Uplevel CTS models get the full-LCD instrument panel with reconfigurable displays, sort of like what's available in the XTS. On the lower end, though, there are analog gauges like those found in the ATS, and if I'm honest, they look like a cheap solution here. Of course, there's still the love-it-or-hate-it CUE infotainment system rounding out the center stack, with the same haptic feedback controls found below. Thankfully, my day of track testing didn't require use any of the functionality found behind the CUE screen.
Pricing for the 2014 CTS Vsport starts at $59,995, not including $925 for destination, putting it a few thousand bucks below the $63,900 BMW 550i. Spec out the two cars with similar options, and I'll bet the CTS still comes in at a lower price, though the more powerful 550i is also available with all-wheel drive – the CTS Vsport is a rear-drive-only affair, and the twin-turbo V6 is only available in Vsport trim.
If the Vsport is indicative of the CTS family as a whole, we have a real winner on our hands.
The CTS Vsport is really wonderful, and without a doubt will nicely bridge the gap between the naturally aspirated 3.6-liter CTS with 321 hp (or the base-grade 2.0T with 272 hp) and the next-generation CTS-V that's expected to pack more than 560 hp. If the Vsport is indicative of the CTS family as a whole, we have a real winner on our hands. But I'll wait for Harley's full report before making that declaration. What I know right now is that, at the Milford Road Course, the CTS Vsport is damn impressive, and that makes me incredibly hopeful for the rest of the range – especially the upcoming CTS-V.
New Car Test Drive
Redesigned luxury performance sedan is bigger and better.
Chalk up another home run for Cadillac. On the heels of its award-winning compact sedan, the third-generation midsize Cadillac CTS sedan debuts larger, leaner and ready to take on longstanding leaders in the luxury midsize category.
While the last generation Cadillac CTS was nothing to shake a stick at (it broke the record for a production sedan on Germany's famous Nurburging racetrack when it debuted), it was an awkward 'tweener. Too big to be compact, yet too small to be midsize, the outgoing CTS straddled the line drawn by other luxury brands. With the introduction of the compact Cadillac ATS, Cadillac has more precisely matched the BMW 3 Series class, allowing it to redesign the CTS as a larger car. As a result, the 2014 Cadillac CTS has been moved squarely into the premium midsize category, putting it in direct competition with the Audi A6, BMW 5 Series, and Mercedes-Benz E-Class.
The 2014 CTS sedan is 4.2 inches longer than the previous-generation (2008-2013) models, with a wheelbase that's stretched 1.2 inches. The 2014 CTS also sits 0.8 inch lower. The new design bears a family resemblance to the compact ATS and full-size XTS sedan. While still based on Cadillac's Art and Science design language, the once-radical styling of the CTS has been softened, while still keeping Cadillac's signature vertical lines and sharp creases. The grille is wider, with vertical stripes of LED lights that run the length of the headlamps, and continue below down the foglamp housings.
A choice of engines is available for the new CTS. Standard is a peppy and efficient 2.0-liter turbocharged four-cylinder that makes 272 horsepower and 295 pound-feet of torque, slightly more than the previous gen's naturally aspirated 3.0-liter V6. Fuel economy for the 2014 CTS with 2.0-liter turbo is an EPA-estimated 20/30 mpg City/Highway, 19/28 mpg City/Highway with optional all-wheel drive.
Optional is an updated version of the 3.6-liter naturally aspirated V6, good for an impressive 321 hp and 275 lb.-ft., with an EPA-estimated 19/29 mpg on RWD models and 18/26 mpg City/Highway with AWD.
Both engines are mated to a 6-speed automatic transmission; enthusiasts who like to row through the gears may be dismayed to learn that Cadillac axed the 6-speed manual available on the previous version.
The CTS VSport features a new twin-turbocharged 3.6-liter V6 that cranks out 420 horsepower and 430 pound-feet of torque. It's paired to an all-new 8-speed automatic transmission with paddle shifters for a broader power band and increased fuel economy. Cadillac says the CTS VSport will dash from 0-60 mph in just 4.6 seconds. Fuel economy is predictably lower, with an EPA-estimated 17/25 mpg City/Highway. CTS VSport models are rear-wheel drive only.
Based on the same rear-wheel-drive platform as the compact Cadillac ATS, the new CTS uses many of the same weight saving technologies, like extensive use of aluminum in the chassis and body. The result is the lightest CTS to date; Cadillac says the base model has a curb weight of 3,616 pounds, nearly 200 pounds lighter than the BMW 528i. Use of lighter materials in the back, combined with a heavier rear steel suspension, help the CTS to achieve a near-50/50 weight distribution.
For the first time, GM's magnetic ride control suspension is optional on all CTS models. The CTS is also the first Cadillac to use Automatic Parking Assist, GM's automated parallel parking system. New safety features include automatic safety belt tightening, which continuously adjusts the seat belt during driving. A plethora of electronic safety systems are also available, including adaptive cruise control, forward collision alert, lane departure warning, side blind zone alert and panic brake assist.
Though its design might not appeal to everyone, the 2014 Cadillac CTS is as good as any German luxury sedan when it comes to performance and handling, and outshines many with its impeccable interior materials and finishes. With many technology and comfort features coming standard, the CTS is also an excellent value for the money when compared to others in its class.
While the CTS sedan (including Vsport) is all-new for the 2014 model year, the 2014 Cadillac CTS-V with 6.2-liter V8, the 2014 CTS Coupe, and the 2014 CTS Sport Wagon are all still based on the previous-generation platform, as are the CTS-V versions of the coupe and wagon. The CTS Coupe and Sport Wagon debuted as 2011 models and have not changed much since then. The CTS-V sedan was launched as a 2009 and remains largely unchanged.
The 2014 Cadillac CTS sedan is available with a choice of three engines, each with several trims. Rear-wheel drive is standard, all-wheel drive is available.
CTS ($45,100) comes standard with the 2.0-liter turborcharged four-cylinder engine and is available with rear-wheel drive or all-wheel-drive ($47,100). Standard features include dual-zone automatic climate control, leatherette (vinyl) upholstery, 8-way power front seats with 4-way power lumbar and 4-way manually adjustable head restraints, driver memory, a leather-wrapped manual tilt-and-telescoping steering wheel with multifunction controls, keyless ignition/entry, adaptive remote start, cruise control, universal home remote, Bluetooth phone and streaming audio connectivity, the Cadillac CUE infotainment system with 8-inch color touchscreen display, a 11-speaker Bose premium audio system with active noise cancellation, HD radio, satellite radio capability with a three-month included subscription, rear parking assist, heated and power adjustable outside mirrors with turn signal indicators and 17-inch painted aluminum wheels with run-flat tires. An optional leather seating package ($3,500) includes leather upholstery, power steering column, heated and ventilated seats, heated steering wheel, split-folding rear seat, single in-dash CD player and additional ambient lighting.
CTS Luxury trims can be had with the 2.0-liter turbocharged engine with rear-wheel drive ($51,000) or all-wheel drive ($53,000), or with the more powerful 3.6-liter V6 with rear-wheel drive ($53,700) or all-wheel drive ($55,700). In addition to the standard features, CTS Luxury includes leather upholstery, adaptive HID headlamps, a Driver Awareness Package with blind spot monitoring system, rear cross-traffic alert, lane departure warning and forward collision alert, as well as different 17-inch wheels. Options for the Luxury model include Cadillac's adaptive magnetic ride control suspension system with 18-inch painted ($1,550) or polished ($2,000) wheels and a panoramic sunroof ($1,250).
Navigation with an upgraded Bose audio system ($905) is optional on both standard and Luxury trims.
CTS Performance models come with the same choice of 2.0-liter turbocharged engines with RWD ($57,400) or AWD ($59,400), or with the 3.6-liter V6 and RWD ($60,100) or AWD ($62,100). In addition to everything above, CTS Performance upgrades with tri-zone automatic climate control, heated rear seats, navigation, a 110-volt power outlet, automated parallel parking assist, a head-up display and additional ambient lighting. Options for Performance models include 20-way-adjustable sport seat package ($1,625) with sport pedals and a reconfigurable gauge cluster. An optional Driver Assistance package ($2,540) adds active safety features including full-speed adaptive cruise control (which can bring the car automatically to a stop in case of emergency), front and rear automatic braking and automatic collision-preparation braking with automatic seatbelt tightening.
CTS Premium trim with the 2.0-liter turbo ($61,800) with AWD ($63,800) as well as the 3.6-liter V6 with RWD ($64,500) or AWD ($66,500) includes all of the Performance equipment plus additional leather trim, the Driver Assistance package, the reconfigurable instrument cluster and an advanced security system.
CTS VSport models ($59,070) are powered exclusively by a 3.6-liter twin-turbocharged V6. Standard features include those found on the CTS Performance trim plus a sport suspension, electronic limited-slip rear differential, selectable driving modes, sport-tuned steering and unique 18-inch wheels with high-performance summer tires. The CTS VSport Premium ($69,070) adds features found on the Performance trim and the Driver Assistance Package. Optional on CTS VSport models is an upgraded high-performance brake pad ($100).
Safety features standard on all models include active front head restraints, driver front-seat side airbags and full-length side curtain airbags, traction control, stability control, anti-lock brakes and GM's OnStar roadside assistance and rash notification with one-year included subscription. Optional active safety features are available in the Driver Assistance package. All-wheel drive can enhance handling stability in slippery conditions.
Exterior styling on the 2014 Cadillac CTS retains the sharp angles and vertical lines of Cadillac's Art and Science design language that's been in use for more than a decade. Yet the new CTS is much more sophisticated, with more fluidity between the sharp angles. It bears a close family resemblance to the ATS and full-size XTS sedan.
At 4.2 inches longer and nearly an inch lower, the 2014 Cadillac CTS looks more planted. Visually, the bulk of the CTS is concentrated under its tall beltline; the bottom half looks substantial and solid, with a wide, large grille.
From head-on, the front end is still very crisp and angular. Vertical stripes of LED lights that run the length of the stretched-back headlamps, and continue below down the outside of the tall foglamp housings. Hood lines are deeper and more sculpted, flowing into a sleek and sloping windshield.
Its aerodynamic shape is clear from the side view. The narrow line of LED daytime running lamps stretches back into the front fender, reminiscent of Cleopatra's exaggerated black eyeliner. The relatively low roofline gently sweeps back and down into the rear window, with no interference other than the small center-mounted roof fin. A slight lip on the truck lid helps to guide air coming off the back of the car. Wheel choices vary, and come in an array of painted and polished designs in 17, 18 and 19-inch sizes.
In back, an updated version of Cadillac's vertical taillamps are wide and solid red. The rear bumper, as before, comes to a center point. Below, geometric-shaped dual exhaust ports are integrated into the rear bumper, giving it a clean, symmetrical look.
Like other Cadillac interiors, materials on the CTS are high-quality and luxurious. Compared to rivals, the cabin of the CTS really shines. Cadillac prides itself on using materials that are authentic; if it looks like wood, it is. Trim and colors vary by model type and package; some wood inserts have a high-gloss finish. Others are open pore, with a very thin coating that allows you to feel the natural pock marks and variation. All interior examples we saw were beautiful, harmonious and classy.
Standard front seats are comfortable, but not heavily bolstered. Those of smaller stature may find the flatter design more comfortable, as more highly contoured large seats sometimes seem to hug in all the wrong places. Upgraded sport seats have more aggressive bolstering, but don't feel overly confining. In a CTS VSport model we drove, bolsters were adjustable, to provide just the right amount of squeeze.
Vinyl upholstery is smooth and durable, and feels leather-like. Genuine leather upholstery is soft and good-looking. Optional semi-aniline leather is buttery and smells delightfully rich, as less protective coating allows more of the natural hide to come through. Although, the latter also requires more care and can be less durable long-term.
A high center console sits between driver and passenger, making each feel like she's in her own compartment. We felt the console was a bit too high, though, and we hit our elbow a few times attempting to shift gears.
Storage in the front seat is okay, but not plentiful. Two center cup holders are large enough for standard-size water bottles, but won't fit larger containers or coffee mugs. Side map pockets are relatively narrow and lack additional cupholder space found in some competitors. There is a clever locking storage area behind the touch screen in the center stack, but it's not convenient to use while driving. The center console is roomy, but it opens sideways with the opening facing the driver, which makes it difficult for the passenger to access.
The star of the center stack is the 8-inch touchscreen, framed by a deep and dramatic U-shaped line. The interior design echoes the lines and shapes of the outside, with sharp angles and rising lines that wrap around and create a seamless flow from the center instrument panel to the doors.
CUE, short for Cadillac User Experience, is Cadillac's voice-activated proprietary interface with an iPad-like touchscreen. While past Cadillac models were fraught with an overwhelming number of buttons on the center stack, CUE drastically cuts down the number of controls to just a handful. It controls audio and telephone functions, as well as directions and map information on cars equipped with navigation.
CUE's home menu is configurable so you can access your favorite functions easily. It also uses proximity sensing, which saves extra steps and keeps your attention better focused on the road. When driving, CUE will display full-screen maps or audio information, but when your hand is nearby, it automatically brings up menu options related to the current function on the screen.
We were pleasantly surprised by the navigation and voice activation. Voice recognition systems can be painfully inaccurate, but CUE understands natural voice commands, meaning you don't need to use pre-canned terms to get it to do something. Even better, it can correctly identify difficult names from an address book, although it will most likely butcher the pronunciation when repeating it back to you.
While CUE is mostly user friendly, there are still a few oddities. One of these is that it uses physical buttons on the center stack, located below the screen for the climate control's fan speed and temperature. However, if you want to change vent mode, you have to go in to the CUE menu. It annoyed us when a barrage of fingerprints appeared on the screen after just a few minutes of use. The CTS does come with a microfiber cleaning cloth, but it's not an elegant solution.
Still, CUE has gotten better since it debuted on the XTS. Software has been upgraded to cut down response time, and we could tell the difference.
The steering wheel in the 2014 Cadillac CTS is comfortable. Not overly thick, yet substantial enough to grip firmly in hand. CTS VSport models have a thicker wheel, but it doesn't feel overly stuffed like some other carmakers' sport wheels. Drivers can toggle through an array of electronic information on the instrument cluster, including speed, fuel economy, distance to empty, and more. An optional configurable thin transistor film (TFT) instrument cluster allows the driver to change the look of the gauges; choices range from clean and simple to highly detailed.
On cars equipped with the Driver Awareness Package, the driver's seat will vibrate when the lane departure warning or forward collision alert is activated. If a vibrating seat isn't your style, you can change the warning to an audible tone. As for us, we think the vibrators should have a manual on/off switch and be repurposed as seat massagers.
Visibility is fine in the CTS, though the instrument panel sits up high. Those of smaller stature may have to raise the seat to see properly. Also, flat, squat sideview mirrors may take some getting used to.
In back, the 2014 Cadillac CTS is still a bit more cramped compared to its rivals. Rear legroom measures 35.4, compared to 37.4 inches in the Audi A6, 36.1 inches in the BMW 5 Series and 35.8 inches in the Mercedes-Benz E-Class. Still, a six-foot-tall passenger can fit behind a six-foot-tall driver with a bit of knee room to spare. Rear headroom is 37.5 inches, compared with the Audi's 37. 8 inches, BMW's 38.3 inches and Mercedes's 38.2 inches.
Cargo space is also a little shy of competitors'. The trunk in the CTS measures 13.7 cubic feet (an increase of only 0.1 cubes compared to the outgoing model), compared with the 14.1 cubic feet in Audi A6, 14.0 cubic feet in 5 Series, 15.9 in E-Class.
The 2014 Cadillac CTS is responsive, lively and athletic. It handles as well as the best European sedans, yet it's also comfortable, smooth and quiet. The base 2.0-liter turbocharged engine is capable and fun, and is the best choice for everyday commuting. At high rpms it sounds like it's working hard, but isn't quite as whiney as the four-cylinder turbo used in the BMW 528i. The 2.0-liter turbo is the most efficient of the CTS lot, with an EPA-estimated 20/30 mpg City/Highway on rear-wheel drive vehicles and 19/28 mpg City/Highway with optional all-wheel-drive.
Better suited to the CTS is the upgraded 3.6-liter V6. Acceleration is effortless, and gives smooth and satisfying power. As expected, fuel economy dips a bit, with an EPA-estimated 19/29 mpg City/Highway on RWD models and 18/26 mpg with AWD.
Most impressive (and most expensive) is the hot-rod CTS VSport, which skyrockets effortlessly down the road and through twisty canyons with its all-new 3.6-liter twin-turbocharged V6. On two-lane roads, we shot by slower cars effortlessly, making the drivers left behind wondering what had just happened. Fuel economy is an EPA-estimated 17/25 mpg City/Highway.
Sound insulation is quite good in the cabin of the CTS. On the upgraded 18-inch wheels, we noticed very little road and tire noise, and virtually no wind noise. Larger 19-inch wheels were, as expected, a little noisier, but we didn't find it unbearable. All models come with active noise cancellation, which helps to reduce ambient noise inside the cabin, much like noise-cancelling headphones.
On CTS VSport models, engineers took it a step further, carefully orchestrating the cabin acoustics using active noise cancelation and microphones to keep out the bad noises and pipe in the good ones. The result is a satisfying, audible growl when you get on the throttle, especially in Track mode.
All of our test models came with the optional Magnetic Ride Control. This adaptive suspension system manages the CTS's weight beautifully around tight corners and long sweepers. Both the 2.0 turbo and the 3.6-liter have a choice of three driving modes: Touring, Sport and Snow/Ice. CTS VSport models have an added Track mode. Each changes the car's setup to range from comfortable to ultra-competitive. We haven't gotten a chance to test the standard CTS suspension.
All CTS models come with Brembo brakes, which are firm and confident, but not overly touchy. Upgraded brakes on CTS VSport models have more bite, as one might expect. Upgraded brake pads on the CTS VSport are even better, but also make more dust.
The 2014 Cadillac CTS is a class-leading performance sedan that offers great handling, a high-quality interior and many standard features at a competitive price.
Laura Burstein filed this New Car Test Drive report after her test drive of all the 2014 Cadillac CTS models near Santa Barbara, California.
Cadillac CTS Standard ($45,100); Luxury ($51,000); Performance ($57,400); Premium ($61,800); CTS VSport ($59,070).
Options As Tested
Navigation with upgraded 13-seaker Bose audio system ($905); 18-inch painted wheels with all-season run-flat tires and magnetic ride control ($1,550); White Diamond paint ($995).
2014 Cadillac CTS 2.0 Luxury ($53,000).
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