Cadillac's CTS-V likened to slingshot

By Russ Heaps SPECIAL TO THE WASHINGTON TIMES | Friday, October 10, 2008

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In an effort to duplicate the sensation of tromping on the accelerator of the new Cadillac CTS-V, you could set your hair on fire and throw yourself from the roof of a 20-story building. Yep, it's that exhilarating.

Of course what else would you expect when stuffing a 556-horsepower V8 under the hood?

But it´s not just the forward thrust that defines the dark persona of Cadillac´s wildly popular midsize luxury sedan. An intuitive automatic transmission, stop´em-dead-in-their-tracks brakes, spot-on steering and a suspension that reacts faster than a Cray Supercomputer adding two plus two all pile on to elevate the CTS-V into the fraternity of the world´s most capable cars.

Although there is a lot more going on here than simply mind-boggling acceleration, the CTS-V is so wickedly quick that its speed is the launch point of any discussion. H ow fast is it? Cadillac claims a standstill to 60 mile-per-hour time of 3.9 seconds. As a yardstick, consider that the much-ballyhooed BMW M5 requires nearly a full second more to hit 60 mph. That fraction of a second may not be enough reason to choose the Cadillac over the BMW; but with an estimated sticker price of between $60,000 and $65,000 the $15,000 or better savings the CTS-V represents compared to the $83.900 M5 perhaps sufficient incentive.

Cadillac took its midsize missile to the legendary Nurburgring in Germany and it did the circuit in less than eight minutes. No other production-equipped sedan has ever done that – not one. It will cover a quarter of a mile in 12 seconds at 118 miles per hour. Somehow calling it fast doesn´t do it justice. In the world of luxury sedans, it redefines fast.

At the heart of this blistering get-up-and-go is a 6.2-liter supercharged V8 based on the powerplant in the new Corvette ZR1. The supercharger is a four-lobe rotor design that is nearly silent when hard at work. The sling-shot acceleration is the product of 551 pound-feet of torque.

Purists insisting a high-performance automobile must have a manual transmission should be satisfied stirring the new Tremec six-speed manual. Unlike the first generation CTS-V, the 2009 also offers a six-speed driver-shiftable automatic. Choosing the automatic includes steering wheel-mounted paddle shifters. Very little in the way of fun or driving dynamics are lost with the automatic. Shifting the automatic yourself isn´t even necessary to enjoy a full-blown experience. Something Cadillac calls Performance Algorithm Shifting adapts its shift points to the driving style of the driver when the transmission is in full automatic mode. More aggressive driving trains the transmission to shift at higher rpms.

Sporting the most recent version of GM´s Magnetic Ride Control, the CTS-V claims the industry´s fastest-reacting suspension. More than just some high-technology bragging rights, Magnetic Ride Control provides an expan ded range of soft-to-firm damping control for better ride and handling in virtually any driving condition. Rather than mechanical valves in the shocks, Magnetic Ride shocks are controlled by electromagnets. Several times a second a network of sensors sample road conditions and what the car is doing, sending this information to an on-board computer that instantaneously makes whatever damping adjustments are required. Drivers can choose between Tour and Sport modes for cruising or performance driving. The bottom line is a suspension that keeps the CTS-V well planted in the twisties and during severe maneuvering, yet remarkably pliant during normal cruising.

Tapped by Cadillac to create the CTS-V antilock braking system, Brembo has assigned six-piston grabbers up front and four-piston grabbers in the rear to seize ventilated rotors the size of manhole covers. The parking brake is electric. Stability control, traction control, emergency braking assist and electronic brakeforce distribution are all standard. An optional system called Performance Traction Management that regulates torque delivery to maximize traction during hard acceleration is also offered.

Not nearly as austere as the cabins of some German performance sedans, the CTS-V wraps its passengers in luxury, yet retains a decidedly sporty feel. This is emphasized by the leather-covered Recaro front seats that hold their occupants firmly in place, but feature 14-way adjustments to maximize comfort and support. The seat inserts, as well as the outer rim of the steering wheel and the outside edges of the shifter knob are covered in a suede-like microfiber material. On the steering wheel this covering provides a surer grip for the driver.

Offering all the high-tech appointments of the regular CTS, the CTS-V features such gear as an integrated iPod and MP3 capability that allows playlists to appear on the car´s touchscreen. These devices can be charged through a USB port. There is a 40-gigabyte hard drive audio system that allows pausing and rewinding of live radio, as well as ripping tracks from CDs. An available navigation system includes 3D imaging of more than 800 major landmarks in 39 U.S. cities, in addition to real time traffic and weather. Another option is the adaptive forward lighting system that automatically adjusts headlamp direction as much as 5 degrees inboard and 15 degrees outboa rd for improved nighttime driving.

Although at the time of this writing Cadillac had yet to finalize pricing, it will probably fall in the $60,000 to $65,000 range. A lot of money? Yes, but when compared to others in the segment, a major bargain.

Simply stated, there has never been a more impressive marriage of luxury, performance and value.

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