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Road Test: 2009 Cadillac CTS DI car review, a classic before its time
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As GM becomes the New GM, it’s worth noting that the “new Cadillac”—though it was never called that—has been on the highway for several years now and there’s no better example of that renaissance than the 2009 Cadillac CTS V6 DI. We’ve driven the CTS several times since the model’s complete overhaul for 2008 and loved it each time, so we didn’t mind sliding behind the wheel once again.
There is no disputing the aggressive visage of the new Cadillac CTS. It’s snout-down to the world, with an air dam mere inches from the pavement, certainly as serious a luxury car visage, as visages go, that one has seen in, oh, at least a while. Or make that a bunch of whiles.
Gotta hand it to the Cadillac designers. They outdid themselves with the CTS. While its immediate predecessor had a clean, chiseled look, the new edition clearly spent a little more time at the gym—in this case, Germany’s famed Nurburgring race track, where the engineers of certain German manufacturers go to play—ah, develop a performance car’s, well, performance.
It’s not just the look, either. Cadillac designed three levels of suspension tuning for CTS, designated FE1, FE2 and FE3, from soft to macho respectively.
We drove the CTS before looking at the details of what had been delivered were sdelighted to find that our test 2009 Cadillac CTS had the FE2 chassis tuning. Although we were impressed at our first take on the CTS, which had the FE2 suspension and we called it a Goldilocks “just right.” This didn't change our mind.
The steering of the FE1 was still light and just as precise, and our test Cadillac CTS stayed surprisingly flat in corners though the more serious minded may wish for more rebound control over bumps. We were ready then for a long distance drive with the FE2-equipped CTS and we’d be just as pleased with the FE1..
Other than the hardcore high-performance CTS-V and the 2.8-liter V-6 available in Europe, two engines define the two models available. The base 3.6L engine is a tidy 3.6-liter variable valve timing V-6 rated at 263 horsepower and 253 lb.-ft of torque. That engine has conventional port-type fuel injection, meaning the fuel spritzers are in the intake tract.
The 3.6L DI, however, features direct injection, meaning that in addition to port fuel injection, there’s another injector inside the combustion chamber. Conventional fuel injection, as in the base 3.6L, has the air/fuel mix entering the combustion chamber as a more-or-less undifferentiated fog. Direct injection, however, lets the engineers determine exactly when the fuel should be added and in what densities in what part of the combustion chamber.
The effect of direct injection is to raise engine output to 304 horsepower while decreasing fuel consumption and reducing start-up emissions as well. Of course it costs more, but you’re worth it and so is the planet.
The 2008 Cadillac CTS offers a choice of a six-speed manual or six-speed automatic transmission. Our tester had the latter. The automatic is one step behind the latest vogue, however, by not having paddle shifting. Manual shift control of the automatic is good, with prompt and solid shifts when hustling, but my goodness, one must reach all the way down to the console! Horrors! But still…
The automatic is a good match with the 3.6L DI, however. Shifts are transparent under light throttle, the tachometer the only indication that there’s been any gear change at all. All-wheel drive is available as an option on the CTS. With its low prow, the ability of the all-wheel drive to plow through deep virgin snow will be limited, but on many slippery when all-wheel drive will trump rear-wheel drive, especially with winter tires to replace the all-season 17-inch tires on the FE1-equipped CTS.
Cadillac worked on keeping things quiet as well, going as far as sealing the hood as well as the doors to keep engine noise from seeping through the gap between the hood and fender panel. Excessive? It works. Enginewise, cruising is silent.
Cadillac didn’t muzzle the 3.6L DI with the right pedal pressed, however, and in fact induced a pleasing V-6 moan to accompany the forward surge. It has a rumble that in fact all but the engine note connoisseur will suspect comes from a V-8. The dual exhaust pipes terminate with a unique “ventilated” extension that Cadillac claims not only make more horsepower but improves the tone. We know that sounds like a J.C. Whitney special, but we assure you that we did NOT make it up.
However and whatever, the CTS 3.6L DI does sound good.
Performance aside, no one should be disappointed with the driver’s office. Unlike the last generation’s all-hard-plastic all-the-time Ebenezer Scrooge special, the CTS lives out this year’s automotive interior buzzwords, “soft touch.” Unlike last year’s molded plastic dash, the 2008 has is hand stitched like its European rivals, except that Cadillac has developed a way to do it cheaper, or should we say, less expensively.
The upholstery also uses “French stitching.” Conventional stitching joins a seam with a single pass. The leather on the underside of the seam is left to do as it will, flopping this way or that. French stitching folds back the leather under the seam on both sides and adds another row of stitches to hold it down. It gives a more tailored look and also makes a smoother, less lumpy seat surface.
As one might expect from a Cadillac, standard equipment is extensive, including items such as heated outside mirrors, auto-dimming inside rearview mirror, dual-zone climate control, express up and down power windows, Bose audio and XM satellite radio (you pay the monthly fee after three months). Standard safety equipment includes front and front side-impact airbags, and full-length side curtain airbags. Auto headlamps are also standard.
Our test CTS V6 DI came with a base price of $37,080.
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On top of that Cadillac included the “Premium Collection,” bundling other packages and individual features, for $10,100, including premium audio, premium seats, premium sunroof, premium wood trim, premium painted aluminum wheels and tires, and more premium et ceteras.Plus even more premium-er 18-inch polished aluminum wheels for $750 and a compact spare (replacing the inflator kit) for $250..
In all, including minor options and delivery, our CTS totaled a wind-sucking $48,995. . That’s a bunch for what’s an “entry-level” Cadillac, but as noted, that’s fully packed.
The underlying question, of course, is whether it’s a match for BMW, and our reply that indeed it is, though with a different personality. That sounds like a cop-out and perhaps it is. Indeed there are some drivers who could never replace the BMW roundel with the Cadillac crest. But it’s obvious that Cadillac has done its homework. And anyone who thinks otherwise probably hasn’t driven one yet.
Illustrations: 2009 Cadillac CTS DI; 2009 Cadillac CTS DI interior. Photos by John Matras.
| Engine | 3.6L/304-hp DOHC V6 |
| Displacement, cc | 3564 |
| Compression ratio | 11.3:1 |
| Construction, block/cyl. head | cast aluminum/cast aluminum |
| Valve train | DOHC, 32-valve, variable valve timing |
| Recommended fuel | unleaded regular |
| Horsepower @ rpm | 304 @ 6400 |
| Torque, lb-ft @ rpm | 273 @ 5200 |
| Max. engine speed, rpm | 6950 |
| Transmission | 6-speed auto. |
| Configuration | front engine/rear drive |
| Suspension, front | Independent double A-arm, anti-roll bar |
| Suspension, rear | Independent, multi-link, anti-roll bar |
| Chassis control | stabiity conrol w/ brake assist |
| Wheels, size/type | 18-inch/polished aluminum |
| Tires, size/type | 235/50R18/V-rated all-seadon |
| Brakes, type | 4-wheel disc, 4-channel ABS/TCS |
| Rotor size, front/rear, in. | 12.4 / 12.4 |
| Steering, turning circle, ft. | 35 |
| Dimensions & capacities | |
| Wheelbase, in. | 113,4 |
| Length, in. | 191.6 |
| Width, in. | 72.5 |
| Height, in. | 58.0 |
| Curb weight, lb | 3,874 |
| Trunk, cu ft | 13.6 |
| Performance | |
| Fuel econ., EPA city/hwy, mpg | 18/26 |
| Base price | $37,080 |
| Includes: 17-inch painted aluminum wheels, all-season tires, stablity control, all-speed traction control | std |
| Luxury/Convenience: leather wrapped steering wheel w/ aux. controls, dual-zone climate control, driver 8-way power seat adjust., power windows-front express up-down, power heated outside mirrors, auto-dimming inside mirror, power locks, remote keyless entry, cruise control, AM/FM/CD Bose 8-speaker audio, XM satellite radio | std. |
| Safety: Front & front side/side curtain airbags, active head restraints, auto. headlamps, OnStar | std |
| Premium Collection: AM/FM/CD/DVD player, Bose 5.1 cabin surround audio w/ 10 speakers, 40 GB hard drive, nav traffic, "Ultraview" sunroof, sapele wood trim/steering wheel, Luxury Level One package (alarm system, rain sensing wipers, interior ambient lighting), Luxury Level Two package (heated and cooled seats, rear split folding seats, power tilt/telescope steering wheel, keyless access-start, rear park assist), Seating package (leather surfaces seats, passenger/driver 10-way adjust, memory seat adjuster, Bluetooth, cargo net, universal home remote, heated windshield washer fluid), 18-inch all-season tire package (high intensity discharge-HID-headlamps, headlamp washer, 18-inch painted aluminum wheels w/ all-season tires, limited slip differential, sport suspension system, fog lights) | 10,100 |
| 18-inch polished aluminum wheels | 759 |
| Compact spare tire | 250 |
| Destination charge | 775 |
| Total vehicle price | $48,955 |
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