Skip to main content
HOME   |   ABOUT   |   NEWS   |   TECH ARTICLES   |   AT THE TRACK   |   REVIEWS   |   VIDEOS   |   CONTACT ME

Cadillac CTS finally gets a proper price tag!




GM finally announced pricing for the new, 2014 Cadillac CTS and it was given a proper price tag to match the move upwards Cadillac made with the 2014 model year (full post: 2014 Cadillac CTS). The current and previous CTS models have been stuck between the compact and midsize luxury segments and their sizes and prices reflected that. Now that Cadillac has a proper entry into the compact segment, the ATS, the CTS can comfortably move into the midsize luxury segment.

The third generation CTS sedan grows in size and interior space. It is now five inches longer than the outgoing model and interior space reflects the increased size. Despite the increase in size, the new car is 244 lb. lighter than the previous model and sits lower which should give it handling dynamics to match the excellent ATS. The CTS is expected to be the lightest car in its segment.




The 2013 CTS standard model will start at $46,025, including $925 destination fee, which is an increase of $6,005 over the outgoing model. For that, you get more luxury, interior room, power and features with more than 20 new standard features compared to the outgoing model. A 2.0 litre turbocharged four cylinder engine or 3.6 litre naturally aspirated V6 engine will be available in rear wheel drive or all wheel drive with three collections of option packages - Luxury, Performance and Premium.

The standard engine will be the 2.0 litre turbo engine which puts out 272 hp and helps propel the car from 0 to 60 mph in 6.1 seconds, which is 1.5 seconds faster than the outgoing base model with the 270 hp, 3.0 naturally aspirated V6 engine. No estimates were given for the 3.6 litre V6 but expect a mid-5 seconds run to 60 mph. Brembo brakes with ferritic-nitro carburizing (FNC), anti-corrosion rotors are standard and Cadillac expects the brakes to give the car best in class braking performance. Finally, following what Cadillac did with the ATS, Magnetic Ride control is now standard on base models with 18-inch wheels, instead of being exclusive to the CTS-V. With class leading brakes and suspension and possibly best in class weight, the new CTS should be excellent to drive.




If you want to make even better use of the chassis, a third engine option is now available for the CTS - Cadillac's new Twin-Turbo 3.6 litre V6 engine which makes an SAE-certified 420 hp (for more information, head to 2014 Cadillac CTS). The engine is comes with the Vsport model which contains the highest-performing components, such as the twin- turbo engine and an electronic limited slip differential. The Vsport model will start at $59,995, including $925 destination fee. It will be the top of the line model and the most powerful, until the CTS-V becomes available, and will come only in rear wheel drive and an eight-speed automatic transmission.

Every CTS will come with adjustable drive settings for touring, ice and snow, or sport driving to adjust vehicles' dynamics. The CTS Vsport model will come with an additional drive mode for the track with specific Magnetic Ride Control calibration and enhanced throttle progression for greater track performance. It's unknown whether driver assists, such as traction and stability control, can be fully defeated for the track though so we'll have to wait for a test drive to find out.




Like all other Cadillacs, the CTS will come with the CUE, Cadillac's infotainment system which is supposed to resemble tablets in interface and functionality. The CUE system features an 8 inch fully reconfigurable touch screen. An additional 5.7 inch display screen is located in the instrument cluster to allow the drive to control radio, phone and navigation functions through steering wheel controls without having to take his eyes off the road. A premium, 11-speaker Bose audio system with HD radio capability will come standard on every CTS.

The 2014 Cadillac CTS sedan arrives in dealerships this fall and should position Cadillac to better compete with German luxury automakers with two separate entries for the compact and midsize luxury segments.

Source: Cadillac


Comments







Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.






Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.




🔥 Most Visited This Week

Falken Azenis RT615k+ Street and Track Review

Last year, I picked up a 2009 Lancer Ralliart to do a long term test with it as a dual duty track/daily. One of the first things I knew I was going to do was put a decent set of tires on it. The car came without OEM wheels which was actually good because I didn't have to hesitate about getting a good set of aftermarket wheels to support going wider. Thankfully, my friends at YST Auto Halifax  set me up with a great set of Superspeed RF03RR wheels. The Wheels I had never even heard of Superspeed but I trusted the good folk at YST Auto who mentioned some customer cars running on track with them. These wheels are rotary forged which is basically a prerequisite to be taken seriously in this market populated by companies like TSW and Fast Wheels. The wheels looked like a high quality, well finished wheel and each had a "QC" check sticker on. Just for appearances? Maybe, but I found no defects. The wheels seemed easy to balance (didn't need many weights) and at 18.1 lb. f...

All Mainstream AWD and 4WD Systems Compared and Explained

Mitsubishi Evo X GSR at Atlantic Motorsport Park - Kevin Doubleday  © If you live in Canada or the US, you'll find that plenty of people hold sacred the terms '4x4' and '4WD' to describe a 'true 4x4', where you have a butch transfer case with a low speed, perhaps a body on frame chassis, and ideally a solid axle or two. I'm not sure how that translates to the rest of the world. My extensive research into the motoring industry in Europe (which exclusively consists of watching Top Gear and The Grand Tour...) concluded that most people across the pond simply refer to any vehicle that is capable of sending any power to all four wheels as a 4WD vehicle, further muddying the waters. Where I grew up, 4x4 was more or less synonymous with 'Jeep' so that's not much help either. However, despite all various systems attempting to do the same sort of thing - distribute power between all four wheels instead of two - not all systems are created equal,...

2016 Mustang EcoBoost Track Review

Photography by: Graham MacNeil Ford really wants to sell you a Mustang with a turbo four cylinder. They started by derating the V6 engine in the 2015 S550 compared to the 2011-2014 S197 V6 to make the EcoBoost 2.3 litre more differentiated. Then, they offered a performance pack on the EcoBoost but not on the V6. Now, they killed the V6 all together for 2018 and will only sell you a V8 or this EcoBoost. I love a good V8, everyone who knows me knows that. This is a Mustang, which means it needs a V8. If those aren't enough reasons, I always prefer natural aspiration over forced induction. That's three strikes against the EcoBoost-powered Mustang. But I'd be lying if I said the idea never intrigued me. It's the lightest (if you account for features). It has the best weight distribution. It has the same great chassis as the GT. It's very affordable and it has a lot of potential to make more power. Aftermarket? Endless support. There's plenty of good about it....

Michelin PSS vs Firestone Indy 500 - Track Review

A couple of weeks ago, I posted my first impressions of Michelin's PSS vs Firestone Firehawk Indy 500 tires. I've run PSS's for several years on the Boss, but I'm trying the Indy 500's for the first time. In short, I was worried about the narrower tires (I was running 285/35/18 PSS but could only find the Indy 500 in 275/35/18) and tread squirm, but I was happy with them up to that point just driving on the street. I had the chance to drive on them for three track days now. So what were they like? After my first session, they made an impression that basically persisted for the rest of track sessions on them. Phenomenal, unmatched value. Now, if value is something that stands out above all else, it typically means the compromise between qualities you want and those you don't is less than ideal, but the value is attractive. This is no different. I'll start with the bad, which really boil down to two: ultimate grip and grip longevity. Grip is noticeably l...