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4-Door Sedan RWDTurbocharged Gas I4, 2.0L
Rear Wheel Drive
|$ 42,851||$ 45,345|
4-Door Sedan Luxury RWDTurbocharged Gas I4, 2.0L
Rear Wheel Drive
|$ 48,193||$ 51,270|
4-Door Sedan Performance RWDTurbocharged Gas I4, 2.0L
Rear Wheel Drive
|$ 52,051||$ 55,670|
4-Door Sedan Premium RWDTurbocharged Gas I4, 2.0L
Rear Wheel Drive
|$ 56,165||$ 60,070|
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.
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.
- Cadillac interiors keep getting better
- Looks American, looks runway
- Twin-turbo sixes are here, too
- Eight-speed automatics have arrived
- Vsport leaves room for CTS-V
Next: Interior / Exterior »
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- A whiff of Stuttgart at the roofline
- CUE still missing a beat
- Wagon's gone for good