It did not take the full week General Motors granted me to appreciate the brilliant engineering behind the 2005 Cadillac CTS-V. I was hooked the second I simultaneously let out the heavy duty clutch and stomped on the gas pedal. The unexpected torque released through the power train threw me further back in the seat, and drove home the point that this was no ordinary Cadillac. Just imagine a four-door Corvette wearing Cadillac luxury car threads, and you have the quintessence of the CTS-V.
I am talking about a high-performance midsize sedan that seats four in comfort, and pumps out a whopping 400 horsepower and 395 pound-feet of torque from a revised version of the 5.7-liter overhed valve V8 found in the Corvette ZO6. Mate the robust LS6 engine to a beefed-up Tremec six-speed manual transmission and 3.73:1 final drive ration limited-slip rear axle, and I was doing 0-60 miles per hour in 5-seconds, close to the factory issued 4.6-second claim. Cadillac further reports that a stock CTS-V recorded a top speed of 163 miles per hour on Germany's famed Nurburgring racetrack.
One major factor why this Caddie is a thoroughbred winner stems from all engineering work being performed by the GM Performance Division. This in-house center develops enthusiast-oriented editions of production models like the CTS-V and upcoming 2006 STS-V and 2006 XLR-V versions. Hand-picked team members developed performance modifications to the lightweight aluminum LS6 engine for increase horsepower and torque output, and to reduce noise, vibration and harshness. Providing the single greatest horsepower boost to the 5.7-liter V8 was swapping the stock camshaft with a high-profile steel billet unit Newly created high-flow glass reinforced nylon resin intake manifold delivers larger amounts of airflow, and is combined with high-flow fuel injectors that add fuel at a faster rate (3.55 grams per second) along with the greater airflow.
Further horsepower gains come via the dual 2.5-inch diameter stainless steel pipes. These massive tubes minimize backpressure, and at the same time, emit beautiful baritone-pitched exhaust tones. CTS-V V8 engine Cadillac engineers equipped the CTS-V with an extremely robust front and rear suspension to handle the high-output horsepower and torques. Suspension goodies include monotube front shocks for increased damping capacity, hydroformed front-rear engine cradles for the greater mass of the LS6 engine, and larger stabilizer bars to decrease body roll. In addition, the front and rear spring rates are enlarged by 27 percent from the CTS.
Pop the hood on the CTS-V, and a stylish nylon cover that is fitted over the top of the V8 engine greets you. Spanning from shock tower-to-tower is the steel bar brace for enhanced cross-vehicle structure, as well as steady steering response and linearity. Embellishing the thin brace is an LS6 emblem.
To help reduce vehicle lift at high speeds, an undercarriage, front-positioned "belly pan” has been added, which also improves the vehicle’s aerodynamics and engine cooling. I took a peek beneath the car, and the polyethylene thermoformed plastic pan was there. Enabling the 3850-pound CTS-V to come to straight, level stops every time are the four-piston Brembo brakes with vented 14-inch rotors on all wheels.
Supporting the vehicle in maintaining the driver’s intended path is the StabiliTrak stability enhancement system, which assists by applying a brake force at any corner of the vehicle independent of the driver’s use of the brake pedal. Larger Goodyear Eagle F1 245/45 WR18 run-flat tires add to the sure-footed performance, and the stylish, narrow seven spoke 18-inch flangeless wheels were easy to keep clean for photo sessions.
A single transmission is offered on the 2005 CTS-V, the short-throw Tramec six-speed manual. This is not the same unit used on the base CTS, which comes standard with an Aisin AY6 six-speed manual. For obvious reasons, the V-series Cadillac needs a beefier unit, so the V8 power is delivered through the T56 trannie that use a larger, heavy-duty prop shaft for the higher torque requirements, and a dual mass flywheel for reduced noise and vibration. Raw power, superior handling, and luxury are all wrapped up into the stylish V-series body.
Speaking of styling, the CTS-V shares the chiseled body of its sibling; but further enhances the exterior with high-performance attire. The most commented upon styling cue of the CTS-V are the stainless steel wire mesh grilles, both above and below the bumper. Along with its forceful appearance, the diamond-patterned mesh design allows better airflow into the engine compartment. Unique to the V-Series are front, side and rear fascia, which is lowered approximately 1.6 inches compared to the CTS. These aerodynamically shaped pieces stretch the length of the CTS-V to 191.5 inches, 1.4-inch longer that the CTS. Located below the integrated fog lamps, is true brake cooling ducts that channel the refreshing air to large-sized Brembo rotors and calipers.
Interior revisions are also geared toward performance driving. These include premium sueded seat inserts to hold the driver in place during high-speed maneuvering, driver and passenger adjustable lumbar; satin chrome and real aluminum accents. Drivers will thank the engineers for making the armrest shorten and lower, allowing for uninterrupted manual shifting, without elbow bumping. A completely revised instrument cluster with two Driver Information Center readouts can be controlled by steering wheel mounted switches.
Cadillac has informed the world that no engineering, design or assembly functions were outsourced, making the vehicle a true original equipment offering.
I test drove the Light Platinum CTS-V, and have seen several of the models painted Raven Black. Recently, Cadillac has added two more exterior colors for the 2005 model, Red Line (extra charge) and Stealth Gray. Since I had not seen either shade on the road, I call Ed Piotrowski, project specialist for public relations at GM’s Corp. North Central Region. “Both colors are available as we speak, in fact I saw a red CTS-V the other day at a dealer. “One thing to note, is that for 2006, the $995 red paint option will be called Infrared Red,” he said. “Also, for 2006, the V8 engine in the CTS-V will be changed from the 5.7-liter LS6 to the 6.0 LS2. But not to worry, it still puts out 400 horses.”
So, if your household income is $125,000-plus, and you are a high performance enthusiast between 35-50 years old, you are the prime candidate to own one of these $53,000 limited-built high-speed cruisers. Don’t be surprise when neighbors with their AMG Mercedes-Benz, BMW and Lexus sedans appear envious that the CTS-V is the most powerful production Cadillac model ever released to date.
MORE PERFORMANCE ON ITS WAY With positive public acceptance and overwhelming media praise bestowed upon the 2004-2005 Cadillac CTS-V, GM is ready to up the ante with the coming release of two new V-series luxury performance vehicles. Arriving in the fourth quarter of 2005 is the 2006 Cadillac STS-V luxury four-door sedan, followed by the XLR-V hardtop convertible in early 2006. Both rear wheel drive models will be equipped with the new 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger and new Hydra-matic six-speed automatic transmission. The Society of Automotive Engineers certifies the STS-V at 469 horsepower, significantly more than the 440 estimated at the car’s world debut earlier this year. The XLR-V is rated at 443 horsepower. |