1997 Cadillac Catera

This is no Cadillac. Although the long-awaited, $29,995 Catera sedan wears the Cadillac badge, it's really an Americanized, youth-oriented version of General Motors' German-built Opel Omega MV6 premium model.

That's no bad thing because Caddy desperately needs younger buyers, who tend to favor imported cars. The MV6 is highly rated in Europe--where motorists are more savvy than Americans about things such as engineering and high-speed roadability.

Europeans expect good stability in upscale autos like the MV6 at 100-plus m.p.h. Older Americans feel an uptown car is doing great if it's stable at 70.

The MV6 successfully competes overseas against Mercedes and BMW. Those also are the Catera's U.S. rivals--along with Japan's Lexus ES 300 and Acura's 3.2TL. In short, Caddy is after buyers who favor imported cars in the growing $29,000-$40,000 ``entry-luxury'' market for compact to mid-size sedans--occupied by some of today's most trendy cars.

The mid-size, rear-wheel-drive Catera was developed to appeal to younger customers than Caddy is accustomed to seeing. Buyers are expected to be prospering, aging baby boomers with an average income of at least $100,000 and a median age of 45.

That makes them babies, compared to the typical over-55 Cadillac crowd, which GM's flagship Caddy division feels has one foot in the grave and thus represents a bleak future for it.

While the quiet, rock-solid Catera is fairly well-equipped, options such as leather upholstery, a premium sound system, sunroof and heated front and rear seats can cause the sticker price to top $36,000. Careful.

Caddy worked closely with Opel to make the Catera sexy to Americans. You can't just take a European car and sell it in the United States with no changes, because driving conditions are different, with less congestion and lower legal speeds here. Besides, pampered Americans want posher interiors and loads of power accessories.

The Catera's luxurious interior thus has everything from great-looking fake wood to dual-zone automatic climate control and a highly stylized--if rather goofy looking--shift lever. There is remote keyless entry, and all four power windows have an express up and down feature. Even the glove-box is air conditioned.

The dual cupholder pops out of the center console, but inconveniently occupies nearly all storage space in the console when it is closed. At least the front doors have storage pockets, with a coin holder in the driver-side pocket.

Caddy threw in full analog instrumentation because it's expected in the new crop of entry-luxury au- tos, but one wonders how often many owners will ever glance at the oil-pressure gauge.

Both front and rear seats are firm and well-contoured, with the front buckets providing true Euro-style side support. The Catera provides ballroom-style roominess, although the rear-wheel-drive car's driveline tunnel eats into foot room if you're in the middle of the back seat.

The trunk is large, and fold-down rear seatbacks provide additional cargo space. But the trunk-mounted CD changer has a flimsy panel with two cheap clasps that feel as if they'll break in a week.

Good styling sells cars. But the Europeans aren't noted for zoomy styling of upscale sedans like the Opel. Thus, the Catera looks solid but bland, with Chevrolet Lumina-like sides and a rear end that resembles that of a Subaru Legacy. My goodness.

Things get better under the hood. The Opel Omega MV6's smooth dual-overhead-camshaft, 24-valve V-6 has been tuned for the Catera to provide 200 horsepower and more punch off the line and during the mid-range speeds most used in this country. In Europe, strong acceleration at higher speeds is preferred.

The Catera is no fireball, because its engine, which eats 91-octane fuel, is rather small for the car's hefty 3,770-pound weight.

Still, the 0-60 m.p.h. time is a respectable but hardly neck-snapping 8.8 seconds, and the 65-75 m.p.h. passing time on highways is good. The Catera could comfortably cruise all day at 100 m.p.h. if the law allowed. The Omega MV6 can hit 140 m.p.h., but the Catera is electronically limited to 125 m.p.h. to enable Caddy to shoe it with smooth-riding Goodyear all-season tires that don't generate lots of road noise.

The Catera's weight adversely affects fuel economy, which is only an EPA-estimated 18 m.p.g. in the city and 25 on highways. The V-6 calls for costlier premium gasoline.

The engine is hooked to a slick four-speed automatic transmission, which has a ``sport'' setting for the fastest acceleration. The transmission also has ``normal'' and ``winter'' driving modes. Don't worry much about sliding on slippery roads; despite its rear-drive design, the Catera has a standard traction control system for sure grip in all sorts of weather.

Anti-lock brakes are standard, but the brake pedal has a peculiar non-linear, dual-stage feel; slight pressure slows the car and provides slow stops, but a driver must press the pedal very firmly and deeply for quick stops.

The power steering will feel too heavy at lower speeds for U.S. luxo car buyers, but it's quick and precise. The suspension is firm, as with a Mercedes, but it's also supple and thus provides a decent ride.

Handling is generally good, but the Catera's rather tall (56.3-inch) height, which contributes to great rear-seat head room, might discourage many drivers from making quick moves or driving fast through turns.

One thing is for sure: The Catera definitely isn't for the traditional Cadillac crowd. It's for younger buyers who won't mind its reserved styling or lack of a foreign nameplate. At least, for the first time, Caddy has a genuine contender in the entry-luxury market.