2012 Cadillac CTS

It took a generation, but today's Cadillac CTS can truly bill itself as "world-class." When it bowed in 2003, the entry-level Caddy lacked a certain refinement in styling and materials--not to mention the coupes, wagons, and super-sport derivatives that Audi, BMW, Mercedes, even Lexus already had on tap.

Since it emerged in 2008, the second-generation CTS has pitched Cadillac, at long last, into the heated battle waged between the likes of the BMW 3-Series, Mercedes-Benz C-Class, Audi A4, even the Infiniti G37 and Lexus IS. A truly sporty sedan, it now counts Coupe and Wagon models along with its Sedan stock and trade--and has a world-beating CTS-V lineup as its trump card.

Of all these cars, the CTS may be the most distinctive, and most attractive. It's flashy, yes, but the Cadillac Art & Science theme doesn't suffer from the me-too syndrome that endangers some of the cars in this class. There's no way you'd mistake its edgy, bladelike fenders and sparing use of chrome for anything but American, and those are just the big themes. Some details are mesmerizing, like the upswept headlamps on all versions, or the V-taper on the rear ends of the coupe and wagon. Of all the versions the Wagon is the most arresting--and that's an accomplishment. Every CTS shares an interior that's a great leap ahead for GM, if still a little cluttered and glitzy. Sharply delineated, with some functions and controls scattered around, subservient to the look, the CTS' cabin pretty much flips off the German less-is-more ethos, and goes for pure dazzle. It gets the contours right, but some of the plastic pieces still stand out a little too easily from the otherwise high level of trim quality. To be fair, that's more common across the luxury board these days.

Two engines, a choice of manual or paddle-shifted automatic transmissions, and an option for all-wheel drive allow drivers to configure their CTS in some interesting ways. Price is the reason to stick with the base 3.0-liter, 270-horsepower V-6 with direct injection, in sedans or wagons. It's smooth, relatively quiet, and puts out reasonably brisk performance. All coupes and other wagons and sedans get a revamped version of GM's 3.6-liter direct-injected six-cylinder this year; we haven't driven it yet, but the 318-hp six is sure to be our preference, with its 48-hp advantage over the base engine, and its close specs to the outgoing engine. Definitely give a pass to the balky manual six-speed transmission: it's only offered on base coupes and sedans, and in any case, GM's GM's six-speed automatic, with paddle shifters and sweet gear changes, is a better companion for sporty driving, anyway. All body styles have an option for all-wheel drive, and it extracts the usual weight and gas-mileage penalty--but makes the CTS more usable in the northern tier.

We've driven most of the available combinations of drivetrains, and in all, the CTS has some common traits, no matter how it's configured. Steering is a highlight, even crisper when a sport package with summer tires is added--the "FE3" setup on rear-drive models. Ride quality is well-controlled on sedans and especially on wagons, while the stubby coupe can feel a tad more busy. In the grander scheme, the CTS has finally hit its intended targets for ride and handling, just as Infiniti's done with the G37 lineup. All CTS vehicles are rated at 18/27 mpg except for the AWD sedans and wagons, which earn 18/26-mpg ratings, and manual rear-drive coupes, which are rated at 17/25 mpg.

Performance is very good, but like other cars in this segment, the CTS could use some more elbow room. The cabin is comfortable but snug, though the Wagon's longer rear door openings make it more useful, as does the extra 25 cubic feet of passenger space. The wagon also lets owners flip down the rear seats for a total of 53.4 cubic feet of room. The coupe doesn't lose much legroom compared to the sedan, but it's noticeably cramped, especially in rear-seat headroom. On all versions, sport sedans are inferior to the base ones, and have an odd concave padding down the middle of their cushions. There's a base "leatherette" upholstery, but most cars you'll see on lots will be outfitted with a fine grade of leather.

All CTSs are loaded--it's really just a matter of how loaded, and which tech and audio upgrades are specified. The sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; a particularly advanced, easy-to-use entertainment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires. For the 2012 model year, Bluetooth is standard across the board.

2012 Cadillac Escalade

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As a true luxury truck, with huge 22-inch wheels, a super-size look, and chromed splendor all around, the Cadillac Escalade has become an American luxury icon. While offering the acceleration and responsiveness of a smaller luxury vehicle, the Escalade offers one of the most comfortable, lavishly appointed interiors available in any SUV.

For 2012, as the market focus has turned a bit toward less ostentatious vehicles, very little about the Escalade has changed. It's still offered in several versions, with three different body styles in all and two different powertrains--standard and Hybrid. The extended-length (ESV) variant provides a 21-inch increase in size with seating capacity for up to eight adults, while the EXT is the Escalade of pickups—top-lux version of the Chevrolet Avalanche, essentially. Escalade Hybrid models are offered in a short-wheelbase model and share much with the GMC Yukon Hybrid and Chevrolet Tahoe Hybrid SUVs, but they erases much of the Escalade's gas-guzzler guilt, with EPA ratings of up to 20 mpg city, 23 highway.

In any case, the Cadillac Escalade is a big, heavy, truck-based luxury vehicle. Yet, thanks to an amazingly strong, responsive engine and expert chassis tuning, the Escalade feels quite responsive, if not flingable, and you can almost forget about all that heft. The huge, thirsty 6.2-liter V-8 in the Escalade makes 403 horsepower and 417 pound-feet of torque, which allows the Escalade to dash to 60 mph in only about 6.5 seconds, according to some sources, even though it weighs nearly 6,000 pounds in some trims. The engine's willing companion—most of the time—is a responsive six-speed automatic transmission. All the while, you'll hear the engine's brash, rumbly tone—not typical for a luxury vehicle, but we like it.

The key to getting this monstrosity to behave and handle well, without busting your bum on rough pavement—despite those huge 22-inch wheels—is GM's excellent Magnetic Ride Control; it's offered on most of the Escalade lineup. While the Escalade is hardly maneuverable, it corners with a verve and responsiveness that will catch driving enthusiasts completely off guard. Towing capacity remains at 8,100 pounds for the all-wheel-drive model and a hefty 8,300 pounds for the rear-wheel-drive variant.

You might think of the Escalade as an ungainly truck from the outside, but inside it all pays off. The interior is roomy, comfortable, reasonably quiet. Whether in the first or second row, seats are generously sized and supportive, with enough comfort for all-day trips. Larger passengers will welcome the Escalade's abundant elbow and shoulder room. Throughout the Escalade model line, the second row is barely a downgrade from the front. The longer ESV adds some more third-row space, but getting back there can be difficult, even with the power-release second row. Storage-bin space is, if anything, one area where the Escalade is a little lacking, but for 2012 the center-console lid has an improved design.

All Escalade models are brimming with luxury features; it's simply a matter of how exclusive do you want it to feel, and how high you're willing to go. Base-model Escalade and Escalade ESV models cater to executives and VIPs who need a 'Slade in their stable, and the interior can reach a limo-like level of equipment that can focus toward either work or play.

If you want all the tech features, plus a unique, no-holds-barred look, the Platinum is the way to go; it adds unique chromed 22-inchers, special Tehama anilene leather, heated and cooled cupholders, LED headlamps, a leather-trimmed instrument panel, and many other appearance and trim upgrades.

Other features worth note individually include an eight-inch touch-screen navigation system with real-time traffic, a Bose 5.1 Digital Surround Sound system, cooled front seats, and power-actuated running boards. For 2012, the Escalade gets an improved navigation system, and its security system gets an enhanced set of anti-theft measures.

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American Luxury: Why Cadillac Needs the Ciel

Define “American Luxury.” Now compare your answer to other readers who’ve commented on this article. Don’t be surprised if very few or none at all match. No one seems to know what it means, and looking to American luxury carmakers offers little clarity. If we ask Chrysler, “American Luxury” means “really nice Dodge products” and the no-it’s-not-just-a-Charger 300. If we ask Lincoln, it means “Ford ‘Titanium’ trim levels with ‘bow wave’ grilles.” Cadillac, at least, has something more to say, which seems to be “copy the foreign competition.”

It wasn’t always this way. “American Luxury” used to mean something. When Cadillac declared itself the “Standard of the World,” it had a legitimate claim to the title. When Lincoln claimed to offer “America’s Most Distinguished Motorcar,” people didn’t snicker. When Chrysler said it was building “America’s Most Carefully Built Car,” people believed it. Where did it all go wrong?

By my estimation, the 1970s. That’s when cost-cutting began to take hold and parts sharing became more and more common. By the end of the decade, Lincolns were rebadged Fords, Cadillacs were going front-wheel drive, and Chrysler’s luxury credentials were in tatters. Cars that used to be big, imposing status symbols became boring, slab-sided conveyances for aging folks who remembered the brands’ heydays. Meanwhile, the Germans crept in with dynamically styled luxury cars that handled better and offered a bit of badge snobbery.

Fast-forward through the dark days of the 1980s and the ‘90s weren’t looking much better. The Germans, and now the Japanese, were eating Detroit’s three-martini lunch while Cadillac and Lincoln seemed content to keep building cars for the retirement crowd who, again, remembered when the brands were at the top of their game. Things didn’t change much until the 2000s when Cadillac would decide, wisely, to spend all its Escalade money chasing the Germans. Lincoln let the LS die on the vine and instead rebadged more Fords, and here we are. Cadillac has the German-inspired CTS and the Japanese-inspired SRX carrying the flag, with the rapidly aging Escalade slowly giving ground to newer offerings like the updated Infiniti QX56. Lincoln still has rebadged Fords.

Is that what “American Luxury” means now? Doing whatever the foreign competition is doing? Rebadges? It doesn’t have to. In their day, the aspirational Cadillacs and Lincolns were imposing symbols of wealth and prestige. They were big, long, and soft because that was luxury. The luxury car customer of the era wanted to ride on clouds supported by angels while steering with a barely stressed pinkie and stretching out across the acres of seating.

That’s not to say Cadillac’s future should be in producing land yachts with all the dynamics of medium-sized blimp. Modern luxury buyers want a car that handles well, even if they’ll never challenge its abilities. Pillow-like ride quality has never gone out of vogue, so long as it’s not at the expense of handling (see: Bentley Continental). Most important is strong design. I firmly believe that Cadillac would’ve been more highly revered in the 1990s if its products weren’t as boring to look at as Camrys (the short-lived Allante not withstanding), handling and performance be damned. The Art & Science design revolution of the early 2000s proved that strong design is as important as any other aspect of a luxury car.

Cadillac has all of the necessary components, then, to see this renaissance through, and now is the perfect time. The last remnants of the old Cadillac are dying with the STS and DTS. The brand has announced a new model structure in which vehicles will offer either a high-performance V-Series variant or an ultra-luxury Platinum variant, not both. That way, cars like the CTS and the upcoming ATS can continue to challenge the sporty German competition while the SRX and upcoming XTS do battle with the plush Japanese competition. With a major upgrade, the Escalade can hold its own in the uniquely American luxury SUV segment it created. The ELR allows GM to put a price tag on Voltec technology that might actually cover costs, and buys a lot of green cred. The Ciel, then, can stand alone as the ultimate expression of modern American Luxury.

Forget a Ciel-V — this car is Platinum all the way. It would be big and roomy with space for all your friends or family. It would ride like a Bentley but corner with a bit of authority thanks to GM’s adaptive magnetorheological shocks. Its hybrid drivetrain would be powerful but smooth, and would carry a bit of green cred for the image-conscious. Most important, the striking, polarizing design would demand attention anywhere it went. Finish it off with a properly luxurious interior (no more Buick buttons, Cadillac) and there you have it. Luxury, American style. Because if you can afford this car, you can remember riding in your father’s, uncle’s, or grandfather’s Cadillac, and you remember how special it felt cruising the long, wide, straight boulevards of most American cities. You may even have a ’67 Coupe DeVille in your garage reminding you of the way things were.

Cadillac knows this. According to one former Cadillac PR rep, the brand put together a special VIP-only gathering for music and sports stars and the otherwise ultra-rich a few years ago to gauge reaction to a number of concepts. The attendees were reportedly drawn to the big, imposing cars and insisted that they had to cost just as much as the competition. When it was suggested that the Cadillacs could cost significantly less, attendees reportedly scoffed, explaining that the price alone was as much a status symbol as the vehicle itself. Ever wonder why people pay so much for an Escalade that’s really a Suburban underneath? That’s why. That’s the client the Ciel must cater to — the person who can afford a fleet of cars and wants something unique from each one.

Lincoln, meanwhile, has an even bigger opportunity. Cadillac’s finally starting to realize that truly competing in this segment means spending a lot of money and cutting few corners. If Ford can stomach the cost, Lincoln could have a bright future. The brand desperately needs to get away from the perception that all its vehicles are rebadged Fords, mostly by not rebadging any more Fords. Town Cars, despite not really being anything special, are intimately associated with limousines and chauffeurs in the American mind. World leaders and heads of multinational companies get picked up by Town Cars at the airport. You can’t buy that kind of cache. The Navigator was once a credible Escalade rival, but it’s been even more neglected. Adding EcoBoost is a good start, but only that. Lincoln should be looking very closely at the Ciel Concept, as well as its own MKR and Continental concepts, and asking where its future lies, because it’s not in MKTs. Ford has the money, but does it have the commitment? Lincoln says it does and promises seven new or improved vehicles in the near future, but the proof will be in the product.

And what of Chrysler? The new 300 is a fantastic start, but it needs to continue to grow apart from the Charger it shares so much with if it’s to gain any exclusivity. I actually applaud Chrysler for trying to build a luxury minivan, as it’s a segment few are bold enough to chase. Like the 300, though, the Town & Country needs further development to steer it away from its Dodge roots and the typical Play-Doh and french fries minivan image. As for the 200, well, do I really need to say anything? Whether Chrysler makes a serious attempt at breaking out of the entry-luxury class and taking on the big leagues depends entirely on how much money Fiat is willing to spend, and if Lancia is any indication, it won’t happen. That’s not necessarily a bad thing. Entry-luxury is a big market and needs more American competition than just Buick.

Is there still a market for luxury barges? I argue that there is. America is a land of wide, straight roads and open highways. It’s a land of stoplight drag races and Friday night cruising. No one tracks an S-Class or a 7 Series, but they still buy plenty of them. In a country where how you arrive is as important as being there in the first place, the spirit of American Luxury is alive and well. Time to be good Americans and capitalize.

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2013 Chevy Spark EV, New Trailblazer, Cadillac CUE: Car News Headlines

Newsletter Stay up to date on car reviews, buying guides, articles and more Today's news at High Gear Media is heavy with new GM products and technologies, including the 2013 Chevrolet Spark, its electric variant, and a new infotainment system from Cadillac called CUE. In other news, we look at potential false advertising from Ford and Chrysler, the rebirth of the Chevy Trailblazer, and Oprah's 2012 VW Beetle giveaway.

The 2013 Chevrolet Spark and its electric version, the Spark EV, are coming to the U.S.

The Chevy Trailblazer will be back for the 2013 model year.

Oprah's free 2012 VW Beetles will reach their first owners this week.

Are Ford and Chrysler guilty of false advertising?

The 2012 Tesla Model S will use Panasonic batteries.

BMW launches new Purif-i...hand sanitizer?

Cadillac's new CUE infotainment system looks high tech, gives a glimpse of the 2013 XTS.

Nissan is launching a host of new safety features.

Want laser headlights? BMW says they're just three years away.

The 2013 Cadillac ATS is testing on the Nurburgring in the latest video.

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Last Cadillac DTS rolls off line… and into Bulgari Collection

Cadillac is busy trimming models from its lineup in anticipation of its new range-topping XTS sedan. A few weeks ago, the automaker ended production of its STS sedan and, this week, the last full-size DTS was produced.

The last DTS was nabbed by Nicola Bulgari, the vice chairman of the luxury goods firm that bears his family’s name. Bulgari is an avid car collector with a distinct interest in Cadillacs; his collection has more than a dozen examples of the crest-and-wreath brand’s models, including two 1940s limousines used by the Vatican for the Papal motorcade. Intriguingly, the collection also includes two Cadillac BLSs – the short-lived, Saab 9-3-based entry-level Cadillac offered for the European market.

Bulgari keeps the collection in Allentown, Pennsylvania, and in Rome, Italy.

“I like the DTS because it’s a great sedan,” Bulgari said in a release. “It’s the last of an era. I thought it would be wonderful to own the last Northstar in a DTS. It’s one of the best engines ever designed – reliable and a performer.”

End of the line for the DeVille
The last DTS, a black sedan with a light interior and chrome wheels, marks the end of an era for GM’s historic DeVille nameplate. Just as the STS ushered out the remnants of the Seville badge, the DTS carried on the Deville monniker – as in, Deville Touring Sedan.

The DeVille nameplate first appeared in 1949, when the Coupe de Ville hit the market as an upscale, personal luxury-oriented version of the Cadillac Series 62. It was an immediate hit, although it took GM until 1956 to offer a four-door variant. From then on, the badge was applied to the most up-market versions of Cadillac’s models, all the way to 1994, when the nameplate was shortened to DeVille. That model, the first to ride on the K-Body architecture that also underpins Bulgari’s new DeVille, offered Cadillac’s then-new Northstar V8.

The name was further shortened for the 2006 model year, when the DTS was unveiled as a sharper, but still posh interpretation of the original de Ville. DTS shared its platform with the outgoing DeVille, but consumer models were only offered with five seats – not a front bench. Although sales were generally fairly strong during the DTS’ lifespan, GM has chosen to consolidate the STS and DTS lines in a new all-wheel-drive model set to be formally unveiled this fall.

For now, the Hamtramck, Michigan, assembly plant will focus on building only the Chevrolet Volt until the automaker begins assembly of its next-generation Chevrolet Impala.

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Report: Cadillac cancels SRX plug-in

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Last Cadillac DTS rolls off line… and into Bulgari Collection

Cadillac is busy trimming models from its lineup in anticipation of its new range-topping XTS sedan. A few weeks ago, the automaker ended production of its STS sedan and, this week, the last full-size DTS was produced.

The last DTS was nabbed by Nicola Bulgari, the vice chairman of the luxury goods firm that bears his family’s name. Bulgari is an avid car collector with a distinct interest in Cadillacs; his collection has more than a dozen examples of the crest-and-wreath brand’s models, including two 1940s limousines used by the Vatican for the Papal motorcade. Intriguingly, the collection also includes two Cadillac BLSs – the short-lived, Saab 9-3-based entry-level Cadillac offered for the European market.

Bulgari keeps the collection in Allentown, Pennsylvania, and in Rome, Italy.

“I like the DTS because it’s a great sedan,” Bulgari said in a release. “It’s the last of an era. I thought it would be wonderful to own the last Northstar in a DTS. It’s one of the best engines ever designed – reliable and a performer.”

End of the line for the DeVille
The last DTS, a black sedan with a light interior and chrome wheels, marks the end of an era for GM’s historic DeVille nameplate. Just as the STS ushered out the remnants of the Seville badge, the DTS carried on the Deville monniker – as in, Deville Touring Sedan.

The DeVille nameplate first appeared in 1949, when the Coupe de Ville hit the market as an upscale, personal luxury-oriented version of the Cadillac Series 62. It was an immediate hit, although it took GM until 1956 to offer a four-door variant. From then on, the badge was applied to the most up-market versions of Cadillac’s models, all the way to 1994, when the nameplate was shortened to DeVille. That model, the first to ride on the K-Body architecture that also underpins Bulgari’s new DeVille, offered Cadillac’s then-new Northstar V8.

The name was further shortened for the 2006 model year, when the DTS was unveiled as a sharper, but still posh interpretation of the original de Ville. DTS shared its platform with the outgoing DeVille, but consumer models were only offered with five seats – not a front bench. Although sales were generally fairly strong during the DTS’ lifespan, GM has chosen to consolidate the STS and DTS lines in a new all-wheel-drive model set to be formally unveiled this fall.

For now, the Hamtramck, Michigan, assembly plant will focus on building only the Chevrolet Volt until the automaker begins assembly of its next-generation Chevrolet Impala.

View the original article here

Report: Cadillac cancels SRX plug-in

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Learn more about new cars with our extensive collection of overviews, specifications, and pictures.

View the original article here

Report: Cadillac cancels SRX plug-in

New Cars Home

Learn more about new cars with our extensive collection of overviews, specifications, and pictures.

View the original article here

2011 Cadillac CTS

The 2011 Cadillac CTS is a truly world-class sport sedan, sized slightly longer and wider than the BMW 3-Series, the Infiniti G37 / EX35, the Audi A4, and the Mercedes-Benz C-Class. And after last year's new CTS Sport Wagon and the new 2011 Cadillac CTS Coupe, there's an entire family capable of going against those tivals. Attention-getting style, solid driving dynamics, quality materials, and a very competitive price put the entire 2011 Cadillac CTS lineup on level-or-better footing with most of the competition.

The 2011 CTS is, in some eyes, the most distinctive of all the vehicles in this set; and with the addition of a flashy new CTS Coupe for 2011, the lineup has an even stronger style statement. Just as in the CTS sedan, we like the sparing use of chrome in the grille, and the contrast between gray plastic and chrome vertical accents with the chrome Cadillac wreath. And the swept-up-and-back headlamps are still almost mesmerizing in their detail. And there's a great contrast in the way the plentiful fine details in front and in back volley with the deliciously neat and uncluttered side profile. Sharply folded edges, a chunky stance, and lots of chrome details give the sedan a stubby, sporting look, while we like the V-shaped trunk and tailgate detail in the Wagon and Coupe. There's a subtle motion along the body that emphasizes, rather than subdues, the big rear end. If you're no fan of Cadillac's "Art & Science" styling theme, it doesn't get any softer with the added wagon back.

The interior design is attractive, but it might not suit everyone's tastes, especially those used to the Teutonic design approach of less is more. It's smooth and flowing in its contours, but far glitzier than any Audi you may have sampled, and some plastic pieces seem to stand front and center for attention-a trend we're also noticing in other high-end brands.

The 306-horsepower, 3.6-liter direct-injected six-cylinder is eager to please, handled respectably by the six-speed automatic transmission, and offers plenty of oomph for freeway maneuvers. The six-speed manual available in the sedan isn't an option, but GM's six-speed automatic, with paddle shifters and sweet gear changes, does all the teamwork to combine the power with either rear- or optional all-wheel drive. The CTS has great steering and can be ordered with tighter suspension settings, but our clear favorite is the "FE3" setup on rear-drive versions, shod with summer tires.

The 2011 Cadillac CTS comes with a snug but comfortable interior; longer rear door openings make the Wagon a little more pleasant; the Wagon adds 25 cubic feet to the passenger space, and lets owners flip down the rear seats for a total of 53.4 cubic feet of room. The new CTS Coupe doesn't have much less rear legroom than the sedan, in theory, but headroom is tighter. Inside, the CTS is quiet, with just the right amount of growl when you open it up. Comfortable, with firm-but-not-harsh suspension feel over beleaguered city streets. Upholstery all around feels high-quality—provided you avoid the base 'leatherette.'

No 2011 CTS model isn't loaded; it's just a matter of tech and audio upgrades, mainly. The sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; Bluetooth connectivity; a particularly advanced, easy-to-use entertain-ment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires.

The 2011 Cadillac CTS has some stiff competition from Germans and Japan, but it manages to stand out in all three of its body styles: sedan, Sport Wagon, and Coupe. Inside it's about as handsome as it gets in this class. See details and best of the Web The 2011 Cadillac CTS isn't downright quick?that's saved for the high-performance CTS-V variants?and it's a bit heavier than some rivals, but handling and braking are delightfully confidence-inspiring. See details and best of the Web The 2011 Cadillac CTS can be a little tight inside as a Coupe or sedan, but CTS Sport Wagons offer excellent interior space and materials are mostly top-notch. See details and best of the Web The 2011 Cadillac CTS has mostly good safety scores and a full set of safety features, but rearward visibility could be an issue. See details and best of the Web Excellent audio and navigation systems, a long list of luxury features, and serious performance upgrades altogether won't leave you disappointed?but remember to skip the base upholstery. See details and best of the Web Distinctive styling?especially Coupe and WagonWorld-class interior qualityPlenty of top tech featuresGreat handling and brakingGet Dealer Price Quotes Busy interior designNeeds a Weight Watchers programBalky manual gearbox

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2011 Cadillac SRX

Last year, an all-new SRX—based on the Chevrolet Equinox, but extensively reengineered—made its debut, replacing the old SRX model that had failed to strike a chord with luxury shoppers. The new design forgoes the former SRX's three rows of seating for a five-passenger design, and now has a primarily front-wheel drive architecture, though all-wheel drive is offered throughout the lineup. The 2011 SRX has the comfort and refinement luxury crossovers expect?plus a little Cadillac attitude.

The look of 2011 Cadillac SRX is quite different than the tall, longer, and narrower model it replaced last year; to most eyes, the SRX looks much better balanced, with less front and rear overhang. Vertically stacked headlights and a trapezoidal chrome grille give the SRX a Cadillac family look without it appearing cookie cutter. The dramatic side sections outdo Lexus's popular RX in terms of style, and there's plenty of nice detailing on the SRX, including a powerful character line beginning at the trailing edge of the front wheel well, culminating at the taillight lens. Inside the SRX, hand-cut-and-sewn coverings on the instrument panel and ambient lighting make for a rich environment that continues Cadillac's commitment to top-flight interiors.

With the redesign the SRX received last year, it went from a V-6 or V-8 powertrain lineup to all V-6s; but that doesn't mean it performs any worse. The SRX comes standard with a 265-horsepower 3.0-liter direct-injected V-6 engine, or a 300-horsepower, 2.8-liter turbocharged V-6. Both engines utilize a six-speed automatic that powers the front wheels. All-wheel drive by Haldex is optional and includes an electronic limited-slip rear differential that delivers excellent poor-weather grip. Because it's quite heavy, the 2011 SRX is merely adequate with the base V-6, and bordering sluggish with the added weight of the all-wheel drive system. However once moving, either of the two engines provides rapid acceleration—including enough to quirt out high-speed passes without sweaty palms. The SRX only comes with automatic transmissions, and while there are no steering-wheel paddle-shifters, as are so common on upscale vehicles today, there are tap-up/tap-down buttons on the shift knob.

Inside the SRX there's a lot to like, with great front seats, a nice driving position, and a second-row seat that's usable for adults. The seats are firm and well-bolstered, with plenty of legroom and headroom even for larger-than-average drivers; back-seat passengers, meanwhile, might enjoy the huge moonroof that allows a sky view above.

Crossover wagons aren't meant to be driven off-road, so their utility is measured more in terms of available cargo space for weekend Costco runs. In this regard, the 2011 Cadillac SRX is as useful as just about any other crossover on the road. The 60/40-split back seat can fold flat, and a power liftgate and an cargo-anchor system are on the options list. The cabin of the 2011 SRX is remarkably well-hushed, with wind, road, and powertrain noise all well-muted. Ride quality isn't pillowy soft, but it's well muted while maintaining enough firmness for crisp handling control.

There's not a single conventional luxury or comfort feature the 2011 Cadillac SRX doesn't have; and in terms of high-tech safety, connectivity, and entertainment features, the SRX excels. Highlights offered in special packages on the SRX include three-zone climate control; adaptive forward lighting that swivels the headlamps in sync with vehicle steering; a power liftgate with adjustable height setting (it won't hit your garage door if opened while parked inside); an integrated hard disc drive for audio storage; and a dual-screen video system for rear entertainment. Bluetooth compatibility is standard, as is OnStar's turn-by-turn navigation service for buyers who do not opt for the car's navigation system option.

New for 2011 is Cadillac's Premium Care Maintenance, which covers oil changes, tire rotations, filter replacement and other inspections for four year or 50,000 miles.

The 2011 Cadillac SRX is no high-performance machine, but it performs better than its family-friendly appearance might suggest. See details and best of the Web With outward visibility one of the only exceptions, the 2011 Cadillac SRX provides top-notch safety features and occupant protection. See details and best of the Web It's all here; while there aren't any truly groundbreaking features in the 2011 Cadillac SRX, no tech tidbits are conspicuously absent. See details and best of the Web Balanced, bold designRich, stylish interiorPlenty of storage cubbiesStrong performance from turbo V-6Excellent brakesGet Dealer Price Quotes Engine noise at full throttleAWD model slightly sluggishTurbo V-6 still gets V-8 fuel economyThe 2011 SRX has the comfort and refinement luxury crossovers expect?plus a little Cadillac attitude.

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Cadillac relaunching certified pre-owned program

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Cadillac STS Dead; ATS Production Begins In July?

2010 Cadillac STS 4-door Sedan V6 RWD w/1SA Angular Front Exterior View

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One of the cars that sparked Cadillac's renaissance is headed to the history books.

The Cadillac STS has ended production, according to the Lansing State Journal. The final four-door was built last week.

The STS began its career at Cadillac as a trim line of the Seville. The Seville Touring Sedan was one of the first vehicles to get Cadillac's then-new Northstar V-8 engine, the modular motor that gave the brand its strongest differentiation from the rest of the GM lineup in decades.

The front-driver continued as a spin-off of the Seville until that sedan and the related Eldorado ("ETC") coupe were killed off in 2004. The Seville was replaced by a rear-drive car that ditched the name and carried only the letters STS. Later available with all-wheel drive and V-6 engines, the STS drew good reviews for its handling, but never did tackle the BMW 5-Series or the Mercedes-Benz E-Class in the way GM had intended. It barely had more back-seat room than the smaller, franchise-saving CTS.

For the 2011 model year, GM dropped all V-8 engines from the STS as it prepared for the end of the nameplate.

Starting next year, Cadillac will build a new large luxury sedan, possibly under the XTS badge. Patterned after the likes of the Lincoln MKS, it's said to be a front- or all-wheel-drive sedan that will save a place for Cadillac at the $50,000 price point while the brand works on a new, true top-line luxury sedan.

Cadillac's also developing a smaller range of cars under the ATS code name. The ATS family is said to include sedan, coupe and convertible models.

According to the report, the ATS lineup will take the STS' place on a line at the Lansing Grand River assembly plant, alongside the CTS, with retooling of the plant beginning sometime in July.

Cadillac hasn't confirmed when the ATS will enter production, but a 2012 or 2013 model year designation is likely.

[Lansing State Journal]

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2011 Cadillac CTS

The 2011 Cadillac CTS is a truly world-class sport sedan, sized slightly longer and wider than the BMW 3-Series, the Infiniti G37 / EX35, the Audi A4, and the Mercedes-Benz C-Class. And after last year's new CTS Sport Wagon and the new 2011 Cadillac CTS Coupe, there's an entire family capable of going against those tivals. Attention-getting style, solid driving dynamics, quality materials, and a very competitive price put the entire 2011 Cadillac CTS lineup on level-or-better footing with most of the competition.

The 2011 CTS is, in some eyes, the most distinctive of all the vehicles in this set; and with the addition of a flashy new CTS Coupe for 2011, the lineup has an even stronger style statement. Just as in the CTS sedan, we like the sparing use of chrome in the grille, and the contrast between gray plastic and chrome vertical accents with the chrome Cadillac wreath. And the swept-up-and-back headlamps are still almost mesmerizing in their detail. And there's a great contrast in the way the plentiful fine details in front and in back volley with the deliciously neat and uncluttered side profile. Sharply folded edges, a chunky stance, and lots of chrome details give the sedan a stubby, sporting look, while we like the V-shaped trunk and tailgate detail in the Wagon and Coupe. There's a subtle motion along the body that emphasizes, rather than subdues, the big rear end. If you're no fan of Cadillac's "Art & Science" styling theme, it doesn't get any softer with the added wagon back.

The interior design is attractive, but it might not suit everyone's tastes, especially those used to the Teutonic design approach of less is more. It's smooth and flowing in its contours, but far glitzier than any Audi you may have sampled, and some plastic pieces seem to stand front and center for attention-a trend we're also noticing in other high-end brands.

The 306-horsepower, 3.6-liter direct-injected six-cylinder is eager to please, handled respectably by the six-speed automatic transmission, and offers plenty of oomph for freeway maneuvers. The six-speed manual available in the sedan isn't an option, but GM's six-speed automatic, with paddle shifters and sweet gear changes, does all the teamwork to combine the power with either rear- or optional all-wheel drive. The CTS has great steering and can be ordered with tighter suspension settings, but our clear favorite is the "FE3" setup on rear-drive versions, shod with summer tires.

The 2011 Cadillac CTS comes with a snug but comfortable interior; longer rear door openings make the Wagon a little more pleasant; the Wagon adds 25 cubic feet to the passenger space, and lets owners flip down the rear seats for a total of 53.4 cubic feet of room. The new CTS Coupe doesn't have much less rear legroom than the sedan, in theory, but headroom is tighter. Inside, the CTS is quiet, with just the right amount of growl when you open it up. Comfortable, with firm-but-not-harsh suspension feel over beleaguered city streets. Upholstery all around feels high-quality—provided you avoid the base 'leatherette.'

No 2011 CTS model isn't loaded; it's just a matter of tech and audio upgrades, mainly. The sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; Bluetooth connectivity; a particularly advanced, easy-to-use entertain-ment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires.

The 2011 Cadillac CTS has some stiff competition from Germans and Japan, but it manages to stand out in all three of its body styles: sedan, Sport Wagon, and Coupe. Inside it's about as handsome as it gets in this class. See details and best of the Web The 2011 Cadillac CTS isn't downright quick?that's saved for the high-performance CTS-V variants?and it's a bit heavier than some rivals, but handling and braking are delightfully confidence-inspiring. See details and best of the Web The 2011 Cadillac CTS can be a little tight inside as a Coupe or sedan, but CTS Sport Wagons offer excellent interior space and materials are mostly top-notch. See details and best of the Web The 2011 Cadillac CTS has mostly good safety scores and a full set of safety features, but rearward visibility could be an issue. See details and best of the Web Excellent audio and navigation systems, a long list of luxury features, and serious performance upgrades altogether won't leave you disappointed?but remember to skip the base upholstery. See details and best of the Web Distinctive styling?especially Coupe and WagonWorld-class interior qualityPlenty of top tech featuresGreat handling and brakingGet Dealer Price Quotes Busy interior designNeeds a Weight Watchers programBalky manual gearbox

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2011 Cadillac SRX

Last year, an all-new SRX—based on the Chevrolet Equinox, but extensively reengineered—made its debut, replacing the old SRX model that had failed to strike a chord with luxury shoppers. The new design forgoes the former SRX's three rows of seating for a five-passenger design, and now has a primarily front-wheel drive architecture, though all-wheel drive is offered throughout the lineup. The 2011 SRX has the comfort and refinement luxury crossovers expect?plus a little Cadillac attitude.

The look of 2011 Cadillac SRX is quite different than the tall, longer, and narrower model it replaced last year; to most eyes, the SRX looks much better balanced, with less front and rear overhang. Vertically stacked headlights and a trapezoidal chrome grille give the SRX a Cadillac family look without it appearing cookie cutter. The dramatic side sections outdo Lexus's popular RX in terms of style, and there's plenty of nice detailing on the SRX, including a powerful character line beginning at the trailing edge of the front wheel well, culminating at the taillight lens. Inside the SRX, hand-cut-and-sewn coverings on the instrument panel and ambient lighting make for a rich environment that continues Cadillac's commitment to top-flight interiors.

With the redesign the SRX received last year, it went from a V-6 or V-8 powertrain lineup to all V-6s; but that doesn't mean it performs any worse. The SRX comes standard with a 265-horsepower 3.0-liter direct-injected V-6 engine, or a 300-horsepower, 2.8-liter turbocharged V-6. Both engines utilize a six-speed automatic that powers the front wheels. All-wheel drive by Haldex is optional and includes an electronic limited-slip rear differential that delivers excellent poor-weather grip. Because it's quite heavy, the 2011 SRX is merely adequate with the base V-6, and bordering sluggish with the added weight of the all-wheel drive system. However once moving, either of the two engines provides rapid acceleration—including enough to quirt out high-speed passes without sweaty palms. The SRX only comes with automatic transmissions, and while there are no steering-wheel paddle-shifters, as are so common on upscale vehicles today, there are tap-up/tap-down buttons on the shift knob.

Inside the SRX there's a lot to like, with great front seats, a nice driving position, and a second-row seat that's usable for adults. The seats are firm and well-bolstered, with plenty of legroom and headroom even for larger-than-average drivers; back-seat passengers, meanwhile, might enjoy the huge moonroof that allows a sky view above.

Crossover wagons aren't meant to be driven off-road, so their utility is measured more in terms of available cargo space for weekend Costco runs. In this regard, the 2011 Cadillac SRX is as useful as just about any other crossover on the road. The 60/40-split back seat can fold flat, and a power liftgate and an cargo-anchor system are on the options list. The cabin of the 2011 SRX is remarkably well-hushed, with wind, road, and powertrain noise all well-muted. Ride quality isn't pillowy soft, but it's well muted while maintaining enough firmness for crisp handling control.

There's not a single conventional luxury or comfort feature the 2011 Cadillac SRX doesn't have; and in terms of high-tech safety, connectivity, and entertainment features, the SRX excels. Highlights offered in special packages on the SRX include three-zone climate control; adaptive forward lighting that swivels the headlamps in sync with vehicle steering; a power liftgate with adjustable height setting (it won't hit your garage door if opened while parked inside); an integrated hard disc drive for audio storage; and a dual-screen video system for rear entertainment. Bluetooth compatibility is standard, as is OnStar's turn-by-turn navigation service for buyers who do not opt for the car's navigation system option.

New for 2011 is Cadillac's Premium Care Maintenance, which covers oil changes, tire rotations, filter replacement and other inspections for four year or 50,000 miles.

The 2011 Cadillac SRX is no high-performance machine, but it performs better than its family-friendly appearance might suggest. See details and best of the Web With outward visibility one of the only exceptions, the 2011 Cadillac SRX provides top-notch safety features and occupant protection. See details and best of the Web It's all here; while there aren't any truly groundbreaking features in the 2011 Cadillac SRX, no tech tidbits are conspicuously absent. See details and best of the Web Balanced, bold designRich, stylish interiorPlenty of storage cubbiesStrong performance from turbo V-6Excellent brakesGet Dealer Price Quotes Engine noise at full throttleAWD model slightly sluggishTurbo V-6 still gets V-8 fuel economyThe 2011 SRX has the comfort and refinement luxury crossovers expect?plus a little Cadillac attitude.

View the original article here