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"  On Sale: Now Base Price: $46,025 Competitors: Audi A6, BMW 5-Series, Mercedes-Benz E-Class, Lexus GS Powertrain: 2.0-liter Turbocharged I-4, 272 hp, 295 lb-ft, 6-speed automatic; 3.6-liter V-6, 321 hp, 275 lb-ft, 6-speed automatic; 3.6-liter Twin-turbo V-6, 420 hp, 430 lb-ft, 8-speed automatic Fuel Economy (city/hwy): 18/30 (I-4), 19/28 (V-6), 17/25 (TT V-6) What&amp;#039;s New: The chassis that lies under the skin of the new CTS not only says a lot about the car&amp;#039;s mission, but also about how it performs. Instead of developing a larger, heavier system of mechanical bits upon which to build the CTS, Cadillac used many of the same parts from the featherweight ATS\u2014the entry-level rear drive sedan Caddy introduced last year. The result is a car that not only sheds hundreds of pounds compared to the last CTS, but also weighs less than its German rivals\u2014and has a near 50/50 weight distribution. Translation: The new CTS has the potential to dust the class benchmarks on a tight and twisty road. hat&amp;#039;s especially true if you opt for one of the models with the adjustable magnetic ride control dampers. Under the sculpted hood of the new CTS is a choice of three powerplants\u2014a four-cylinder and two V-6s. The base engine, a 2.0-liter turbocharged four-cylinder, is shared with the ATS but has been retuned for 35 more lb-ft of torque. It comes paired to a six-speed automatic. The normally aspirated 321-hp 3.6-liter V-6 from the last CTS is paired to a new Aisin 8-speed automatic. But the hot engine is an all-new 421-hp twin-turbocharged V-6, available only on the V-Sport models, and it too is hooked to the 8-speed. All-wheel drive is available on the two normally aspirated models and only with the 6-speed transmission. Of the 8 different interior combinations, we especially like the low-gloss dark wood and suede-like accents. There&amp;#039;s a choice of a traditional instrument cluster or a 12-inch TFT screen with reconfigurable gauges. And all models come with Cadillac&amp;#039;s CUE infotainment system displayed on an 8-inch screen.  Tech Tidbit: The CTS V-Sport offers three performance modes: Tour, Sport and Track. With each click of the console button, the CTS gets more responsive. The jump from Tour to Sport brings an MR damper setting with better body motion control, a weightier steering calibration, and transmission shift logic that will hold a gear longer, perform multiple rapid downshifts, and won&amp;#039;t upshift if you let off the throttle. The jump to Track brings an even more aggressive damper tuning (engineers call this the Nurburgring mode), makes the transmission even more responsive, creates a more relaxed throttle map, and pipes in some of the engine&amp;#039;s best noises through the audio system. Driving Character: Who would have imagined 30 years ago that one day the Cadillac would offer the one of the most rewarding lineups sport luxury sedans? Push the new CTS hard through a twisty ribbon of road and you&amp;#039;re having a blast. Best of all, you don&amp;#039;t need to be in the most expensive model. The 2.0-liter turbocharged four-cylinder models offer the same driving zest but with less pain at the pump. In fact, a 2.0-liter CTS is about 100 pounds lighter than a comparable 3.6-liter V-6 model, plus it packs more personality\u2014and peak low-end torque too. But when you make the jump to V-Sport (just a notch down from Caddy&amp;#039;s all-powerful V-Series cars) you&amp;#039;ll forget about that four cylinder quickly. The $59,995 V-Sport hits 60 mph in just 4.4 seconds and won&amp;#039;t stop pulling until the speedometer sees 172 mph. The twin-turbocharged V-6 has the gusto of a V-8, and on a mountain road the V-Sport is every inch an uncompromising sport sedan. Back on the boulevard, the new CTS is more refined and quieter than the previous model. The handling competence of this sport sedan doesn&amp;#039;t translate into a harsh ride. Up front, you&amp;#039;ll remain comfy on a long commute thanks to the 20-way power seats. The cupholders have a motorized cover that slides across them, which adds some techy pizzazz. The CTS has exemplary ergonomics so it&amp;#039;s easy to find the perfect driving position. The rear seats are supportive and comfortable, though there is slightly less room here than many of Cadillac&amp;#039;s rivals. Still, there&amp;#039;s plenty of room for a six-footer to handle a road trip.   Favorite Detail: The mirrors on the CTS are almost concept car-small, with a low, sleek profile. They really add to the car&amp;#039;s looks. Similarly on the inside, the designers stripped away the typical (and rather ugly) black plastic frame that surrounds typical rear view mirrors. This one is almost all glass, and looks delicate and purposeful.  Driver&amp;#039;s Grievance: Cadillac is proud of the seat belt pretensioners in the new CTS. The idea is to have this system remove any of the belt&amp;#039;s slack when the car is driven aggressively to keep the driver positioned correctly in the event of an impact. But the pretensioners should be calibrated to be a little less intrusive, and a lot less noisy. As you saw into a set of turns at speed, you&amp;#039;ll hear a relatively loud &amp;quot;zipping&amp;quot; as the belts tighten. At first it&amp;#039;s surprising, but after the tenth time it becomes simply annoying. The Bottom Line: Of the American cars that have hoped to challenge the supremacy of the BMW 5-Series, Audi A6, and Mercedes-Benz E-Class, the CTS is the most competitive. And it&amp;#039;s certainly entertaining. But as its with its German rivals, it doesn&amp;#039;t take long to ratchet up the price tag of a CTS. While the car starts at $46,000, we drove a $57,375 four-cylinder model and a $70,070 CTS with the normally aspirated V-6. So choose your options wisely. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/reviews/a9531/2014-cadillac-cts-test-drive-lookout-germany-15958486/>