Tuesday, December 9, 2008

2007 Acura RDX

2007 Acura RDX - At the RDX’s debut in mid-2006, Acura defined the compact crossover as an “entry premium CUV” designed to appeal to “high-energy urbanites” who enjoy a “24/7 lifestyle.”

We weren’t quite sure what that marketing rebop meant, but if it has anything to do with 3 a.m. drag racing on Wilshire Boulevard, you could do worse. With a turbo­charged and intercooled (a first for any U.S. Honda vehicle) 2.3-liter, i-VTEC four providing power (240 horses at 6000 rpm, 260 pound-feet of torque at 4500 rpm), the RDX can scoot to 60 mph in less than 6.5 seconds, which is quicker than the other major players in this class (BMW X3, Land Rover LR2), as well as a good many cars.

Moreover, the RDX has moves to go with its muscle. We judged its handling as deft as the BMW’s in a shootout with the X3 and the LR2 [“Attack of the Flying Cicada Killers,” July 2007], and it has impressed all of our drivers with its zealous responses—with one reservation.

But we’ve gotten a bit ahead of our narrative.

Our long-term test subject arrived at the C/D offices on July 13, 2007, with its 18-gallon tank full of premium fuel and 75 miles on its odometer. Acura classifies vehicles equipped with major options such as a nav system as separate models, and that’s true of the RDX, which is offered in standard and Tech-package trims. The two levels are mechanically identical, with the 2.3-liter turbo and Acura’s SH-AWD system, which delivers extra thrust to one or the other of the rear wheels in hard cornering to enhance handling. The system normally delivers 90 percent of engine output to the front wheels but can send as much as 70 percent to the rear wheels.

The basic RDX is nicely equipped, with the amenities one expects in an entry-luxury CUV: a power sunroof; leather-trimmed seats, heated up front; a good audio system with an in-dash six-CD changer and XM radio; power windows and locks; heated power mirrors; anti-lock brakes; stability control; and front, side, and curtain airbags. Its 2007 MSRP was $33,665; it’s $34,455 for 2009.

The Tech package adds a nav system with voice recognition and real-time traffic info; a rearview camera; hands-free wireless phone interface; dual-zone climate controls; upgraded 10-speaker AM/FM audio with a six-slot CD/DVD-audio changer; an owner-programmable auxiliary-info display; and steering-wheel controls for the phone, the voice recognition, and the info display. It was priced at $37,165 in 2007 ($37,755 for 2009).

Tuesday, October 21, 2008

2007 Infiniti G35 Sport 6MT

2007 Infiniti G35 Sport 6MT - When Infiniti’s second-generation G35 arrived at our office for a short visit in the summer of 2006, it did not take long for the staff to begin lobbying for a long-term test car. Compared with the outgoing model, the 2007 G35 was dynamically superior, quicker, and easier on the eyes. In a road test in October 2006, we raised the big question: “Is this new G35 better than a 3-series?” The answer was no. In face-offs against the 3-series, the newest G was twice a runner-up. But would putting one through a 40,000-mile trial with a jury of lead-footed editors change our minds?

We ordered a G35 Sport 6MT dressed in Garnet Ember (that’s red) and upholstered in black leather. We opted for the Sport model, the only G sedan with a manual transmission. The base Sport cost $32,965 back in April 2007. Our inner glutton insisted we add the $2350 Premium package (including a sunroof, Bose stereo, heated front seats, and Bluetooth phone integration) and the $2100 Navigation package, bringing the cost to a hale and hearty $37,415. Still, that’s only $220 more than the base price of our long-term 2006 BMW 330i.

When the G35 arrived, it was thrown in among some serious long-term stablemates—an Audi S8, a Porsche Boxster S, and a Volkswagen GTI. For a while, our long-term 330i inhabited the sign-out slot directly below the G35’s on the office car board, so comparisons were inevitable.

The G drew early fire for its engine NVH and a stubborn shifter linked to a trigger-fast clutch takeup. That takeup is so on-off—going from disengaged to engaged amounts to maybe half an inch of total pedal travel—drivers were consistently stalling the vehicle. But its ride, looks, and raw power—306 horses—were much praised. For 2008, Infiniti addressed the clutch, transmission, and NVH issues, but we have to say that they are still par to the BMW’s birdie.

During the first 10,000 miles, the Infiniti left its home in Ann Arbor on trips to Virginia and Kentucky. Nearly everyone had kind words for the 16-way adjustable driver’s seat and the excellent shape, size, texture, and placement of the steering wheel. One staffer described the angle as “formula car–like.”

Another editor noted, “The drivetrain is a little buzzy, and the clackety gas pedal belies this car’s lack of final polish, but I really, really like this car. There isn’t a compromise to the ride and handling—the ride is stellar and the handling superb. The G35 is no 3-series, but it’s close enough.” That theme was repeated in the car’s logbook by other editors.

Wednesday, October 15, 2008

2009 Honda Pilot vs. Ford Flex, Chevy Traverse, Hyundai Veracruz, Mazda CX-9, Toyota Highlander

2009 Honda Pilot vs. Ford Flex, Chevy Traverse, Hyundai Veracruz, Mazda CX-9, Toyota Highlander - Beat of a different Drummond: We compare six family haulers and, amazingly, drown none of them.

BY JOHN PHILLIPS, PHOTOGRAPHY BY AARON KILEY
November 2008


When we last visited Michigan’s Drummond Island [“Mud Puppies,” February 2008], we compared nine Lilliput SUVs and quickly found ourselves in over our heads. Which is to say, we sank a Jeep Liberty. See, the island—a short ferry ride from the eastern tip of the state’s Upper Peninsula—is a 25-mile-long series of limestone bowls (which hold water) and cedar swamps (ditto) surrounded by Lake Huron (ditto times a million). Drummond Island, thou art thine own soggy enemy.

This time, we asked Drummond Island Resort’s driving expert, Craig Hoffman, to sketch out a somewhat drier 16-mile loop, two-thirds of which comprised twisty, smooth pavement and one-third of which bumped through the resort’s private off-road facility. On any off-roader’s scale of difficulty, these private trails (notice we said “private” twice?) hover wholly in Wally Cox territory yet still represent pretty much the worst that any owner would throw at his investment. Along this route, we then ran the vehicles back-to-back until the local bowling alley’s neon “BEER” sign lit up.

http://www.caranddriver.com/reviews/comparison_test/crossovers_and_suvs/2009_honda_pilot_vs_ford_flex_chevy_traverse_hyundai_veracruz_mazda_cx_9_toyota_highlander_comparison_test

Tuesday, August 5, 2008

Kovalainen carves a slice of history

Kovalainen carves a slice of history - Heikki Kovalainen became the 100th driver to stand on the top step of a grand prix podium with his victory in Hungary on Sunday, and also joined the select band to win a race in their second season of Formula 1.

The 26-year-old Finn inherited the victory after Felipe Massa’s Ferrari ground to a smoky halt with just three laps remaining.

McLaren boss Ron Dennis said the result proved the truth one of racing’s perennial clichés: “One of the oldest motor racing phrases ever coined is: ‘To finish first, first you have to finish.’ Hackneyed it may be, but it's true nonetheless.

“Even so, you have to feel sorry for Felipe, who did a very good job.

“But Heikki drove superbly, scoring his first grand prix victory in fine style and converting his excellent qualifying pace, which has been apparent all season, into a thoroughly well deserved win.

“Today was Heikki’s day, and a very good day it was, and everyone at Vodafone McLaren Mercedes is absolutely delighted for him.”

Kovalainen added: “This is a great moment for me, something I’ve been targeting for many years. Hopefully, this victory will be the first of many.”

The omens are good on that score, for amongst the select few drivers to score their first wins in their second seasons are Ayrton Senna (Portugal 1985) and Michael Schumacher (Belgium 1992).

Kovalainen’s first win came at his 28th attempt, while team mate Lewis Hamilton climbed to the top step of the podium after just six starts, in Canada last year.

But even that is nothing compared to Giancarlo Baghetti, who famously won on his grand prix debut at Reims in 1961.

The Italian proved a one-hit wonder, however, never again winning a world championship GP.

Monday, July 21, 2008

Lexus GS 350

Lexus GS 350 - The 2008 GS 350 is a 4-door, 5-passenger luxury sedan, available in two trims, the Sedan and the AWD.

Upon introduction, the Sedan is equipped with a standard 3.5-liter, V6, 303-horsepower engine that achieves 19-mpg in the city and 27-mpg on the highway. The AWD is equipped with a standard 3.5-liter, V6, 303-horsepower engine that achieves 18-mpg in the city and 25-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.

The 2008 GS 350 is a carryover from 2007.

Wednesday, July 16, 2008

2008 BMW M3

2008 BMW M3 - In this group of radical cars, the M3 emerged quickly as the voice of reason. The extremist voices of the Porsche and the GT-R are just not present in the M3. It never shouts, utters complaints, or makes any unbecoming demands. Road and tire noise are subdued, the fabric-covered seats are perfect, and there is a back seat and a real trunk. But even with those attributes, the M3 doesn’t skimp on supercar performance. It just happens to be dressed in a polished and practical package.

As one test driver put it, “The M3 is the car that the driver has the most control over.” Oversteer, understeer, and neutrality are all on the M3’s résumé, but they’re dependent on the driver’s inputs. The chassis has no surprises, no snap reactions, no bad habits—even midcorner bumps are sopped up without drama. Strong brakes have excellent initial bite and didn’t fade even after many, many laps. The BMW’s lap time lagged 1.5 seconds behind the 911 Turbo’s, but that translates to an average speed throughout the lap that was only 0.3 mph slower than the far more powerful Porsche. Thus the BMW, though suffocated by the thin air at 4200 feet, managed to make up most of the difference by cornering faster.

It is immediately obvious (especially at altitude) that the M3 isn’t as quick as its turbocharged competition, but 0 to 60 mph in 4.4 seconds is nothing to scoff at, either (other M3s we’ve tested have been slightly quicker). A naturally aspirated 4.0-liter V-8 can’t deliver the massive torque of the blown sixes, but the M3 delivers its 414 horsepower in a linear and consistent manner from idle to its 8300-rpm redline. No lurching, no drama, no sudden explosions of boost. And the sound the BMW V-8 makes is due a Grammy. It’s a V-8 note not often heard outside racetracks, while the Nissan and the Porsche both sound as though they could wear a Dyson label.

The M3 offers an unparalleled mix of hassle-free livability and performance at a price that undercuts those of the ­Nissan and the Porsche. For that, it wins in our book. We say its performance deficit is made up by the near perfection and sophistication of the rest of the package. And before you think we’ve gone soft and are too old for a wildcat like the GT-R, know that the average age of the test drivers (and the voters of the comparison test) was 29.5 years. Moreover, we’re the only three C/D staffers who dream of having a Lotus Elise as a daily driver. Trust us, we can put up with a lot of crudeness—you should have heard our dinner conversations. But if you can have it all without the pain, who would vote against that? And until that Elise thing happens, the M3 is the car we’d take home forever.

Monday, July 14, 2008

2008 Cadillac CTS

2008 Cadillac CTS - Amazingly, each new product coming down the GM pipeline these days seems to signal that the once-defining beancounter bureaucracy has finally been replaced by a genuine desire to create top-notch products. And this latest CTS is the most comprehensively integrated vehicle we've seen yet.

GM's confidence is so high that it flew a passel of 2008 CTSs from Detroit to Germany—at a cost between $20,000 and $30,000 each—to be test-driven by the motoring press on the highly challenging Nürburgring racetrack, just as it did six years ago with the original CTS, the first model to bear the knife-edged art-and-science design language of 21st-century Cadillac.

The '08 CTS retains a 113.4-inch wheelbase but adds 1.5 inches in overall length and swells almost two inches in width as do its front and rear track. That extra width means not only more handling prowess but much improved proportions as well. There were times when the first-gen CTS could look a bit awkward; it seemed tall and narrow from behind and not that desirable in profile. But there's no bad view of the new car, from its attention-grabbing front end and better-integrated vertical headlights and taillights to its muscular fender flares. The redesigned CTS still might not stand a chance to be as responsive as the smaller and much lighter—by about 400 pounds—BMW 335i, but our favorite sports sedan has nothing on the Caddy's aggressive looks.

Wednesday, January 16, 2008

2008 Toyota Corolla CE

2008 Toyota Corolla CE - While other Toyota vehicles such as the Camry and RAV4 have recently received sleeker, more eye-catching redesigns, and something like the Yaris adds some youthful life into the automaker, the Corolla sits, year after year, gathering dust seemingly even while it's still in motion on the road.

For 2008, it once again comes in three trim levels (CE, Sport and LE), but adds a 20th anniversary package that includes such features as power doors and windows, keyless entry and a power moonroof. All nice additions, but keep in mind that the package is a little pricey, adding an extra $3,115 to the cost of the car. In fact, you really can't choose individual options on the Corolla CE; only three expensive options packages are available (ranging from about $2,000).

I would never accuse the Corolla of being a track-bred race car, but it handles well enough around corners and is tailor-made for zipping in and out of traffic on busy city streets (another reason why quick acceleration from low speeds comes in so handy). Despite how small and light it is, it also stays quite composed in adverse weather conditions. I've been blown around quite a bit on the highway while driving a Kia, but I never suffered from frayed nerves in the Corolla. Old reliable, indeed!

On the other hand, an area in which the Corolla is absolutely spectacular is fuel economy. In fact, it's even eligible for a new fuel efficiency incentive program started recently by the federal government. The list of vehicles eligible for the incentive program is full of hybrids and subcompacts, but the Corolla is one of the few compact cars that makes the grade. If there's one thing you can always count on with the Corolla, it is long stretches between visits to the gas station.

The 2008 Corolla isn't so much "bang" for your buck as it is "bore" for your buck. To be fair, it is one of the most durable vehicles on the road and it epitomizes the term "gets me from Point A to Point B." If your top priorities when considering a vehicle are its reliability, simplicity and affordability, consider this your dream car.

Thursday, January 10, 2008

2007 Nissan Maxima SE

2007 Nissan Maxima SE - At the heart of every 2007 Maxima is a 3.5-litre, DOHC, 24-valve V6 that makes 255 hp and 252 lb.-ft. of torque and is connected to a continuously variable transmission (CVT). This powerplant makes Maxima one of the fastest midsize sedans on the market. Great bursts of energy are instantly available, giving Maxima the ability to sprint from 0-100 km/h in 6.8 seconds. With an 80-120 km/h time of just 5.4 seconds, passing slower traffic is a shockingly quick exercise.

And you can count not only Passat and BMW 525i in that slower traffic, but Saturn Aura, Lexus ES 350, Infiniti G35X and Acura CSX Type S, according to acceleration tests conducted by the Automobile Journalists Association of Canada (AJAC).

Lots of good stuff comes as standard equipment across the Maxima lineup: heated front seats, cruise control, speed-sensitive variable intermittent wipers, automatic dual-zone climate control, power locks/windows/mirrors, a 320-watt Bose eight-speaker audio system with auxiliary input jack, fog lights and leather-wrapped steering wheel with illuminated switches. I really like the keyless ignition ? just turn a switch on the dash with the fob in your pocket. And for valet parking, the key that locks the glove box can be removed from the fob at the press of a button.

The optional leather package (see data box) adds more good stuff and is almost worth the money just to get the power assist that automatically slides the driver's seat back and forth for graceful entries and exits, and that also comes with two memory settings so your optimum driving position is there every time you fire it up.

Our test car also came with the optional GS-based DVD navigation system. By now, regular readers know how I feel about such expensive devices. I'd rather invest a few bucks in some maps. However, I did turn it on in heavy traffic to try to find a different route to Nissan Canada's Mississauga headquarters. When I did, the pointer showed the vehicle in a blank spot as if that stretch of Matheson Boulevard didn't exist. The position of the Nissan building was indicated on a side street — you just had to find your way through a lot of nothingness to get there.

This is a good looking car, especially when seen from the rear, where its kicked up deck with trunk-mounted spoiler and dual exhausts, each with twin chrome tips, warn trailing traffic that this is one serious sedan. Extensive styling changes have been made to Maxima's front end, including a new grille, hood, bumper and headlamps with built-in cornering lights.

The interior also has been extensively reworked with upgraded materials that include real aluminum accents, a new gauge display for better visibility and a redesigned centre stack. The low dash gives a feeling of spaciousness while contributing to good outward vision.

Although more expensive than some competing midsize sedans, Maxima nonetheless offers a lot of style, luxury and performance. It's the kind of car that makes you feel on top of the world when you're behind the wheel, and as another TV spot airing during the hockey playoffs might say, such a feeling is "priceless."

Wednesday, January 9, 2008

Chrysler 300 SRT8 version

Chrysler 300 SRT8 version - Then when it had the expected success, it started tinkering with the formula to make the car more powerful and handle better. It's that line of thought that has brought us to the most recent addition, the 300C SRT8.

The SRT8 version is powered by a 6.1-litre HEMI V8 that is 400cc larger and 85-horsepower better than the regular 300C's HEMI V8, for a premium cash outlay of only $7,000 (ouch!).

The results speak for themselves: zero to 100 km/h in about 5.5 seconds, and zero to 100 mph and back to zero in less than 17 seconds. The power comes on quickly and vocally, turning the 300C SRT8 from a Dr. Jekyll like meekness into a brute of Hyde proportions.

The ride is well maintained when it needs to be, belying the full performance potential of the beast until it is unleashed. Once the speed climbs and the road kinks up, though, the true potential of the SRT8 quickly comes to light. Nine-inch wide tires set on 20-inch rims help keep a tenacious grip on the road (Chrysler claims it can withstand 0.89g or lateral force on the skid pad).

And inside grip is handled through the innovative use of suede inserts in the unique seats. The wide-back front seats are well bolstered for support, while the rear seat is rather flat but grippy all the same. The positions are not as well defined back there, but the comfort level is pretty good. As in most sedans, the center position is best left for children, though in this case the floor drive-hump makes for uncomfortable legs.

And if the price tag doesn't give it away, the 300C is very much a Mercedes model (it is based on the E-class, albeit loosely) and the SRT8 adaptation gives it more sport while retaining the comfort and civil ambience of a family sedan, and at the same time creating a car whose competitors are considerably more costly.

Monday, January 7, 2008

2008 Toyota Avalon XLS

2008 Toyota Avalon XLS - The car, which slots into the manufacturer’s lineup above the new Camry and Solara, is the most premium level Toyota you can get — anyone looking for a higher level of standard equipping or luxury touches must get into the Lexus line after this one.

The front end’s changes centre mainly on the new-look bumper and grille, and leave the Avalon with decent curb appeal for a big car, especially when approached from the front. The lights have changed for ’08 as well, with a more hawk-eyed cut to the shape.

The vehicle’s overall lines and angles lend it a stately look, classy enough to take anywhere without feeling like a potato in a diamond mine when the Acura and Mercedes drivers show up, and also enough everyday appeal to feel at home in the parking lot of the big-box stores.

The interior is where the car shows off its upscale tendencies, with all materials and surfaces showing quality and well applied esthetics when you sit down in the driver’s seat. Cupholders and stereo controls are covered in flush-fit plastics when not in use; even the seat-heater controls are pop-up buttons that recess into the console after adjustment.

The Avalon runs with a 3.5-litre V6, pumping adequate horses (268 of them) to the wheels, with 248 lb.-ft. of torque available at a mid-range 4,700 rpm. As you might imagine, the car, while in no way underpowered, is no sport-sedan either. Acceleration will feel a little weak to anyone looking for hot zero-to-100 numbers, though I doubt the tire squawker crowd would shop this car anyway.

The six-speed automatic tranny is quite fluid, and its sport-shift component allows a driver to get the most from the drivetrain when you slide it into manumatic mode. The transmission also boasts a lockup torque converter, and Toyota’s traction control system and vehicle stability control are standard on the XLS.

My tester was optioned up with the Premium Package (which adds $3,280 to the MSRP), one of only two option levels available for the Av, the other's being premium with navigation system. Premium trim tops off the already-excellent level of equipment with more speakers for the sound system (12, total) and rain-sensing wipers, and gives the front seat passenger the aforementioned eight-way power seat the driver enjoys.

While the price is a little steep for the Avalon — it starts higher than either of its main competitors, the Maxima and Accord, and a couple of the people I showed the car to pointed out that the car is creeping into entry-level Lexus territory — I would suggest comparing prices to any of those vehicles after adding a similar level of equipping to the competitors to see how the bottom line stacks up.

Friday, January 4, 2008

Mazdaspeed3

Mazdaspeed3 - The new 2007 Mazdaspeed3 is $30,995, and all you choose is colour. Spending $31K sounds like a lot when you look at the starting price of the Mazda3, $16,795. The deal is more convincing when you see that the cheap car has 148 hp and 135 lb.-ft. of torque and the Mazdaspeed3 has 263 hp and a whopping 280 lb.-ft. of torque. It uses the same 2.3-litre, turbocharged, intercooled engine as the Mazdaspeed6 and the CX-7, both much bigger vehicles. It is a Viking war-hammer of an engine for a car of this size and price.

The transmission is a six-speed manual that doesn't mind being thrown from gear to gear. So when you make your shifts, keep your right foot on the throttle a little so you don't lose too many pesky revs. Then you can ride the turbo all the way to speeds at which you will need a very good excuse if you want to keep your licence.

Some American magazines are measuring 0-60 m.p.h. times of six seconds, but it is the execution and delivery of the power that make this such a fun car. Precise and almost overly snappy steering, good, pred-ictable brakes and a tight chassis mean it takes only a soft touch to dive into corners and power out of them. Having front-wheel drive, torque steer rears its ugly head, but doesn't take away from the fun.

You get some good visual bits for your money that give the car an aggressive demeanor that separates it from the standard car, but they're not over-the-top. The bits are 18-in. wheels with 215/45 Bridgestone Potenza tires, blacked-out headlights, LED taillights, a low, wide skirt on the front to give it that big, open mouth under the licence plate, a meaty, round exhaust tip that just pokes out of the rear skirt and a kind of shopping-cart-handle spoiler on the top of the tailgate that is just on the verge of being too big, but looks good anyway.

The feature that really makes the car an easy sell is the combination of speed and utility. The rear seats fold almost flat, and with the hatch open, you can move furniture if you need to. It is only a four-banger, but in the city, the numbers say it will get 11.8 L/100 km -- high for a car of this size -- but a more reasonable 7.6 L/100 km on the highway. If you think of it as a performance car, it's pretty hard to get mad at the pumps.

It would be hard to have more fun for 30 grand, which is likely a big factor in its taking the Best New Sports/Performance car award from AJAC for 2007. It beat out the Volkswagen GTI and the Saturn Sky Redline. It deserves the award not just because it is a fast car, but because it is a reasonable car as well.

Thursday, January 3, 2008

Cadillac CTS

Cadillac CTS - The first thing apparent when approaching the new Caddy is the bold and big-badged grille, leading into the sculpted and angular fenders the CTS shares with its brandmates STS and Escalade. The vehicle’s roofline now hosts an (optional) double sunroof, and trails into a squared and elevated rear end, giving the latest-edition CTS an aerodynamic profile designed to lower the drag and silence wind noise inside the cabin.

The powerplant options are a 3.6-litre variable-valve-timed V6 that will bring 263 hp to the package (and 253 lb.-ft. of torque) as the base model; and another 3.6-litre V6 (this one a direct-injection rig) that ups the ante to 304 horses and 273 lb.-ft. There will be a smaller engine choice for overseas markets, a 2.8-litre VVT, but not here. Cadillac is marshalling the horsepower with two transmissions, either a six-speed Aisin manual or a six-speed Hydra-matic automatic, that in my humble opinion is the superior choice.

This was made apparent to me when I got to take a couple of hot laps with a professional driver Caddy had on hand at the track — a good thing, too, to truly see what the CTS is capable of, something I couldn’t appreciate while driving on my own because, quite frankly, I am afraid of the rather wicked corkscrew turn at Laguna Seca.

But in any trim, it's the interior of the ’08 CTS that is the real story here. A complete reworking of materials and dash gives the car the feel of a number of its European competitors. Outfitted with either a monochromatic interior or a very desirable two-tone scheme, the seating is comfortable up front, and while less roomy in the rear, still adequate for adults under six feet.

The look and feel of the dash is very good, with the cascading centre stack flowing into metal or wood-print accents that lend a premium esthetic to the car. Funky LED lighting available for the CTS (inside and out) impart a uniqueness to the cabin when tweaked and dimmed to a driver’s choice. Indeed, if you test drive a new CTS, I recommend doing it at night to play with the LEDs.

A 40-GB hard drive audio system option allows radio to be recorded in real time and then played back — almost like TiVo for audio — which I find both weird and compelling, this idea of being able to “pause” live broadcasts and resume them later, with the option of doing so with high-end Bose 5.1 surround sound.

For those of you who are wondering, there is no CTS-V model for the 2008 product cycle — Cadillac is holding them back until next year — but the basic price breakdown for the two CTS trims available here runs the MSRP between $38,900 for the base to $41,400 for the direct injection model.
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