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coming down the GM pipeline these days seems to signal that the once-defining beancounter bureaucracy has finally been replaced by a genuine desire to create top-notch products.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.

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.

2008 Cadillac CTS

2008 Cadillac CTS - 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.

Since the CTS spent extensive development time on the tortuous 12.9 miles of Nürburgring pavement, we asked lead development engineer Rob Kotarak how many laps he’d turned there. Quite a few, he said, but all of them from the passenger seat. That’s because he hasn’t acquired GM’s top driving certification and therefore is not allowed to drive at the German track. Meanwhile, a first-timer from Car and Driver gets to lap freely—what was that about a bureaucracy? Just so you know, Mr. Kotarak, your car is quite adept.

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.

Tops on the CTS’s mechanical upgrade list is a 304-hp, 3.6-liter direct-injection DOHC V-6 that also resides in the ’08 STS. This new engine is, for now, the top choice and will likely cost $1000 more than the base non-direct-injected 258-hp version of this 3.6-liter mill that is carried over from the outgoing model. The old base engine, a 210-hp, 2.8-liter V-6, is dropped for the U.S. All-wheel drive is offered for the first time, but only with an automatic transmission.

In relaxed driving, the new V-6 is smooth and quite muted, as Cadillac has attacked the noise problem in just about every way—triple door seals, sound-deadening covers on the engine and high-pressure fuel pump, and numerous other acoustical treatments. But push a little harder, and the engine starts to sing at about 4000 rpm, pulling enthusiastically to the 7000-rpm redline. Our 304-hp manual ran 0 to 60 mph in 5.8 seconds and blew through the quarter-mile in 14.6 at 97 mph, more than a second quicker in the sprint and 0.6 second fleeter through the quarter than the last non-V CTS we tested. That’s quick enough to run with a Mercedes C350 or BMW 328i, but a twin-turbo 335i reaches 60 mph a full second quicker.

These tires, although in an almost too modest 235/50R-18 size (Cadillac promises larger wheels are coming), are a part of the most aggressive suspension package, called FE3. All three suspension choices use the same spring rates, but the FE3 option includes larger brakes and anti-roll bars as well as revised dampers. The others, FE1 and FE2, ride on all-season tires.

We spent most of our three days in Germany with the sportiest FE3 package, and the most impressive thing about the ’08 CTS is its ride-and-handling balance. Tightly controlled body movements keep it buttoned down, and the rear-drive CTS’s ride never feels harsh, either. Even in full-blown Nürburgring mode, the car is balanced, and not once did it respond with excessive understeer, although oversteer is hard to come by as well.

On the street, our initial impression is that the CTS is more comfortable than a Sport-package-equipped BMW 3-series or Infiniti G35 without giving up much ultimate performance, although rain during our testing day kept us from verifying Cadillac’s skidpad claim of 0.86 g.

2007 Cadillac Escalade AWD

2007 Cadillac Escalade AWD - Our Slade began life with a base price of $58,125. For that we got a 403-hp, 6.2-liter Vortec V-8; a six-speed heavy-duty automatic; all-wheel drive; automatically adjusting shocks and rear leveling; and 18-inch wheels. The Escalade also had heated front- and second-row bucket seats and a third row for two passengers (a no-cost option for the second row, too; a three-passenger bench is standard). Three months of XM radio came with the Bose audio system, and the power liftgate was wonderfully convenient. Standard safety features included curtain airbags, stability control, rear parking assist, and tire-pressure monitors.

We had a mystifying oil-change experience. The service intervals are determined electronically. The first alert came in midsummer at 9800 miles. Changing the oil and the oil filter and a tire rotation ran $61. The next came at 17,600 miles ($88), and then, oddly, the third service wasn’t signaled until 18,700 miles later, at 36,200 ($61). We suspect the SUV’s electronics somehow got reset out of order. GM says an 18,700-mile gap between oil changes is “possible but not likely.” The $210 total was welcome, and there has been no indication of harm to the vehicle. Checking a couple years’ worth of long-term reports, that amount is the lowest we’ve recorded (except for BMWs, which come with free service for four years or 50,000 miles).

At 10,400 miles, we had to repair the rear wiper, which had broken off in a carwash. The other unscheduled service was at 34,800 miles. The serpentine belt had become noisy, and the Slade’s handling was wonky (no doubt the result of off-roading in the U.P.). The belt was replaced under warranty. We footed the bill for a front-end alignment and the replacement of a dented wheel (at $862 per fancy chromed wheel plus $286 per tire, you’ll want to avoid this). The drivers’ logbook was full of comments, pro and con. Let’s cover the bad news first. For a $66,730 truck, we’d have liked auto-up windows in addition to auto down, and a telescoping steering wheel. The wheel does tilt, but only in that finitely robotic GM-parts-bin way.

The loudest complaint had to do with the lack of interior room for passengers and their belongings. Whenever we were challenged to park the sizable Escalade, we would console ourselves with this thought: “Wow, we can take all our stuff along on our trip and take a few friends and their stuff, too.” Think again, though, because the bulky third-row seats must be removed (and they are heavy!) to make room for more than a weekend’s worth of luggage, and at that point, the Escalade becomes a four-passenger conveyance.

The Escalade is a fashionable ride, no doubt about that, and it looks terrific in Black Raven and all that chromed trim. If Cadillac could reconfigure the interior space to better accommodate six people, the handsome Escalade would have “utility” covered as well.

Cadillac STS V-8

Cadillac STS V-8 - The STS comes in three aromas. There's the starter-kit version ($41,690) powered by a 255-horse, 3.6-liter V-6. There's the V-8 rear-wheel-drive model ($47,495) featuring a 4.6-liter Northstar producing 320 horses, 20 more than the old STS's output. And there's a V-8 all-wheel-drive STS, with a mandatory heavy options load ($62,765) whose driveline is yanked intact from the SRX.

The STS now rides on a wheelbase 4.2 inches longer than the old car's, yet in overall length the STS is 4.7 inches shorter. Glance at the car in profile and you can see what got chopped. The trunk's volume is down by two cubic feet.

Rear-seat dimensions, though, aren't much changed. It's still snug back there, at least for a luxury sedan, okay for two adults and their mocha lattes. It would have helped if the seat cushion weren't so low and you could insert both feet entirely beneath the front seats. A third adult betwixt? For 20 minutes maybe, but remember that with rear drive there's again a transmission hump to battle, and Hump Man has no choice but to stick one Florsheim into each of his colleagues' footwells.

What you notice first about the STS is that there's no ignition keyhole. Instead, you carry a standard-looking fob that signals the car to unlock its doors as you approach. After that, all you do is put your foot on the brake, then press a rocker switch to the right of the steering column. Voilà , the Northstar stirs to life. Press the bottom of the rocker to shut off the engine. In theory, you stash the fob in your pocket or purse and never have to remove it. If you don't care for that method of cranking, you can also fire up your STS remotely, from as far away as 200 feet.

What you notice next is that this is a vault-like Seville—sorry, STS. Cadillac has run amok with sound-deadening materials, which no doubt contribute to this car's 4148-pound heft. Special mats and blankets have been inserted in the dash. The shock towers, driveline tunnel, and wheelhouses all benefit from rubbery sound-absorbing goo, and the doors are triple-sealed. At 60 mph, there's negligible wind noise at the A-pillars, making this a soothing, almost meditative place to conduct highway business. Fact is, the Northstar's silky snarl is now clearly audible only at wide-open throttle.

Our test car was fitted with Magnetic Ride Control ($1850), which offered two firmness settings—touring and performance. Good luck switching between the two. You have to stop the car and toggle through a six-step interrogation on the big screen. Why not a simple switch on the center console, next to the traction control? Maybe it doesn't matter. In either mode, the dampers and bushings are about as stiff as Al Gore at a séance. The ride is never downright harsh, although there's some crash-through on Michigan potholes. Rarely do high-frequency road pimples find their way through, nor is much road noise transmitted.

Cadillac CTS-V

Cadillac CTS-V - One car is short a couple of doors. Another is no longer in production and cost some $23,000 more than either of the others. Ordinarily, we try to round up rides that are similar in concept, performance potential, and price. But with this trio, the only inescapable commonality is that they all aspire to be "ultimate driving machines."

Tuned on Germany's treacherous Nürburgring racetrack—the unforgiving development crucible employed by BMW, Porsche, and AMG, to name just a few—the Cadillac CTS-V is clearly the most ambitious effort General Motors has made to produce a sports sedan credible by BMW standards.

Did the Cadillac kids hit the 10 ring? Last year's Nürburgring preview of this Cadillac (September 2003) certainly seemed to suggest a serious contender had been created. But we were shown pre-production development cars, and the program didn't allow our formal testing procedures. This time around we put our hands on a sure-'nuff production sample, albeit an early one. So we rounded up the brace of Bimmers—an M3 from our friends at BMW of North America and, since BMW NA was fresh out, an M5 from our friend Dave Wexall.

With the preliminaries settled, including instrumented braking, skidpad, and straight-line acceleration, we saddled up and headed south—three jet-black bullets rumbling through the mists of a dank November morning. Not ideal for evaluating performance cars, but we had high hopes for the next day's visit to Putnam Park, a beautiful 1.77-mile road course about 20 miles west of Indianapolis. And from a performance point of view, we were counting on Putnam Park to provide the definitive story.

Another problem turned out to be virtual. After a few laps on the Putnam Park road circuit, long before the track had dried enough for us to turn meaningful lap times, the Caddy began reporting high oil temps. When the pavement dried, allowing go-for-it driving, we were unable to make more than two consecutive circuits before the display numbers soared north of 300 degrees Fahrenheit, accompanied by an insistent chime.

Nevertheless, since we wanted the Caddy to survive the Putnam runs, we were cautious, limiting our lapping and short-shifting to keep the revs down. We feel certain a little more driving with a little less constraint would have produced better lap times.

The third problem we encountered was axle tramp, also known as wheel hop, during hard acceleration from a standing start, and it's one that can't be explained away so easily. Morris notes that with a judicious combination of clutch slip and wheelspin, GM development engineers have finessed 0-to-60 runs in the 4.5- and 4.6-second realm, which is pretty much what we anticipated with this car's Corvette powertrain. Unfortunately, we hadn't been to the GM school of CTS-V launch technique, so our efforts were rewarded by rear-wheel hop, with severity in direct proportion to the level of aggression employed to get the car out of the blocks. It soon became clear that further runs were likely to bring the test to a premature end, whereupon we left off.

As noted, the Caddy's sprints were not up to our expectations, and this applies to more than the 0-to-60 numbers. Despite the launch limitations, with the most potent power-to-weight ratio in the group and the shortest final drive, the CTS-V should have begun to assert itself once it got out of the starting gate. That was not the case. Although it was quicker than the M3 to 100 and 140, the Cadillac trailed the M5 in every acceleration category, and its 13.7-second elapsed time through the quarter was the slowest of the trio (the Caddy's trap speed was 107 mph compared with 106 for both the M3 and M5). In our September preview, we cited Cadillac's forecast of quarter-miles in the low-13-second range, with a trap speed of about 110 mph.

We don't think the leak had much effect on the braking numbers. The Cadillac was third among three, requiring 165 feet to stop from 70 mph, a foot longer than the M5, four feet longer than the M3, which weighs in 555 pounds lighter. Nevertheless, 165 feet is a sports-car number, and the CTS-V had distinctly better pedal feel than the M5.

Racetrack development notwithstanding, sports sedans have to provide driving pleasure across a broad range of categories—from something as simple as the feel and function of controls and switches to how well the seats accommodate their occupants in all kinds of driving to driver sightlines to ride quality to exhaust note. In this purely subjective realm, the CTS-V fared reasonably well against the Bavarians, a little soft in some areas, but superior in others.

Certainly, there's more to public-road driving than max cornering speeds and late braking. And in the realm of livability, the Cadillac gives a very good account of itself. The front buckets don't offer quite as much lateral support as the M5's, but their range of adjustability is good, and if they give anything away in terms of all-around comfort, the distinction is academic. The M3's seats, in contrast, reflect the sportier nature of the car—almost raceworthy, but difficult to adjust and even harder to achieve long-distance comfort. We could wish that the Cadillac's steering column had a telescope feature as well as tilt, but no one reported any difficulties with achieving an optimal driving position.

In terms of general comfort and self-indulgence, the CTS-V is a clear winner. It's roomier than the M5, particularly in the rear, the electroluminescent instruments look good and scan better, the interior styling looks more contemporary than the aging BMW layouts, and the Caddy's audio system makes the BMW units sound very ordinary indeed.

Cadillac STS V-8

Cadillac STS V-8 - The STS comes in three aromas. There's the starter-kit version ($41,690) powered by a 255-horse, 3.6-liter V-6. There's the V-8 rear-wheel-drive model ($47,495) featuring a 4.6-liter Northstar producing 320 horses, 20 more than the old STS's output. And there's a V-8 all-wheel-drive STS, with a mandatory heavy options load ($62,765) whose driveline is yanked intact from the SRX.

The STS now rides on a wheelbase 4.2 inches longer than the old car's, yet in overall length the STS is 4.7 inches shorter. Glance at the car in profile and you can see what got chopped. The trunk's volume is down by two cubic feet.

The front seats, for hips and shoulders alike, are surprisingly well-bolstered and BMW-firm. No complaints. The gauges' illuminated white numerals are set against a black background—simple, ever legible. The center stack is clean and well-ordered, dominated by an eight-inch-diagonal "infotainment" screen, whose face can be tilted up to 15 degrees to cut glare. And the cockpit is warmly trimmed in eucalyptus that looks very much like real wood because it is.

What you notice first about the STS is that there's no ignition keyhole. Instead, you carry a standard-looking fob that signals the car to unlock its doors as you approach. After that, all you do is put your foot on the brake, then press a rocker switch to the right of the steering column. Voilà , the Northstar stirs to life. Press the bottom of the rocker to shut off the engine. In theory, you stash the fob in your pocket or purse and never have to remove it. If you don't care for that method of cranking, you can also fire up your STS remotely, from as far away as 200 feet. What you notice next is that this is a vault-like Seville—sorry, STS.

The STS's steering is odd. The effort is fairly high, and there's little detail telegraphed—minimal info regarding road surfaces or front-tire side slip, for instance. Yet for any given increment of steering input, the ZF rack (included in the 1SG package) delivers a predictable, repeatable course alteration. In that sense, the steering is accurate but, at the end of the day, not very satisfying. It's lucky that the chassis takes such a firm set in turns and is so conscientious about path control, because this steering is not especially adept at quick one-or-two-degree corrections.

Our test car was fitted with Magnetic Ride Control ($1850), which offered two firmness settings—touring and performance. Good luck switching between the two. You have to stop the car and toggle through a six-step interrogation on the big screen. Why not a simple switch on the center console, next to the traction control? Maybe it doesn't matter. In either mode, the dampers and bushings are about as stiff as Al Gore at a séance.

Of course, the upside to such firm tuning is that body motions are marvelously controlled, and there's never a disruptive moment of weight shift, either at turn-in or mid-turn. Fact is, this new STS pulled 0.86 g on the skidpad, only a whisker behind a BMW 745i we recently tested and way, way beyond the old car's 0.79. Our STS attacked our handling loop like a badger after pork rinds, achieving big velocities.

The brakes are strong and easy to modulate. Your foot quickly learns where anti-lock manifests. During nonpanic stops, you can brake right to the edge of ABS or push through for one cycle or two before withdrawing. Our car, fitted with the "European" brake pads (another part of the 1SG package—see what we mean about options?), stopped from 70 mph in 177 feet, 15 feet better than the old STS, one foot better than a Benz SL600. Think of that.

The twin-cam V-8 is abetted in its labors by a five-speed Hydra-Matic 5L50-E that may be the best transmission GM has ever produced. Why do we say that? Because you're almost never aware that it's doing anything. This is especially true during kickdowns, even two-gear kickdowns, which are as fast as they are unobtrusive.

Fact is, the previous STS was never really a performance car. It was a luxury sedan that simply didn't embarrass itself in the hills. This new STS, in contrast, is barking at the city limits of hot-rod-dom, notably in its edgy ride, booming acceleration, and tenacious handling.

Cadillac SRX V-8

Cadillac SRX V-8 - It was a perfectly sensible choice, not only because the $60,645 Caddy needed to accrue miles, but also because it was an ideal long-tripper—after all, for a starting price of $50,830, it was equipped with a gutsy 320-hp Northstar V-8 and leather front bucket seats with heat and eight-way power adjustments. Plus, it had $9815 worth of pampering options: all-wheel drive, a navigation system, a third-row power seat, magnetic ride control, HID headlamps, a DVD player with an LCD screen and wireless headphones ("Sorry, sweetie, did you say something?"), and a Bose stereo with XM satellite radio and an in-dash six-CD changer. Cruising cross country couldn't come any better, or so Dave and Marie thought.

That oddball fix didn't work, so VanderWerp disconnected and then reconnected the battery, a last-ditch effort that worked, but just temporarily. Later on in Boston, the SRX subsequently stalled several more times. VanderWerp was able to keep it going by disconnecting and reconnecting the battery, but a more lasting fix was certainly called for. The SRX was ditched at Frost Motors, a Boston-area Caddy dealership, while VanderWerp and his fiancée were forced to fly home.

According to Otto Cadillac in Albany, our SRX had been born with a bad engine-control module, a defect that required 10 days in the inspection pits to detect. Like a clogged artery, the problem was physically small, its consequence huge. GM picked up the bill under warranty, of course, the first of three instances in which the General was forced to delve into its pockets. The second, at 15,842 miles was to convince the huge UltraView sunroof that "close" did not mean "crack," and the third, at 20,411 miles, was to replace a faulty key and remote. So the lesson here seems to be that although technology can do lots of trick things, it can also play irritating tricks.

The SRX is an elegant, fast, comfortable SUV that has few peers. When new, it ripped from 0 to 60 in 7.1 seconds and through the quarter-mile in 15.4 at 92 mph. Those are quick numbers for an SUV, especially one that weighs 4711 pounds. More impressive was the SRX's top speed of 141 mph—faster than many of today's so-called sporty cars. When we retested the SRX at 40,000 miles, it was not only quicker but also faster. Zero to 60 dropped to 6.8 ticks, the quarter improved to 15.2 at 93, and top speed rose to 144. Who says getting old slows you down? Moreover, braking and skidpad grip improved over the long haul, with the former dropping from 188 feet to 183 in 70-to-0 halts and the latter jumping from 0.78 g to 0.79. Even better was that our intemperate hot-rodding still netted a respectable 17 mpg.

In addition to being impressed with the SRX's smooth and quiet highway ride and surprising nimbleness on curvy roads, we also admired its edgy "art and science" exterior design, its ample cargo space, the flexibility of its three rows of seats, the honkin' Bose stereo, and the DVD entertainment system that made long hauls short and kids quiet.

On the flip side, the SRX had a handful of traits we didn't fancy. The most common complaints had to do with the stiff price tag and the ultra-wide rocker panels that, when dirty, soiled passengers' pants during ingress and egress. Tech director Webster pointed out that the huge step-over often induced slips or spills after touching down on snow- or ice-covered ground. The interior drew a bit of arched eyebrow for an odd mix of angles and textures, a trim and instrument panel that didn't seem to go with the price, a wobbly gearshift, second- and third-row headrests that blocked the rearward view, an under-the-dash "knee protector" that in fact hurt knees more than it protected them, a fussy trip computer that required five times as many steps as most other cars', and a high cowl that, in cahoots with the pushed-forward A-pillar, made parking a challenge.

All in all, our long-term SRX V-8's performance will help, not hurt, its chances of securing a third-straight 5Best Trucks trophy. And even as GM's employee-discount deal was scheduled to be called off September 6, screaming deals on an SRX are likely not out of the question, especially since the cars are flying off dealer lots like penguins. A sensible Caddy at a sensible price—what more could you want?

2007 Cadillac Escalade

2007 Cadillac Escalade - Looks like mission accomplished to us. Check the bigger grille, inspired, according to the divisional publicity mill, by the Cadillac Sixteen show car of 2003. Check the “tri-element headlamps,” with their high-intensity-discharge lights. Check the “front fender vent ports,” which neither vent nor port. Check the “layers of chrome accents.” Check the optional 22-inch chrome alloy wheels. Got bling? Oh, yeah.

Of course, Cadillac wants us to look past any perception of pandering to the 15-minutes-of-fame folks and look at vehicle virtues. Of which there are many — for a vehicle of this type. The foundation, for example, is the new GMT900 full-size SUV and truck platform, a whole order of magnitude stiffer than its predecessor — 49 percent improved in torsional rigidity, according to Cadillac. That sounds like the difference between linguine al dente and the Brooklyn Bridge, but a little time at the big Caddy’s helm does seem to vindicate this assertion.

The chassis and suspension enhancements are easier to appreciate in the realm of ride quality. Cadillac publicity materials refer to this trait as an “unwavering ride,” which conjures up some intriguing images. Let’s say taut but supple, with less of the up-and-down motion of the previous generation, which adds up to a stronger sense of control. The Escalade irons out unruly patches of pavement without resorting to the mushy suspension tuning that still afflicts so many big SUVs, and the steering actually lets the driver know what’s going on, a welcome improvement on the overly assisted recirculating-ball system previously employed.

The most tangible dynamic upgrade, though, is one that will be the easiest for customers to appreciate, simply by tramping on the gas pedal. The previous Escalade offered two V-8 engine choices: a 285-hp, 5.3-liter edition in the rear-drive model, and a 6.0-liter version rated for 345 horsepower and 380 pound-feet of torque.

Better still, the bigger, lighter engine (the previous Escalade eights had iron blocks) is paired with a new six-speed automatic transmission (6L80), a vast improvement on the previous four-speeds. It also includes a manumatic function that allows the driver to shift for him- or herself, although that sporty touch seems superfluous in a vehicle weighing almost three tons. But never mind.

Although it has slightly higher power ratings than the version of the engine used by GMC (plus 23 horsepower), our tester was a tick slower to 60 mph than the Yukon Denali we put through its paces last month, a disparity we ascribe in part to the Escalade’s slightly higher mass (5793 pounds versus 5610) and green engine — there were fewer than 200 miles on the odo when the Escalade showed up at Hogback Square.

So, improved dynamics and all-around hustle. But aside from vigorous throttle response, and that unmistakable face, the update elements that will matter most to buyers are inside. And we think what they’ll see will make them happy. The biggest single improvement is the instrument panel, which not only looks thoroughly contemporary but, at least as important, has also been moved forward and down, opening up sightlines and expanding the sense of cockpit roominess.

On the other hand, there’s more cargo space behind the rearmost seats, and the second-row seatbacks have a power-fold feature that makes it easier to load stuff or expedite entry to the third row. And getting at the post-third-row storage is easier, thanks to the power liftgate. Power-assisted elements like these may sound a little hedonistic, but like ATM cards, they’re features that make you wonder how you managed to exist before they were invented. Besides, hedonism is part of the deal here.

There are other goodies — remote starting, rear parking assist, a heated-steering-wheel option. Still, we have questions. For example, where’s the one-touch-up power-window feature? Why has GM failed to figure out a way to install a dead pedal in its large SUVs? Where’s the steering-wheel telescoping feature? Why is the tilt feature manual rather than powered? Why is the ignition switch still set into the steering column, when there’s no column lock? Why isn’t there an entry-assist handle for the driver? Why does this pricey SUV have a heavy, removable third row that folds, but not flat, instead occupying a lot of space? The six-speed is a smoothie, but will it be worth the diminished towing capacity — 7400 pounds versus a max of 8100 for the previous incarnation — to people who drag big trailer boats across the landscape?

Still, there’s no question that this is a better Escalade. And pending a head-to-head confrontation, there’s no question — in our minds, at least — that the new Escalade visually upstages the Lincoln Navigator due in showrooms this fall. In fact, the folks at Cadillac see the Lexus LX470, Mercedes GL-class, and Infiniti QX56 as stronger competition.

2006 Cadillac DTS

2006 Cadillac DTS - Not surprisingly, the DTS now sports Cadillac’s revisionist signature grille and a degree of the current knife-edge styling seen on CTS and STS models. But the DTS is still pinned to the familiar G-platform, GM’s front-drive, large-sedan structure that debuted on the then-new 2000 DeVille and is also used on the Buick Lucerne, a big front-drive GM sibling that invites comparison.

The DTS is mechanically identical to a V-8 Lucerne — both use the 4.6-liter Northstar engine and a four-speed automatic transmission — but the Cadillac is 4.4 inches longer and one inch wider. As a result, the DTS gets more back-seat room (55 cubic feet compared with the Buick’s 51) and 19 cubic feet of trunk space, two more than in the Buick. But that size also contributes to the Cadillac’s additional 212 pounds over the Buick’s even two tons, so it can’t quite keep up with the Lucerne.

Our test car was a “performance sedan” with the 1SE preferred-equipment option. That gets the buyer a small bump in horsepower, 291 instead of 275, and a small drop in torque, six pound-feet less than the usual 292. The 1SE also has a different shift algorithm and suspension tuning, although it doesn’t make the DTS feel like what we would call a performance sedan. The car felt like the soft-riding Lucerne, and as noted earlier, it isn’t any quicker. But for a car this large and nose heavy (over 60 percent of its weight rests on the front tires), its body motions seem well controlled. Even during a spirited, tire-squealing trip around an interstate on-ramp, the DTS takes a relatively flat set and maintains course. And although the bucket seats are about as supportive as a theater loge, you’ll only manage 0.77 g of grip anyway, not enough to break the butt-to-leather-seat seal. Again, that grip level is respectable for a car of this nature but nothing we would label high performance.

A base DTS starts at $41,990. The 1SE version gets heated, cooled, and massaging power seats (providing a gentle pulse on your back); a heated steering wheel and washer fluid; and rain-sensing windshield wipers. Thus, to get the extra ponies — and the goodies — costs about $8500. Our test car also had a $1795 navigation system, a $1200 sunroof, $1200 “Tuscany” leather seats, $1000 adaptive cruise control, 18-inch chrome wheels for $795, a $350 power rear sunshade, and an engine-block heater for $100.

The DTS is the perfect choice for buyers looking for big Cadillac style and lots of gadgets. But we’d take a V-8 Lucerne and pocket 20 grand.

2008 Cadillac STS V-6

2008 Cadillac STS V-6 - This latest V-6 is indeed a gem. Significant among its attributes is direct fuel injection, which squirts the fuel into the combustion chamber rather than the intake track. That’s not new technology, but direct injection is gaining in popularity because when the fuel is introduced into the cylinder, there’s a cooling effect that increases charge density and reduces the tendency for harmful detonation. This allows designers to raise the compression ratio for better efficiency and more power.

It’ll take a finely calibrated backside to feel the difference between the new STS V-6 and the optional 320-hp V-8 model, which last year came bundled with several features and as a result cost about $9500 more. The two now share the same six-speed automatic transmission, and the acceleration times are within a few ticks of each other. The V-6 scoots to 60 mph in 6.2 seconds, behind the V-8 by only 0.2 second.

Cadillac has made detail improvements that include a shifter which no longer feels as though it belonged in a Cavalier. Pricing was not set at press time, but figure $43,500 for a base V-6, and think hard about spending extra for the V-8.

2008 Cadillac CTS

2008 Cadillac CTS - 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.

Since the CTS spent extensive development time on the tortuous 12.9 miles of Nürburgring pavement, we asked lead development engineer Rob Kotarak how many laps he’d turned there. Quite a few, he said, but all of them from the passenger seat. That’s because he hasn’t acquired GM’s top driving certification and therefore is not allowed to drive at the German track. Meanwhile, a first-timer from Car and Driver gets to lap freely—what was that about a bureaucracy? Just so you know, Mr. Kotarak, your car is quite adept. Despite our inexperience with the Nürburg­ring (read “driving like a hack”), the CTS was planted and predictable and never did anything unexpected.

Tops on the CTS’s mechanical upgrade list is a 304-hp, 3.6-liter direct-injection DOHC V-6 that also resides in the ’08 STS. This new engine is, for now, the top choice and will likely cost $1000 more than the base non-direct-injected 258-hp version of this 3.6-liter mill that is carried over from the outgoing model. The old base engine, a 210-hp, 2.8-liter V-6, is dropped for the U.S. All-wheel drive is offered for the first time, but only with an automatic transmission.

In relaxed driving, the new V-6 is smooth and quite muted, as Cadillac has attacked the noise problem in just about every way—triple door seals, sound-deadening covers on the engine and high-pressure fuel pump, and numerous other acoustical treatments. But push a little harder, and the engine starts to sing at about 4000 rpm, pulling enthusiastically to the 7000-rpm redline. Our 304-hp manual ran 0 to 60 mph in 5.8 seconds and blew through the quarter-mile in 14.6 at 97 mph, more than a second quicker in the sprint and 0.6 second fleeter through the quarter than the last non-V CTS we tested.

The suspension retains the same basic aluminum-intensive control-arm-front and multilink-rear suspension, with slightly modified geometry, but it only took the three characters “PS2”—as in Michelin Pilot Sport PS2 tires—to clue us in to how serious Cadillac is about the sporting nature of the new CTS. This is GM’s first time using these summer-only, super-performance street tires—arguably better tires than the Goodyears the Corvette wears—which are generally used on all-out sports cars like the Porsche 911 and Cayman.

These tires, although in an almost too modest 235/50R-18 size (Cadillac promises larger wheels are coming), are a part of the most aggressive suspension package, called FE3. All three suspension choices use the same spring rates, but the FE3 option includes larger brakes and anti-roll bars as well as revised dampers. The others, FE1 and FE2, ride on all-season tires.

We spent most of our three days in Germany with the sportiest FE3 package, and the most impressive thing about the ’08 CTS is its ride-and-handling balance.

On the street, our initial impression is that the CTS is more comfortable than a Sport-package-equipped BMW 3-series or Infiniti G35 without giving up much ultimate performance, although rain during our testing day kept us from verifying Cadillac’s skidpad claim of 0.86 g. The FE2 car we briefly drove didn’t feel much softer, but over an undulating stretch of unlimited autobahn, it moved around enough to make us want the stiffer setup.

A revised version of the Aisin six-speed manual carries on with modified ratios to alleviate a previously large gap between second and third gears. But even with a new shift linkage for shorter throws, the manual isn’t nearly as fluid as those from BMW. The CTS’s ho-hum shift action teams with an abruptly engaging clutch and a slightly too high center console to make the row-your-own option less than satisfying. Add a drink in the cup holder (directly behind the shifter) to that combo, and you’re constantly whacking it with your elbow. Suddenly, BMW’s dash-mounted cup holders make a lot of sense.

The new well-behaved six-speed automatic—it’s no wonder BMW buys this GM gearbox—will likely be the more popular choice anyway. It offers smooth shifts when you want them, but thump the throttle, and it gives a prompt multigear kickdown.

2006 Cadillac XLR-V

2006 Cadillac XLR-V - With its XLR-V, Cadillac puts a player in among the SL55 AMGs and Jaguar XKRs of the world — cars with performance and pedigree to spare. So how does the XLR-V match up, this low-slung, high-end pretender to the thrones of Europe?

The Northstar is also endowed with desirable versatility, able to purr around at lower engine speeds as befits a luxury marque, then snarl to the redline with almost shocking ferocity. Part of this Jekyll-and-Hyde act is due to a muffler that suppresses low-rev noise levels and then switches to a more free-flowing mode at higher speeds when a vacuum-operated valve opens, allowing the exhaust gases a more direct path to the atmosphere.

The engine block is a unique casting that provides improved coolant flow and has a new oil gallery to supply under-piston cooling jets. Lower-compression cast-alloy pistons necessitated a rebalancing of the crankshaft, and the accessory drive required a redesign and a new, wider three-sheave pulley to power the blower. That’s no small issue, since the supercharger soaks up nearly 80 horsepower at maximum speed.

All that torque just about precludes the need for a downshift in most scenarios, but the intelligent 6L80 six-speed automatic transmission will probably hand you one (or two) anyway when you squeeze the throttle. This rear-mounted six-speed provides almost intuitive response to a driver’s inputs with Caddy’s performance shift algorithm, which refrains from shifting up on a trailing throttle when cornering. This action also informs the magnetorheological shocks to switch to sportier settings.

In supercharged form, the XLR-V wears 19-inch wheels and rubber, but with nothing like the width found on its Corvette cousins. The rear tires are 255/40R-19 Pirelli run-flats. (The Vette runs 285s on “normal” models and 325s on the Z06.) The result is a car that can be used as an everyday commuter with far less drama and inconvenience than can its bow-tie-badged brothers.

Noise levels are low enough — some road roar aside — to allow full enjoyment of the nine-speaker Bose stereo with the hardtop in place. The Caddy has a navigation system, dual-zone climate controls, fully powered seats, keyless door opening and engine operation, and the tactile delights of French-stitched leather coverings throughout the interior. These improve the ambiance considerably. The XLR always suffered somewhat from the modern angularity of its design. The V-series textural additions soften the overall effect.

Cadillac employs GM’s magnetic steering mechanism to vary effort, and although the XLR-V’s wheel feels a little leaden at low speeds, it improves to a reasonable heft in the driver’s hands as speed rises. But the wheel never transmits the stimulating feedback you get in the best sports cars. To be fair, though, the XLR-V’s likely competitors in this market — the BMW 650i, the Mercedes SL55 AMG, the Lexus SC430 — have similarly inert steering mechanisms.

This is not a serious problem for most drivers (we leave the system on in normal driving situations, too), and it’s a positive benefit for the average owner. Another safety technology — this one exclusive to the V-series — is a system that swivels the headlights in corners to improve the illuminated field of vision. Try this before you deride it as technology for its own sake; trust us, it’s advantageous to see where you’re going.

As high-performance roadsters go, the XLR-V is quite well-suited to the quotidian requirements of your less-extreme motorist. There’s no super-low chin spoiler to mash on parking curbs. There are no limbo antics necessary to get in and out. The car has all the creature comforts technology can provide, and its unique mesh grille, supercharged badge, and four shiny tailpipes tell everyone this Cadillac is a cut above.