Cadillac lobs a 550-hp bomb into the sports sedan arena.


Until recently, sports sedans were the exclusive domain of import brands. But American automakers are no longer letting the imports—the Germans in particular—keep the fun to themselves. Vehicles like the Hemi-endowed Chrysler 300C SRT8 and the Corvette-powered first-generation Cadillac CTS-V combined traditional sports-sedan attributes with that most American of traits: unmistakable and unapologetic muscle. With its 550-horsepower LSA V-8, the all-new 2009 Cadillac CTS-V adds some heat to a segment already ablaze with several of our favorite overdeveloped, overpowered, and over-the-top super-sedans. Will the CTS-V’s massive power secure it a position among the world’s elite sports sedans—or even spell the demise of some players?

The CTS-V’s pending arrival has prompted us to take a fresh look at the current crop of sports sedans available in the U.S.A., anticipating how the CTS-V might compare with each. After all, the CTS-V may have set a new high-water mark for sports-sedan horsepower, but whether or not it can out-sport the world’s best sedans requires a closer look. Either way, we predict that the CTS-V will be an unqualified success.

2009 Cadillac CTS-V

Cadillac’s all-new 2008 CTS is already a hit in our camp. Its solid chassis, generous size, dapper sheetmetal, and equally well-dressed interior easily garnered it a spot in our 10Best winners’ circle. So with great anticipation we await our first opportunity to drive the all-new 2009 CTS-V.

The big story of the ’09 CTS-V, of course, is under the bulging hood, where a supercharged 6.2-liter LSA V-8, created from the rib of the Corvette ZR1’s 620-horsepower LS9, provides the CTS-V with 550 horsepower and 550 pound-feet of torque. Those numbers will be nearly indomitable during stoplight duels and could humble pretty much any other sports sedan on the market today—even those blessed with AMG or M as part of their names.

The new V also has all the necessary hardware to turn and stop with the best sports sedans in the world, the result of a development program involving exhaustive testing on some of the world’s best racetracks. Cadillac assures us that its chassis is up to the task of managing the CTS-V’s considerable 4200–4300-pound weight during spirited driving, and, though we have no reason doubt that claim, we look forward to verifying it ourselves.

Several exterior modifications—a bulging hood, a split grille, a center high-mount stop lamp that doubles as a spoiler—add a convincing amount of bossiness to the CTS’s innately masculine exterior, although we’re hoping that Cadillac might offer the 19-inch wheels with something other than a gleaming mirror finish.

Price—aside from the meathead motor—is the CTS’s strongest suit. The previous generation, while priced on the same level as the smaller offerings from Cadillac’s competitors—RS 4, M3, and C63—was sized to position it squarely against their larger, far more expensive sedans—S6, M5, and E63—cars it now outpowers. Cadillac is absolutely silent on pricing for the new CTS-V, but the word on the street is that it will enter the market priced somewhere near $60K to start. If the General can make that happen, it will represent a bang-for-the-buck miracle.

Just makes a guy proud to be an American.

2008 Audi RS 4

With “only” 420 horsepower and 317 lb-ft of torque, the Audi A4 – based RS 4 is handily outpowered by the new CTS-V, but don’t let the specs fool you: Audi’s direct-injection 4.2-liter V-8 revs fast and high, marked by a very un-A4-like bellow that rises into an impassioned wail as the tachometer’s needle spins toward its dizzying 8000-rpm redline. Meanwhile, its prodigious power is kept from going up in white clouds of smoke with Quattro all-wheel drive—a rarity in this class.

The RS 4’s tastefully flared fenders, unique rear deck, and gorgeous 19-inch wheels make an impression of muscular understatement that’s undeniably attractive, if lacking the Caddy's visual punch. And in spite of its carbon-fiber trim and long list of standard goodies, the interior feels dated and too snug.

And then there's the price, which at nearly $70K plus options may have been somewhat justifiable upon its 2007 introduction—when it was one of the only games in town—but now seems utterly ridiculous compared with the CTS-V, BMW M3, or Lexus IS F.

In 2010, a more substantial, more powerful, and hopefully cheaper RS 4 will appear, based on the excellent all-new A4. But for 2008, only one year after Audi brought it to the U.S., the RS 4 suddenly finds itself on the verge of irrelevance.

2008 Audi S6

Hardly larger than the CTS-V but packing the exotic flavor of a Lamborghini-derived V-10, the calmly-styled Audi S6 is the muscle sedan for the Remington Steele set: those who don’t want to make a big splash while making a mean dash.

With 435 horsepower and 398 lb-ft of torque, the S6’s 40-valve V-10 falls far short of the Cad’s 550-hp supercharged eight. We’ve noted before that the S6 is nose-heavy (at over 4500 pounds, it’s just plain heavy), but it has surprisingly quick reflexes, not to mention an exhaust note from the quad pipes that is as scintillating as it is distinct. The tradeoff for the S6’s handling acuity is a punishing ride quality that’s somewhat out of character with the classy, spoils-rich cabin atmosphere.

At $73,125, the S6 undercuts its mid-sized German competitors (namely the $83,615 BMW M5 and the $86,125 Mercedes-Benz E63 AMG) by five figures and tosses in all-wheel drive as part of the deal. However, the S6 is a distinctly mature supersedan, and notably slower than anything else here.

2008 BMW M3 Sedan

We’re big fans of all things M here at Car and Driver, but when something like the CTS-V bullies its way onto the field with such brutal power, we must take a fresh look at what turns a good sports sedan into a world-beater. Power? Handling? Braking? Comfort? Perhaps all of those things?

Of all brands represented in this article, BMW has the best record of offering products that strike the right balance between each aspect of the sports-sedan driving experience. And so we welcome the M3 sedan back to our shores after disappearing for an entire vehicle cycle.

The fraternal twin of the all-new and tremendously capable M3 coupe, the M3 sedan is blessed with the same high-revving 4.0-liter V-8, the same catlike cornering abilities, and the same fluid, organic controls, including the standard six-speed manual transmission—a dual-clutch automated manual will be available soon. The only differences between the coupe and sedan involve the loss of the coupe’s carbon-fiber roof and some suspension tweaks pertaining to the sedan’s weight distribution. And the extra pair of doors, of course. As is usually the case with premium cars, more doors and more practicality cost less money. The M3 sedan’s $56,675 price is $2700 cheaper than the M3 coupe and also undercuts most of its competitors.

But the M3 is about more than power or value. It’s about combining sporting traits at the highest level while keeping everything in balance. While the Cadillac CTS-V will saunter in flaunting an extra 136 horsepower and 255 lb-ft of torque, it will have a tough time mustering the M3’s panache.

2008 BMW M5

Since its conception, the CTS-V has been obsessed with the BMW M5. The first-gen CTS-V’s performance target was the E39-generation (1999–2003) M5, and it even followed that car’s winning powertrain recipe: a 400-hp V-8, rear-wheel drive, and a six-speed manual transmission. There are worse cars to copy, and the first CTS-V didn’t turn out too bad either.

So we were hardly surprised when we learned of the ’09 CTS-V’s monstrous power projections. Today’s E60-based M5 has been a member of the 500-horsepower club for two years already, although Cadillac is using big displacement and forced induction to get that power, rather than applying the sort of high-tech, high-buck engineering solutions that add eminence to the M5’s character—and thousands of dollars to its price.

Alas, that’s exactly why the CTS-V remains similar to the M5 only on paper. The M5’s 500-hp V-10 is a mechanized wonder, relatively calm at low revs but turning downright tempestuous toward its 8200-rpm redline. Extraordinary poise, fluid controls, and surprising ride smoothness round out a driving experience worthy of the M badge—that is, once its driver masters the finicky sequential manual gearbox, which, along with the iDrive climate/stereo/navigation mess, is a perfect example of engineering gone amok. At least a manual transmission is optional and now includes an off switch for the stability control. The M5 is a sports sedan of undeniable talent but profound seriousness—fast first, fun second—a very different M5 than the one Cadillac chased around a few years back.

Now, with its nearly 167-lb-ft torque advantage, we’d be surprised if the CTS-V didn’t outaccelerate the M5 (no slouch itself at 4.2 seconds to 60). But more than anything, we hope that the CTS-V is fun first, fast second.

2008 Cadillac STS-V

It seemed like a smart idea at the time: stuff a supercharged V-8 with 440 horsepower and 430 lb-ft of torque into the engine bay of Cadillac’s top-dog rear-drive luxury sedan, dress up the slab-sided sheetmetal a bit and, presto! A new Cadillac flagship! The STS-V: a more powerful, more prestigious, better-equipped big brother to the extroverted but cheaper and cruder CTS-V.

Despite its impressive acceleration (0–60 in 4.6 seconds), the STS-V has been unable to gain much of a foothold in the demanding segment. We place some of the blame on its still-too-tame styling, but surmise that considerably more should be attributed to Cadillac’s inability to carry its message of performance to new customers in the position to drop $78,990 on a sports sedan who aren’t already infatuated with one of its prestigious, broad-shouldered (and likely German) competitors.

Sadly, we don’t see how the STS-V’s tough-sell situation could improve once the faster, better dressed, and undoubtedly cheaper CTS-V parks its dazzling duds under the same showroom lights. To its credit, the STS wins on comfort, its slightly larger cabin not only trimmed in Cadillac’s best materials, but packed with every feature available on the STS as standard equipment. Also on the bright side, at least there shouldn’t be a wait list to order an STS-V.

How might the STS-V be able to get out from beneath the CTS-V’s shadow? We have an idea, and it involves the ZR-1’s 620-hp LS9 V-8.

2008 Chrysler 300C SRT8

At first glance, the Hemi-powered Chrysler 300C SRT8 seems rather outclassed amid M5s and E63s. Less of a sports sedan than a muscle sedan, the SRT8 keeps its 425-horsepower, 6.1-liter Hemi V-8 on the down-low, well hidden by the car’s stately and paternal styling, which next to most sports sedans, is about as sporty as a grandfather clock. Indeed, apart from its gorgeous 20-inch wheels and slightly lowered stance, the SRT8 presents scant evidence of its potency.

Now, while the SRT8 doesn’t share the CTS-V’s Nϋrburgring addiction, its tenacity will surprise anyone inclined to track his best racing line along a twisty two-laner. The car’s formidable width, raised seating position, and narrow windows require some acclimation, but once the driver is comfortable, keeping pace with all but the most dynamically gifted sports sedans is not only possible, but fun. The numbers say it all: a 4.7-second 0–60 sprint, 0.89 skidpad rating, and a blistering 173-mph top speed. Also remarkable are the Brembo brakes that can erase 70 miles per hour in 162 feet.

Two major upgrades separate the SRT8 and the 300C: Alcantara/leather upholstery and aggressively bolstered front buckets that look like they were snagged from the Dodge Viper parts bin. Otherwise, the SRT8 suffers from vast expanses of grainy urethane paneling that would never fly in, say, a Cadillac.

But cheap plastics are forgivable considering the SRT8’s $42,260 base price. It’s a screaming, muscle-bound bargain with well-rounded dynamic capabilities that make it a real—however unlikely—competitor to the CTS-V.

2008 Lexus IS F

Although they were developed in secret in separate hemispheres within very different corporate cultures, the Lexus IS F and the ’09 Cadillac CTS-V are, in some ways, practically cut from the same cloth.

Both are newcomers to the $60K supersedan segment, each tasked with building credibility on its own merits. Both will pursue the same buyers and encounter many skeptics unwilling to hold Cadillac or Lexus in the same regard as BMW or Audi. And neither has the benefit of being remotely German.

But the IS F and CTS-V are dressed for action, with flared fenders, aggressive front and rear fascias, huge 19-inch wheels, and bulging hoods barely able to contain their massive V-8s.

The IS F’s V-8 is a particularly luscious powerhouse that gets some of its juice the old-fashioned way: high displacement—some 5.0-liters’ worth. Then Lexus engineers massaged the motor into a quad-cam, 6800-rev masterpiece, producing 416 naturally aspirated horsepower and 371 lb-ft of barrel-chested torque. The sole transmission is Lexus’s eight-speed automatic, modified extensively to pop off Ferrari-quick shifts when manually actuated.

All that hard work paid off. The IS F’s 0–60 time of 4.2 seconds and 172-mph top end are stunning. Even with its brutal strength, the heavier CTS-V may have a tough time outrunning the IS F from a stoplight.

We won’t know for a little while yet whether Cadillac or Lexus builds the best non-German sports sedan, but what’s abundantly clear is that Lexus can build a super-sports sedan that justifies its $56,765 price. We hope this isn’t a one-time thing.

2008 Mercedes-Benz C63 AMG

The tidy little C-class butters the bread at Mercedes-Benz. A volume car by design, the C-class is competent and classy but far from thrilling. However, hidden within its conservative sheetmetal and humble dimensions are considerable reserves of performance potential that remain largely untapped in workaday C300s and C350s.

That potential is vividly realized each time a C-class’s number is drawn by Mercedes’s renowned in-house tuning division, AMG, for a much higher calling as a C63 AMG.

The heart of the C63 AMG is a 6.2-liter V-8 that churns out 451 horsepower and 443 lb-ft of torque. AMG also heavily reworks the front suspension—the end result is closer to the setup of the CLK63 Black Series than the workaday C-class—optimizes the seven-speed automatic, adds paddle-shifters to the steering wheel, quickens the steering ratio, and sprinkles numerous AMG touches throughout the interior to compliment the intensified AMG exterior treatment. A set of sexy, lightweight 18-inch wheels completes the transformation.

Those comprehensive modifications jack the C63’s sticker price to about $63K—nearly twice the price of a base C300. But dynamically, the C63 AMG obliterates expectations. The C63’s combination of sure-footed handling—finally approaching BMW’s M products—and a truly supple ride represents a feat of engineering rarely encountered even among super sedans. More impressive still is the C63’s ability to hit 60 miles per hour in 3.9 seconds.

Can the CTS-V overcome its mass to match the C63’s amazing sprint? Can the C63 AMG match the curb appeal of the CTS-V? We can’t wait to stick them side by side to find out.

2008 Mercedes-Benz E63 AMG

After five years on the market, the Mercedes-Benz E-class is showing some gray around the temples. Fortunately, it doesn’t feel like a five-year-old car from behind the wheel, especially if that wheel belongs to an E63 AMG.

Certainly, the E63 AMG’s age wasn’t an issue when it scored a first-place finish in a recent comparison test, wherein it outperformed two fresher-faced rivals: the Audi S6 and the BMW M5. What was it, then, about this older, V-8-powered relic that we found preferable to its newer, V-10-powered competition?

Well, the 6.2-liter V-8 had a lot to do with it. Almost identical to the V-8 in the C63 AMG, but not restricted by electronics, exhaust, and in-house brand preservation, the motor boasts 56 more ponies than the C63, its 507 besting even the M5’s 500 while besting the smaller-displacement V-10’s torque 465 lb-ft to 383.

The big four-valve V-8 itself is a masterpiece. Designed in-house by AMG and introduced in the summer of 2006, it deserves credit for keeping the E63 AMG competitive. Thus endowed, the 4300-pound E63 AMG simply surges forward, reaching 60 mph in a remarkable 4.2 seconds.

Come fall, the CTS-V will be rumbling about with its even fresher supercharged 6.2-liter V-8, ready to rub its tidy 550/550 horsepower and torque figures in other car’s grilles. Even if the CTS-V is more powerful, faster, and cheaper, the E63 AMG will still have an ace up its sleeve: it is the only car on this list available in the U.S. as a station wagon, for the ultimate stoplight shock.


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M

If you are horny about Horsepower go get the Cadillac but for those who appreciate things than just a big engine there are other options.

I love its engine of course, but I like the exterior styling and the interior a lot too. Imho it's a great car in every aspect, not only a great engine

Im not saying its a bad car but I doubt it has anything the competition is lacking. Personally I dont like the design.

I've read very positive reviews about the CTS, so I'm eager to read a comparison between it and the Germans.

What impresses me the most in the Caddy is the interior. Don't know about the quality, but I personally love this design. The integration of the GPS screen is the best I've ever seen.

The exterior is good, too. And of course the motor...And the handling is, according to the reviews, a good surprise too.

Overall, a very impressive car. I would pick the E63 here I think, but the Caddy seems to be a serious competitor.

For a GM, that interior is quite shocking. Looks like Darth Vader's cockpit. Not sure that will appeal to someone looking for more subtle style as in the German cars. Quality-wise, the standard CTS interior has been getting good reviews, but expect such a shiny black surface to gather a lot of smudges and fingerprints. Looks sharp though.

I still see this as grossly overweight, overly draggy and under-geared to take on the Germans. Guess we'll just have to wait to see.