2009 Cadillac CTS-V First Look

Cadillac is on a mission. Long have they played second fiddle to the likes of BMW, Mercedes, and other luxury auto makers. For a brand once known as the "Standard of the World," they weren't just going to lie down and give up to the Germans and the Japanese.

GM as a whole has been on a roll lately. The new Malibu is receiving praise, the Corvette ZR1 will be terrorizing roads soon. The new Camaro is making huge waves. The newly redesigned CTS sedan was crowned as Motor Trend's Car of the Year. And they follow up with a out of the park home run, the new CTS-V.

As you would imagine, the new "V" is powered by a small block. It was developed along with the ZR1's powerplant and features such racy items as a dry sump oil system and the saddle-mount twin intercooler bricks that allowed the LS9 to limbo in under the Vette's low hoodline.

The same quiet, efficient, four-lobe blower design is used, though it's a bit smaller and makes less boost (8.7 psi versus 10.5). Using LS2-like valvetrain restricts the Caddy's redline to 6200 rpm, while the ZR1's low-mass bits tolerate 6600 revs. Befitting the sedan's statelier nature, the Corvette's loud-mode exhaust is ditched in favor of a quieter system with four catalysts and a modest resonator (it's quiet, but for resonant drone at 1500 rpm). The sound is dominated by pleasing V-8 induction noise embellished with a bit of supercharger whine.

The bad Caddy puts out 556 hp at 6100 rpm and 551 lb-ft at 3800 rpm; that's down 82 horses and 53 lb-ft from the ZR1's power peak, but, more important, it trumps rivals like the M5 (by 56 hp and 168 lb-ft) and the Mercedes-Benz E63 AMG (by 49/86). In Europe, the Audi RS6 has Cadillac outhorsed with 571, but that naturally aspirated spinner falls short by 72 lb-ft of twist, and AWD bloats its weight-to-power ratio to equal that of the CTS-V-7.7 lb/hp. And only Cadillac offers a no-cost choice of six-speed transmissions: paddle-shifted planetary automatic or a proper three-pedal stick.

Both the stick and the automatic cross the 60-mph mark in 4.1 sec, but taller gearing in the manual's first three gears blunts its quarter mile slightly (12.4 sec at 117.1 mph versus the automatic's 12.3 at 117.5). Either transmission performs comfortably ahead of the M5 (4.5, 12.5@114.9) and E63 AMG (4.3, 12.7@113.0). If you're looking for autobahn supremacy opt for the manual, which tops out at a reported 193 mph in sixth, while the automatic is limited to 175 to protect the transmission.

All of this power is routed through a heavily revised suspension. Second-generation Magnetic Ride Control shocks, like those on the ZR1, work magic in expanding the envelope of comfortable ride and sharp handling. Tour and Sport settings offer completely different control logic. Each has the bandwidth to go full-firm or full-soft in an instant, but Sport elevates the baseline damping control and lowers the thresholds of steering, braking, or road inputs that trigger a damping-rate change. Tour provides supple ride comfort with reasonable body-motion control on twisty, imperfect public roads, but when running hard on a smooth track or up a mountain pass, Sport curtails roll and pitch far more aggressively by instantaneously transitioning to high jounce-damping rates at the wheels on the outside of a turn and high rebound-damping on the inside, or full jounce front/rebound rear during braking.

The CTS-V uses Brembo brakes on all four corners, with six-piston front, four-piston rear calipers chomping on huge 15.0-in. front rotors featuring co-cast technology (iron braking surfaces and cooling vents cast around an aluminum hub and spokes). The 14.7-in. rears are all iron. An optional track package swaps traditional bolted iron/aluminum rotors for the co-cast ones, eliminates the surface grooves (they compromise pad life in heavy track usage), and paints the calipers red. 60-0 times are around 105 feet.

Cadillac's new super four door CTS-V may or may not entice buyers away from BMW and Mercedes showrooms. Those types of customers aren't always enamored with quarter mile times and other performance numbers. But it may make them think twice. For those of us who appreciate a little burning rubber smell with our cushy leather interiors, the Cadillac CTS-V goes on sale soon.

702 Horsepower Audi RS6 R Station Wagon

Station wagons typically get a bad wrap. A popular option for hauling families back in the 70's, they were replaced with minivans in the 80's and SUV's in the 90's. The first image that pops into most people's heads when they think of a station wagon is a wood panel hippie-mobile.

Ok, so the Dodge Magnum changed that perspective a little bit. However, it will soon join it's brethren in the boneyard when it is discontinued next year.

Wagons are still the rage in Europe, however. With ten dollar a gallon gas most folks can't afford to drive a large vehicle. And for those with a little more money to burn? Enter the Audi RS6.

Devoid of giant spoilers and junky body cladding. The RS6 in normal clothing is an autobahn burner in it's own right. Sporting a twin turbo V-10 spouting out 580hp and 480lb-ft of torque, it's quite capable from the factory.

However, if you want to have the distinct pleasure of gobbling up supercars with a few passengers in tow, MGM has just the package for you. Engineers on the RS6 R project first looked to tweak V-10's computer element. After a remapping of the stock ECU system, MTM's initial step towards creating the ultimate grocery-getter produced 656 horsepower and a staggering 578 lb-ft of torque. A little too much perhaps for grandma to handle.

MTM wasn't satisfied yet, however, with an output that exceeds the Lamborghini LP640. They proceeded by adding a free-flowing stainless steel exhaust, ECU reflash and a reworked air intake system to the package. The end result is a ridiculous 702 horsepower capable of propelling the car to 100 km/h in a claimed 3.9 seconds. MTM can set up the car to easily hit 192 mph.

Keeping the power in check up front are available 15.9-inch six-piston grooved brakes sitting behind 21-inch forged Bimoto wheels. Exterior additions are conservative. They include a carbon fiber front splitter and rear diffuser and a more aggressive stance thanks to adjustable coilovers not only lowers the car, but also increases traction significantly.

The MTM RS6 R package with engine, suspension, and body mods can be had for a cool $24,000 on top of the purchase price of a donor RS6. The looks on that Ferrari owner's face when you blow his doors off in a station wagon : priceless.