Test Drive: 2009 Cadillac CTS-V

2009 Cadillac CTS-V – Click above for high-res image gallery

Despite recent products to the contrary, when much of America thinks "Cadillac," a lot of people still recall the land yachts of the '70s and '80s. Hoods and decks marginally shorter than your average aircraft carrier, and Sedan de Villes and Fleetwoods serving as hearses or transportation for those awaiting a ride in one. But something happened to Cadillac a few years back. After several failed attempts to compete with the Germans (Seville STS, Allante and Catera), General Motors began crafting a strategy to take on the luxury marques abroad. At the forefront of that movement is the Cadillac CTS and the pinnacle of their efforts is this, the CTS-V. To paraphrase and co-opt the grizzled Oldsmobile tag-line: "The 2009 CTS-V is not your grandfather's Cadillac." Not by a long shot.


While the Cadillacs of yore were only marginally removed from their seagoing counterparts – both from a dynamic and steerage standpoint – the CTS-V stands in stark contrast. In standard guise, the CTS is bold and handsome, utterly modern and instantly recognizable. This is even more so in V trim.

To qualify as a V-Series model, the CTS had to have both the moves and the looks to accompany the badge. So Cadillac's Clay Dean-led design team incorporated the same mesh grille seen on earlier Vs, along with a deep front fascia that diverts air around the car rather than under it. This adds to the visual appeal as well as enhancing stability at elevated speeds.



Extensions along the flanks and rear bodywork visually lower the CTS-V and carry the bottom edge of the front air dam to the back. The only other exterior change is the hood bulge required to clear the marvelous LSA V8. Like the LS9 in the Corvette ZR1, the LSA is a supercharged 6.2-liter V8. And like its big brother, it proves that a simple, compact pushrod V8 can do amazing things in the 21st century.



This Caddy thunders down the road with 556 horsepower and 551 lb-ft of torque, with most of that twist available around 1,500 rpm. Compared to the CTS-V's most obvious competitors – the BMW M5 and Mercedes-Benz AMG E63 – that low-down grunt is a selling point. And while the Bimmer's rev-happy V10 is fun on the track, it loses its luster when commuting to the office. And though it's true that the E63 offers substantially more grunt than the M5 (465 lb-ft at 5,200 rpm versus 383 lb-ft at 6,100 rpm), it's still outmatched in both output and responsiveness by the CTS-V. The Cadillac, like its two-door Corvette sibling, can be driven around town in a thoroughly relaxed fashion. And with a choice of either a six-speed automatic with sport and manual shift modes or a row-your-own Tremec with the same number of cogs, the CTS-V pleases with what's under the hood and what's nestled in your palm.



But in order for a car to be competitive in this high-dollar, high-horsepower segment, the CTS-V needs more than great mechanicals. The office space needs to be up to snuff, with top-notch materials, peerless build quality and down-to-business functionality. Like its entry-level counterpart, the CTS-V scores well on all counts. The dashboard and doors are trimmed in the same cut-and-sew leather as the standard CTS, but the V benefits from carbon fiber trim across the dash and doors, along with a center stack and console finished in a high gloss piano black.



More important than interior trimmings are the front seats. Thankfully, Cadillac saw fit to offer the CTS-V with a proper pair of thrones. Optional 14-way adjustable Recaros are available at a price ($3,400), and they're worth every penny. The side bolsters can be adjusted to fit the driver's torso to a "T", allowing the person manning the helm to comfortably take advantage of the V's thoroughly revised suspension. And if that price still seems too steep, it's made slightly more bearable with the inclusion of Alcantara trim coating the center of the seats, shift knob and steering wheel.

Once your butt is situated in the grippy Recaro, it's time to fire up the engine and unleash the beast. Of course, this being a Cadillac and not a Corvette, it doesn't make as much noise as its Bowtie'd counterpart. In fact, the CTS-V sounds downright subdued – but there's no mistaking it for a Lexus. Like other great V8s, its slightly lumpy at idle, but given that the engine is the heart of the CTS-V, it's more like a pulse and less like a '60s muscle car on the verge of vapor lock.



With our tester's 6L90 automatic transmission in Drive, a gentle squeeze of the throttle sets the CTS-V smoothly into motion. Given the V's capabilities, you'd expect the sedan to feel high-strung and truculent at slow speeds. It's anything but. Measured application of the throttle results in perfectly linear acceleration – and when you finally hammer the go-pedal, all that twist plants your backside into the seat unlike any other sedan on the market. Push the LSA harder and the exhaust note becomes even more aggressive, although it never grates. It simply responds, "Sure, I'm more powerful than some supercars, but I'm also a grown up."

When the roads finally begin to bend, the CTS-V is more than ready to take up the task. The Delphi-sourced magnetic adaptive damping system allows for a wide range of suspension rates, eliciting fast responses by using shocks filled with magneto-rheological fluid (an oil impregnated with iron particles) that changes viscosity when an electric current is applied. The result is a fluid – not floaty – ride that handles the most pockmarked roads with aplomb. As speeds and lateral forces build, the dampers automatically tighten up and the MR button on the center stack firms things up even further.



Like the adaptive damping, the CTS-V shares the ZR1's Brembo calipers, with six-piston units up front and four-pots in the rear. Fortunately (for cost) or unfortunately (for performance), the V has to make do with vented iron rotors instead of the exotic carbon ceramic units on the 'Vette. But it doesn't matter. The brakes work beautifully, with a firm pedal feel, linear responses and fade-free performance. The stiff, one-piece calipers provide perfectly precise modulation, making deceleration as easy and impressive as acceleration.

The automatic transmission's shifting duties can be handled in one of two ways: either pushing the shift lever to the right and tapping fore and aft, or tickling the switches on the back of the steering wheel's spokes. Although the switches work as advertised, their placement leaves something to be desired, as your hands have to be perfectly placed at 9 and 3 o'clock to operate them, making gear selection in fast corners slightly difficult.



Shifting niggles aside, the CTS-V is – without a doubt – one of the finest cars on the road today and one of the best vehicles ever built by General Motors. It packs the performance to run with the fastest super sedans from Germany and looks that are both modern and uniquely Cadillac. For those who like the idea of ZR1 performance, but need something with room for four and a usable trunk, the CTS-V is the chariot you've been waiting for. And to make the deal even sweeter, you get all this for a price substantially lower than the competition.



The CTS-V's cost of entry is $58,575 and comes standard with the Brembo brakes and MR dampers. The Thunder Gray ChromaFlair paint, Recaros, and premium audio with navigation brought our tester to $68,540, including delivery, with the $900 Ultra-view sunroof being the only major option missing from the checklist. Even by ticking off every possible factory option, the maximum tab comes in just over $71,000 – nearly $14,000 less than the starting price of a BMW M5. If only GM could've launched the new CTS-V sooner, it would truly be a celebration of what the company is capable of.

Test Drive: 2009 Lexus IS F

2009 Lexus IS F

The Lexus IS F is the sole Japanese contender in a crowd of compact high-performance sport sedans. Boasting a full complement of performance upgrades, including a 5.0-liter V8 mated to a quick-shifting eight-speed automatic transmission, the 416-horsepower sedan blasts to 60 mph in well under five seconds. But the stats only tell part of the tale. Do the sum of the IS F's parts make it a contender against the best from Germany and America? Let's find out.


The first Lexus IS rolled into showrooms about a decade ago. The rear-wheel drive sedan sported a silky 3.0-liter inline-six (2JZ-GE) and went head-to-head against the standard BMW 3 Series, Mercedes-Benz C-Class and Audi A4. A fine compact sedan under anyone's scrutiny, the first-generation IS only offered one engine. Lacking a factory-tuned performance variant, it was forced to sit on the sidelines and watch as the competition's high-performance M3, C43, and S4 frolicked through America's canyons and race circuits.



The second-generation Lexus IS bowed in 2006. Following the European's lead and in keeping with the times, the Japanese automaker replaced the single inline-six with two V6 choices: 2.5-liter or 3.5-liter. Unfortunately, even with a strong 306-hp engine under the hood of the IS350, the new sedan was still ultimately outgunned by its high-performance competitors. Lexus finally answered the pleas of those seeking a Japanese alternative to the BMW M3, Audi RS4, Mercedes-Benz C63 and Cadillac CTS-V when it introduced its IS F variant at the 2007 Detroit Auto Show. The IS F wasn't just the first hot IS model to hit the showroom; it was the first high-performance car from Toyota's luxury division.



Compared to its lesser siblings, the IS F is visually distinguished by its aggressive front splitter, oversized hood, flared fenders, 19-inch wheels, rear spoiler, and angle-stacked quad exhaust outlets. You may have heard by now that those four rear chrome ovals sing with the authenticity of Milli Vanilli (the real exhaust is dumped a couple inches in front of them), but that's an increasingly common tactic these days, and at least it serves to keep the finishers clean.

The interior features sporty bucket seats, revised instrumentation, special trim, and additional standard features. Of course, there are also plenty of "F" emblems and escutcheons on the car to remind you why you paid a base price of $56,610 (our tester rang up at $61,120). In case you were wondering, that is a $25,000 premium over the entry-level IS250. The cosmetics and nomenclature are nice, but it is the mechanical ingredients that stir our souls.



Shoe-horned under our 2009 model's aluminum hood is the company's 5.0-liter V8 (2UR-GSE) that shares its basic architecture with the engine found in the hybrid Lexus LS 600h. Unlike its gas-electric big sister, this bad boy has been tuned by Yamaha to crank out another hundred-plus horses and gobs more twist. The result is a turbine-smooth, all-aluminum monster rated at 416 hp and 371 lb.-ft. of torque. Bucking the recent trend of offering a race-bred dual-clutch transmission, Lexus engineers chose to send the power through a modified electronically-controlled eight-speed automatic sourced from the LS 460.



Powertrain complete, the Lexus engineers lowered the car and beefed-up the double-wishbone suspension with sport-tuned dampers, high-rate coil springs, and hollow stabilizer bars. The standard wheels are 19-inch forged units from BBS, wearing 225/40R19 tires up front and 255/35R19 rubber in the rear. A limited-slip differential ensures power is consistently sent to both sides. Generous six-piston front and two-piston rear calipers, both sourced from Brembo, are in place to reign-in the 3,780-pound sedan, and like the others battling it out in this segment, the IS F looks absolutely great on paper. But, let's see how she runs...

Dropping this writer's six-foot, two-inch frame behind the wheel of the smallest Lexus four-door wasn't a problem. The overall cabin is intimate, but comfortable for the driver and shotgun passenger. The heavily bolstered sport seats up front fit well and leg room is not an issue. The steering wheel isn't particularly thick, but it is satisfactory in the hand. Set immediately behind the rim, perfect distance from the fingertips, are dual transmission paddles "done properly" (downshift on the left, upshift on the right). Lexus has eliminated the middle rear seat, allowing just four passengers to enjoy the IS F. Despite the change, those in the rear will be cramped, as the Lexus IS cabin is the least accommodating when compared to its primary rivals.



The over-engineered dashboard of the IS F isn't as interesting as the chronograph-inspired previous-gen IS300 model, or as ergonomically friendly. Although the touch-screen navigation unit works well, we never warmed to the unintuitive switch locations and the smallish climate control buttons. Ironically, the greatest offender is the all-important Lexus Vehicle Dynamics Integrated Management (VDIM) "sport mode" switch. Its primary task is to increase throttle response, tighten steering feel, and extend the envelope of stability control. Sadly, the little black rocker is perfectly hidden behind the steering wheel. Making matters even more frustrating, it defaults to "normal" whenever the car is shut off, so it needs to be pressed each time you start the car and want to get down to business.



Ergonomics and switch logic aside, with a press of the start button, the V8 springs to life. We're pleasantly surprised to find the rumble at idle is akin to an American muscle car-low and deep with a slight burble. Gearshift placed simply into Drive, we pull out to empty the road and floor it.

It's hard to describe the sound that emanates from the IS F under full throttle. It starts as a deep, guttural rumble from the rear of the car. As the speed builds, the engine's variable valve timing (VVT-iE) takes charge and the audio moves rapidly forward. The firewall strains to contain the beast that thunders from under the hood above 4,000 rpm as the engine spins towards redline. The audio track of the IS F is near perfect. It is never tiring or droning, and it always seems to get the pulse racing just right. The V8's enthusiast-gratifying howl should be studied by the competition, and duplicated accordingly.



Our fear was that this brilliant engine was wasted on an LS460-sourced (*ahem*) slushbox transmission. Wrong. The eight-speed automatic sprints through its gears like Ashley Force covers a quarter mile. It doesn't seem to leave one ounce of power on the table. If you want to be pampered, it delivers warm buttery smooth shifts that maximize economy. If you want to scream, it instantaneously drops directly into the power band and breaks the rear tires loose. Leave the electronics in "Sport" mode and the shifter in "Drive" for the perfect balance between wussy and warrior and be mesmerized as the electronic brain magically matches to the gear you were thinking about. While we still prefer a dual-clutch, this could be the best electronically-controlled auto we've ever sampled.

We didn't hook test gear up to the IS F, but Lexus claims a run to 60 mph in about 4.5 seconds. Hold the pedal down, and the fun is electronically cut off at 170 mph. Through the bottom pockets of our jeans, it feels about as fast as the BMW M3, but the torque-heavy Mercedes-Benz C63 and Cadillac CTS-V ought to outsprint it. Thanks to the aforementioned lightning-fast transmission, highway acceleration is awesome. The IS F will be complacently loafing along in its top gear when you stab the throttle, but when called upon, in a split-second, it drops down to third gear and throws your torso into the seatback as the traffic around you fills the rearview mirrors.



Naturally, we took the IS F into the California mountains, and with the VDIM switch set to "Sport" (as it exhaustively was practically the whole week) we rolled back and forth on our favorite stretch of squiggly asphalt. Unquestionably, the Lexus was both competent and entertaining. Its smallish wheelbase allowed the IS F to tackle the road with the ravenousness of a sports coupe, not a four-door sedan. The sticky Bridgestone RE050A tires never protested, and the electronic stability control gave us a long leash. Only when pushed a bit too hard did it eventually surrender to the laws of physics – the result was easily managed vanilla understeer.

Looking for flaws while playing in the canyons, we found two small areas in need of improvement. First, although the steering accuracy was never questioned, the electronic assistance was a bit lighter than we'd like even with "Sport" mode activated. It had an artificial feel that just wasn't right. Second, although fade or stopping power wasn't an issue, we would have enjoyed brake pads with a bit more initial bite during the first inch of pedal application. We'd accept some brake noise or accelerated wear for better pedal feel. Neither of these were deal-killers, mind you, just small blemishes.



During the course of the week, we drove the Lexus IS F all over the Los Angeles basin. We suffered through traffic on the way to the airport and loaded the sedan with family as we headed down to Disneyland for the day. We took the in-laws to dinner one evening, and then purchased plants at Home Depot the next morning. The dual-personality of the Lexus was appreciated, even if it was underutilized in this flavorless role.

About the only obvious annoyance with the Lexus IS F was found deep within its wheel wells – that sport-tuned suspension. While the Lexus sport sedan is great in the canyons, a joy to toss into the corners, straight-line driving on anything but polished marble will leave you and your occupants wondering how to turn the methodical oscillations off. Around town, the ride may be brushed aside as sportiness. However, highway travel becomes downright agitating as minor undulations are amplified by suspension tuning that relentlessly rocks occupants – it's not harsh, just overly busy. Lexus engineers missed the mark as their counterparts each seem to offer a more complaint ride without any compromise of their sport-tuned objectives. The IS F is an excellent candidate for electronically-controlled dampers.



As for fuel usage, let's just say the EPA's rating of 16 mpg city and 23 mpg highway proved to be a bit optimistic with our heavy size elevens on the gas pedal. Going out of our way to fill the tank after a 116-mile canyon tour, the IS F returned 13.28 mpg (calculated by hand). While that was expected, what we didn't anticipate the excellent fuel economy delivered during our highway trip with four passengers and luggage. Filling the tank immediately after exiting the highway, we calculated that the Lexus sipped fuel at the rate of 25.09 mpg during the 174-mile trek – better than our Nissan Murano achieved on a similar highway cycle with the same load.

We all have to consider ourselves rather lucky. The high-performance sedan segment bears a suite of 400-plus horsepower jewels, each delivering a slightly different driving experience. The BMW M3 is the nimble athlete, using agility to dismiss its lack of torque. The Mercedes-Benz C63 is decidedly beastly, powering its way around in a unique Teutonic muscle car manner. The outgoing Audi RS4 still offers all-wheel drive and impeccable accommodations, confidence and comfort under any road conditions. The Cadillac CTS-V matter-of-factly delivers the most of everything with traditional brutal American excess – at a value pricepoint.



The Lexus IS F is not the fastest, not the most nimble, and certainly not the most comfortable of the clan. It may be the least expensive for now, but the savings are really negligible in this price bracket. What the IS F brings to the table is distinctive Japanese execution of design. That means it does everything it was designed to do with precision, polish, and reliability (yet that exactness may come at the expense of idiosyncrasies and peculiarities many enthusiasts call "personality"). If this perfection in execution is your aspiration, however, then the IS F is your accomplished ride.

New Hyundai Verna hatchback

2010 Hyundai Verna Transform/Accent - Click above for an image gallery

On Wednesday, we brought you the first pictures of Hyundai's new Transform, a Korean market derivative of the Verna hatchback that is a close relative of our stateside Accent, the automaker's lowest-cost offering. For 2010, the KDM Verna Transform model incorporates a unique front fascia and a controversial looking grille among other changes. The big question we had on our mind after seeing it was: Is this model bound for the U.S. – or was it simply another foreign Accent?

Well, we put exactly that question to Hyundai P.R. manager Dan Bedore, and he indicates that the Verna Transform is not representative of what we will see in the U.S. – on the contrary, our Accent successor "...will have a distinct, exciting new look of its own when it is introduced. The Verna Transform pictured here is a sport package for the KDM model Verna only."

Bedore went on to confirm that the next U.S. Accent is part of the company's 24/7 plan (which will see seven new model introductions over a 24 month period that began with the rollout of the Genesis Coupe). While we're not privy to the salacious specifics of Hyundai's product calendar, we expect to see the new Tucson crossover join the family next, followed either by the aforementioned Accent replacement or the Veloster-based 2+2 sporty coupe.

Toy Ferrari exotic computing device

For Autoblog readers, cars and computers converge on a daily basis, but never like this. At Computex, creative PC packaging company Kimpro displayed an Intel Atom-based netbook (for the tech-challenged, that's an inexpensive laptop) that hides within the plastic of a Ferrari F430 GT. We don't know much about the company that produced this object of processing perfection, but we're pretty sure we could live with one of these babies for blog duty.

The tech geeks at Engadget tell us that Atom-based computers are anything but sprightly, making the choice of a toy Ferrari chassis a dubious one at best. We don't care, though, because how many exotics have two USB ports, DVI out, and an internal DVD burner? We just hope that the processor managed to find a home nestled between the rear wheels.

A dozen new teams for F1

Whatever the outcome of the standoff between the Formula One Teams Association and the FIA, it was clear from the get-go that F1 was to change dramatically. As it turned out, the two parties – the first representing the teams currently participating in the sport and the second its governing body – have apparently reconciled their differences.

But as it turns out, even if all of the existing teams walked, the FIA would still have had a field of eager teams ready to take their place – that's one heck of a bargaining chip. One way or another, all indications are that the cost of running an F1 team will be drastically reduced in the near future, starting with next season. Lower costs mean easier access, and teams have been lining up by the dozen to take part in the new, more accessibly Formula One. Follow the jump to read all about 'em.

[Source: Autosport | Image: Mark Thompson/Getty]

• First up is the team tentatively known as USF1. Though the name is expected to change (copyright issues), the idea is running full steam ahead: an American team, staffed by American personnel, with American drivers driving American machinery. Having lodged its entry before the floodgates opened, USF1 stands the strongest chance of appearing on the grid next year.

• The next most likely candidate is David Richards. We refer to the once-and-future-team-principal instead of the team he'd be heading because Richards sits at the head of both Prodrive and Aston Martin, and both outfits, as we've reported previously, are expected to factor in. Richards has a wealth of experience in running racing teams, having steered Subaru's rally effort and Aston Martin's Le Mans program, to name just two, and even ran the BAR F1 team until handing the reins over to Honda. The team is expected to run under the Prodrive name with Mercedes engines for the first couple of seasons until Aston Martin's name is brought in to bare.

• The latest outfit to throw its name into the ring is N.Technology, a team which dominated the European Touring Car Series with Alfa Romeo for three years running before moving up to the World Touring Car Championship (WTCC), where it placed third three seasons in a row. N.Technology's parent company MSC Organization Ltd is also the organizing body behind the International Formula Master championship, an open-wheel F1 feeder series that supports WTCC events.

• A name that is no stranger to the world of F1, meanwhile, is Lola, a team which participated in the sport under various banners during the 1960s, only to drop out ahead of an aborted attempt to re-enter in 1997. The British manufacturer announced back in April that it was beginning work on its own F1 chassis. While Lola could go it alone in the new F1, we wouldn't be surprised to see it team up with one of the other entries, building the car for a partner team to race.

• Another throw-back name from F1 history re-appearing under the new conditions is March, the team co-founded by FIA president Max Mosley. March first appeared in F1 in 1970, when it raced under its own name and also supplied customer chassis to other teams. On its race debut, Jackie Stewart took pole in a March 701 under the Tyrrell banner. After starting nearly 200 grands prix and winning three, March dropped out of the sport in 1992. Sources suggest that the currently dormant race team, now owned by British soccer team owner Andew Fitton, could partner with Cosworth in its return to the field.

• Another strong entry comes from the combination of Formula 3 team Litespeed GP and Mike Gascoyne's MGI Ltd. Gascoyne has a wealth of experience running F1 teams, having worked for McLaren, Toyota, Sauber, Tyrrell, Spyker and Force India, and directed the Jordan and Renault teams.
  

• Other teams which have registered their bids to join the F1 grid for 2010 include Epsilon Euskadi, a Spanish racing team which currently campaigns in the World Series by Renault and Le Mans; former GP2 team Campos Racing which currently competes in the Spanish Formula 3 championship and reportedly has backing from Mexican billionaire Carlos Slim; current GP2 competitor iSport; and former F1 driver Alex Wurz's Team Superfund; as well as former Bennetton designer and Simtek F1 boss Nick Wirth; motorsport engineering consultancy Ray Mallock Limited; and automotive components supplier Formtech, which acquired the assets of the former Super Aguri team and announced a deal to run under the stoic Brabham name. Previous rumors suggested that either Andretti Green or Penske could try their hand at F1 as well, however no confirmation has followed.

Questions still remain as to who would provide the engines to all these new teams clamoring for their shot at the big time. Mercedes-Benz has emerged as a favorite, already supplying McLaren, Brawn GP and Force India with engines. The German automaker could potentially terminate its relationship with McLaren and opt only to supply engines, but surely Mercedes can't power the entire grid on its own. With support from FIA president Max Mosley, Cosworth looks poised to return to F1 by supplying relatively low-cost engines to independent teams. However Ferrari, Toyota, Renault and BMW could find themselves in a position to take additional teams under their wings in supplying customer engines.

All in all that makes 13 teams confirmed to have formalized their bids to enter the Formula One championship for next season. While F1 boss Bernie Ecclestone has voiced his support for an expanded grid, surely not all of this baker's dozen can be accepted in addition to the ten teams currently in the series. The FIA is scheduled to publicize the final entry list on June 12, so stay tuned for the announcement.