2006 Cadillac CTS-V Test Drive
QUICK SPECS:
• PRICE AS TESTED: $51,395
• ENGINE: LS2 6.3L V8
• HORSEPOWER: 400 hp @ 6,000 rpm / 395 lb-ft at 4,400 rpm
• DRIVETRAIN: Rear-Wheel drive, six speed manual
• WEIGHT: 3,850 lbs.
• FUEL ECONOMY: 16/25 mpg
By: Dave Chess
Andy Pilgrim, driving a race prepared Cadillac CTS-V, finished third in the 2006 SCCA Speed GT championship. Cadillac finished third, two points behind Porsche and one point behind Dodge in the series’ manufacturers’ championship.
In fact Cadillac’s success in the Speed GT Series and its three-car “V” model lineup has boosted the brand’s stodgy old image of a luxury car to one of competition, speed, acceleration and true sports sedan.
In addition to the CTS-V, Cadillac offers the Supercharged STS-V and the truly classic supercharged XLR-V hard-top convertible.
The 2006 Cadillac CTS-V production model is not your father’s Cadillac.
Viewed from the front, the CTS-V’s broad square shoulders and squat stance create the image of a tough prize fighter. The CTS-V sparkles as you approach from the rear. The rear taillights are full of sparkly Bling. Dual exhausts produce a nice rumble. Sharp 90 degree angles at each corner. It looks fast sitting still with its gray Brembo brake calipers peaking out between shiny polished aluminum spoke wheels. This car would at home running at high speed on the German Autobahn or America’s Interstate Highway.
The CTS-V was the first V-Series vehicle offered by Cadillac. It provides a serious alternative to BMW-M Series, Mercedes-Benz AMG Series and Audi S-Series.
2006 brings a new engine and sunroof as standard equipment. The 400 horsepower overhead valve 6.00L V-8 LS2 engine will go 0-60 in 4.6 seconds with a top speed of 13-mph. Quarter mile runs top out at 13.1 seconds for 109 mph.
The aluminum block engine with two-valve cylinder heads produces 395 lb.-ft. of torque.
Dual exhausts were enlarged for 2006 and my tester purred tastefully while I put it through its paces. The exhaust, constructed from 2.5 inch diameter stainless steel pipe minimizes back pressure, increases horsepower and creates that sweet purr. Polished stainless steel tips cap the exhaust pipes.
The CTS-V accelerates strong in each of its 6 gears. Power is delivered through a six-speed manual Tremec T56 transmission with skip shift and reverse lockout. It features a dual mass flywheel for reduced noise and vibration harshness. The limited-slip rear axle is fitted with a 3.73:1 final drive ratio. First has a gear ratio of 2.97 and provides extremely quick acceleration off the line.
Higher horsepower and torque is developed by a high profile camshaft, high strength pistons, revised valves and stiffer springs, high-flow intake manifold and high-flow fuel injectors.
My tester handled superbly – tight and flat on twisty roads. The CTS-V sports independent front and rear suspension and a full range traction control system that can be turned on and off. But with so much torque in first gear there was too much wheelspin to leave it turned off for too long.
Braking system includes Brembo 4-wheel vented discs, ABS, four piston front and rear calipers and performance brake linings. Goodyear Eagle F1 18 inch run flat tires are mounted on aluminum alloy wheels.
My tester came with the CTS-V standard package and no options. Standard equipment with the “V” model includes leather seats, sunroof, heated power seats, multi-driver memory settings, heated outside mirrors, fog lamps, alarm system front and side airbags and a navigation system.
Headroom is good. Seating in the rear is tight when the front t seats are fully extended.
During this year’s GM event at Autobahn Country Club in Joliet, Illinois I had the opportunity to drive a CTS-V on the club’s 1.4-mile north course. Acceleration out of the turns was outstanding. Handling and braking were superb.
If you are looking for an outstanding sport sedan with great looks and a racing heritage, consider the Cadillac CTS-V. This is not your daddy’s Cadillac!