2011 Cadillac CTS Coupe is the latest addition to the lineup of Cadillac's best-selling cars. The 2-door coupe joins 4-door sedan and wagon body styles
For all you two-door addicts that have longed for a CTS but couldn’t handle the family-friendly nature of the sedan, feast your eyes on the 2011 Cadillac CTS Coupe ($TBA). Coming standard with a 3.6L V-6 and six-speed manual transmission — a six-speed automatic with Driver Shift Control is an option — this stylish Caddy also offers either 18- or 19-inch rims, integrated iPod connectivity, a pop-up navigation system, Bluetooth, remote start, a rear camera system, a 5.1-channel Bose audio system, LED vertical lighting, touch-pad operated doors, and a RWD powertrain. If that isn’t enough to entice you, simply wait til later in 2010, when the beastly 556hp V-Series arrives.
The 2012 CTS Coupe is the ultimate expression of Cadillac’s commitment to performance driving and dramatic design with its sculpted shape and concealed, auto-touch door handles that accentuate the Coupe’s clean lines. More than a design statement, the CTS Coupe also features a standard 318 HP direct-injection V6 engine with 6-speed automatic transmission and a suspension that was fine-tuned on Germany’s famed Nürburgring track to help ensure precise handling. There’s even available performance-tuned All-Wheel Drive (AWD) for extra grip without sacrificing handling. And you can tailor CTS Luxury Coupe to your personal taste with available Performance or Premium Collections. Finishing details include a meticulously crafted interior with options like a Bose® 5.1 surround sound system, hard drive for music storage and an available heated steering wheel.
The last time the Infiniti G37 Coupe went head-to-head against a competitor in an MT test, it scored an upset victory against the longtime luxury sport coupe champ, the BMW 3 Series. That was approximately three years ago. Since then, the G has received several incremental improvements. So when we found both a 2010 G37 two-door and Cadillac's new 2011 CTS Coupe in our garage at the same time -- similarly equipped, at that -- we decided to pit the two against each other in a good-old-fashioned vehicular duel.
The 2011 Cadillac CTS Coupe is a looker. It's a striking interpretation of Cadillac's sharp-edge styling, and it manages to turn heads with its raked roof line, flat slab sides and intricate faceting of every surface. Paint it flat black and it'll look like something an F-117 stealth fighter pilot might drive. Styling is subjective, of course, but most of our staff agree that the CTS Coupe blends beauty and aggression in a way few other cars do.
But as the old adage goes, "beauty is only skin deep." Underneath the angular sheet metal is a lightly modified CTS sedan chassis and the uplevel 3.6-liter V6. The interior is almost identical as well, but with less headroom and a smaller rear passenger compartment. Rearward visibility is even worse than it is in the sedan, and even the trunk lacks usable space. Comfort and function, it seems, have taken a cramped backseat to style.
Normally, we associate such inconveniences and sacrifices with an increase in performance, but the 2011 Cadillac CTS Coupe is merely a midpack runner. Even with the optional performance suspension, the coupe's handling prowess doesn't increase much, and the ride quality notably suffers. If you aren't looking for all-out performance, we'd suggest sticking with the base suspension.
All of this puts the CTS Coupe at a disadvantage in the luxury coupe arena. It's easily outclassed by more refined models such as the Audi A5, BMW 335i, Infiniti G37 and Mercedes E350 Coupe, all of which are more appealing and similarly priced. In terms of style, the CTS Coupe certainly stands out from this crowd, but it'd be hard to argue that any of those competitors are somehow unattractive. So if the 2011 Cadillac CTS Coupe is truly pulling at your heartstrings, know that it will more for appearance than substance.
The 2011 Cadillac CTS Coupe is a midsize luxury car with seating for four. Buyers can choose among three trim levels: base, Performance and Premium. Standard base features include 18-inch alloy wheels, heated outside mirrors, rear parking sensors, dual-zone automatic climate control, full power accessories, keyless ignition/entry, cruise control, an auto-dimming rearview mirror, 10-way power-adjustable front seats, a tilt-and-telescoping steering wheel with audio controls and an eight-speaker Bose audio system with six-CD/MP3 in-dash changer and satellite radio.
Stepping up to the Performance trim level adds adaptive xenon headlamps, foglights, Bluetooth, driver seat memory and heated front seats. An optional Performance Luxury package adds a rearview camera, an in-cabin air filtration system, LED interior accent lighting, heated and ventilated front seats, a heated steering wheel, power steering-wheel adjustments, wood interior trim and a 10-speaker surround-sound system that includes a 40GB hard drive for audio storage and a USB port. The range-topping Premium trim includes all of the above, then tacks on a sunroof and a touchscreen navigation system with real-time traffic and weather.
Options include the Summer Tire Performance package, which, besides tires, features 19-inch wheels, a performance cooling system, a sport suspension, upgraded Brembo brakes and steering-wheel-mounted shift buttons (automatic transmission). The navigation system and sunroof are also available on lower trim levels.
The 2011 Cadillac CTS Coupe is powered by a 3.6-liter V6 that produces 304 horsepower and 273 pound-feet of torque. Rear-wheel drive is standard, with all-wheel drive available as an option. A six-speed automatic transmission is also standard, but a six-speed manual is offered on rear-drive Performance and Premium models.
In testing, a rear-wheel-drive CTS Coupe with an automatic transmission and Summer Tire Performance package accelerated from zero to 60 mph in 6.7 seconds, which is slightly slower than most competing luxury coupes. Fuel economy estimates stand at 17 mpg city/26 mpg highway.
Standard safety equipment for the 2011 Cadillac CTS Coupe includes antilock disc brakes, traction control, stability control, front-seat side airbags, front and rear side curtain airbags and GM's OnStar emergency communications system. In brake testing, the CTS Coupe came to a stop from 60 mph in an impressive 106 feet.
As with the sedan model, the interior of the 2011 Cadillac CTS Coupe features a pleasing angular theme to match the exterior edginess. Soft-touch materials are plentiful, accented by tasteful wood trim. The optional navigation system emerges from the top of the dash and retracts almost fully, leaving a small section visible as a touchscreen display for the audio system -- an ingenious and elegant solution to having a separate control panel.
Unfortunately, the interior also comes with its fair share of flaws. Outward rear visibility is notably poor, forcing the driver to rely on the optional rearview camera when maneuvering in reverse. Overall comfort is hampered by flat and stiff seats. Rear seat passengers must deal with a lack of headroom and the raked rear window that will leave their heads exposed to direct sunlight most of the time. To make matters worse, the optional sunroof significantly shortens front seat headroom. Trunk space is a smallish 10.5 cubic feet, and the narrow opening requires quite a bit of jostling in order to fit bulky items. The large gooseneck hinges also swing quite far down into the space, crushing anything fragile that might be in their way.
The way the 2011 Cadillac CTS Coupe drives is a distinct departure from the cushiony ride that has been the company's hallmark for decades. The coupe's sporty ride quality is much like that of its European rivals, but it also becomes overly harsh if you opt for the Summer Tire Performance package. Yet even with this higher-performing option, the CTS still isn't as nimble as sharper-driving rivals.
On its own merits, the 2011 Cadillac CTS Coupe's drivetrain should satisfy the majority of drivers. The 3.6-liter V6 is smooth around town, and the automatic transmission shifts smoothly and unobtrusively. More aggressive driving warrants dropping the gear selector into the Sport or manual mode to wind the engine into the upper reaches of the tachometer. At these levels, the V6 is much more responsive and delivers a healthy dose of excitement.
For $38,990, the CTS Coupe comes standard with a six-speed automatic transmission, rear-wheel drive, 18-inch alloy wheels, a performance suspension, rear parking assist, a Bose audio system, power front seats and keyless access with remote start.
The CTS Performance Collection starts at $43,430, and adds adaptive Xenon headlamps, leather upholstery, an upgraded Bose audio system and a 40 GB hard drive for music storage.
Topping the base CTS Coupe is the $47,835 CTS Coupe Premium Collection, which includes ambient lighting, navigation, a rear-view camera, ventilated front seats, a moonroof and a heated steering wheel.
The CTS coupe rides on the sedan's wheelbase, yet is about two inches shorter in height and two inches shorter in overall length. It eschews a conventional B-pillar for coupe styling, and interestingly, loses its door handles for push-button entry similar to that offered on the Chevrolet Corvette.
The front fascia features some detail changes compared to the CTS Sedan, such as enlarged openings for the brake cooling vents. The rear fascia adds a center-exit exhaust and unique diamond cut-style mesh lower grilles.
Standard on the CTS coupe will be the sedan's optional 3.6-liter direct-injected V6, as well as an available six-speed manual transmission. The V6 is rated at 304 horsepower, the engine is fuel thrifty enough to achieve 27 mpg on the highway using regular unleaded.
For those looking to add a sporty touch inside, 14-way Recaro sports seats from the CTS-V sedan are an option.
Bob Munson, [the automotive designer] whose initial sketch was chosen for development, is a thirty-five-year veteran at General Motors Design, unknown to the wider world but much appreciated by his peers and his bosses....His work in maturing and refining the edgy, raw, faceted Cadillac design language is proof that nothing beats experienced talent. The exceptionally comfortable four-seat interior, the work of Eric Clough, feels more like a true luxury car should than have most recent models from the former self-proclaimed 'standard of the world.' It really does feel special to sit in this car.
"The long, low feel of the 1960s front-wheel-drive Eldorados is long gone; this coupe is actually pretty chunky, giving the impression of strength and solidity rather than useless mass and unnecessary volume. This car is smaller but has a bigger cabin. Some may miss the long hoods of yesteryear, but this is a more practical, logical, and elegant solution."
Thank you, Robert. Although I agree with Mr. Cumberford that the CTS coupe cabin is nicely designed, its similarity to the CTS sedan cabin means it's not as special as it might be, as that design is now three years old. But the fact that the CTS coupe even exists is a small miracle: it was supposed to debut a year ago, but GM's government-sponsored bankruptcy pushed off its arrival by a year. The CTS coupe was one of the gems that members of the Automotive Task Force discovered when they were given tours of GM's design studios; one member in particular, a former Wall Streeter named Harry Wilson, reportedly was enamored by the CTS coupe and I would imagine and hope that he is one of the first owners.
The 2011 Cadillac CTS Coupe is the latest addition to the lineup of Cadillac's best-selling cars. The 2-door coupe joins 4-door sedan and wagon body styles, which see no major changes for 2011. The coupe seats 4 while other versions seat 5. The sedan and wagon reprise 3.0 and 3.6 trim levels. Depending on body style and drivetrain, trim levels include Base, Luxury, Performance, and Premium. The 3.0 uses a 270-horsepower 3.0-liter V6 engine. The 3.6 has a 304-horsepower 3.6-liter V6. A 6-speed manual transmission is standard on 3.0 sedans. It's offered as a credit option on 3.6 coupes and sedans. A 6-speed automatic transmission is standard on all wagons, coupes, and 3.6 sedans while remaining optional on the 3.0 sedan. Rear-wheel drive or all-wheel drive is available on all body styles. The high-performance CTS-V is offered in all body styles as well. The coupe and wagon are new for 2011. All are powered by a 556-horsepower supercharged 6.2-liter V8. It teams with a 6-speed manual or 6-speed automatic transmission. The CTS-V has GM's Magnetic Ride Control suspension, which automatically adjusts firmness within two driver-selectable modes. "Performance Traction Management" is available on CTS-V. This system is similar to GM's Stabilitrak antiskid system, but it is set to aid performance in spirited driving. The V has an upgraded interior that includes available Recaro-brand seats with 14-way adjustment and a suede-like microfiber wrap for the shift lever and steering wheel. Available safety features include ABS, traction control, antiskid system, curtain-side airbags, and front-side airbags. Available features include steering-linked headlamps and keyless entry and ignition. A navigation system is standard on the CTS-V, optional otherwise.
The variable-assist, rack-and-pinion power steering is quick (2.7 turns lock-to-lock), nicely weighted, and laser accurate—no tactile secrets here—and the suspension does a good job of managing the substantial bulk. Braking performance, enhanced by the slightly larger, summer-only tires, is also impressive: 156 feet from 70 mph.
Inside, the standard CTS coupe scores higher marks for comfort than the V version since it lacks those unforgiving Recaro seats. The angle of the rear glass and the high stern combine to make for a mail-slot rear view; the broad C-pillars limit rear-quarter sightlines; and back-seat headroom will eliminate basketball players from your passenger list. But the interior is handsome, comfortable, and quiet.
Cadillac unveiled the 2011 Cadillac CTS Coupe, the latest and most dramatic of the brand's series of new designs to reach production. Slated to arrive in Cadillac showrooms in the spring of 2010, the Cadillac CTS Coupe is a new luxury sports coupe designed to become the centerpiece of the brand's revised lineup.
"Cadillac CTS Coupe is the new focal point of Cadillac, expressing both our design and technical capabilities," said Bryan Nesbitt, Cadillac general manager. "It is intended to appeal to a new generation of car enthusiasts."
The Coupe joins the Cadillac CTS Sport Sedan, the 556-horsepower (415 kW) CTS-V and new CTS Sport Wagon as the foundation of Cadillac's lineup. A high-performance V-Series edition of the Coupe will also be released in 2010.
The Cadillac CTS Coupe's design carries over virtually unchanged from the concept car that was introduced at the North American International Auto Show in Detroit in 2008.
The Coupe is a classic 2+2 layout bolstered with advanced technology, such as a rear-view camera system and a performance-oriented suspension system coupled to rear-wheel or all-wheel drive.
But don’t damn the car yet. Nobody is going to make a car like the ’67 Eldo again. The days of putting styling (and style) first are long gone. Selling a new car that has less interior room than an Aveo (excuse me, Sonic) and covers more garage floor space than an LS 460? Not a chance.
In the modern context, the CTS continues to be a bold, unique styling exercise and the Coupe is even more so, with a completely unique rear treatment that pays homage to the XLR and the ’81 Seville at the same time. It’s dynamic, it’s exciting, and it’s even good-looking. It just isn’t dignified, you know?
Neither is the interior particularly dignified. It’s the same V-console we’ve seen in everything from the Cruze to the LaCrosse, with better finishing and digital temperature displays. Nothing special. At least it’s well-assembled and constructed from quality materials. It’s easily the equal of the current Infiniti G. Take that as praise or criticism, as you please.
Time to get moving. The GM direct-injection 3.6-liter V6, which can be had for less than half the cash in a base Camaro, motivates the CTS Coupe with authority. Starting this year, the six-speed manual is no longer available, so it’s self-shifter or nothing. Luckily this is a decent one, shifting strongly and with little of the confusion that marks the front-drive automatics in the Cruze and LaCrosse. At full throttle, the V-6 sounds aggressive, if very un-Cadillacesque.
I’ve driven the CTS-V coupe on a racetrack and found it to be a predictable handler with reasonably high limits and outstanding brakes. All of this is true, to a lesser degree, in the base car. The CTS, like its competitors from Germany, has a performance envelope well beyond what one can enjoyably use on the street. It might be nice to trade some of that overall grip for a better ride. Very few Bimmers ride this badly, and no current Mercedes-Benzes “pogo” on rough roads like the CTS.
The steering is accurate and provides reasonable feedback at a low effort. There’s a bit of an exaggerated “sneeze space” around the straight-ahead steering position, which means you’ll need to crank some serious steering into the car to provoke quick lane changes. Remember, this is a fairly large car that weighs about two tons loaded up, but it’s responsive enough, and the power/handling combination is overkill for getting through traffic.
That’s lucky, because the blind spot in the Coupe is so enormous that for many drivers a quick stab of the throttle will become an automatic prelude for lane changes. The CTS sedan isn’t blessed with outstanding visibility, and the Coupe adds a pair of big “sail panels” to the mix. Nor are the mirrors particularly helpful; they’ve sacrificed size and usability in the name of “Art and Science” styling.
The rest of the car is exactly what we’ve come to expect from Cadillac in the modern era: Killer stereo, uncomplicated driver interface (through a little pop-up screen that, truth be told, doesn’t look that durable) and a nice sense of solidity. The original CTS and SRX had simply loathsome Cobalt-plastic dashboards and a distinct lack of upscale appeal. That problem’s been fixed and it’s no longer disappointing to enter the CTS. Exiting is done as with the Corvette – crappy round plastic buttons or emergency levers in the floor – but there’s something appropriate about this. In many ways, this, not the long-forgotten XLR, is Cadillac’s answer to the Corvette.
If only it made a better answer to the Eldorado. The contradictions keep piling up in the Coupe’s reasonably sized trunk: It’s premium-priced but shares interior design with a Cruze, it weighs more than a 3-Series without being any more spacious, it looks oddly truncated but is still a large car, it is styled in a unique fashion that somehow fails to convey any sense of luxury cred.
It isn’t easy to figure out who the buyer for the CTS 3.6 Coupe will be. The CTS-V Coupe? Easy: it’s for the Corvette buyer who needs an occasional rear seat. But this six-cylinder model lacks the broad appeal of the 3-Series coupe and it’s priced at a hair under $40,000 for the cheapest one you’ll find, a number that is usually reserved for cars with that much appeal or more. At least it’s recognizably a Cadillac. If that’s what you want, it’s now that much easier to get.
A coupe's success depends in no small part on its styling. The CTS is striking, handsome from many angles, and certainly unique. But it's also risky. Although it has a traditional trunk, the CTS Coupe appears as though it could be a hatchback from some angles. Two-door hatchbacks based on luxury sedans have not been particularly successful in the U.S. In the past, both BMW and Mercedes-Benz attempted to sell four-cylinder hatchback versions of their popular 3-Series and C-Class sedans. Each lasted only four years before they were cancelled.
Yet this Cadillac, along with the market today, is different. The hatchback style is gaining traction with four-door luxury sedans like the Aston Martin Rapide and Porsche Panamera. And the CTS Coupe is not a watered down four-cylinder version of the sedan. No, this coupe has the same 304-hp 3.6-liter V6 as the sedan. And it comes paired to the same six-speed manual or six-speed automatic driving either the rear wheels or all four. The CTS Coupe uses 3.73:1 gearing instead of the sedan's 3.42:1 cogs —so should be marginally quicker than other CTS models too.
Take a long slow walk around the CTS Coupe, absorbing the design from all angles, and it's difficult to believe that it rides on the same 113.4-inch wheebase as the CTS sedan and wagon. The two-door looks much more compact. In fact, the Coupe is shorter by about 2 inches, lower by another 2 inches (thanks to the chopped roof), and wider at the wheel arches by 2 inches. Yet at 3909 pounds (automatic rear-drive) it weighs about the same as the sedan.
To impart a sportier character, the chassis received significant tweaks. The Coupe loses two doors compared to the sedan, so engineers flared the bottom of the B-pillar's structure to provide additional reinforcement. There's also a revised rear subframe for added stiffness (as on other 2011 CTS models). And, according to engineer Leone, the shorter roof and all that additional structure along the sides of the body contribute to a small but not insignificant 5 percent increase in torsional stiffness.
Read more: Cadillac CTS Review - Specs of 2011 Cadillac CTS Coupe - Popular Mechanics
 |
| 2011 Cadillac CTS Coupe |
2011 Cadillac CTS Coupe
 |
| 2011 Cadillac CTS Coupe |
price, specs and more. Find performance data and specifications for the engine and brakes or find the top speed of the 2011 Cadillac CTS Coupe
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
 |
| 2011 Cadillac CTS Coupe |
For all you two-door addicts that have longed for a CTS but couldn’t handle the family-friendly nature of the sedan, feast your eyes on the 2011 Cadillac CTS Coupe ($TBA). Coming standard with a 3.6L V-6 and six-speed manual transmission — a six-speed automatic with Driver Shift Control is an option — this stylish Caddy also offers either 18- or 19-inch rims, integrated iPod connectivity, a pop-up navigation system, Bluetooth, remote start, a rear camera system, a 5.1-channel Bose audio system, LED vertical lighting, touch-pad operated doors, and a RWD powertrain. If that isn’t enough to entice you, simply wait til later in 2010, when the beastly 556hp V-Series arrives.
The 2012 CTS Coupe is the ultimate expression of Cadillac’s commitment to performance driving and dramatic design with its sculpted shape and concealed, auto-touch door handles that accentuate the Coupe’s clean lines. More than a design statement, the CTS Coupe also features a standard 318 HP direct-injection V6 engine with 6-speed automatic transmission and a suspension that was fine-tuned on Germany’s famed Nürburgring track to help ensure precise handling. There’s even available performance-tuned All-Wheel Drive (AWD) for extra grip without sacrificing handling. And you can tailor CTS Luxury Coupe to your personal taste with available Performance or Premium Collections. Finishing details include a meticulously crafted interior with options like a Bose® 5.1 surround sound system, hard drive for music storage and an available heated steering wheel.
The last time the Infiniti G37 Coupe went head-to-head against a competitor in an MT test, it scored an upset victory against the longtime luxury sport coupe champ, the BMW 3 Series. That was approximately three years ago. Since then, the G has received several incremental improvements. So when we found both a 2010 G37 two-door and Cadillac's new 2011 CTS Coupe in our garage at the same time -- similarly equipped, at that -- we decided to pit the two against each other in a good-old-fashioned vehicular duel.
The 2011 Cadillac CTS Coupe is a looker. It's a striking interpretation of Cadillac's sharp-edge styling, and it manages to turn heads with its raked roof line, flat slab sides and intricate faceting of every surface. Paint it flat black and it'll look like something an F-117 stealth fighter pilot might drive. Styling is subjective, of course, but most of our staff agree that the CTS Coupe blends beauty and aggression in a way few other cars do.
But as the old adage goes, "beauty is only skin deep." Underneath the angular sheet metal is a lightly modified CTS sedan chassis and the uplevel 3.6-liter V6. The interior is almost identical as well, but with less headroom and a smaller rear passenger compartment. Rearward visibility is even worse than it is in the sedan, and even the trunk lacks usable space. Comfort and function, it seems, have taken a cramped backseat to style.
Normally, we associate such inconveniences and sacrifices with an increase in performance, but the 2011 Cadillac CTS Coupe is merely a midpack runner. Even with the optional performance suspension, the coupe's handling prowess doesn't increase much, and the ride quality notably suffers. If you aren't looking for all-out performance, we'd suggest sticking with the base suspension.
All of this puts the CTS Coupe at a disadvantage in the luxury coupe arena. It's easily outclassed by more refined models such as the Audi A5, BMW 335i, Infiniti G37 and Mercedes E350 Coupe, all of which are more appealing and similarly priced. In terms of style, the CTS Coupe certainly stands out from this crowd, but it'd be hard to argue that any of those competitors are somehow unattractive. So if the 2011 Cadillac CTS Coupe is truly pulling at your heartstrings, know that it will more for appearance than substance.
The 2011 Cadillac CTS Coupe is a midsize luxury car with seating for four. Buyers can choose among three trim levels: base, Performance and Premium. Standard base features include 18-inch alloy wheels, heated outside mirrors, rear parking sensors, dual-zone automatic climate control, full power accessories, keyless ignition/entry, cruise control, an auto-dimming rearview mirror, 10-way power-adjustable front seats, a tilt-and-telescoping steering wheel with audio controls and an eight-speaker Bose audio system with six-CD/MP3 in-dash changer and satellite radio.
Stepping up to the Performance trim level adds adaptive xenon headlamps, foglights, Bluetooth, driver seat memory and heated front seats. An optional Performance Luxury package adds a rearview camera, an in-cabin air filtration system, LED interior accent lighting, heated and ventilated front seats, a heated steering wheel, power steering-wheel adjustments, wood interior trim and a 10-speaker surround-sound system that includes a 40GB hard drive for audio storage and a USB port. The range-topping Premium trim includes all of the above, then tacks on a sunroof and a touchscreen navigation system with real-time traffic and weather.
Options include the Summer Tire Performance package, which, besides tires, features 19-inch wheels, a performance cooling system, a sport suspension, upgraded Brembo brakes and steering-wheel-mounted shift buttons (automatic transmission). The navigation system and sunroof are also available on lower trim levels.
The 2011 Cadillac CTS Coupe is powered by a 3.6-liter V6 that produces 304 horsepower and 273 pound-feet of torque. Rear-wheel drive is standard, with all-wheel drive available as an option. A six-speed automatic transmission is also standard, but a six-speed manual is offered on rear-drive Performance and Premium models.
In testing, a rear-wheel-drive CTS Coupe with an automatic transmission and Summer Tire Performance package accelerated from zero to 60 mph in 6.7 seconds, which is slightly slower than most competing luxury coupes. Fuel economy estimates stand at 17 mpg city/26 mpg highway.
Standard safety equipment for the 2011 Cadillac CTS Coupe includes antilock disc brakes, traction control, stability control, front-seat side airbags, front and rear side curtain airbags and GM's OnStar emergency communications system. In brake testing, the CTS Coupe came to a stop from 60 mph in an impressive 106 feet.
As with the sedan model, the interior of the 2011 Cadillac CTS Coupe features a pleasing angular theme to match the exterior edginess. Soft-touch materials are plentiful, accented by tasteful wood trim. The optional navigation system emerges from the top of the dash and retracts almost fully, leaving a small section visible as a touchscreen display for the audio system -- an ingenious and elegant solution to having a separate control panel.
Unfortunately, the interior also comes with its fair share of flaws. Outward rear visibility is notably poor, forcing the driver to rely on the optional rearview camera when maneuvering in reverse. Overall comfort is hampered by flat and stiff seats. Rear seat passengers must deal with a lack of headroom and the raked rear window that will leave their heads exposed to direct sunlight most of the time. To make matters worse, the optional sunroof significantly shortens front seat headroom. Trunk space is a smallish 10.5 cubic feet, and the narrow opening requires quite a bit of jostling in order to fit bulky items. The large gooseneck hinges also swing quite far down into the space, crushing anything fragile that might be in their way.
The way the 2011 Cadillac CTS Coupe drives is a distinct departure from the cushiony ride that has been the company's hallmark for decades. The coupe's sporty ride quality is much like that of its European rivals, but it also becomes overly harsh if you opt for the Summer Tire Performance package. Yet even with this higher-performing option, the CTS still isn't as nimble as sharper-driving rivals.
On its own merits, the 2011 Cadillac CTS Coupe's drivetrain should satisfy the majority of drivers. The 3.6-liter V6 is smooth around town, and the automatic transmission shifts smoothly and unobtrusively. More aggressive driving warrants dropping the gear selector into the Sport or manual mode to wind the engine into the upper reaches of the tachometer. At these levels, the V6 is much more responsive and delivers a healthy dose of excitement.
For $38,990, the CTS Coupe comes standard with a six-speed automatic transmission, rear-wheel drive, 18-inch alloy wheels, a performance suspension, rear parking assist, a Bose audio system, power front seats and keyless access with remote start.
The CTS Performance Collection starts at $43,430, and adds adaptive Xenon headlamps, leather upholstery, an upgraded Bose audio system and a 40 GB hard drive for music storage.
Topping the base CTS Coupe is the $47,835 CTS Coupe Premium Collection, which includes ambient lighting, navigation, a rear-view camera, ventilated front seats, a moonroof and a heated steering wheel.
The CTS coupe rides on the sedan's wheelbase, yet is about two inches shorter in height and two inches shorter in overall length. It eschews a conventional B-pillar for coupe styling, and interestingly, loses its door handles for push-button entry similar to that offered on the Chevrolet Corvette.
The front fascia features some detail changes compared to the CTS Sedan, such as enlarged openings for the brake cooling vents. The rear fascia adds a center-exit exhaust and unique diamond cut-style mesh lower grilles.
Standard on the CTS coupe will be the sedan's optional 3.6-liter direct-injected V6, as well as an available six-speed manual transmission. The V6 is rated at 304 horsepower, the engine is fuel thrifty enough to achieve 27 mpg on the highway using regular unleaded.
For those looking to add a sporty touch inside, 14-way Recaro sports seats from the CTS-V sedan are an option.
Bob Munson, [the automotive designer] whose initial sketch was chosen for development, is a thirty-five-year veteran at General Motors Design, unknown to the wider world but much appreciated by his peers and his bosses....His work in maturing and refining the edgy, raw, faceted Cadillac design language is proof that nothing beats experienced talent. The exceptionally comfortable four-seat interior, the work of Eric Clough, feels more like a true luxury car should than have most recent models from the former self-proclaimed 'standard of the world.' It really does feel special to sit in this car.
"The long, low feel of the 1960s front-wheel-drive Eldorados is long gone; this coupe is actually pretty chunky, giving the impression of strength and solidity rather than useless mass and unnecessary volume. This car is smaller but has a bigger cabin. Some may miss the long hoods of yesteryear, but this is a more practical, logical, and elegant solution."
Thank you, Robert. Although I agree with Mr. Cumberford that the CTS coupe cabin is nicely designed, its similarity to the CTS sedan cabin means it's not as special as it might be, as that design is now three years old. But the fact that the CTS coupe even exists is a small miracle: it was supposed to debut a year ago, but GM's government-sponsored bankruptcy pushed off its arrival by a year. The CTS coupe was one of the gems that members of the Automotive Task Force discovered when they were given tours of GM's design studios; one member in particular, a former Wall Streeter named Harry Wilson, reportedly was enamored by the CTS coupe and I would imagine and hope that he is one of the first owners.
The 2011 Cadillac CTS Coupe is the latest addition to the lineup of Cadillac's best-selling cars. The 2-door coupe joins 4-door sedan and wagon body styles, which see no major changes for 2011. The coupe seats 4 while other versions seat 5. The sedan and wagon reprise 3.0 and 3.6 trim levels. Depending on body style and drivetrain, trim levels include Base, Luxury, Performance, and Premium. The 3.0 uses a 270-horsepower 3.0-liter V6 engine. The 3.6 has a 304-horsepower 3.6-liter V6. A 6-speed manual transmission is standard on 3.0 sedans. It's offered as a credit option on 3.6 coupes and sedans. A 6-speed automatic transmission is standard on all wagons, coupes, and 3.6 sedans while remaining optional on the 3.0 sedan. Rear-wheel drive or all-wheel drive is available on all body styles. The high-performance CTS-V is offered in all body styles as well. The coupe and wagon are new for 2011. All are powered by a 556-horsepower supercharged 6.2-liter V8. It teams with a 6-speed manual or 6-speed automatic transmission. The CTS-V has GM's Magnetic Ride Control suspension, which automatically adjusts firmness within two driver-selectable modes. "Performance Traction Management" is available on CTS-V. This system is similar to GM's Stabilitrak antiskid system, but it is set to aid performance in spirited driving. The V has an upgraded interior that includes available Recaro-brand seats with 14-way adjustment and a suede-like microfiber wrap for the shift lever and steering wheel. Available safety features include ABS, traction control, antiskid system, curtain-side airbags, and front-side airbags. Available features include steering-linked headlamps and keyless entry and ignition. A navigation system is standard on the CTS-V, optional otherwise.
The variable-assist, rack-and-pinion power steering is quick (2.7 turns lock-to-lock), nicely weighted, and laser accurate—no tactile secrets here—and the suspension does a good job of managing the substantial bulk. Braking performance, enhanced by the slightly larger, summer-only tires, is also impressive: 156 feet from 70 mph.
Inside, the standard CTS coupe scores higher marks for comfort than the V version since it lacks those unforgiving Recaro seats. The angle of the rear glass and the high stern combine to make for a mail-slot rear view; the broad C-pillars limit rear-quarter sightlines; and back-seat headroom will eliminate basketball players from your passenger list. But the interior is handsome, comfortable, and quiet.
Cadillac unveiled the 2011 Cadillac CTS Coupe, the latest and most dramatic of the brand's series of new designs to reach production. Slated to arrive in Cadillac showrooms in the spring of 2010, the Cadillac CTS Coupe is a new luxury sports coupe designed to become the centerpiece of the brand's revised lineup.
"Cadillac CTS Coupe is the new focal point of Cadillac, expressing both our design and technical capabilities," said Bryan Nesbitt, Cadillac general manager. "It is intended to appeal to a new generation of car enthusiasts."
The Coupe joins the Cadillac CTS Sport Sedan, the 556-horsepower (415 kW) CTS-V and new CTS Sport Wagon as the foundation of Cadillac's lineup. A high-performance V-Series edition of the Coupe will also be released in 2010.
The Cadillac CTS Coupe's design carries over virtually unchanged from the concept car that was introduced at the North American International Auto Show in Detroit in 2008.
The Coupe is a classic 2+2 layout bolstered with advanced technology, such as a rear-view camera system and a performance-oriented suspension system coupled to rear-wheel or all-wheel drive.
But don’t damn the car yet. Nobody is going to make a car like the ’67 Eldo again. The days of putting styling (and style) first are long gone. Selling a new car that has less interior room than an Aveo (excuse me, Sonic) and covers more garage floor space than an LS 460? Not a chance.
In the modern context, the CTS continues to be a bold, unique styling exercise and the Coupe is even more so, with a completely unique rear treatment that pays homage to the XLR and the ’81 Seville at the same time. It’s dynamic, it’s exciting, and it’s even good-looking. It just isn’t dignified, you know?
Neither is the interior particularly dignified. It’s the same V-console we’ve seen in everything from the Cruze to the LaCrosse, with better finishing and digital temperature displays. Nothing special. At least it’s well-assembled and constructed from quality materials. It’s easily the equal of the current Infiniti G. Take that as praise or criticism, as you please.
Time to get moving. The GM direct-injection 3.6-liter V6, which can be had for less than half the cash in a base Camaro, motivates the CTS Coupe with authority. Starting this year, the six-speed manual is no longer available, so it’s self-shifter or nothing. Luckily this is a decent one, shifting strongly and with little of the confusion that marks the front-drive automatics in the Cruze and LaCrosse. At full throttle, the V-6 sounds aggressive, if very un-Cadillacesque.
I’ve driven the CTS-V coupe on a racetrack and found it to be a predictable handler with reasonably high limits and outstanding brakes. All of this is true, to a lesser degree, in the base car. The CTS, like its competitors from Germany, has a performance envelope well beyond what one can enjoyably use on the street. It might be nice to trade some of that overall grip for a better ride. Very few Bimmers ride this badly, and no current Mercedes-Benzes “pogo” on rough roads like the CTS.
The steering is accurate and provides reasonable feedback at a low effort. There’s a bit of an exaggerated “sneeze space” around the straight-ahead steering position, which means you’ll need to crank some serious steering into the car to provoke quick lane changes. Remember, this is a fairly large car that weighs about two tons loaded up, but it’s responsive enough, and the power/handling combination is overkill for getting through traffic.
That’s lucky, because the blind spot in the Coupe is so enormous that for many drivers a quick stab of the throttle will become an automatic prelude for lane changes. The CTS sedan isn’t blessed with outstanding visibility, and the Coupe adds a pair of big “sail panels” to the mix. Nor are the mirrors particularly helpful; they’ve sacrificed size and usability in the name of “Art and Science” styling.
The rest of the car is exactly what we’ve come to expect from Cadillac in the modern era: Killer stereo, uncomplicated driver interface (through a little pop-up screen that, truth be told, doesn’t look that durable) and a nice sense of solidity. The original CTS and SRX had simply loathsome Cobalt-plastic dashboards and a distinct lack of upscale appeal. That problem’s been fixed and it’s no longer disappointing to enter the CTS. Exiting is done as with the Corvette – crappy round plastic buttons or emergency levers in the floor – but there’s something appropriate about this. In many ways, this, not the long-forgotten XLR, is Cadillac’s answer to the Corvette.
If only it made a better answer to the Eldorado. The contradictions keep piling up in the Coupe’s reasonably sized trunk: It’s premium-priced but shares interior design with a Cruze, it weighs more than a 3-Series without being any more spacious, it looks oddly truncated but is still a large car, it is styled in a unique fashion that somehow fails to convey any sense of luxury cred.
It isn’t easy to figure out who the buyer for the CTS 3.6 Coupe will be. The CTS-V Coupe? Easy: it’s for the Corvette buyer who needs an occasional rear seat. But this six-cylinder model lacks the broad appeal of the 3-Series coupe and it’s priced at a hair under $40,000 for the cheapest one you’ll find, a number that is usually reserved for cars with that much appeal or more. At least it’s recognizably a Cadillac. If that’s what you want, it’s now that much easier to get.
A coupe's success depends in no small part on its styling. The CTS is striking, handsome from many angles, and certainly unique. But it's also risky. Although it has a traditional trunk, the CTS Coupe appears as though it could be a hatchback from some angles. Two-door hatchbacks based on luxury sedans have not been particularly successful in the U.S. In the past, both BMW and Mercedes-Benz attempted to sell four-cylinder hatchback versions of their popular 3-Series and C-Class sedans. Each lasted only four years before they were cancelled.
Yet this Cadillac, along with the market today, is different. The hatchback style is gaining traction with four-door luxury sedans like the Aston Martin Rapide and Porsche Panamera. And the CTS Coupe is not a watered down four-cylinder version of the sedan. No, this coupe has the same 304-hp 3.6-liter V6 as the sedan. And it comes paired to the same six-speed manual or six-speed automatic driving either the rear wheels or all four. The CTS Coupe uses 3.73:1 gearing instead of the sedan's 3.42:1 cogs —so should be marginally quicker than other CTS models too.
Take a long slow walk around the CTS Coupe, absorbing the design from all angles, and it's difficult to believe that it rides on the same 113.4-inch wheebase as the CTS sedan and wagon. The two-door looks much more compact. In fact, the Coupe is shorter by about 2 inches, lower by another 2 inches (thanks to the chopped roof), and wider at the wheel arches by 2 inches. Yet at 3909 pounds (automatic rear-drive) it weighs about the same as the sedan.
To impart a sportier character, the chassis received significant tweaks. The Coupe loses two doors compared to the sedan, so engineers flared the bottom of the B-pillar's structure to provide additional reinforcement. There's also a revised rear subframe for added stiffness (as on other 2011 CTS models). And, according to engineer Leone, the shorter roof and all that additional structure along the sides of the body contribute to a small but not insignificant 5 percent increase in torsional stiffness.
Read more: Cadillac CTS Review - Specs of 2011 Cadillac CTS Coupe - Popular Mechanics
2011 Cadillac CTS Coupe
A collection of technical and performance elements complement the powertrain, including Magnetic Ride Control, Brembo brakes and Michelin Pilot Sport PS2 performance tires mounted on 19-inch forged aluminum wheels.
ReplyDeleteCadillac cts navigation