Part of that forgiveness comes from a sophisticated traction control system, which features a defeat button that if pressed
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| The 4-piston calipers and massive Brembo rotors bring the Cadillac to a stop as fast as a Porsche 911. (Photo: Shawn Pisio, Canadian Auto Press) |
once leaves the stability control system on, and if pressed twice also defeats the stability control system and sets the car up for competition mode. Remember I mentioned oversteer, that's the best way to achieve it. But be careful out there as 400 horsepower can get away from you pretty quickly. That's where the 4-piston calipers and massive Brembo rotors, even larger than on CTS-V racecar, come into play. They'll pull the CTS-V to a full stop as quickly as that 911 it dusted off in acceleration tests. Yeah, amazing isn't it. It's a sensational feeling. ABS is standard of course, as are Electronic Brake force Distribution (EBD) and Brake Assist (BA).
So how does it compare with an M3? The BMW sports coupe is one of my favorites on an open stretch of curving roadway, but it's
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| The CTS-V comes extremely close to BMW's M3 when it comes to handling dynamics, without beating up its occupants. (Photo: Shawn Pisio, Canadian Auto Press) |
priced only a few thousand more than the new CTS-V. The Cadillac feels a little heavier and doesn't perform side-to-side transitions, such as back and forth lane changes or series' of tight "S" turns with quite as much precision. Of course the Caddy feels heavier because it is quite a bit heavier, at 1,744 kilos compared to 1,549. What I like better about the CTS-V, however, is that it comes really close to BMW's sport coupe in handling dynamics without beating up its occupants. My wife can't stand being a passenger in an M3. Its ride is much too rigid for her, especially poor on the inner city secondary roads throughout my town. She never complained once in the CTS-V, though, except when I pulled away from a stoplight a little too quickly.
