2009 Cadillac CTS-V

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What is it?
2009 Cadillac CTS-V

What's special about it?
What's special about it?! Well, how about 550 horsepower? That's pretty special, wouldn't you say?

For those of you who haven't been paying attention for the last 10 minutes or so to the horsepower war raging among carmakers, this 550 hp means the 2009 Cadillac CTS-V's supercharged 6.2-liter V8 makes 43 hp more than the 6.2-liter V8 of the Mercedes-Benz E63 AMG, 50 hp more than the 5.0-liter V10 of the BMW M5, 130 hp more than the 4.2-liter V8 of the Audi RS4 and a whopping 134 hp more than the 5.0-liter V8 of the Lexus IS-F.

You might assume from the above description that the CTS-V, which debuts at the 2008 Detroit Auto Show, is powered by a version of the Corvette ZR1's engine. And you would be correct. Indeed, the two share the same basic pushrod 6.2-liter small-block. The Eaton Roots-type supercharger nestles between the Caddy's cylinder banks and is topped with an intercooler, just as it is in the ZR1. The Cadillac runs a slightly lower compression ratio of 9.0:1 and its so-called LSA engine doesn't get the pricey titanium rods and intake valves of the ZR1's LS9. The LSA also uses more pedestrian cast pistons in place of the LS9's forged pieces, and it has a conventional wet sump instead of the Vette's racecar-inspired dry sump.

The result (which must surely be a much less expensive engine than the ZR1) is an estimated 550 hp at 6,200 rpm and an absolutely stonking 550 pound-feet of torque. General Motors has been very careful of late not to overestimate engine output, so expect the final production version that goes on sale in the fourth quarter of '08 to make at least 550 hp. And if the CTS-V has its competitors covered in the horsepower race, it tramples them in torque. The M5's high-revving V10 can muster only 383 lb-ft. The E63's big V8 pumps out almost 100 fewer lb-ft for a rating of 465 lb-ft, although it does so with 1,000 fewer revs.

The CTS-V is dimensionally almost identical to the M5 or E63, but it's the fat boy of the group, tipping the scales at an estimated 4,200-4,300 pounds. That's between 200 and 300 pounds heavier than the Germans. Still the Caddy has the best power-to-weight ratios. Each horse is asked to carry 7.6 pounds in a CTS-V equipped with a six-speed manual transmission.

Unlike the first-generation CTS-V, the '09 will offer an optional six-speed automatic that includes steering-wheel-mounted shift paddles. It adds an extra 100 pounds to the car, but that's still only 7.8 pounds per hp. The Mercedes E63 brings 7.9 pounds to bear on each of its horses. And each of the M5's 500 ponies has 8.0 pounds to carry. With the most drag-strip-worthy final-drive ratio of the bunch, the CTS-V should accelerate quicker than the Germans.

What about that horrid, sounds-like-the-whole-rear-end-is-going-to-be-torn-from-the-car axle tramp that has limited the acceleration numbers of the previous CTS-V? Cadillac reckons it's got that largely taken care of through the use of asymmetrical half-shafts. In other words, one half-shaft is larger in diameter than the other. If this sounds familiar, that's because it's one of the tricks GM is using to combat axle hop on the ZR1. Tucked between these shafts is a heavy-duty cast-iron limited-slip differential. The 19-inch forged-aluminum wheels carry 285/35R19 Michelin Pilot Sport PS2 tires, identical in size to the M5's wheel/tire package. Like the BMW, the front tires are 255/40R19s.

Brembo supplies brake rotors larger than those of the M5 or E63 (a good thing, since they have more weight to deal with). The slotted and vented rotors are clenched by six-piston calipers up front and four-piston units in the back.

Also from the ZR1 box of tricks comes the Tremec TR6060 six-speed manual that debuted on the standard '08 Corvette and also on the new Dodge Viper, although the version in the CTS-V uses taller, less aggressive gearing. Like the ZR1, the CTS-V uses a twin-disc clutch.

And like the ZR1, the CTS-V comes standard with GM's magnetic ride-control dampers, which can be set in either Tour or Sport modes. There's also a new Performance Traction Management system which, the company says, "regulates torque delivery to enhance acceleration and provide an optimized launch." We presume this is something like a permissive stability and traction control system.

The CTS-V gets a unique bulged hood to accommodate the big motor. More noticeable is the front clip, which looks curiously more like the old CTS than that of the new CTS. There are two distinct mesh-covered grilles in place of the standard CTS's intricate single big-ass grille. The rear fascia is also unique to the V, although it's going to take a Cadillac wonk to notice the differences.

Inside, the CTS comes with 14-way adjustable Recaro seats that include pneumatic adjustable bolsters on the bottom and back. A suedelike microfiber material covers the steering wheel, seats and shifter. The center stack and door trim are now shiny black. And the V is the first CTS to be fitted with an electronic parking brake, removing the foot-operated unit.

What's Edmunds' take?
We badly want to drive this car. — Daniel Pund, Senior Editor, Detroit