The Cadillac went into this contest with somewhat of a disadvantage — no one thought that it would even place. However, this worked out in its favor, for we ended up with more positive impressions of the Catera than before.

Ultimately, though, the sedan couldn't quite match up to its competitors in either the luxury or sporting aspects and placed penultimately. Debuting in 1997 to media criticism and numerous production glitches, Cadillac's re-badged Opel built at the Adam Opel assembly plant in Russelsheim, Germany, had all the makings of a proper sport sedan, with a rear-wheel-drive configuration and a then-powerful V6, but the midsize sedan languished in sales and continues to do so. We think we know why.

One aspect that influenced its eighth-place finish is its engine; providing only 200 horsepower, it was the weakest in the test, but, to its credit, it didn't feel like the weakest. In fact, throttle tip-in is quite strong, but it quickly loses wind. Charged with lugging around the heaviest car in the test, the V6 felt sluggish compared to the other fleet conveyances with which it competed. It was good for a 0-to-60-mph acceleration run of 8.3 seconds, the second slowest of the test, and completed the quarter-mile in 16.3 seconds at a languid 83.3 mph; that was the worst of the test.

The Catera's four-speed transmission is miserly with power distribution, exhibiting reluctance while downshifting, requiring you to mash the throttle to pass a vehicle at highway speeds. Set to its Sport mode, the tranny holds revs longer, but that doesn't increase the engine's potential. It also provides you with a Winter mode for second-gear starts, which reduces the chance of wheelspin on slippery surfaces.

As the heaviest car in the test by a wide margin, weighing in at 3,815 pounds, 122 pounds heavier than the next most cumbrous car, the Lincoln LS V8, one might think the Catera to be a drag to drive on twisty roads. One would be pleasantly proven wrong, however, as it exhibits a taut, controlled ride on the highway as well as canyon roads. "Very Germanic," stated more than a few of our drivers, saying that they definitely felt the sport tuning. The Catera also rode well with extra passengers aboard.

However, all drivers agreed that the installment of Cadillac's StabiliTrak stability control system would be most helpful, as the rear end tended to get light and twitchy when the car was handling at its limits, despite the well-balanced chassis and 53.2/46.8 front/rear weight distribution. Don't blame the tires, either; the chubby Goodyear Eagle GS-A 235/45R17s provided maximum grip with minimal noise and tire flex.

Brake feel and performance received a bashing. The pedal suffered excessive travel and lacked feel and progressiveness. Catera also scored the worst 60-to-0-mph stopping distance of 130 feet. Didn't stop soon enough and rear-ended somebody? Help is on the way via your friendly OnStar advisor, a standard accoutrement for every Cadillac.

Steering was laudable on the highway. With a stiff, heavy feel that was the hallmark of steering racks of German cars of yore, it transmitted a goodly amount of road feel, with minimal correction needed during high-speed stints. However, it required too much effort around town and in parking lots, although a tight turning circle of 33.5 feet helped matters some. While driving spiritedly on curvy roads, we also found that the car was slow to respond to steering inputs. Most of our drivers preferred the hefty steering to an overboosted one, however, and gave it a good score overall.

Inside, Germanic styling cues greeted the drivers. A nice matte finish complemented all of the dash materials, although there wasn't uniformity to the tactile feel of some of the switchgear; some were rubbery, others were plasticky. The action of the controls themselves was similar to other GM models we've sampled, with clickity-clack noises and engagements that lack the fluidity of the Japanese models. The rearview mirror on our test car was affixed flimsily, and the steering wheel tilted but didn't telescope. There was no center console to speak of, and the key required jiggling to remove from the ignition.

We did like the Audi-esque sunroof dial, though, and all the windows were one-touch up and down. Other touches thoughtfully reminded us that we were, indeed, in a luxury vehicle. Xenon headlamps, which came with the Sport package, brightened dark roads. A single CD player comprised the expensive Bose stereo system, but at least it was easy to use. Nice-feeling pleated gray leather covered the seats; although odd, it was different from the usual ruched cowhide, and most drivers found a high level of comfort. The seat heaters had five different settings, just in case the dual-zone climate control doesn't suit your needs.

Being one of the bigger cars in the test, the Catera offers considerable passenger room. It provided a class-leading 37.4 inches of legroom in the rear seat, on par with full-size luxury sedans. There was plenty of headroom and shoulder space, but foot room was lacking. A baby seat fit fine, although lateral movement was somewhat excessive. Overall, our editors were happy campers in the spacious vehicle and particularly praised its lumbar support. The trunk is on the shallow side, but has tie-down hooks, a cargo net and some small covered bins. It's a huge opening, although the spare intrudes on cargo space.

Cadillac almost got its Germanic entrant into this fiercely contested marketplace right, but with such excellent competition, almost doesn't cut it. In 2003, the Catera will be replaced by the CTS, a car we're eagerly awaiting. Until then, keep on reading.

Second Opinions:
Road Test Editor John DiPietro says:
Here is a car that surprised nearly all of us, who were expecting the Catera to be about as much fun as cold oatmeal. The feel through the wheel was excellent, and how the BMW's should've been. Ain't that a switch; a BMW whose steering felt like an old Cadillac's and a Caddy whose steering felt like an older BMW's!

And it wasn't just the precise and well-weighted steering that impressed me. The balanced Catera was competent through the curves and delivered a compliant ride. With the least powerful engine propelling the pudgy Catera, I expected the car to be a slug compared to the others. Instead, although it wouldn't challenge the quicker cars in the test, I was duly impressed by the engine's verve.

Cadillac has improved the Catera (by way of the superb Sport package) enough to make it one of the more entertaining rides in this class, but its competitors' fresher designs and more powerful engines hurt it in my standings.

Senior Road Test Editor Neil Dunlop says:
What a surprise. In a sea of mediocre and just plain awful GM products, the Catera is a good example of progressive thinking and precise execution. Would it be ungenerous to GM to point out that the Catera is really a rebadged sedan from its European subsidiary Opel?

GM is replacing this car in the next model year with a completely redesigned model that one company official told me would be "quite a surprise." Hmmm. If the new CTS can improve on the current one, it will be quite a good car, because this one ain't bad.

The 200-horsepower V6 totally satisfied my power fetish, and I was thrilled with the steering and suspension, which not only delivered a solid feel for the road beneath, but also responded with a nimbleness characteristic of much lighter cars. There's no dead spot in the steering, and it's boosted just enough so that turning is easy, but you still feel connected to the car when you toss it around. And the Catera doesn't mind being tossed around. With so much connection to the car and the road, I was able to canyon-carve with supreme confidence that I knew where the Catera's limits lay.

On top of all that, the Catera still coddles like a Cadillac when it's cruising on the highway. The seats are broad and well-bolstered and the cabin whisper quiet. The interior is strikingly modern and European in its stark functionality and understated design (this must be Opel's influence as none of the switchgear is recognizable from other GM products). All controls are well-marked and simple to use. The Catera also has a fun cupholder, as much as a cupholder can be fun. When a button is depressed, a single cupholder slides out from the center armrest. When it's pressed again, it extends to reveal another cup slot.

In terms of design, the Catera's clean lines from fore to aft suggest continuity, and its slabbish sides give it solidity. However, its alloy wheels, which are flat and lay flush with the tires, seem stolen from a Hot Wheels car.

Senior Editor Brent Romans says:
Before we started this test, a significant number of people on our editorial staff guessed that the Cadillac Catera would finish last. Boy, were they wrong. It finished second to last. OK, so this car isn't horrible. But it was certainly my least favorite in the group and the one I'd least likely consider for a purchase.

When I first saw our white test vehicle, I thought it looked pretty attractive. But the more time I spent with the car, the more I thought it just looked (and drove) like a hyped-up Chevy Malibu. And even though this car is built in Europe, it somehow managed to seem like it was built in Detroit. When I would close the doors, they twanged instead of thunked. The window switch design made it very hard to discern between normal and auto-down operation, a problem I've encountered with other GM vehicles. The leather seating surfaces could have been mistaken for vinyl. Exterior trim pieces were misaligned. The V6 engine offered nothing for aural enjoyment. And contrary to most of my co-workers, I found the steering to be too heavy and slow.

Are these minor issues? Sure. But the Lincoln LS is actually built in the U.S., and I feel it's a vastly superior car. For GM's sake, I hope the all-new CTS coming out soon is better than the 2001 model we had in our test.

Stereo Evaluation - 2001 Cadillac Catera Sport