In case you haven’t noticed, Cadillac is not fooling around anymore. Granted, the change did not happen overnight-this has been a progression that has spanned a couple decades, but over time Cadillac has slowly but surely made their target clear-BMW. The well-received and strong selling CTS was always a fine car, and a promising sign of things to come from Cadillac, but in terms of size and price, it didn’t really match up well with the German competition it so badly wanted to beat. If Cadillac were to beat the Germans at their own game, it would have to be a head to head battle. So the CTS grew up to suit up against the BMW 5-Series, and the new ATS was aimed squarely at the sport sedan gold standard, the BMW 3-Series.
I’ve had the honor of driving both the ATS and current generation 3-Series, and even as a former BMW owner, I preferred the ATS. So, as Cadillac continues to zero in on BMW, it should come as no shock an ATS Coupe is going to arrive in showrooms late this summer. The ATS Coupe features its own unique bodywork, sits 1″ lower than the ATS sedan and is a tad longer. Pricing starts at $38,990USD. Buyers can choose between a 2.0L turbocharged four cylinder rated at 272hp or a 3.6L V-6 rated at 321hp. As for the gearbox, you can pick from either a six-speed manual or automatic. And the wheels that put the power to the pavement? Your choice, rear or all wheel drive.
Don’t sneeze at the price. In fact, take note of it. The most basic ATS Coupe is more powerful and cheaper than the BMW 4-Series coupe, the Audi A5 and Mercedes-Benz C250 Coupe. But the larger question is, as Generation X’ers grow older and attain wealth, will they ignore the stigma of the Cadillac Brougham their grandparents drove when they were kids when the BMW E-30 3-Series was the benchmark sport sedan? Or look at the ATS as a legitimate contender? That is one heck of a marketing task that Cadillac has to face. And I emphasize marketing. The car is good. The designers and engineers have built a fine car that can beat the Germans.
Finally, the ATS Coupe is not cheap, but as a premium luxury coupe, has a reasonable price. As I have preached to the readers of The Garage for the past few years, Cadillac is legit, and deserves your consideration. But what is lacking is a halo car. Last summer I was sitting on a rooftop at Chelsea Piers in New York City, sipping a Pinot Grigio staring at one of the most gorgeous cars I have ever seen-the Cadillac Elmiraj concept.
Cadillac, I applaud you for cranking out some very fine cars. And the ATS Coupe looks to be a great addition. But show us you are the premier American luxury car maker, and give us the Elmiraj. I know profits will be slim, but this is the car you need to cement your brand against the best car makers of the world.
Time flies. No, really, it does. When our ’14 Black Raven Cadillac SRX rolled up to my door, I simply could not believe how long it had been since I wheeled an SRX. That would be back in 2010 (click here for my review), and I had taken the SRX for the weekend to Hartford, Connecticut, our state capital, to enjoy some culture at the Wadsworth Atheneum art museum, fine dining, and hole up at night at the Hilton to enjoy the 2010 Winter Olympics in Vancouver. Flash forward to the present, and while the keys to the SRX are handed to me, the finishing touches are being put on the 2014 Winter Olympics in Sochi. Four years passed in the blink of an eye.
So, in four years, what is new with the SRX? Actually, not that much. In 2013, the SRX received subtle revisions to the front and rear fascias. And by subtle, I mean subtle. In fact, I had to flip from one tab of the old car to the new car to try to spot the differences. Not that I am complaining. Hardly. The SRX was, and continues to be a striking luxury crossover. The modern crossover is so easily lost in the crowd, but not so with the SRX. From any angle it is distinctly Cadillac. Crisp angles set off by just the right amount of chrome conspire for a cohesive, elegant look. Observing our Black Raven test car, I was inspired to think of a classic Ralph Lauren black tuxedo complimented with a set of Gucci cufflinks. So for the naysayers out there who may carp that the SRX is hardly a fresh design, tell me when that fashion look went out of style? It hasn’t, and the SRX still looks modern and has plenty of swagger.
Inside, the SRX’s well done cabin remains intact. Everything you see and touch has a premium look and feel to it. As expected, the SRX is an exceptionally comfortable car. Our SRX would take my family from the Connecticut shore to the rolling hills of Lancaster County, Pennsylvania for an early Christmas with my wife’s family for a weekend. Fighting holiday traffic, New York, other harried holiday weekend travelers and last minute shoppers, the SRX was a quiet oasis, playing Christmas favorites on SiriusXM satellite radio. No, the SRX cannot tone down the craziness of the holidays, but it sure helps to make it all a little easier in keeping the spirit up. The SRX easily swallowed up all our luggage and Christmas gifts and then some.
In 2013, Cadillac added CUE, short for Cadillac User Experience, which is the only major departure from the SRX we tested in 2010. CUE is the epicenter of controlling the audio, climate control, navigation and other ancillary features of your SRX. In essence, Cadillac’s intent was to have you control these functions in a way similar to how you work your smartphone. You are not actually pushing a button, you are hitting a touchpad. It sounds cool, but I was left unimpressed. It took several touches to adjust things like the cabin temperature or the setting on my heated seat. Yes, it makes for a clean, uncluttered center stack instead of rows and rows of buttons, I just wish it worked in a way that was faster and more responsive. That said, we did find the new Cadillac navigation interface to be one of the best around currently.
At the time of our last look at the SRX, buyers could choose from a standard V-6, or an optional turbo V-6 sourced from Saab. Our test car had the turbo V-6, and I was content with the power, smoothness and delivery. However, that engine was only available on the top-end SRX’s, and had a very low percentage of overall SRX sales. The standard V-6 was merely adequate, but critics complained it simply did not have the juice to move the SRX with authority. Cadillac has since simplified matters in the engine room. All SRX’s come with a 3.6L V-6 rated at 308hp, mated to a six-speed automatic. Front wheel drive is standard, all-wheel drive is optional. The SRX has just the right amount of power to charge up an on-ramp and to pass with authority. The ride is comfortable and exceptionally well controlled. Once out of the traffic mess of New York, the SRX flew as the road opened up. The SRX positively shined as a stout, composed highway cruiser.
Yet, I couldn’t help thinking when Cadillac would follow its German competitors, and let their performance V-Sport guys conjure up a hotted up version of the SRX. AMG does it with Mercedes-Benz. M Sport does it with BMW. So, Cadillac, why not answer back with an SRX V-Sport?
The SRX is available in four trim levels, with the base, front wheel drive model starting at just over $37,000USD. Our test car was the top-spec Premium with all-wheel drive. Standard equipment includes 20″ polished alloys, Navigation, Bose surround sound, HD radio, SiriusXM satellite radio, heated steering wheel, heated/ventilated power front seats, heated rear seat, power adjustable pedals, remote start, wood-trimmed interior, panoramic sunroof, three-zone auto climate conrol, power liftgate, xenon headlights and LED interior ambient lighting. Our test car added optional extras such as a rear entertainment system with two screen, Blu Ray DVD, the Driver Assist Package featuring adaptive cruise control, front and rear automatic braking, and automatic collision preparation. All in, including destination charges, our SRX stickers at $56,465. Inexpensive? No, but this is the premier luxury crossover on offer from American shores. A premium automobile brimming with the latest in technological and entertainment features rightfully commands a premium price. If you still disagree, I played with BMW’s price tool. A similarly equipped BMW X5 will run over $11,000 higher than our SRX.
For all the media hoopla over the new ATS and CTS sedans, the bottom line is the SRX is Cadillac’s best selling car. And those are great cars that just came out. The SRX, which is no spring chicken, is a testament to what an excellent premium crossover it is. It has stood the test of time, and buyers continue to buy the SRX over any other Cadillac. The formula works, and I cannot fault Cadillac for not fiddling with such a successful car. The SRX rightfully stands toe to toe with the best the rest of the world has to offer. And hopefully, if another SRX arrives at my door in time for the 2018 Winter Olympics, I hope to report the same.
Mention “Small Cadillac” to any car enthusiast and I assure you that you will not get a positive reaction. Why? One reason: the Cadillac Cimarron. Basically a tarted up Chevy Cavalier, the Cimarron was available from 1982 to 1988 but the damage to Cadillac’s reputation is, obviously, still talked about today. Traditional Cadillac buyers were unimpressed, and the Cimarron did not win over any buyer considering a European sport sedan. The car was a complete disaster on every level.
The Cadillac ATS symbolizes the marque’s return to a smaller car, but this is not 1982. Thirty years after the Cimarron debuted, Cadillac introduced the ATS, and it was made loud and clear that the BMW 3-series was its main target. In 1982 everyone laughed when Cadillac said the same thing, and I still wonder if Cadillac was joking when they said it at the time, or if they really were that delusional. But this time around, it is not a joke, and nothing to laugh at. Cadillac has completely turned itself around, with the well-received CTS proving they have what it takes to run with the big dogs. Still, with a track record like Cadillac and small cars, it takes a lot of guts to stand up, point straight at The Benchmark BMW and point blank say “We are coming after you.”
To look at, the CTS is arguably one of the most attractive Cadillacs seen since the Pininfarina designed Allante. With no design history tying down designers, the ATS design team was given a clean slate. The ATS is instantly recognizable as a Cadillac, but is easily the best interpretation of their current design language. For years, everyone thought their sport sedan would succeed if they simply made it “look German”. It did not work. The ATS is modern American luxury at its finest. A near perfect mix of contemporary styling, elegance, sophistication and aggression all come together for one of the most perfectly executed cars offered by an American car company. Gorgeous LED exterior lighting, along with our car’s optional White Diamond Tri-Coat paint and 18″ wheels were icing on the cake.
Inside, the ATS is instantly recognizable as a modern Cadillac. Fit and finish and quality of materials were about what you would expect, and the cabin was certainly quite pleasant to look at. While comfortable over long distances, the ATS’ seats fall short of the competition in terms of comfort and support. Cadillac, I urge you to buy a Volvo S60 just for the sole purpose of tearing its seats apart and learning how it is done. Then there is the matter of CUE, short for Cadillac User Experience. Until now, all GM cars had a fairly intuitive infotainment interface, but Cadillac has gone a step further with CUE. Oh, I meant a step backward. In a week living with the ATS, I could never figure out how to set a radio station preset. It took me three days to figure out how to work the haptic climate control on the center stack, and I own an Android phone and an iPad. I get that Cadillac is trying to be hi-tech and cutting edge, but what is the point if all you are doing is frustrating the end user?
CUE headaches aside, it seemed like I was the only one having fun inside the ATS. The interior of the ATS is tight quarters, especially in the backseat. The ATS served as the Williams family car over Christmas, which is a tough test for any car. Our holiday started with a mad dash to lovely Lancaster County, Pennsylvania. At first glance, I could tell the rear seat was tight quarters, but with a child’s booster seat and two adults it was claustrophobic. While doing interior photography of the ATS, with the driver’s seat set for my 6′ 1″ frame, I barely had any room when I took a seat behind for pictures. It also doesn’t help the ATS suffers from a pitifully tiny trunk (10.2 cubic feet). For a weekend trip of a family of three with no present larger than a box of Lego’s, the ATS trunk was filled to capacity, and the rest had to ride in the backseat. Yes, the ATS is a four door, but as a family car, there are compromises.
For drivetrains, Cadillac offers a wide variety of choices for the ATS buyer. Starting at the bottom, a 2.5L four cylinder rated at 202hp. Critics are quick to dismiss this engine as unrefined and slow. While close in power to an Audi A4’s 2.oT, it appears this engine just does not make the grade. Next step up is a 2.0L turbocharged four rated at a more healthy 272hp. At the top of the ladder is a 3.6L V-6 rated at 321hp, which is what our test car was equipped with. All ATS’ come equipped with a six-speed automatic, but the 2.0L Turbo can be had with a six-speed manual. Come on Cadillac, you offered the V-6 Cimarron with a 5-speed manual, why not with the V-6 ATS? Also, all ATS’ are rear wheel drive, but all-wheel drive is available on the turbo four and V-6 models.
I alluded that I was the only person smiling in the ATS, and that is for good reason. Cadillac has constructed an excellent performer in the ATS. The V-6 engine, although used in other GM cars, seems to have been made specifically for the ATS. Shifts from the automatic are crisp and intuitive, and I never felt the need to use the magnesium shift paddles. Acceleration was quick off the line (Edmunds tested a 0-60mph run in 5.7 seconds in the same car). Cruising at speed on the interstate was blissful, and cutting through traffic at a rapid rate while my family dozed off proved the Cadillac’s highway prowess. On the hilly, twisting farm roads of Lancaster County, the ATS was a lively, willing partner ready to dance. For an all-wheel drive V-6 sedan, the ATS boasts a relatively low curb weight around 3,600lbs. Add to that a near perfect front/rear weight distribution and Brembo brakes up front help explain why the ATS is such a pleasure to drive. From a driving perspective, Cadillac nailed it.
The ATS is available in four trim levels: Base, Luxury, Performance, and Premium. The base car starts at just over $33,oooUSD. Our test car was a Performance model with the V-6 with all-wheel drive. Standard on our car were handcrafted cut and sewn leather interior, power front seats with memory, Bose audio, SiriusXM and HD radio, Bluetooth, alloy pedals, dual zone auto climate control, LED interior lighting, front and rear parking assist, rear vision camera, and remote keyless entry. Options on our test car included the tri-coat paint, 18″ wheels, and Cold Weather Package (heated seats, heated steering wheel), and navigation. As delivered, our ATS had an MSRP of $47,780, a good buy compared to our similarly equipped four cylinder BMW 328i.
It is evident everywhere you look that Cadillac has tried their hardest at aiming their sights on the BMW 3-series, and for their first efforts, the work put into this car has paid off. The ATS is gorgeous to look at, and offers driving dynamics to match the best the competition has to offer. Yet, no matter how great a driver’s car the ATS may be, there is one hurdle no amount of work and engineering can overcome. Brand perception. During my Christmas week with the ATS, meeting with family and friends who are fellow members of Generation X, even after taking in the beautiful profile of the ATS, took one look at the Cadillac wreath and crest on the front fascia and immediately called me out for driving an old man’s car. Which is unfair to the ATS, because it is not. Cadillac perfected the driving experience and styling of the ATS, but a cramped interior, confusing infotainment interface and tiny trunk are detractors to an otherwise excellent car. Us car guys know Cadillac has made tremendous strides in the past decade, but with a car like the ATS ready to take on the best, is the brand still doomed by the average person with a perception this is a car for senior citizens? The sales numbers will tell the story.
Cadillac has slowly been rebuilding its brand to glory, but it has been a long road. For Cadillac, the phoenix that rose from the ashes is without a doubt the successful CTS. The brand’s greatest triumph since the V-16 Cadillac’s of the 1930’s is without a shadow of a doubt the CTS-V, an absolute menace to society dressed in a tuxedo. Yet, with all focus on the CTS, Cadillac’s larger car family went neglected, and between the DTS and STS, it seemed confusing as to where Cadillac wanted to go with their premier large car. Which made me scratch my head, given that Cadillac has been building luxury cars for over 100 years.
The DTS and STS are now extinct, and the XTS takes their place. The XTS boasts a prominent grille, and the creased styling we’ve come to expect from Cadillac’s ‘Art & Science’ design mantra. The XTS is easily recognizable as a Cadillac, but there is no hiding the fact the car was engineered as a front wheel drive vehicle, and it looks it. And that can be a tough sell in the luxury car market, where buyers demand looks above all else. The XTS is a handsome car, but being front wheel drive, it cannot pull off the elegance of design its rear wheel drive competitors offer.
Inside, the XTS is a revelation. Step in to the driver’s seat, hit the start button and you are greeted with a swirling digital display for not just the infotainment center, but the dashboard itself. That’s right-no needles, the gauges are all computerized. They look fantastic. If you’ve complained that stepping into a car has stopped having any sense of occasion, step into an XTS. You genuinely feel like you are sitting in the most cutting edge car out there. And that’s not always a good thing. Meet CUE, Cadillac’s newest infotainment system. Cadillac has forgone buttons to control climate control and other functions. Yes, it is high tech, but as a Gen X’er with an iMac, iPod, iPad and Android phone, the XTS’s controls proved to have the highest learning curve of any car I have ever driven in all the years I have reviewed cars. My Grandfather loved Cadillac’s, but he would positively hate the XTS for its controls. Which I understand. Cadillac has been desperate to reach out to a younger audience, and shake the ‘old man’s car’ that has dogged them for decades. But the reality is the guy contemplating an XTS will likely be in his 50’s at least, not understand how to work Facebook, doesn’t know what a tweet is, and think Pandora is about a box. Yes, the XTS is extremely comfortable, build quality and materials are on par for the price paid, but simpler controls would be welcome.
Motivation for the XTS comes in one form only, a 3.6L V-6, rated at 304hp, and paired to a six-speed automatic. Buyers have a choice between front and all-wheel drive. The XTS does a decent job of getting out of its own way, and passing power is perfectly fine. However, I suspect Cadillac buyers will be disappointed at the lack of a V-8 option. As expected, the XTS was stellar as a highway cruiser. Fitted with 20″ alloys, the XTS’ Magnetic Ride Control delivered one of the smoothest rides I can recall in a car sporting wheels that large. Brembo brakes up front instilled confidence, and the XTS was cool as a cucumber when pushed, but few owners are likely to drive this car hard. For its considerable size, the XTS EPA fuel economy numbers are 17/26 MPG city/highway, not bad for a large all wheel drive luxury car.
A base front wheel drive XTS starts at $44, 075USD, and comes well equipped. The XTS is available in four trim levels: Standard, Luxury, Premium, and Platinum. Our test car was the Platinum with all-wheel drive. The standard equipment list is staggering. Bose studio surround sound with 14 speakers, SiriusXM and HD radio, Opus leather interior, real wood trim, power tilt/telescope/heated steering wheel, heated/vented front seats, three-zone auto climate control, head up display and a panoramic moonroof. Of course, there are shades aplenty for privacy. I mentioned before the XTS offers a real sense of occasion when you step in, but even before you get in, while leaving a five star restaurant after dinner, walk up to your XTS, hit the button to unlock the doors, and the illuminated door handles are jaw-dropping sexy. In words, it may sound tacky, but in person, seeing this puts the XTS at the height of class. Our test car’s sole option was a gorgeous Crystal Red Tintcoat, which brought the tally to $62,300, including delivery. That’s a far cry from the base XTS price, but with all-wheel drive and every conceivable luxury option as standard equipment, the XTS we sampled did not seem excessively priced for what you get.
Still, the XTS, as fine a car it is, seems conflicted. With Cadillac, you have the well received CTS, and the new rear wheel drive ATS, meant to fight the BMW 3-series. With the XTS we have a front wheel drive, full size luxury car competing in a market segment that practically demands rear wheel drive. Then again, the XTS’ nearest domestic competitor,the Lincoln MKS, also based on a front-drive platform, which is less expensive and more powerful in Ecoboost form, but seems old next to the XTS. Cadillac may not be after the BMW 5-Series buyer, but their renewed interest in a large car has produced a luxurious, capable car that suffers none of the driving traits of the cars the XTS can trace its roots to.
All of you video gamers out there think you know the ins and outs of Laguna Seca but do you really? Crank the volume, choose full screen and prepare to be schooled by Cadillac Racing’s Andy Pilgrim and Johny O’Connell.
Video after the break [Read more…]
There is a stretch of road in Fairfield, CT, where our state officials put up a little sign marking it as a ‘scenic road’. Lined both sides with tall pines that blur as I hang on to the suede steering wheel, it feels more like carving through the Black Forest in Germany than a yuppie haven for New York execs. On a dark, spring afternoon I have this road to myself, and the power and handling prowess of the car are intoxicating. Reaching an intersection, I pull off the side of the road by a pond. Car running, it’s rich V-8 rumblimg, I climb out of the car, and I’m shaking my head at this beast. Never in my life would I have imagined I would ever experience that in a Cadillac.
Yes, I’ve been aware of the great strides Cadillac has made in recent years. But for someone who grew up in the 1970’s and 80’s, Cadillac’s were bloated cars with wheezy V-8’s, pillow-like seats, padded roofs and a ride that practically required medicine to prevent motion sickness. Taken in that context, the CTS-V is nothing short of a revelation, and it is nearly inconceivable that Cadillac could, and did, construct such a car.
Cadillac decided that if they were to compete against the best Europe and Japan had to offer in the luxury segment, they had to carve out their own identity and style language. The CTS-V is the perfect illustration of that-this is no wannabee Benz, BMW or Lexus. The Caddy is angular, brash, and especially from the front, menacing. The sharp edges and angles are certainly contemporary, but I fear the CTS-V may not age as well as the current Mercedes-Benx E63 AMG. The optional 19″ satin graphite wheels with yellow brake calipers added to the seriousness of the car, and the bazooka-sized, dual centered exhaust tips put the exclamation point that this is not a car to be messed with.
For all the brute for the CTS-V projects outside, it offers a welcoming interior. All the tech and luxury features one would expect at this price are accounted for. The optional Recaro seats our test car came with are pricey, but highly recommended, offering exceptional comfort and superb bolstering that provides excellent support when your pushing the car. The midnight sapele wood trim in our tester warmed things up a bit and added a nice touch of luxury to the madness this car is capable of. Critics carp that the CTS-V’s interior falls short of its rivals, but I honestly cannot find one area of the CTS-V’s interior that I found cheap looking or feeling.
But even the harshest critics put all that aside when it’s time to fire up the engine. Ladies, gentlemen: a 6.2L Eaton Supercharged V-8 good for 556hp. When GM dropped off the CTS-V, I nearly wept with joy when I saw it had the six-speed manual tranny. The CTS-V looks menacing, and you had better believe it sounds pretty damn evil too. So much so that during my time with the CTS-V, I sought a tunnel just to hear it bellow. Oh, I’m sure I ticked off a few people behind me as I slowed to 55mph in the fast lane, but I quickly forgot about them when I dropped the car into 4th gear, nailed it, with the supercharged V-8’s roar in full anger reverberating through the tunnel. Cadillac says the CTS-V Coupe will do 0-60mph in 3.9 seconds, and I believe them. This car is explosive off the line, in any gear, anywhere you are on the tach. There is so much torque you really don’t need to shift much, unless you’re like me and just love to hear that V-8 work through the gears.
Thankfully, the Cadillac isn’t all just about brute force power-it has the suspension to handle it. Standard magnetic ride control is the key ingredient in giving the slightly heavy car a grace in cornering that belies its weight. While the handling is crisp and sharp, it does not come at the expense of ride comfort-the CTS-V is comfortable and supple enough that it would make for a fine cross country tourer. Steering response was excellent, and, while not quite up to BMW standards, I was impressed at the amount of road feel the steering wheel communicated to me. The Brembo brakes can stop on a dime, and are without fault, thanks to good pedal feel.
The CTS-V Coupe has a base price of $62,165USD. Our test car fitted with the optional Recaro seats, Thunder Gray paint, 19″ wheels, wood trim and suede steering wheel and shifter notched the as-delivered price to $70,435, including a gas guzzler tax. Expensive? Yes, but considering the near super-car performance numbers the CTS-V provides, 70 grand sounds like a relative bargain when you consider the fact that you can legitimately chase Ferrari’s and Lamborghini’s in a car that has a back seat and room enough for golf clubs in the trunk.
If the CTS-V doesn’t convince you that Cadillac has moved away from the Brougham land yachts of the past, then nothing will. Cadillac has built a truly legit giant killer that provides speed enough to throw you in jail, handling and braking ability on par with BMW M-cars and Mercedes’ AMG offerings, wrapped in a package that is also an easy car to live with as a daily driver. Cross town or cross country, the CTS-V is up for the job. Excellent job, Cadillac!
Between the American Le Mans series and the SCCA World Challenge, GM has developed some incredible fan loyalties for the Corvette and Cadillac brands respectively. A large chunk of that loyalty is due to the personalities driving the cars. Once upon a time led by Canadian Ron Fellows, Andy Pilgrim and Johnny O’Connell are fan faves in their own right. Now that Big Ron has more or less retired, the spotlight has shifted to Andy and Johnny.
As the team gets ready for the season opener in St Pete’s in March, the team’s social media efforts are likely going to be epic. To start things off, the team is hosting a live chat on Facebook tonight. Fans can chat directly with Andy Pilgrim and Johnny O’Connell.
To get in on the chat, “Like” the Cadillac page on Facebook and then be sure to visit the page from 8 to 8:30 est tonight.
It is not uncommon for the boys at my daughter’s high school to gather around when I show up in an interesting new ride each week. Usually, the girls barely notice the cars and you can almost taste the disdain when the boys’ attention is diverted away from them. With the pearl white 2011 Cadillac CTS Coupe, there was a different response. There were girls screaming out to each other to check out the cool car. I felt like I was one of The Beatles. Ok, not really, but you get the idea.
For those of you who were around to experience the Caddy’s of the Seventies and Eighties: Did you ever think you would see teenage girls screaming with glee at the sight of a Cadillac? Maybe a scream while they ran away!
Over the past decade or so, the folks at Cadillac have been hard at work revising the brand and positioning their product in front of a different demographic. The popular CTS sedan was key to bringing more youthful buyers into showrooms, while the Hip Hop crowd took a shining (quite literally) to the Escalade. The interesting thing is that while high school age dreamers want a Cadillac, the oldsters are still digging the Caddy brand. Talk about a broad market!