In North America, Cadillacs are typically seen as the ride of choice for your retired dad in khaki shorts. But it wasn't always like that. From its early days up to the 1970s, Cadillac was about as close to a Rolls-Royce as you could get on this side of the Atlantic. Models like the Calais, de Ville, or Eldorado were America’s loudest statements of luxury. Massive dimensions, rich materials, advanced tech – the 1976 Brougham d'Elegance stretched nearly 6 metres and was second only to the '73 Chrysler Imperial in length.
The Teenage Identity Crisis
Towards the end of the 20th century, Cadillac stumbled through an identity crisis or two. First came the awkward teenage phase: slimming down, ditching rear-wheel-drive, and trying to chase European tastes while still clinging to Grandpa's wallet. The next crisis was much deeper. Cadillac tried hard to appeal to luxury import buyers but failed to break through. Then, unexpectedly, something clicked: the Cadillac Escalade. The first Escalade mixed practicality, size, off-road chops, and prestige in one chunky package. It sprinted into American driveways and helped GM realise that clinging to pre-war luxury ideals just wasn't working. Escalade hit the nerve Cadillac had lost – and it was exactly what GM needed.
Reinvention
Cadillac needed a reboot. Escalade was step one. Then came "Art & Science" – a philosophy to put Cadillac back at the design and tech frontier. The idea? Use bold, angular design to tell the world these were advanced, modern cars. That idea stuck. The CTS sedan became the brand’s flagship in this new age, aimed squarely at BMW 5-Series and Mercedes E-Class.
CTS wasn't just a car. It mirrored American society. After WWII, car design became wild and flashy – a reflection of booming optimism. After JFK’s assassination, cars got boxier, more serious, and stripped of chrome excess. Post-9/11, American cars became even more restrained, inside and out. CTS captured that mood: clean, sharp, and grown-up. The styling was confident without being obnoxious, and it showed that an American sedan could be taken seriously again. In many ways, it stood at a cultural crossroads – a car shaped by economic uncertainty, global influence, and a changing view of what modern luxury should look like.
The CTS-V
The CTS-V was Cadillac’s first proper V-badged sport sedan. A new look and some fancy engines weren’t enough. In 2004, the CTS-V dropped a 5.7L LS6 V8 from the Corvette Z06 under the hood, paired to a 6-speed Tremec manual and a 3.73 rear end. 400 hp and 506 Nm of torque meant everything underneath had to be beefed up – cross members, driveshaft, steering bits, the lot. Suspension upgrades? You got it: Nivomat shocks, aluminium arms, thick sway bars, and unique 6-lug alloys. And it could stop. Brembo 4-pots clamped down like a bulldog on a steak. On the Nordschleife, the 2004 CTS-V did an 8:19 lap – a full second quicker than the E39 BMW M5 with the same power output.
The Drive
Driving it around the rougher parts of Vilnius, it behaves better than most would expect. Sure, it’s got sport sedan genes, but it still rides softer than your average BMW of the same era. It’s composed, comfortable, and doesn’t beat you up. On normal roads, it’s a calm companion. The steering is light but responsive, and you’re always reminded it’s a 2-ton brute with a temper.
Go hard, and it plays ball. It corners with confidence and grip, with the LS6 V8 growling its way out of every bend. BMW might have had more polish, but Cadillac had attitude. Press the stability control button and, just like that, the CTS-V will smoke its rear tyres into oblivion. That V8 deserves a chapter of its own. The LS6, borrowed from the C5 Corvette, is compact, lightweight, reliable, and punchy. It's the American answer to VW’s 1.9 TDI: endlessly moddable, goes into everything and lasts forever. But unlike a smoky diesel, this thing sings. The engine does all the heavy lifting. You can lift off the clutch and the CTS-V just rolls forward and keeps going. Power delivery is smooth, broad, and addictive. It pulls in any gear, at any revs, all the way to redline.
Soundtrack of a Legend
The LS6 doesn't just go; it sounds magnificent. Deep, layered, and rich – without the overengineered flatness of many European V8s. That short-ratio rear end gives it a punchy launch, though early cars were known to shred their diffs under hard launches. Despite all the aggression, it’s still got that American softness. The leather seats are squishy, especially in the back. The leather is top-notch. The door panels? Not so much – cheap plastic that rattles like a janitor’s boot heel.
However, they are rare. The first-gen CTS-V was only built for four years. If you're hunting for one in Europe, good luck. But if you do find one, it's a killer alternative to an M5 or E55 AMG – cheaper to buy, easier to maintain, and packed with personality.
A Future Classic in the Making
It won’t stay cheap forever. The original CTS-V ticks all the collector boxes: V8, manual, limited production, iconic brand. It marked a major turning point for Cadillac. It’s tough, fast, fun, and tells the Germans they’re not the only ones who can do fast sedans right.
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