2010 Cadillac CTS Sport Wagon

2010 Cadillac CTS Sport Wagon

Episode 2909 , Episode 2922
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

For almost a decade, Cadillac has been on a mission to change its image from mature-posh to Euro-chic. Their main weapon has been the mid-size CTS sedan. Well, with the CTS now firmly rooted as the best sport sedan ever made by an American brand, it’s time for Cadillac to do what a European brand would do, and build on success. This is the CTS Sportwagon-and it’s not just a way to get groceries fast!

The second generation Cadillac CTS bowed for 2008 with classic European sport sedan proportions and the most pleasing rendition yet of Cadillac’s angular “Art & Science” design language. That language is now extended to the 2010 CTS Sport Wagon. Riding on the same 113.4-inch wheelbase, the 5-door is in fact a third of an inch shorter overall than the 4-door at 191.3 inches.

The CTS’ big, confident grille, headlights, and tasteful fender ports carry over unchanged from the sedan. But the Wagon’s chrome-rimmed greenhouse gives its flanks a sporty, going-fast-standing-still character that is distinct from the sedan’s, jetting rearward into a substantial D-pillar. Angular vertical taillights rise above a near flush rear bumper, looking remarkably like fins. The CTS Sport Wagon grabs the pavement with low-profile rubber wrapped around 17-, 18-, or our car’s 19-inch alloy wheels.

Like the sedan, the wagon’s interior is refined, sporty, and luxurious. The CTS has the richest interior design yet from GM. The big, serious motorcycle-style gauges remain, as does the tilt/telescoping wheel. Sophisticated center stack controls continue to fall pleasantly to hand. OnStar is standard, while optional is an 8-inch nav system with 3D imaging that rises out of the center dash. Also rising to the top is the available panoramic sunroof.

While BMW-like leatherette upholstery is standard, our car sported leather-trimmed buckets with French stitching. But their thin design also made them rigid and hard. Meanwhile, true to the European sport sedan and wagon formulas, rear seat legroom is tight.

But raise the standard power hatch and you’ll find a long, flat cargo floor complete with adjustable tie-down clips on rails. Pull up the floor panel and there’s hidden storage underneath. Cargo space measures 25 cubic feet seats up, with a center pass-through for long, skinny items. Folding the 60/40 rear seats yield a cavernous 53.4 cubic feet. That’s almost four times the CTS sedan’s trunk space.

A new all-aluminum 3.0-liter, 270-horsepower direct-injected V6 replaces the CTS’ previous base 3.6-liter port-fuel-injected V6. The new engine has both more power and higher fuel economy. Optional is our car’s direct-injected 3.6-liter V6, with the same stout 304 horsepower and 273 pound-feet of torque as the sedan.

Government fuel economy ratings for the rear drive 3.6-liter Sport Wagon are 18 city, 26 highway on regular gas, but all we managed was a rather disappointing 19.2 miles per gallon in mixed driving. The CTS’ Energy Impact Score of 16.3 barrels of oil a year and 8.7-ton Carbon Footprint match the Audi A6 Avant’s scores exactly.

A six-speed automatic with available paddle shifters is the Sport Wagon’s sole transmission. All-wheel-drive is also an option on the wagon, but ours invested all of its powers in the rear wheels with a limited-slip differential.

At the track, the Sport Wagon jogged to 60 in 7.2 seconds and through the quarter mile in 15.5 seconds at 93 miles per hour. Slow, deliberate shifts softened power delivery.

Vented disc brakes with ABS and Brake Assist reside at each corner. They ground out average stops of 112 feet from 60 to 0, which is outstanding. Braking is a much sportier experience than acceleration, with fine stability, but more-than-expected nose dive.

Handling prowess depends on your choice of three suspension setups. The softest is designated FE1, which delivers a more traditional Cadillac ride. FE2 is significantly sportier, while the aggressive FE3 with load leveling is the stiffest. It transmits every road ripple back to the driver, but also delivers ultra-sharp handing that rivals Europe’s best.

Pricing for the CTS Sport Wagon starts at $40,655. All-wheel drive adds $1,900 more. Add the bigger engine, Nav, and sunroof and you’re well over 50 grand.

The 2010 Cadillac CTS Sport Wagon offers great style and serious versatility, yet retains all the athletic prowess of the CTS Sedan. That’s an impressive resume for any car of any shape, and it’s another step towards Cadillac emulating the best luxury sport brands from Europe. While many enthusiasts will resist any sporty car with a square back, the CTS Sport Wagon really is having your sport sedan and room for a wedding cake too.

 

Specifications

  • Engine: Direct-injected 3.6-Liter V6
  • Horsepower: 304
  • Torque: 273 Lb Feet
  • 0-60 MPH: 7.2 Seconds
  • 1/4 Mile: 15.5 Seconds @ 93 MPH
  • 60-0 MPH: 112 Feet
  • EPA: 18 MPG City/ 26 MPG Highway
  • Mixed Loop: 19.2 MPG
  • Energy Impact: 16.3 Barrels Oil/Yr
  • CO2 Emissions: 8.7 Tons/Yr
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles