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.



  • 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
2023 GMC Canyon 1

2023 GMC Canyon

Canyon Goes Bigger

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.

Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.

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The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.

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The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!


  • Engine: 2.7L Turbo-4
  • Horsepower: 310
  • 0-60 mph: 7.5 seconds
  • 60-0 Braking: 121 feet (avg)
  • MW Fuel Economy: 18.2 mpg (Regular)
  • Transmission: 8-speed auto
  • Torque: 430 lb-ft.
  • 1/4 Mile: 15.6-seconds at 91 mph
  • EPA: 17 City / 21 Highway / 19 Combined