2011 Cadillac CTS Coupe

2011 Cadillac CTS Coupe

Episode 2951
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Now in its second generation, the Cadillac CTS sedan has proven to be the pivot around which GM’s luxury brand has turned both status and market share. And like any smart car maker, they’ve built on that success by adding a high performance V-series variant, a sport wagon, and now a slick two-door coupe. While the luxury-sport coupe market is small, it makes up for volume with big buyer impact. So now’s our chance to see if the new CTS coupe hits its mark.

For starters, the 2011 Cadillac CTS Coupe is a stunner. Its dynamic Art & Science front fascia transfers over nearly unchanged from its four- and five-door stablemates. But, from there back, everything else has been honed to give this luxury sport coupe an even more aggressive stance. A faster windshield drops the Coupe’s roofline two inches from the sedan’s, a clipped rear overhang cuts three inches stem to stern, while the rear track steps out two inches.

So, despite being built on the Sigma chassis 113.4-inch wheelbase used by the sedan and wagon, the CTS Coupe looks like its own animal. One with claws shod with stylish 18- and 19-inch alloys that completely fill the wheel wells with wider tires at the rear. And they all hide massive disc brakes that reside at all four corners.

In profile, the wedge-shaped Coupe bears simpler lines than its siblings with a knife-edged, fast back roof NASCAR could love. Touch-pad handles tucked on the trailing edges of the Coupe’s long doors keep the big coupe’s lines shaved to design-sketch simplicity. Roll down the windows for a B-pillar-less true hardtop look.

At the rear, the Coupe’s unique character is further defined.  A chevron-shaped stop-light spoiler mounts atop the tall decklid, set between trademark vertical taillights, and above angular twin center-exit exhaust ports.

The CTS sedan and sport wagon’s optional 3.6-liter, direct-injected, twin-cam V6 is a Coupe standard, delivering the same 304 horsepower and 273 lb-ft of torque. Like all world-class luxury sport coupes, manual transmissions are in play. Rear drive Coupes sport a revised Aisin six-speed manual as standard.The all-wheel drive Coupe comes with a six-speed manual-shift automatic, which is also optional with rear-wheel drive.

Government Fuel Economy Ratings are 16 City/25 Highway for the manual, and 18 City/27 Highway for the automatic, all on regular gas.

To fit a more aggressive behavior, the coupe’s suspension gets a number of key upgrades, including smaller-diameter front, and larger-diameter rear sway bars, along with stiffer dampers all around. A limited-slip differential and stability and traction control naturally are standard.

Together they give the CTS Coupe an even more planted feel than the sedan. We noted on our Napa Valley, California preview drive that there is some tradeoff in ride comfort, but it’s acceptable given the CTS coupe’s sharper response and decreased body roll when compared to the sedan. Front and rear balance seems near perfect as this car slingshots around corners and down the road. Zero to 60 is dispatched in six seconds with the manual.

As you would expect, the supercharged V-Series treatment kicks this coupe’s fine performance equation up another couple of notches. We’ll cover that car in detail in a few weeks.

Inside, the CTS’ dynamically flared interior treatment is back. With thick-rimmed wheel, motorcycle-like analog gauges under a no glare hood, and a water-fall center stack, everything looks both serious and inviting, including optional Bose 5.1 surround sound, 40-gig hard drive, and pop-up navigation.

The standard front bucket seats are comfortable, but a bit flat. We prefer the optional Recaro Sport seats. They are thickly-bolstered and do a proper job of keeping you in place during enthusiastic driving.

Even though this is a 2+2, rear seat legroom shrinks by less than an inch compared to the sedan. But, the coupe’s sexy roofline cuts rear headroom down by over 2 1/2 inches. Still, the CTS Coupe has more rear legroom than either the BMW 3-Series or Infiniti G-Series Coupes. The flip-side of the fine interior equation is a small trunk- at 10.5 cubic feet. Still, for more stow and go, the Coupe’s rear seat does fold flat.

Prices for the 2011 CTS Coupe are competitive to rivals, starting at $38,990. All-wheel drive adds $1,900 more, while options can easily push it over 50 grand.

With a sedan, a wagon, and now a luxury sport coupe, the CTS stable looks complete. All of our favorite facets of the sedan have been left intact-or improved upon-for the new Coupe. The 2011 Cadillac CTS Coupe not only hits its mark, it blasts right through it.



  • Engine: 3.6-Liter Direct-injected Twin-cam V6
  • Horsepower: 304
  • Torque: 273 Lb Feet
  • 0-60 MPH: 6.0 Seconds
  • EPA: 16 MPG City/ 25 MPG Highway
2024 Polestar 2 3/4 Front

2024 Polestar 2

More Range And More Power For The Polestar 2

Episode 4333
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there. Now, we’ve spent lots of time in their all-wheel drive, five-door Polestar 2, having tested it in 2021, and a year later when a two-wheel drive version arrived. But, EV updates are coming quickly. So, let us be your guide for all that’s new with the Polestar 2.

While we are driving more EVs than ever, we’ve also been spending a lot of time recently circling back to ones we’ve previously tested. As in this new era of electrified vehicles, significant updates are arriving quickly, with R&D investments increasing and retrofitting them easier than ever. This is often done through software updates that can even be accomplished over the air. For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.

Clearly aimed directly at Tesla’s Model 3 when it arrived; the Polestar 2’s build quality was vastly better, but range definitely came up short. So, addressing that was priority No. 1; and for ’24 the Polestar can travel up to 20% farther than before while consuming 9% less energy, and when it comes time to charge it back up, it can do that 34% faster too.

2024 Polestar 2 Dead Front
2024 Polestar 2 Profile
2024 Polestar 2 3/4 Rear
2024 Polestar 2 Dead Rear
2024 Polestar 2 Charge Port
2024 Polestar 2 Wheel
2024 Polestar 2 Badge
2024 Polestar 2 Badge 2
2024 Polestar 2 Dead Front2024 Polestar 2 Profile2024 Polestar 2 3/4 Rear2024 Polestar 2 Dead Rear2024 Polestar 2 Charge Port2024 Polestar 2 Wheel2024 Polestar 2 Badge2024 Polestar 2 Badge 2

Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82-kWh battery pack, and that solitary motor now powers the rear wheels, not the front wheels. It’s also bigger, coming in at 220 kW compared to the previous 170 kW front-wheel drive version, going from 231 to 299 horsepower.

Dual Motors keep the same 78-kWh battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310-kW output with 421 horsepower. Our test car has the added Performance Pack, which uses an additional 35 kW to deliver 455 horsepower and 546 lb-ft of torque, though max range drops to just 247 miles.

The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kW for an 80% charge in 20 minutes; max for dual-motors stays at 155 kW, which puts an 80% charge at 34 minutes. Using 32 kWh of electricity per 100 miles, the Dual Motor earns a good efficiency rating.

The [Polestar] 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.

Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.

The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor. And especially when equipped with the Performance Pack as it not only includes more power, but adds 20-inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers. It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge if you at all enjoy driving.

Even on a 20-degree track day there was plenty of grip through our handling course. No understeer or oversteer, and lots of feedback through the wheel. There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds. Power delivery stayed pretty intense up until about 80 mph when there was a definite tapering off. Still, it was a 13.4-second quarter-mile at 102 mph; smooth, quiet, and stable the whole way.

2024 Polestar 2 Driver Side Dash
2024 Polestar 2 Passenger Side Dash
2024 Polestar 2 Front Seats
2024 Polestar 2 Steering Wheel
2024 Polestar 2 Instrument Cluster
2024 Polestar 2 Center Display
2024 Polestar 2 Shifter
2024 Polestar 2 Rear Seats
2024 Polestar 2 Front Trunk
2024 Polestar 2 Trunk
2024 Polestar 2 Driver Side Dash2024 Polestar 2 Passenger Side Dash2024 Polestar 2 Front Seats2024 Polestar 2 Steering Wheel2024 Polestar 2 Instrument Cluster2024 Polestar 2 Center Display2024 Polestar 2 Shifter2024 Polestar 2 Rear Seats2024 Polestar 2 Front Trunk2024 Polestar 2 Trunk

When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just “Googling it” so it doesn’t seem out of place at all. The wireless phone charger is easy to access, and there’s a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience. Exteriors have also been enhanced with a smooth grille insert and new wheel choices.

Hatchback practicality means 14.3 cu-ft of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cu-ft. Plus, there’s even a sizeable storage bin up front under the hood.

Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.

For a car manufacturer that hasn’t even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing. They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.


As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 455
  • 0-60 mph: 4.5 seconds
  • EPA Range: 247 miles
  • Efficiency : 32 kWh / 100 miles
  • Battery Size: 78-kWh
  • Torque: 546 lb-ft
  • 1/4 Mile: 13.4 seconds at 102 mph
  • MW Test Loop: ~ 194 miles
  • Peak Charging Rate: 155 kW