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
2023 Mazda3

2023 Mazda3

Still The Same Mazda3, Just A Bit Better

Episode 4304
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When the fourth-gen Mazda3 arrived for 2019, it grew a little more stylish, a lot more upscale; and loads more practical too, adding all-wheel drive into the mix for the first time. How does it get better than that? Well, for ’23 the 3 adds an engine update that promises to deliver more power and better efficiency. Time to speak truth to this power.

The Mazda3 has always been a great compact car, big on both fun and value, and has earned numerous MotorWeek Drivers’ Choice Awards over the years. This current-gen has been on the road for 4-years now, and it gets even better for 2023.

Starting with the powertrain, the base 2.0-liter I4 has been eliminated leaving just 2 versions of the 2.5-liter 4-cylinder, turbo and non-turbo. Base versions get a 5-horsepower bump to 191-horsepower, along with updates for its cylinder deactivation system. The 2.5 Turbo fits standard all-wheel drive and outputs the same 250-horsepower and 320 lb-ft. of torque as last year; provided you use Premium gas. Max ratings drop to 227-horsepower and 310 lb-ft. with Regular.

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A 6-speed manual transmission remains available in front-wheel drive 3s, but AWDs come exclusively with a sport-tuned 6-speed automatic. We found it well-sorted and seemingly always on the same page as us whether we were shuffling through back roads or sitting in traffic. There is a softer overall feel compared to Mazda3s of old, which you’ll appreciate when encountering harsh pavement, but it still feels plenty agile when called upon.

That softer feel certainly carries over inside, where it has gotten much quieter, and quite nicely finished, consistent with Mazda’s Audi-like premium intentions. All 3s get an 8.8-inch center display, and all of the fingerprints on our test car’s screen signifies most people assume it’s a touchscreen. It’s not, however, as inputs are made with a rotary controller on the console. It’s not the most intuitive system, but once you’re past the learning curve, it’s tolerable.

The rear seat room doesn’t have the roomy feel of the Subaru Impreza, but space is certainly more than adequate compared to the rest of the compact set. Rear cargo space for this hatchback rates a good 20.1 cubic-ft. with trunk space in the sedan coming in at 13.2 cubic-ft. So yes, the Mazda3 remains available in both sedan and hatchback, but we still prefer the 5-door hatch both for its practicality and for its sporty looks. Top Turbo Premium Plus gets gloss black aero treatments including a roof spoiler and front air dam.

At the test track, power from the 2.5-turbo felt more than adequate off the line, using all-wheel-drive grip to bite into the pavement and get up and go to 60 in 6.0-seconds flat. There was virtually no turbo lag, and the engine felt nicely refined with its power delivery. Transmission operation was equally as smooth and kept the power flowing quite effectively throughout the ¼-mile, which ended in 14.5-seconds at 95 miles-per-hour. We really appreciate a well-tuned 6-speed in this world of overactive 8 and 10 speed automatics.

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While there was definitely some understeer to manage in our handling course, the 3 turned in quickly and provided real, sporting feedback through our cone course. I-Activ AWD features G-Vectoring Control Plus, which uses both engine torque vectoring as well as selective braking to minimize body roll, and preserve the lively feel we’ve come to expect from Mazda. In panic braking runs, the pedal was soft, but that kept ABS pulsing to a minimum; and the results were great, as we averaged a very short 106-feet from 60, with minimal nose dive and stable, straight stops.

Government Fuel Economy Ratings for an all-wheel drive Turbo are 23-City, 31-Highway, and 26-Combined; we averaged a good 28.4 miles-per-gallon of Regular.

Obviously by eliminating the previous base engine, prices have taken a jump for ’23, but so has everything else. Still they remain more than reasonable. The base S now starts at $26,855, with the top Turbo Premium Plus at $37,815, with many options in between. And sedan prices are even more sensible, starting at $23,715.

Like most brands, Mazda seems to be going all-in on SUVs; as the 3 is the last family sedan and hatchback in their lineup. And it would be a real shame if that were to change. As the 2023 Mazda3, the hatchback in particular, is just about the perfect car, offering utility vehicles levels of practicality along with better than average luxury, plus handling performance that few crossovers can match. So, long live the Mazda3!


As Tested

  • Engine: 2.5-liter Turbo-4
  • Horsepower: 227 | 250
  • 0-60 mph: 6.0 seconds
  • 60-0 Braking: 106 feet (avg)
  • MW Fuel Economy: 28.4 MPG (Regular)
  • Transmission: 6-speed auto
  • Torque: 310 lb-ft. | 320 lb-ft
  • 1/4 Mile: 14.5-seconds at 95 mph
  • EPA: 23-City / 31-Highway / 26-Combined