The new branding ad features the Cadillac CTS, the CTS Sport Wagon and the Cadillac SRX. But the real money shot's at the end with a little taste of the two-door hotness to come from Cadillac. But yes, folks, we're told that's not the CTS Coupe concept — that's the actual Cadillac CTS Coupe.

The rise and fall of minivans and then SUVs and social pressure towards more responsible and fuel-efficient options is making the time right for the return of the wagon. They offer the gear-toting capability of SUVs, the step-over height, performance and fuel-efficiency of cars and they take nothing from the minivan, thankfully. Their major weakness has been styling, considered the more staid option compared to their sedan bases. The CTS Sport Wagon takes the wagon form to a level of sexy rarely seen in the segment.

An easy gauge of public interest in a car is how many times you're goaded into rolling down the window at a stop light by a dumbstruck motorist excited to know more about it. We knew Cadillac had done their job the fourth time someone stopped us to talk in the same day. The fellow behind the wheel of a Mercedes C-class wore a wide-eyed expression of an eight-year-old at the toy store, which told us what we already knew. This wagon is hot. It takes everything we like about the Cadillac CTS and somehow makes it even better. The long roof-line makes it seem sleeker, more finished — as if this was the original design, and the sedan was cut from it.

Like its CTS brother, the Sport Wagon is one of the best luxury cars on the market. It does absolutely everything right. The interior is beautifully finished, the wood, leathers, technology and quality are everything we expect of a Cadillac reclaiming its position as a global luxury power player. The car benefits from all 2010 CTS upgrades, including 6.5 lbs of additional sound damping and completely redesigned transmission mounts to remove harshness at certain engine speeds.

The base 3.0-liter V6 makes 270HP and our optional 304 HP direct injection 3.6-liter V6 balanced power and smoothness; there's significant thrust underneath the grown-up physique. Sadly, the manual transmission won't be available in the Sport Wagon, but the automatic transmission is well sorted. It's equipped with a manual mode activated by buttons on the back side of the steering wheel, but we recommend leaving it in full auto, as the shifts in manual are a bit sluggish for our tastes. The car is expected to return 18/27 MPG figures, and we saw 16.5/25.5 MPG with aggressive driving, so we're certain it'll do those numbers without trouble. Turn off the traction control and the car will happily indulge your mischievous side — donuts and oversteer are only a throttle stab away and the car is predictable as a go-kart, just like the CTS.

Then you pull into the driveway, fold down the seats, and toss your bicycle in the back. Or a month's worth of groceries. Or the dog. There's 58 cubic feet of storage back there with the seats down, 25 up. The only concession you make to get the massive storage is reduced visibility out the back window. The blind spots are there, but are no more intrusive than the sedan, and the backup camera and proximity sensors eliminate those in tight spaces.

Production on the Sport Wagon started last Monday, and with a starting price of $40,485, the car thoroughly crushes its remaining German rivals for the price. Our optioned-out performance package came with heated and cooled seats, XM radio, 18" Contisport 3 summer tires, more aggressive suspension tuning, a faster steering ratio and stiffer anti-roll bar. Well worth it in our opinion. The CTS Sport Wagon is everything a luxury wagon should be, it's refined and comfortable, not afraid of a little work on the side, and very importantly, fun to drive. After the CTS-V, the Sport Wagon is the best car in the Cadillac lineup right now. Well, until the CTS-V Sport Wagon. Hello, GM bean counters, are you listening?

That's a good question. Whereas once we were told the CTS-V Coupe was "still being looked at," as of Friday we've been told it's not only a "go" — it's coming in May alongside the plain ol' CTS Coupe. Can someone say M6 Coupe-killer?

Mr. Siler better get his box of superlatives out, because the new CTS-V coupe is shaping up to be one sexy beast. This well-developed mule is sporting all kinds of upgraded goodies, most noticeable are the bulging hood and wider fenders holding some fat low profile tires, the mesh grille each V-entry gets, taped-over badging on the doors and apparently around back there's a set of center exit exhaust tips poking out. We expect no less than the rip-roaring 6.2 liter supercharged, 556 HP V8 from the CTS-V sedan, and apparently function has won out over form, with the brake rotors going to a solid design rather than the flashy but lower performance cross-drilled rotors. We can't wait to see this thing in action. [Detroit News]

Hennessey's been getting mighty cozy with GM's new line of supercharged small blocks, first tuning the Corvette ZR1 to create the amazing ZR700 and ZR750, and now getting their hands dirty on the wolf in sheep's clothing 2009 Cadillac CTS-V to create the Hennessey V700 CTS-V. The only real numbers that matter are the following; 700-horsepwer @ 6,300 rpm, 701 lb-ft of torque @ 3,400 rpm, 0-60 in 3.1 seconds, 1/4 mile in 10.9 @ 129 mph and a top speed of 211 mph when you're rowing your own gears. You can't deny that those are impressive numbers, especially considering that they're being made by a 4200 lb luxury sedan.

Hennessey's first order of business was to open up the lungs of the 6.2-liter supercharged LSA V8 by strapping on a 4-inch cold air induction system, 1 7/8-inch long tube stainless steel headers, 3-inch stainless steel mid pipes and high flow cats. Next they tapped into the brain with an engine management software upgrade. The nice Eaton supercharger sitting in-between the cylinder banks received a new pulley and snout and the intercooler received a heat exchanger upgrade. The Houston crew then cracked open the motor to give the V700 a nice upgraded camshaft as well as new high flow cylinder heads.

Included in the package are an aggressive looking set of 20-inch HRE wheels neatly wrapped with 305/45-20 Nitto drag radial tires, Hennessey embroidered head rests, and a serial numbered plaque on both the dash and under the hood. Hennessey hasn't released the price for the package just yet, but you can purchase any of these upgrades for your '09 CTS-V separately. We beg to ask the question why you'd purchase them separately when this is such a badass complete package. If we had the money... well, our Dad told us not to dream like that anymore.

If 700-horsepower isn't enough for you, Hennessey is also developing the V800 Twin Turbo that has, you guessed it, 800 horsepower @ 6,200 rpm @ 15 psi and 780 lb-ft torque @ 4,400 rpm via a twin ball bearing turbo setup. We'll bring you updates when we learn more. [via Hennessey]

While flipping through the seemingly endless pages of GM's corporate restructuring (all 117 to be exact) we found something a little interesting, a single photo of the production 2010 Cadillac CTS Coupe that will be built Lansing, Michigan and feature a 3.6L V6 mated to a 6-speed auto transmission. So GM, you're telling us it's basically like the CTS sport sedan, but with two fewer doors? Awesome. It looks like the SORP (Start Of Regular Production) is set for June of 2010 with an estimated on sale date in the Fall. Thanks GM!

[via GM, FastLaneDaily (Not really, but it makes them feel better)]

We know the CTS-V has gone over well with even the most anti-American critical European journalists, like Jeremy Clarkson. Now, imagine a car with many of the CTS-V's sporting upgrades, but with a lower price, just as much torque, and much better fuel efficiency. They've been going crazy over BMW turbo diesels in Europe for years, so a Duramax CTS could finally be Cadillac's big push across the pond. But who knows, maybe the it'll never happen. [MotorTrend]

Climbing into the CTS-V in New York’s northern suburbs, I was on a high. Just one week previously, I’d spent the day lapping GM’s Milford Proving Grounds in the best car ever made, the 2009 Corvette ZR1. The CTS-V promised to be more of the same; it uses a similar 6.2-liter supercharged engine, but here making a not-quite-as-ridiculous 551 lb-ft and 556 HP (to the ZR1’s 604 LB-FT and 638 HP). Also present are similar electromagnetically controlled shocks, promising both a smooth ride and, more importantly, mind-bending handling. Those numbers lead to a 0-60 time of just 3.9 seconds, that 191 MPH top speed for the manual transmission version (the only model I drove) and combine with that suspension to deliver a ‘Ring time of 7:59.32, making it the fastest production sedan in the world.

My ability to restrain my inner demons lasted all the way from White Plains across the Tappan Zee Bridge, a notoriously poorly assembled pile of broken concrete and steel plates that masquerades as the main route over the Hudson north of the city. Cruising down the right lane of the congested highway during rush hour, trying hard to preserve both my license and my life while dicing with trucks and crazy bitches from New Jersey, there’s little to indicate the CTS-V’s potential. The engine is quiet, the Tremec six-speed is smooth and the dual-plate clutch (similar to the ZR1’s) is light. The ride’s also seriously impressive; I prefer the controlled-but-firm nature of European performance car suspensions over the soft and squishy nature of most American cars. And the CTS-V satisfies my Euro snobbery not just with its suspension, but in the interior too. In V trim it gains glossy piano-black highlights, supportive and comfy suede Recaros, a suede steering wheel and a suede gear lever. Know how awkward most current BMW interiors are and how cheap most current Mercedes feel? The CTS-V is better. Seriously. I never thought I’d say that about a Cadillac.

Of course, all this only remains a factor if you’re driving slowly. Shift down a gear, switch the suspension into Sport mode, turn off the traction control and switch Stability to “Competitive mode” and you’re ready to drive fast. There aren't many passing opportunities along Route 9 West, but with ridiculous amounts of power and torque everywhere, that rapidly ceases to be a problem. Views of the Hudson over my right shoulder disappear as speed focuses my vision into a tunnel. Driving the CTS-V fast, on the road, you rapidly forget that you’re driving a big luxury car. Its movements are precise, yet untroubled by cracked pavement or pot holes. Hit one at speed while cornering and it scarcely upsets the car, never once punting it sideways. That I can say this about a car that will light the rear tires up merely by flooring the throttle in fourth gear is kind of mind-boggling.

Later in the day, out on the track, the rev limiter ceases to be an issue. Here, free to concentrate on your own driving instead of others’, it’s easier to keep the big engine in the middle of its torque curve, which peaks at just 3,800 RPM. The power becomes almost secondary to the cornering, which at high speed is controlled and grippy, while slower corners move the balance over to sideways. Compared to the ZR1, The CTS-V has to carry 836 LB more through the corners on narrower versions of the Michelin PS2s. Prone to initial understeer, it only takes some right foot to step the tail out into a controllable slide, so the experience is somewhat less controlled than driving a ZR1, and a fair bit slower, but equally fun in its own unique way. Cadillac had to order me out of the CTS-V at the end of the day, after four hours of continuous lapping.

By now, you’ve probably guessed that I really, really enjoyed driving the Cadillac CTS-V. It offers a new level of capability for performance sedans on the track, but especially on the road. In both environments it’s amazing fast, but also exploitable. Think of it as a ZR1 that you can drive people around in, that looks way classier and that you’ll actually be able to push to its limits, and you won’t be far off. Cadillac inevitably compares it to cars like the BMW M5 and Mercedes E63 AMG, but starting at “around $60,000” it’s considerably cheaper; with a 0-60 time of 3.9 seconds it’s considerably faster and it’s also considerably more involving. I’d compare it to the more closely priced BMW M3 Sedan, which may have a slight edge on precision, but is also shy 142 HP and 256 lb-ft, while the CTS-V only weighs 474 pounds more. With this car and the ZR1, General Motors now makes two of the fastest, most exciting and just plain best performance cars. Ever. And yes, the 2009 Cadillac CTS-V does epic burnouts, too.

Last year at Detroit, in addition to the Cadillac CTS Coupe concept, GM debuted the new production CTS-V sedan, which will go on sale before the end of the year. Given that, as well as what we've heard from our sources, it's highly likely we'll see the CTS-V Coupe get its sheet whipped off at Cobo Hall in January.

We expect power to come from the same supercharged LSA as the new Cadillac CTS-V sedan, pumping out 556 HP and transferring 551 lb-ft of torque to the wheels through a Tremec TR-6060 6-speed manual or an optional paddle-shifting 6-speed automatic. Expectations are for the 0-to-60 and quarter mile times to be slightly faster than the V sedan due to a lower mass and better aerodynamics.

As with the V sedan, the Coupe will carry the same Magnetic Ride Control suspension to help it set blistering lap records at your favorite track. Stopping power is provided by Brembo in the form of six piston calipers in the front with a four piston setup in the rear and rolling hardware comes in the form of 19-inch wheels wrapped with Michelin Pilot Sport 2 summer tires.

When the CTS-V Coupe rolls off the Lansing Grand River Plant next year expect to snatch one up from your local Cadillac dealer for somewhere around $60,000. That is, if you can get one for MSRP. M3, RS4 and C63 drivers beware.

Some say he has a tattoo of a Saleen S7 on his rear end. Others tell us he was born with a penchant for oil rather than his mum's milk. All we know is he's called the Auto Insider and he's always ready to provide the scoop from the other side of Eight Mile.

Jalopnik Snap Jugdement: Considering we'll be seeing two all-new dedicated hybrids from Toyota, the formal debut of the 2010 Honda hybrid, who knows what from Nissan, and with the first fully-formed Chevy Volt revealed just a couple months earlier, the 2009 Detroit Auto Show is setting up to be a serious, next-gen hybrid battle royal.

More interesting to us, contrary to reports of the declining influence of the Detroit Auto Show and the rise of the LA Auto Show, is a trend of increasingly prominent Detroit unveils. Detroit will be showing off hybrids and meat-and-potatoes products — both at the forefront of consumers minds. While the LA Auto Show continues to feature lifestyle products like the Lexus LF-A and the Cadillac CTS Coupe. True, the 2010 Ford Mustang is dropping its top in LA, but that's to be expected given it's a convertible. Ironic, isn't it, that a state so obsessive about portraying itself as green gets mostly vain, luxury and low-volume while a city held up as the symbol of everything backwards in the auto industry displays the future? We think so.

[via DetNews]

[Edmunds Inside Line]

CTS Coupe Spy Report

It took a long-range spotting scope to get it, but we just caught Cadillac's CTS coupe without its heavy camouflage covering. Now all that separates from the production styling of the CTS coupe is some checkerboard tape—and about a half-mile of distance between the camera and the prototype. The taped camouflage, long distance, and slightly foggy conditions all conspired to keep some of the CTS coupe's finer styling details obfuscated, but the overall design treatment is clearly revealed.

In its uncovered state, the production CTS coupe still remains faithful to the original concept, but some minor changes are visible on the prototype's rear-end. The mesh vents which flank the central exhaust on the concept have been replaced with slim red reflectors, in a nod to safety standards on the production model. Also, the concept's license plate housing has been reshaped (perhaps to accommodate both U.S. and international registration plates), while a larger chrome strip adorns the trunk lid. The overall shape to the prototype's rear bumper looks nearly identical to the concept, right down to the careful sculpting at the bottom corners which wrap around toward the central exhaust.

The side window lines look just about identical on both cars, while the truly B-pillar-free design on the concept is less exotic on the production car. Stylists appear to have done an admirable job keep a smooth glass-to-glass effect on the side windows, but a B-pillar is still in place. The front-end on this prototype looks to be straight off the CTS sedan, without the subtle body kit applied to the concept's front fascia.

With our appetite whetted upon seeing this unclad CTS coupe prototype, we're now eager to get a closer look at a similarly finished prototype running on public roads. As always, we'll keep our eyes open

Said Stephens, "We're ready. When (customers) want it - we'll do it." The idea of a four-banger Cadillac CTS Wagon is pretty alluring.

Jalopnik Snap Judgment: There's just one problem with this strategy —how do people signify they want the option of a smaller engine? Do they write letters? Attend focus groups? Isn't this a game of chicken and the egg? We're worried Cadillac's strategy is the same as GM's SUV-pickup truck strategy, which was to wait until they stopped selling them and then drastically shift development. Maybe getting ahead of the market this time would be a nice move.

[Auto Observer via eGMCarTech]

The CTS Coupe has dropped a little camouflage, exposing the prototype's B-pillar, and much of the C-pillar for the first time. We can now see Cadillac's extremely clean execution of the side glass, which gives the impression of a B-pillarless design. Prior prototypes had heavy tape and cladding just aft of the Coupe's door opening, which had given the false impression of a less graceful B-pillar design. While all indications are that the CTS Coupe will still have a conventional central side pillar, the clean look now visible on this prototype is pleasing to the eye.

We can also see most of the rear-side-window, and the angle of the C-pillar, which, not surprisingly, matches the design previewed on the CTS Coupe concept. As more camouflage falls away, we expect further confirmation of the Coupe's remarkably faithful transition from Show Car to showroom.

"General Motors will unveil a Cadillac CTS wagon this fall in an effort to compete with BMW's 3 series and Mercedes C-class wagons. Cadillac intends to start production in 2009 for global sale. GM has shown a CTS coupe concept to be produced next year."

Well, it looks like they also know there's a new SRX is on the way for 2010 and surprise, it'll be the BRX/Provoq concept:

"Cadillac also plans to replace its current SRX crossover with a production version of the Provoq concept crossover as a 2010 model."

[Edmunds]