Cadillac CTS-V Sedan 1st Generation 2004-2007 Review

Cadillac's 1st-gen CTS-V was on the market for only four model years and was never facelifted during that time.

The 2004-2007 first-gen CTS-V was launched with the 400-hp 5.7-liter LS6 small-block Chevrolet V8. For the 2006 model year, it was replaced by the 6.0-liter LS2 V8 with the same power and torque, but a flatter and more user-friendly torque curve. Both engines have the same six-speed manual transmission and drive the rear wheels through a Getrag limited-slip differential. This transmission featured GM's skip-shift feature that locked out second and third gears during light-throttle running, causing the driver to automatically shift from first to fourth - made possible by the big-displacement V8's hearty torque delivery and done to comply with CAFE fuel-consumption standards of the time.

Modern, downsized turbocharged engines use less fuel than hulking naturally aspirated V8s like that in the first-generation CTS-V. Still, it wasn't bad for what it was, with an expected combined cycle of 16 mpg with either engine, giving a range of around 270 miles on a 17-gallon tank. Not too many of these performance specials were sold, so quite a few owners submitted their real-world fuel-consumption figures to the EPA. Of course, the EPA has no control over how these figures were obtained, and they are instead useful to see what is possible. In the case of the 6.0, the 21-mpg figure is not an average of several cars but a figure submitted by a single owner, most likely obtained in highway driving.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

Safety standards were lower in the early 2000s and as the top dog in its range, the Cadillac CTS-V first gen is quite comprehensively equipped for a 2004 vintage. Standard safety features include ABS brakes with electronic brake-force distribution, multi-stage switchable stability control, six airbags, automatic headlights, daytime running lights, tire-pressure monitoring, an auto-dimming interior rearview mirror, and a post-collision safety system.

Tested according to the NHTSA's less stringent pre-2011 crash-test standards, the CTS range achieved good scores. The CTS-V wasn't tested separately but shares its body structure with other CTSs, so the results apply to it. It scored four stars out of five for all tests except for the passenger side-impact test, for which it scored full marks.

There is only one first-generation Cadillac CTS-V trim level that comes more or less fully loaded as the flagship of the CTS lineup. Besides the bigger engine in 2006 and some annual changes limited to equipment and feature additions, the V stayed the same for all of its model years.

The interior of the first-gen Cadillac CTS-V is a surprisingly decent effort and although not very harmonious in terms of design, and with some cheaper bits of trim obvious, it can actually hold a candle to its European rivals. It is most certainly more spacious than them, even in front, where the Germans treat their occupants well; with 42.4, 38.9, and 56.6 inches for its front-seat legroom, headroom, and shoulder room, respectively, it beats an Audi S4 by at least an inch in all directions. Moving to the rear seat, the Caddy beats the Audi's legroom by a significant two inches and comes close to that of the Audi A6 of the time - one size class up. There is only one tradeoff, and that is in trunk space. The CTS-V's tight 12.5-cubic-feet space is almost a cube down on the S4's.

The CTS-V gets minor lube services every 5,000 miles. It gets a bigger service every 15,000 miles when many more things are checked, and the cabin filter is replaced. Every 30,000 miles, the air and fuel filters are replaced as well - this should amount to around $535 at Cadillac and $305 at an independent shop. At the 60,000-mile service, all of the above-mentioned items are attended to, taking the cost to around $615 and $375, respectively. The spark plugs and PCV valve must be replaced at the 100,000-mile service, which will run close to $900 at a Cadillac dealer and around $620 elsewhere. It's a good idea to replace the transmission fluid every 60,000 miles or so, and this can be done for around $290 at a transmission specialist.

The basic lube service performed every 5,000 miles should cost you around $210 at a Cadillac dealership and less than $150 at an independent service center. If you want to perform the oil services yourself, six quarts of fully synthetic 5W-30 motor oil and a filter should not cost more than $75. Other service-item prices are $96 for a set of spark plugs, $24 for an engine air filter, $55 for a cabin air filter, and $69 for a fuel filter.

Here is the complete list of 2004-2007 Cadillac CTS-V recalls:

• The 2004, 2005, 2006, and 2007 Cadillac CTS-V recall for its brakes covered 4,907 cars in total. They were recalled to replace both front brake-hose assemblies, which may corrode, leak brake fluid, and lead to brake failure.
• The 2004-2007 CTS-V was recalled to replace a fuel module and fuel-tank jumper harness due to the fuel pump's electrical terminal that may overheat, melt, leak fuel, and cause a fire.
• There were various restraint-system-related recalls. 2004-2007 CTS-Vs were affected by a GM recall involving over 550,000 cars to replace an ignition switch that might disable the airbags, even though the key is in the "run" position. The 2004 Cadillac CTS-V airbag recall was issued to replace the sensing and diagnostic module that may cause the frontal and curtain airbags to deploy inadvertently. 2004 models were recalled to secure the front seats' anchor tabs to the floorpan due to the possibility of detaching, allowing the seats to pivot rearward in certain accidents. 2005-2007 models were recalled to replace the front passenger seat's occupant sensing mat, which may become kinked, subsequently failing to sense the presence of an occupant or to deploy the passenger airbag in a crash.
• 2004 models were recalled to replace the front suspension's lower control-arm ball stud, knuckle, and nut, because they may fracture and cause a loss of vehicle control and even the detachment of a wheel.
• 2005-2007 cars were recalled to replace a rear-axle pinion seal that may leak differential oil and cause differential failure.
• 2007 models were recalled to install a wiring harness that will prevent the inadvertent operation of the sunroof.

Here are a few typical OBD-II error codes you may come across:

• On any 2004-2007 CTS-V, P0207 indicates an issue with a fuel injector or its wiring.
• On a 2004-2007 CTS-V, P1516 denotes a problem with the throttle actuator control (TAC) system.

On some CTSs, the steering-wheel position sensor may fail, lighting up the Service Stability error on the instrument panel. This happens at an average of 100,000 miles and costs around $110 to fix. On a test drive, ensure the clutch engages smoothly and that there are no clunks and shunts in the driveline. Because all CTS-Vs have a manual transmission, abusive drivers may have revved the engine and dropped the clutch, putting a lot of strain on the driveline. This is exacerbated by the rear axle's tendency to tramp when subjected to brutal launches. Replacing the motor mounts alone will cost more than $1,000. A new clutch will probably set you back in the region of $2,000 because it requires the replacement of the dual-mass flywheel as well. An aftermarket performance clutch kit with flywheel can cost between $1,000 and $1,500 in parts only. You might encounter the P0833 code on a CTS-V with a clutch problem; it indicates an issue with the clutch-position sensor.

All model years of the 1st-gen Cadillac CTS-V are prone to a worn or loose gas-tank cap that may trigger the CEL - this can happen at any mileage. The bezel around the rear numberplate that contains the backup light has a habit of detaching, too, and replacing it costs between $700 and $1,000. Besides the ignition-switch recall, another ignition-related problem is that the key can become stuck in the ignition, necessitating the replacement of the ignition switch. First check whether this is not covered by the recall. Look out for exterior light-bulb failures too. The headlight bulbs are notoriously difficult to replace. To replace an HID xenon lightbulb and its ballast costs around $70 in parts before labor, but the average bill with labor included hovers well above $300. The mighty V proved more reliable in general than any normal CTS, and there were few problems and no recall on the 2004-2007 Cadillac CTS-V for AC, wiper-motor, paintwork, instrumentation, or other related issues.

We'd avoid the 2004-2005 model with the LS6 5.7-liter engine because it is prone to more engine trouble and does not come with a standard sunroof. The 5.7s were more troublesome in general, with more recalls issued against them as well, although all the recall work should have been done free of charge and should not be a deal-breaker in itself.

A 2006 or 2007 6.0-liter CTS-V with the LS2 V8 and the standard sunroof is the one to have. This engine has a superior valley cover and should not suffer the oil leaks and oil consumption of the LS6. The engine is also more understressed and effortless in its mid-range torque delivery without exacting a fuel-consumption penalty. In fact, the 6.0-liter LS2 is perhaps the most reliable engine in the entire CTS lineup, with a lot more 2004-2007 Cadillac CTS engine problems on 2.8, 3.2, and 3.6 V6 models registered due to their problematic and much-maligned GM HFV6 engine than on the 6.0-liter performance "V".

For an all-American muscle sedan with a naturally aspirated V8 and rear-wheel drive that challenges M5s and E55s for a whole lot less money, there aren't many that comes as close as the Cadillac CTS-V sedan's 1st generation. The fact that it's also larger than its price rivals makes it a compelling deal. It's just a shame the trunk is so tight. The 5.7 has a few too many issues, so stick to the more modern 4th-gen 6.0-liter engine, and you'll have reliability too, just go for a proper test drive to make sure the manual transmission and driveline have not been abused - and walk away from modified or tracked cars.