I like to think the Cadillac CTS model saved Cadillac from joining Pontiac in the General Motors history files.

In late 2002, Cadillac introduced an all new sedan, and it had without any styling competition be it “American” or offshore. And the CTS was able to match the likes of BMW in about every category. The CTS styling was a love or hate gamble, and it paid off big time for Cadillac.

Over the next seven years the CTS has changed its looks very little, and what’s refreshing are the styling changes that were made added to the edgy appeal, but you still would have trouble telling one year’s CTS from another. I personally like the idea of not returning to the planned obsolescence that all domestic companies engaged in the past.

Not just content with having a successful CTS sedan, Cadillac ventured into the high-performance game with bigger engines, 6-speed automatic transmissions and even a 6-speed stick shift. For us who live in the snow belt, there are even all-wheel drive models available, including a CTS station wagon. I think I count 11 different CTS models available. Not including the wagon choices offered.

The base 3.0 liter V-6 engine with direct fuel injection (DFI) delivers a solid 270 horsepower. The 3.6 liter V-6 DFI puts out 304 horsepower. Or, if you want to go crazy, there is the V-series CTS with a supercharged Corvette engine at 555 horsepower. This baby will go to 60 mph in about 3.9 seconds!

As much as I like all the power offered, I found the base 3.0 liter 270 horsepower V-6 plenty satisfying. The 6-speed automatic has added a lot of potential performance over the old-fashioned 3- and 4-speed automatics. The all-wheel drive is seamless, and you forget that it’s even part of the CTS until the ice and snow arrives. Although, the standard rear-wheel drive with the standard traction control does a good job on moderately snow and icy roads.

Rated as a mid-size sedan, the CTS with the 113.6-inch wheelbase is just the right size for sporty handling. When matched up against the more familiar sport sedans such as the BMW 5 series, Audi and Mercedes-Benz, the CTS can hold its own on any course. Seventeen-inch alloy wheels are home to 255/55 HR performance tires. All anti-locking disc brakes and stability control keep the CTS glued to the pavement.

Our test CTS had about all of the big money options offered. They amounted to about 20 percent additional dollars to the total $52,390 price. Among the options were the Performance Luxury Package that included heated and cooled front seats, power telescope and tilt steering wheel, keyless remote with remote start, rear park assist and some upgrade Sapele Wood trim. That was $2,855.

Nineteen-inch summer performance tires with polished aluminum wheels, sport suspension steering wheel, shift controls performance cooling and performance disc brakes are all of which I could easily do without for the added $2,090. Next, the Recaro high performance seats, and metal pedals add another $2,800. I like the seats, but not for the money. A navigation system that included Bose 5.1 surround sound costs $2,145. I like it, but too much money again. The under hood “appearance trim” is another $110. Keep it, too. Who needs that?

This is a great sedan without most of these options that are far too costly. I would pony-up for the all-wheel drive at about $3,000 extra, because that is something that you may really need. The test CTS had a perfect silver paint job, but the pricey Recaro seats in ebony black lacked a real luxury look. Although, they were otherwise about the best “performance seats” I can recall with plenty of power adjustments, including a leg extension feature.

While the optional 19-inch wheel and tire option were a nice dress up, the 255/35x19-inch tires are too hard for my comfort. Be aware: before you order a “Performance Package” in this or any car, be sure you drive one first. The ride can become uncomfortable on Michigan roads. You do not get a spare tire, but there is a can of flat tire roadside fixer. It would be well advised to pay the extra $250 for a real tire and jack.

The restyled instrument area is better than any foreign car. And, the new CTS has a full set of new dynamic gauges.

The 3.6 liter V-6 is well mated to the 6-speed automatic transmission. The standard traction control is also a necessary component to keep the rear wheels from burning rubber even when you don’t care to. A 6-speed stick shift is also optional, but its not for me. Driving the CTS was a delight. The performance is up to or better than the off-shore competitors. There is more “ sport handling” than I care for, and I would gladly give up the ability to take the off-ramp at 70 mph in favor of a little softer ride that would be part of the standard CTS issue.

Cadillac is overcoming the perception that it’s an old man’s car. And if you are an old man like me, you can still enjoy a spirited performance sedan.

Now for my disclaimer: In the interest of full disclosure, I so loved the CTS sedan I bought a new loaded one in 2003. I only put 14,000 miles on it over the next six years. It was a troublesome car with several overnight repairs at the dealership. The last one was at just over 4,000 miles when the water pump pulley fell off. It also tore up the front of the engine cover and a couple of related parts. Cadillac tried to blame the problem on me. But never explained how they arrived at that conclusion. I was over the five-year warranty time, but not by much. It took five days and $580 to fix this. It was the third time this new CTS would be loaded onto a wrecker and off to the repair shop. Cadillac would not cover the repair after several weeks of phone and letter dances the customer service had to go through. I even wrote the head boss at Cadillac, but no response was received. My still almost new CTS has become the most troublesome car I have ever owned.

Check out Edward Noble’s blog, “Fast Eddie Cruisin Blog,” at theoaklandpress.com/blogs.