Manufacturers often seek to create a family appearance in their cars. This works particularly well for Mercedes-Benz and BMW, where stylistic elements are shared between models, thus allowing the prestige of the flagship to rub off on the entire line.
The Catera rides in fine style behind Cadillac's large traditional grille with a prominently displayed wreath-and-crest emblem. It looks classy and stylish, while satisfying aerodynamic requirements. GM family styling cues are similar to those seen on Buicks and Oldsmobiles, however, which can cause the Catera to blend into parking lots a bit more than some would like. But details are executed well. And panel fit and paint quality are of the highest order. Overall, the Cadillac Catera appears sleek and contemporary.
Catera is offered in one well-equipped model. It comes with alloy wheels, tinted windows, folding outside mirrors and a power-operated sunroof. Two styles of road wheel are offered, one chromed, the other left in a natural brushed-aluminum finish.
For 1998, GM's OnStar System is an option that combines an in-car telephone and onboard electronic sensors with a dedicated phone number. Emergency roadside assistance, route instructions, stolen vehicle tracking, and other services are included in the OnStar package.
Catera's front suspension features a MacPherson strut design with advanced hydraulic control arm bushings. The rear suspension features a multi-link design.
Cadillac's version of the Omega interior is, in almost every respect, a model of entry-luxury design. The cabin is appealing from the moment one of the Catera's doors is opened. It looks sumptuous and inviting, whether upholstered in standard cloth or optional leather. The four large doors permit easy entry and the interior is roomy enough for five.
The front seats are especially good, offering eight-way power adjustments on the driver's side, carefully designed cushion shapes and well-placed padding.
Instruments and controls are attractive and easy to operate. Analog gauges for speed, engine rpm, volts, coolant temperature, fuel level and oil pressure are large enough to be read quickly at autobahn speeds, and are backed up by the usual array of warning lights. Headlights are controlled by a rotary knob to the driver's left, while large switches for heating, ventilation and air conditioning, along with the audio controls are located on the center console.
A long list of standard fitments dress up the Catera cabin. All Cateras have power windows, mirrors and door locks, a tilt steering wheel, automatic climate control, and a nice-sounding stereo system that can be replaced with an excellent Bose eight-speaker system incorporating a CD player.
Quality of materials and fit and finish are well above average, rivaling the best from competing makes.
A couple of features remain in need of improvement. The tilt steering wheel design does not allow fine adjustments and the rim of the steering wheel blocks the driver's view of the fuel gauge; and when holding the steering wheel at the 10- and 2-o'clock positions, the driver loses sight of the oil pressure readout.
The Catera tackles roads like a European car and is more fun to hustle down a winding road than any other Cadillac. A prime asset, not shared with any other U.S. Cadillac, is rear-wheel drive. As a result, the Catera behaves more like a rear-drive BMW or Mercedes-Benz and less like a front-drive Audi, Volvo or Infiniti.
Well-conceived spring and shock absorber rates add to this favorable impression. The suspension was engineered for precise handling, especially on roads with uneven traction. Under hard braking, the Catera is stable, even in tricky braking-and-turning combinations.
The Catera offers good traction over all surfaces. A revised Bosch traction control system comes standard. The previous system controlled engine output to keep the engine from overpowering the tires on slippery roads. The enhanced system adds brake control to the two rear wheels. If one wheel starts to slip, the system gently applies the brake to that wheel, transferring drive torque to the wheel that has more traction. By adjusting drive torque accordingly, each rear tire can use the maximum available traction. The engine output control continues to adjust engine power to allow the system to function at all road speeds.
Our assessment that the Catera is more fun to drive than the big front-drive Cadillacs is high praise given the high state of development of the newest Cadillac chassis.
A responsive chassis that is easy to control is fun for the driver, but in this case it is also combined with enough suspension compliance to ensure a smooth ride. Subjectively, the Catera's ride/handling balance is excellent, regardless of pavement condition. Catera excels at long-distance comfort, regardless of how many people and how much luggage is carried. Part of this excellent balance comes from the Catera's automatic leveling control system, which keeps the car on an even keel at all times.
Catera's four-wheel antilock disc brakes work well, delivering short, undramatic stops in all normal driving situations. Cadillac points out that the Catera's disc brakes were originally engineered for daily use on the German Autobahn where speeds regularly exceed 140 mph. The antilock brakes (ABS) help the driver retain steering control during braking.
Performance is yet another Catera strength. Smooth and quiet, but with a nice assertive rasp when revved up, the Catera engine delivers more urge than the car's horsepower-to-weight ratio would suggest. Catera is powered by a responsive dual-overhead camshaft V6 engine that displaces 3.0 liters and generates 200 horsepower.
Its 4-speed automatic transmission shifts easily and unobtrusively. The driver can select three modes of operation: a normal mode for everyday driving; a sport mode that selects more aggressive shift points and provides increased engine braking; and a winter mode that provides third-gear starts for slippery conditions.
In town or on the open highway, the Catera feels secure and quiet. Wind and engine noise are virtually inaudible. The only sound generated by our test car during our week-long drive in Los Angeles came from tire treads, and those were muted.