Car companies lose customers from time to time; it’s just a natural part of doing business. As long as they can gain more than they lose over time, then things aren’t all bad.

Seldom is the reason for not buying another vehicle of the same brand very clear. But in Cadillac’s case, they had a pretty good idea. When most of your clients are over 50 years old, there comes a time when they cease being able to buy anything.

They had to get younger people into their cars, and into something perhaps a little less costly than their mainstream models. They needed an entry-level luxury car that could fight the mid-size sedans from Germany and Japan head-on.

And now they have one. It is perhaps ironic that Cadillac had to look overseas for its new sport sedan, but a good one existed in the Opel (GM Germany) line-up, and they wisely Americanized an Omega and called it the Catera.

There weren’t a lot of changes needed, other than softening up the ride a bit and adding some comfort and convenience features that North Americans demand.

The engine stays the same. And its specifications are what is rapidly becoming standard in mid-size sedans the world over. Three litres, double overhead cams, four valves per cylinder, 200 horsepower. These are German horses, though, so this engine has a certain sportiness to it, a slightly more raspy tone. Especially in the mid to upper rev ranges, where the intake manifold switches to “power” mode, and the Catera takes off.

The transmission is a four-speed automatic with “sport” and “winter” modes, which, as you might expect, are at the opposite ends of the spectrum in terms of shifting strategy. From there, the power is directed to.....but of course, the rear wheels.

This is a German car after all. To deal with low-traction situations, there is an all-speed traction control that works by reducing engine power. Seems that that could be accomplished by lifting one’s right foot slightly. In appearance, the Catera is very attractive, in a slightly generic way. It doesn’t break much new ground in this class of car, so it should appeal to the Japanese car-owners Cadillac is trying to attract.

On the other hand, there is the interior. It is hard to put my finger on what it looks like, except that it could be called Ameri-German. It has a lot of the design and texture that have been common in German cars, but also the kind of luxury touches and colors more associated with American and Japanese cars.

The Catera’s “German-ness” can be seen in the location of the power window and lock switches on the console, for example, and the no-nonsense ergonomics of the interior. The multi-adjustable seats are firm and supportive, a kind of all-day comfort that Cadillacs haven’t always had.

But they have always had lots of interior room, and on this count the Catera will look familiar. For a rear-wheel drive car, there is lots of it, even in the back seat. A compact suspension system takes the credit for that, and also yields a very roomy trunk for a mid-size sedan.

The gauges are complete and legible, and the controls have the kind of feel and function that haven’t been seen in too many GM cars over here. The words firm and direct come to mind.

Driving the Catera is very satisfying, despite the numb-feeling steering. As we have come to expect in European cars, it handles with aplomb. But the ride has not been forgotten, either, as you’d expect. With the limiting of top speed to 200 kph, Cadillac was able to tune the suspension and tires for a little more softness and compliance. It’s a good combination, totally in keeping with North American driving styles and tastes.

Also in keeping with local tastes is the good value of the Catera. Cadillac is quick to compare it to the BMW line-up, saying it has the size and class of a 5-series, but at a 3-series price. Can’t argue with that.

The Catera is a bold marketing move for Cadillac, but one they had to make. They won’t get their old customers into one, but it deserves to be taken seriously by new, younger ones.

SPECIFICATIONS