By Neil Moore

Special to This Week

Lately, the General has taken quite a beating.

So, at the recent launch of the 2010 Cadillac CTS Sport Wagon, GM spokespeople spent no time going over their financial woes and recovery plan, of which we are all well-acquainted.

Instead, the focus was that Cadillac is now 10 years into a product renaissance and, just having updated one model and adding another, they are hoping for a brighter future in the luxury segment.

I remember the days when Cadillac ownership went along with retirement and Tilley hats.

The current vehicle lineup, in sharp contrast to the land barges of yesteryear, now includes the dramatic XLR and the red-hot, 556-hp CTS V — cars which would have grandpa clutching his chest after a turn at the wheel.

And, in keeping with the spirit of renaissance and revival, Cadillac has put its own stamp on a North American icon, the full-size station wagon that has all but disappeared domestically, with the departure of the Dodge Magnum.

The 2010 CTS Sport Wagon, a first for the nameplate, is no remake of the Olds Vista Cruiser, but a truly modern spin on the classic wagon design.

Sure, you get utility.

The CTS wagon, essentially the same size as the CTS sport sedan on which it is based, provides nearly double the carrying capacity with 720 litres behind the rear seats and 1,642 litres with them folded.

But there’s much more to this vehicle than its ability to haul boxes and furniture.

Firstly, it’s a head-turner.

I’ll admit I wasn’t initially a fan of the CTS sedan when it launched.

The car’s sharp creases and in-your-face angularity were a bit jarring at first, but its look has since grown on me, and I find it works even better in a wagon design.

Overhangs are relatively short and, with the 19-inch alloys, flared wheel arches, wide stance and rear-sloping roofline, the look is purposeful and aggressive.

The large, chrome grille is distinctly Cadillac and is punctuated by the backswept trapezoidal headlamps.

From the rear, humungous vertical taillamps (with light-pipe technology) flank the power rear liftgate. They sweep up to the roofline where the trailing edge of the cargo load system creates a subtle fin effect.

The neat thing about this roof system is the centre portion of the roof panel angles slightly downward from the edges, allowing a seamless, integrated “roof rack” without the typical stanchions, brackets and crossbars.

The CTS Wagon not only looks the part of a sport wagon, it is pretty much identical, mechanically and visually, to the proven CTS Sports Sedan from the rear doors forward.

It is powered by a standard 3.0-litre direct-injection V6 engine with variable valve timing that delivers 270 horsepower and 22 3pound-feet of torque at 5,700 r.p.m.

In a vehicle that weighs in the neighbourhood of two tons, this powerplant has its work cut out for it.

The better choice may be the optional 3.6-litre direct-injection V6 engine that produces 304 horsepower and 273 pound-feet at 5,200 r.p.m.

This is the same engine used in the base Camaro.

Both engines are paired with a six-speed automatic with “sport” mode.

This setting, which can be used with or without the paddle shifters (which can be more accurately be described as rectangular buttons), adds a few performance tweaks like providing quicker, firmer shifts and delaying upshifting for better acceleration.

Sport mode also monitors lateral acceleration, steering angle and forward acceleration and will adjust shifting accordingly.

For example, it can prevent an early upshift in a corner, helping in performance driving situations.

Fuel economy is pretty good for a full-size wagon at 11.3/7.2 L/100km (hwy/city for the 3.0 litre RWD) and 11.8/7.5 L/100km (hwy/city for the 3.6 litre RWD).

Uncommon in this segment is the ability to use regular unleaded gas instead of pricey premium.

The wagon’s interior, like the sedan, is handsome and well laid out ergonomically.

French stitching is used throughout the interior and both woodgrain and a satin metallic finishes are tastefully applied.

The centre console flows seamlessly into the center stack, providing a cockpit feel for the driver.

Here, you’ll find large soft-touch controls, chrome ringed analog clock and an optional pop-up navigation system.

The simple three-gauge instrument cluster is tucked under an overhang for better visibility on sunny days.

The leather seating is comfortable and supportive and, as you would expect of a car in this segment, comes with standard power adjust and heating in front, with cooling available.

One clever interior feature is the rear cargo-management system.

Aluminum rails on both sides of the flat cargo floor contain sliding tie downs that can be set where you need them.

If you’re hauling stuff like groceries and other items that are better contained than tied, pull up on the floor panel and it folds upward to reveal a shallow bin.

Place your bags here and set the floor panel into a series of slots to create a moveable divider.

The CTS Sport Wagon with 3.0-litre V6 and rear-drive starts at $44,325, with an all-wheel-drive model that starts at $46,950.

Move up to the 3.6 litre (rear drive) and MSRP starts at $50,755, with the AWD version starting at $53,790.

Domestically, full size wagons are a disappearing breed, and to introduce one in North America where the minivan, SUV and crossover reign supreme, takes guts. Still, the CTS Wagon stacks up well against its Euro competitors.

Starting at $42,700, the A4 Avant offers less power and cargo room, as does the BMW 328i xDrive Touring, which starts at $44,100 and offers only 460 litres behind the rear seats, expanding to 1385 with them folded.

The larger Euro wagons, like the A6 Avant and BMW 535i xDrive Touring start at $66,700 and $74,500 respectively.

Will the Sport Wagon catch on in a market already well-served with utility vehicles?

For many, a full-size wagon is a step down in size from what they’re already driving and, if you add in the bonuses of knockout styling, sporty driving dynamics and decent fuel economy, it may enjoy reasonable success.