Cadillac STS News **'07 Revision Spied Nearly Exposed (page 8)**
04-15-2004, 10:50 PM
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Originally posted by heyitsme
Autoweek
GM's small V8 (07/06/2000)
General Motors is studying a new twin-cam V8 engine that could be packaged in cars that normally take four-cylinder or V6 powerplants. GM's test car for the engine is the Saab 9-5.
It would displace no more than 4.0 liters, a source familiar with the project speculates. But what of the 4.6-liter Northstar V8, which was cut to 4.0 liters for use in the Oldsmobile Aurora? The Northstar was designed to be as big as 5.4 liters, so it doesn't fit easily in smaller cars.
But GM is getting more power out of its V6 and its new straight-six engines, so the small V8 seems superfluous. It may be engine envy--a response to Ford's 3.9-liter V8, used in the Lincoln LS and the upcoming Ford Thunderbird.
Autoweek
GM's small V8 (07/06/2000)
General Motors is studying a new twin-cam V8 engine that could be packaged in cars that normally take four-cylinder or V6 powerplants. GM's test car for the engine is the Saab 9-5.
It would displace no more than 4.0 liters, a source familiar with the project speculates. But what of the 4.6-liter Northstar V8, which was cut to 4.0 liters for use in the Oldsmobile Aurora? The Northstar was designed to be as big as 5.4 liters, so it doesn't fit easily in smaller cars.
But GM is getting more power out of its V6 and its new straight-six engines, so the small V8 seems superfluous. It may be engine envy--a response to Ford's 3.9-liter V8, used in the Lincoln LS and the upcoming Ford Thunderbird.
04-17-2004, 03:13 PM
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Originally posted by SpeedyV6
It looks cheaper than the current STS to me.
It looks cheaper than the current STS to me.
I think it's a nice looking car, it just looks kinda, well, cheap compared to the LS, 7, S, et cetera.
04-19-2004, 10:03 AM
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Originally posted by heyitsme
Its a 5series competitor, not fullsize. Kinda falls in the e-class, a6 category of conservative styling.
Its a 5series competitor, not fullsize. Kinda falls in the e-class, a6 category of conservative styling.
04-20-2004, 08:10 PM
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Cadillac seeks right mix with STS; option overload led to slow start for SRX - - By RICK KRANZ | Automotive News - - Source: Autoweek
When the 2005 STS sedan goes on sale this fall, Cadillac will try to avoid the mistakes it made last year when it launched the SRX sport wagon.
Many shoppers suffered sticker shock last fall when they entered Cadillac showrooms and saw the SRX's $46,995 base price pumped up to $58,000 by options such as a navigation system, all-wheel drive and an extra-large sunroof.
The end result was lost sales, admits GM North America President Gary Cowger. The key to success is putting "the right mix out there to begin with," he said at the New York auto show.
The rear-wheel-drive STS is Cadillac's new premium sedan, which replaces the front-drive Seville sedan. Two versions will be offered: a V-6 model for $40,995 and a V-8 model for $47,495. All-wheel drive will be available on V-8 models.
GM will produce 30,000 to 32,000 STS sedans annually when full production is reached next year. Cowger expects the V-6 to account for about 60 percent of STS sales.
Last year Cadillac produced too many V-8 SRX sport wagons. Cadillac had expected that 75 percent of SRX buyers would choose the V-8 model.
But the sales blitz did not materialize, and dealers' lots filled with unsold models. Last year Cadillac sold only 5,049 SRXs.
Sales picked up this year after Cadillac added incentives. Through March, Cadillac sold 6,639 SRXs. Cadillac's annual sales goal is 30,000 units. Seventy percent of SRX buyers chose the V-6 model with a generous mix of options.
The V-6 SRX now starts at $38,690, including freight. The V-8 SRX sells for $47,290.
When the 2005 STS sedan goes on sale this fall, Cadillac will try to avoid the mistakes it made last year when it launched the SRX sport wagon.
Many shoppers suffered sticker shock last fall when they entered Cadillac showrooms and saw the SRX's $46,995 base price pumped up to $58,000 by options such as a navigation system, all-wheel drive and an extra-large sunroof.
The end result was lost sales, admits GM North America President Gary Cowger. The key to success is putting "the right mix out there to begin with," he said at the New York auto show.
The rear-wheel-drive STS is Cadillac's new premium sedan, which replaces the front-drive Seville sedan. Two versions will be offered: a V-6 model for $40,995 and a V-8 model for $47,495. All-wheel drive will be available on V-8 models.
GM will produce 30,000 to 32,000 STS sedans annually when full production is reached next year. Cowger expects the V-6 to account for about 60 percent of STS sales.
Last year Cadillac produced too many V-8 SRX sport wagons. Cadillac had expected that 75 percent of SRX buyers would choose the V-8 model.
But the sales blitz did not materialize, and dealers' lots filled with unsold models. Last year Cadillac sold only 5,049 SRXs.
Sales picked up this year after Cadillac added incentives. Through March, Cadillac sold 6,639 SRXs. Cadillac's annual sales goal is 30,000 units. Seventy percent of SRX buyers chose the V-6 model with a generous mix of options.
The V-6 SRX now starts at $38,690, including freight. The V-8 SRX sells for $47,290.
05-18-2004, 02:23 PM
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Spy Shots: ‘06 Cadillac STS-V - - A sleek new sedan gets GM breathing heavy. - - by Brenda Priddy - - Source: The Car Connection
General Motors Performance Division engineers were caught testing an STS V-Series engineering mule in Germany this week. The STS V-Series will be officially introduced next January at the NAIAS, and is expected to go on sale later next year. Power will come from a supercharged Northstar V-8.
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Spy Shots: ‘06 Cadillac STS-V - - A sleek new sedan gets GM breathing heavy. - - by Brenda Priddy - - Source: The Car Connection
General Motors Performance Division engineers were caught testing an STS V-Series engineering mule in Germany this week. The STS V-Series will be officially introduced next January at the NAIAS, and is expected to go on sale later next year. Power will come from a supercharged Northstar V-8.
05-18-2004, 02:24 PM
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So could the CTS-V Plus also use a supercharged V8? I wonder...
Frankly, I am surprised by the selection of force fed engines here by Cadillac. Interesting.
Frankly, I am surprised by the selection of force fed engines here by Cadillac. Interesting.
05-18-2004, 02:37 PM
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Originally posted by gavriil
So could the CTS-V Plus also use a supercharged V8? I wonder...
Frankly, I am surprised by the selection of force fed engines here by Cadillac. Interesting.
So could the CTS-V Plus also use a supercharged V8? I wonder...
Frankly, I am surprised by the selection of force fed engines here by Cadillac. Interesting.
05-19-2004, 09:55 AM
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Spy Shooting: Boosted Caddy STS-V spotted at Nürburgring; - - By AUTOWEEK - - All Cadillac STS-V photos by John Johnson
We’ve driven Cadillac’s CTS-V, and we’ve seen photos of even higher-performance CTS models circling Germany’s Nürburgring. But here is a Cadillac that goes a step further: STS-V, due in summer 2005, about a year after the 2005 STS debuts this summer.
Little is known about Caddy’s forthcoming luxo-rocket built on the all-new flagship sedan’s rear-drive chassis, but unlike the Corvette-engined CTS-V, this V model stays true to the wreath-and-crest powertrain by running a supercharged Northstar V8 producing 400-plus hp (vs. 320 hp in the normally aspirated version). Want more? See next week’s (5/31/04) AutoWeek luxury tuners special edition for the latest in high-end performance.
06-19-2004, 08:28 PM
#186
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Adapting the Northstar to its new role was more than a case of rotating the block 90 degrees in the engine compartment.
GM Powertrain has made significant changes to the engine's block, cylinder head, oil pan and exhaust manifold. Extra ribbing on the block walls increases stiffness. The addition of variable valve timing for the intake and exhaust valves increases performance and reduces emissions - enough of a reduction that engineers could remove the exhaust gas recirculation and air injection emission controls from the engine and still meet nationwide Low Emission Vehicle II standards.
The goals were to reduce the engine's vibration while giving it a powerful sound, said John Zinser, chief engineer for Premium V engines at GM Powertrain.
In GM Powertrain testing, the 4.3-liter V-8 in the Lexus LS 430 runs quieter than the rwd Northstar in many situations, such as at idle, at the 1-2 upshift and at wide-open throttle. But the Northstar is quieter than the Lexus at 2,500 rpm, and consistently runs quieter than the 4.4-liter V-8 in the BMW 540i and the 4.3-liter V-8 in the Mercedes-Benz S430 sedan.
The changes have resulted in GM creating two Northstar engine versions.
The fwd and rwd versions share the same displacement, cylinder bore spacing, bore and stroke, and two-piece aluminum block construction.
But a different flow pattern for the coolant and the mating flange for the rwd transmission make the rwd Northstar block unusable for fwd applications, such as the Cadillac Seville and DeVille, Zinser said.
GM Powertrain did not see a need to spend the money to increase stiffness of the fwd Northstar block, Zinser said, because the design and mounting of the transaxle increases the stiffness of the fwd powertrain. Making the powertrain more rigid reduces noise, vibration and harshness.
For 2003, the fwd Northstar will get two components developed for the rwd Northstar - a more-rigid, forged steel crankshaft replaces the cast iron crankshaft to reduce vibration, and the pistons receive Grafal polymer coating on the piston skirts to reduce friction with the cylinder walls.
The variable valve timing system uses hydraulic pressure to adjust timing of the intake valves as much as 40 degrees to improve performance and the exhaust valves as much as 50 degrees to better control emissions. The electronically controlled system required the addition of a new cover on the front of the engine and a redesign of the engine block's oil passages. A higher-output oil pump and redesigned oil pan ensure an adequate supply of oil for the valve timing system and the engine.
The valve timing, electronic throttle control and other changes contribute to the rwd Northstar being rated at 315 hp at 6,400 rpm, and 310 pounds-feet of torque at 4,400 rpm, a 5 percent increase for both over the high-output version of the fwd Northstar.
The new engine's emissions also are limited by mounting the catalytic converters directly to the exhaust manifolds, which enable them to reach working temperatures within 30 seconds.
GM Powertrain constructed new cylinder head subassembly and engine assembly lines at its plant in Livonia, Mich., to integrate the rwd Northstar with fwd Northstar production. Changes include more quality checks and a cold test for each engine before it is shipped.
http://www.autoweek.com/search/searc...08814&record=1
GM Powertrain has made significant changes to the engine's block, cylinder head, oil pan and exhaust manifold. Extra ribbing on the block walls increases stiffness. The addition of variable valve timing for the intake and exhaust valves increases performance and reduces emissions - enough of a reduction that engineers could remove the exhaust gas recirculation and air injection emission controls from the engine and still meet nationwide Low Emission Vehicle II standards.
The goals were to reduce the engine's vibration while giving it a powerful sound, said John Zinser, chief engineer for Premium V engines at GM Powertrain.
In GM Powertrain testing, the 4.3-liter V-8 in the Lexus LS 430 runs quieter than the rwd Northstar in many situations, such as at idle, at the 1-2 upshift and at wide-open throttle. But the Northstar is quieter than the Lexus at 2,500 rpm, and consistently runs quieter than the 4.4-liter V-8 in the BMW 540i and the 4.3-liter V-8 in the Mercedes-Benz S430 sedan.
The changes have resulted in GM creating two Northstar engine versions.
The fwd and rwd versions share the same displacement, cylinder bore spacing, bore and stroke, and two-piece aluminum block construction.
But a different flow pattern for the coolant and the mating flange for the rwd transmission make the rwd Northstar block unusable for fwd applications, such as the Cadillac Seville and DeVille, Zinser said.
GM Powertrain did not see a need to spend the money to increase stiffness of the fwd Northstar block, Zinser said, because the design and mounting of the transaxle increases the stiffness of the fwd powertrain. Making the powertrain more rigid reduces noise, vibration and harshness.
For 2003, the fwd Northstar will get two components developed for the rwd Northstar - a more-rigid, forged steel crankshaft replaces the cast iron crankshaft to reduce vibration, and the pistons receive Grafal polymer coating on the piston skirts to reduce friction with the cylinder walls.
The variable valve timing system uses hydraulic pressure to adjust timing of the intake valves as much as 40 degrees to improve performance and the exhaust valves as much as 50 degrees to better control emissions. The electronically controlled system required the addition of a new cover on the front of the engine and a redesign of the engine block's oil passages. A higher-output oil pump and redesigned oil pan ensure an adequate supply of oil for the valve timing system and the engine.
The valve timing, electronic throttle control and other changes contribute to the rwd Northstar being rated at 315 hp at 6,400 rpm, and 310 pounds-feet of torque at 4,400 rpm, a 5 percent increase for both over the high-output version of the fwd Northstar.
The new engine's emissions also are limited by mounting the catalytic converters directly to the exhaust manifolds, which enable them to reach working temperatures within 30 seconds.
GM Powertrain constructed new cylinder head subassembly and engine assembly lines at its plant in Livonia, Mich., to integrate the rwd Northstar with fwd Northstar production. Changes include more quality checks and a cold test for each engine before it is shipped.
http://www.autoweek.com/search/searc...08814&record=1
06-20-2004, 09:15 AM
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Originally Posted by SpeedyV6
Adapting the Northstar to its new role was more than a case of rotating the block 90 degrees in the engine compartment.
GM Powertrain has made significant changes to the engine's block, cylinder head, oil pan and exhaust manifold. Extra ribbing on the block walls increases stiffness. The addition of variable valve timing for the intake and exhaust valves increases performance and reduces emissions - enough of a reduction that engineers could remove the exhaust gas recirculation and air injection emission controls from the engine and still meet nationwide Low Emission Vehicle II standards.
The goals were to reduce the engine's vibration while giving it a powerful sound, said John Zinser, chief engineer for Premium V engines at GM Powertrain.
In GM Powertrain testing, the 4.3-liter V-8 in the Lexus LS 430 runs quieter than the rwd Northstar in many situations, such as at idle, at the 1-2 upshift and at wide-open throttle. But the Northstar is quieter than the Lexus at 2,500 rpm, and consistently runs quieter than the 4.4-liter V-8 in the BMW 540i and the 4.3-liter V-8 in the Mercedes-Benz S430 sedan.
The changes have resulted in GM creating two Northstar engine versions.
The fwd and rwd versions share the same displacement, cylinder bore spacing, bore and stroke, and two-piece aluminum block construction.
But a different flow pattern for the coolant and the mating flange for the rwd transmission make the rwd Northstar block unusable for fwd applications, such as the Cadillac Seville and DeVille, Zinser said.
GM Powertrain did not see a need to spend the money to increase stiffness of the fwd Northstar block, Zinser said, because the design and mounting of the transaxle increases the stiffness of the fwd powertrain. Making the powertrain more rigid reduces noise, vibration and harshness.
For 2003, the fwd Northstar will get two components developed for the rwd Northstar - a more-rigid, forged steel crankshaft replaces the cast iron crankshaft to reduce vibration, and the pistons receive Grafal polymer coating on the piston skirts to reduce friction with the cylinder walls.
The variable valve timing system uses hydraulic pressure to adjust timing of the intake valves as much as 40 degrees to improve performance and the exhaust valves as much as 50 degrees to better control emissions. The electronically controlled system required the addition of a new cover on the front of the engine and a redesign of the engine block's oil passages. A higher-output oil pump and redesigned oil pan ensure an adequate supply of oil for the valve timing system and the engine.
The valve timing, electronic throttle control and other changes contribute to the rwd Northstar being rated at 315 hp at 6,400 rpm, and 310 pounds-feet of torque at 4,400 rpm, a 5 percent increase for both over the high-output version of the fwd Northstar.
The new engine's emissions also are limited by mounting the catalytic converters directly to the exhaust manifolds, which enable them to reach working temperatures within 30 seconds.
GM Powertrain constructed new cylinder head subassembly and engine assembly lines at its plant in Livonia, Mich., to integrate the rwd Northstar with fwd Northstar production. Changes include more quality checks and a cold test for each engine before it is shipped.
http://www.autoweek.com/search/searc...08814&record=1
GM Powertrain has made significant changes to the engine's block, cylinder head, oil pan and exhaust manifold. Extra ribbing on the block walls increases stiffness. The addition of variable valve timing for the intake and exhaust valves increases performance and reduces emissions - enough of a reduction that engineers could remove the exhaust gas recirculation and air injection emission controls from the engine and still meet nationwide Low Emission Vehicle II standards.
The goals were to reduce the engine's vibration while giving it a powerful sound, said John Zinser, chief engineer for Premium V engines at GM Powertrain.
In GM Powertrain testing, the 4.3-liter V-8 in the Lexus LS 430 runs quieter than the rwd Northstar in many situations, such as at idle, at the 1-2 upshift and at wide-open throttle. But the Northstar is quieter than the Lexus at 2,500 rpm, and consistently runs quieter than the 4.4-liter V-8 in the BMW 540i and the 4.3-liter V-8 in the Mercedes-Benz S430 sedan.
The changes have resulted in GM creating two Northstar engine versions.
The fwd and rwd versions share the same displacement, cylinder bore spacing, bore and stroke, and two-piece aluminum block construction.
But a different flow pattern for the coolant and the mating flange for the rwd transmission make the rwd Northstar block unusable for fwd applications, such as the Cadillac Seville and DeVille, Zinser said.
GM Powertrain did not see a need to spend the money to increase stiffness of the fwd Northstar block, Zinser said, because the design and mounting of the transaxle increases the stiffness of the fwd powertrain. Making the powertrain more rigid reduces noise, vibration and harshness.
For 2003, the fwd Northstar will get two components developed for the rwd Northstar - a more-rigid, forged steel crankshaft replaces the cast iron crankshaft to reduce vibration, and the pistons receive Grafal polymer coating on the piston skirts to reduce friction with the cylinder walls.
The variable valve timing system uses hydraulic pressure to adjust timing of the intake valves as much as 40 degrees to improve performance and the exhaust valves as much as 50 degrees to better control emissions. The electronically controlled system required the addition of a new cover on the front of the engine and a redesign of the engine block's oil passages. A higher-output oil pump and redesigned oil pan ensure an adequate supply of oil for the valve timing system and the engine.
The valve timing, electronic throttle control and other changes contribute to the rwd Northstar being rated at 315 hp at 6,400 rpm, and 310 pounds-feet of torque at 4,400 rpm, a 5 percent increase for both over the high-output version of the fwd Northstar.
The new engine's emissions also are limited by mounting the catalytic converters directly to the exhaust manifolds, which enable them to reach working temperatures within 30 seconds.
GM Powertrain constructed new cylinder head subassembly and engine assembly lines at its plant in Livonia, Mich., to integrate the rwd Northstar with fwd Northstar production. Changes include more quality checks and a cold test for each engine before it is shipped.
http://www.autoweek.com/search/searc...08814&record=1
06-21-2004, 12:04 PM
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This car continues to grow on me. The interior is way nicer than in the CTS, and the softer exterior lines are easier on the eyes than the CTS's more chisled look, IMO.
07-06-2004, 05:41 PM
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2005 Cadillac STS - - Caddy aims for new heights and buyers - - by Paul A. Eisenstein - - Source: The Car Connection
Ignore the temptation to think about this new Caddy as the next-generation Seville. When the 2005 Cadillac STS hits the road later this year, it will usher in a new and promising era for the once-dominant luxury brand - though General Motors' high-line division still has some work ahead of it before it can confidently reclaim the title of "standard of the world."
The STS designation originally stood for Seville Touring Sedan, the sportiest version of Cadillac's flagship, front-drive four-door. The '05 edition is an entirely different animal, and that sporty nature is about the only thing the new car carries over. The decision to stay with the alphanumeric name reflects Caddy's intention to challenge products like the E500, 540i, and LS430.
The '05 STS starts out with the same platform as Caddy's smaller CTS, though the wheelbase has been stretched more than three inches, and the overall length has grown by six. Known to insiders and aficionados as the Sigma "architecture," it allowed Cadillac to return to rear-wheel drive with the CTS, a must in today's luxury market. With the STS, however, Caddy also adds the option of all-wheel drive, a feature likely to appeal to snowbirds and performance fans alike.
Standards and measures
There was a time, some decades back, when Cadillac truly did set the standard. It was not only a technology trendsetter, but a design leader, as well. The edgy CTS showed there's still some serious talent in GM's styling studios. But soon after arriving at GM three years ago, "car czar" Bob Lutz decided some of the sharp creases of the new "Art & Science" design theme needed to be softened on the STS to yield a more sophisticated, up-market look.
According to Caddy's chief designer, Kip Wasenko, the roof was lowered about an inch, making it easier, among other things, for the doors to flow into the roof. Where the STS originally was going to be rather angular and slab-sided, the look that's making it to market is notably more curvaceous.
GM has also addressed one of the few consistent points of criticism leveled at the "entry-luxury" CTS, the lackluster design of the smaller car's interior. Exterior design may catch your eye when it's time to buy a new car, but in the years that follow, you'll be living inside, and interior design has begun a big differentiator between brands like BMW, Lexus, and Audi - the latter unquestionably the industry pacesetter.
There's no question that Cadillac has made significant gains with the STS cabin. The look is as refined as any Caddy past, with an array of elegant details, such as the chrome sill plates. The seats are supple, striking the right balance between comfort and support. The huge, eight-inch navigation screen is one of the largest in the industry and the nav system is among the easiest to use. The wood is well executed, and for those who'd like a more distinctive appearance, there's a novel eucalyptus wood option.
Yet as a senior executive on the STS project privately acknowledged, "we still have a ways to go." The flat, black plastic that dominates the center stack inserts the same, boring feel of a base Chevrolet. Even Toyota's Scion tC offers a more sophisticated appearance for its audio and climate control units, more like something from Bang & Olufsen than Wal-Mart.
Showcasing technology
That said, there are plenty of other features that make us willing to ignore our minor gripes.
Appropriately, Cadillac has made the new STS a technological showcase. It's equipped with everything from a 15-speaker XM/Bose audio package to DVD navigation to GM's slick StabiliTrak suspension system. There's also a new Heads-Up Display, or HUD, system, the first on a Cadillac.
Buyers will be offered a variety of powertrain options, including a 3.6-liter, 255-horsepower V-6, and the 320-horsepower, 4.6-liter Northstar V-8. The base car comes in rear-drive configuration, but there's also an all-wheel-drive package - the latter will initially be available with the V-8, but will be added to the V-6 list of options in the months to follow.
During a long day of driving through the mountains and valleys of Central California, we had the chance to experience all the various powertrain configurations.
The '05 STS comes with a keyless ignition system, so you fire up either engine by pressing the Start button mounted just behind the steering wheel. You can also opt for the new Adaptive Remote Start system, which will start the vehicle from distances of up to 200 feet. The latter system will also warm or cool the car, as needed, and turn on the front and rear defrosters, if necessary.
In the case of the V-8, the big Northstar starts with a reassuring growl, music to those who've grown up with the sound of big Detroit muscle. The sound is matched by plenty of fury. This 4.6-liter powertrain provides lots of low-end torque, with a wide power band that doesn't fade at extra-legal speeds.
One place the STS lags slip behind, technologically, is its five-speed automatic transmission. Yes, we expect to get a few e-mails from GM telling us just how well this Hydramatic gearbox performs, but in an era when even mainstream vehicles are switching to six-speeds, and Mercedes-Benz has launched the world's first seven-speed automatic, Caddy needs to catch up.
While we didn't have the opportunity to run our own tests, we're reasonably comfortable with Cadillac's preliminary numbers. The V-8 rear-drive package is expected to launch from 0-60 in a flat six seconds, while the heavier AWD edition takes another second to get there.
The V-6 also is rated at seven seconds, a surprisingly modest sacrifice underscoring the technical sophistication of the 3.6-liter engine. By offering such features as variable valve-timing on both the intake and exhaust valves, and integrating an electronic throttle control, the V-6 pumps out 90 percent of its peak torque from 1600 all the way up to 5800 rpm.
Name that tuning
Caddy executives like to note that much of the suspension tuning on the STS, like the CTS before it, took place in Germany, on the harsh and demanding Nurburgring race track. It's easy to ignore such claims - until you put the new car through its paces.
The highways and back roads leading out from Santa Barbara offer an almost endless assortment of road conditions, from smooth, high-speed concrete, to twisted, torn blacktop. The STS handles all with equal aplomb. Give much of the credit to the basic design of the Sigma platform and the STS suspension. Up front, it's a short/long arm coil-over-shock configuration, with integrated anti-sway bar. In the rear, Caddy engineers went with a modified multi-link suspension package with load-leveling shocks.
One also has to applaud the StabiliTrak system, and GM's unique Magnetic Ride Control. The combination constantly monitors road and driving conditions, and is capable of adjusting the magnetically operated suspension in barely one-thousandth of a second.
We found the STS's steering confident and connected, with a precise, on-center feel. The car feels particularly well-balanced, though an aggressive driver could hang the tail out a bit in a sharp corner, especially if they shut off all the electronic controls.
There's an ongoing debate over the merits of all-wheel drive on a high-performance luxury car. Some dislike the extra weight and internal frictions, which lower performance, as well as mileage. We found the STS AWD system surprisingly unobtrusive, though it clearly does cut into straight-line acceleration. But for the average driver, it's likely to improve handling on rough roads and in tight cornering situations. And back in Detroit, we'd certainly appreciate its extra grip during a January blizzard.
Overall, there's little to fault with the STS's road manners. It's not quite so quiet as a Lexus LS430, but we're not sure that's necessarily worth a demerit. The Caddy might be hard pressed to keep up with a 5-Series BMW, but it would make for a tight race.
Actually, we'll hold our bets until next January, when Cadillac pulls the wraps off the long-rumored STSv, which would be the second entry into the automaker's new high-performance brand-within-a-brand. Look for horsepower numbers to well exceed 400, insiders proudly hint.
We already know a few folks sitting on the sidelines waiting for the so-called velocity edition, but unless you're out for every last ounce of power, we're not sure if there's good reason to wait.
The STS is the latest addition to a growing lineup of world-class cars carrying the Cadillac badge. We're not willing to declare the newest sedan "the standard of the world," but it clearly shows that Caddy is back in the game, with a contender no luxury buyer should ignore.
2005 Cadillac STS
Base price: $40,995 V-6 AWD; $50,340 V-8 AWD
Engine: 3.6-liter cast-aluminum V-6, 255 hp/252 lb-ft; 4.6-liter cast-aluminum V-8, 320 hp/315 lb-ft
Transmission: Five-speed electronically-controlled automatic; rear-wheel-drive or optional all-wheel-drive
Length by width x height: 196.3 x 72.6 x 57.6 in
Wheelbase: 116.4 in
Curb weight: 3857 lb (V-6 RWD) - 4230 lb (V-8 AWD)
Fuel economy (EPA city/hwy): 23.9 mpg combined (V-6 RWD, est.); 20.7 mpg combined (V-8 AWD, est.)
Safety equipment: Anti-lock four-wheel disc brakes, Stabilitrak stability and traction control system, dual front, side, and head curtain airbags, tire pressure monitors, daytime running lights (DRLs), ultrasonic park assist, alarm system
Major standard equipment: (V-6 AWD) Illuminated keyless entry and keyless ignition; DVD navigation, dual-zone digital climate control, power windows and doors, dual heated power mirrors, power tilt/telescope steering wheel, Bose AM/FM/CD, OnStar with one year free service, fog lamps, cruise control; (V-8 AWD) six-CD changer with XM satellite radio, leather seats
Warranty: Four years/50,000 miles
Ignore the temptation to think about this new Caddy as the next-generation Seville. When the 2005 Cadillac STS hits the road later this year, it will usher in a new and promising era for the once-dominant luxury brand - though General Motors' high-line division still has some work ahead of it before it can confidently reclaim the title of "standard of the world."
The STS designation originally stood for Seville Touring Sedan, the sportiest version of Cadillac's flagship, front-drive four-door. The '05 edition is an entirely different animal, and that sporty nature is about the only thing the new car carries over. The decision to stay with the alphanumeric name reflects Caddy's intention to challenge products like the E500, 540i, and LS430.
The '05 STS starts out with the same platform as Caddy's smaller CTS, though the wheelbase has been stretched more than three inches, and the overall length has grown by six. Known to insiders and aficionados as the Sigma "architecture," it allowed Cadillac to return to rear-wheel drive with the CTS, a must in today's luxury market. With the STS, however, Caddy also adds the option of all-wheel drive, a feature likely to appeal to snowbirds and performance fans alike.
Standards and measures
There was a time, some decades back, when Cadillac truly did set the standard. It was not only a technology trendsetter, but a design leader, as well. The edgy CTS showed there's still some serious talent in GM's styling studios. But soon after arriving at GM three years ago, "car czar" Bob Lutz decided some of the sharp creases of the new "Art & Science" design theme needed to be softened on the STS to yield a more sophisticated, up-market look.
According to Caddy's chief designer, Kip Wasenko, the roof was lowered about an inch, making it easier, among other things, for the doors to flow into the roof. Where the STS originally was going to be rather angular and slab-sided, the look that's making it to market is notably more curvaceous.
GM has also addressed one of the few consistent points of criticism leveled at the "entry-luxury" CTS, the lackluster design of the smaller car's interior. Exterior design may catch your eye when it's time to buy a new car, but in the years that follow, you'll be living inside, and interior design has begun a big differentiator between brands like BMW, Lexus, and Audi - the latter unquestionably the industry pacesetter.
There's no question that Cadillac has made significant gains with the STS cabin. The look is as refined as any Caddy past, with an array of elegant details, such as the chrome sill plates. The seats are supple, striking the right balance between comfort and support. The huge, eight-inch navigation screen is one of the largest in the industry and the nav system is among the easiest to use. The wood is well executed, and for those who'd like a more distinctive appearance, there's a novel eucalyptus wood option.
Yet as a senior executive on the STS project privately acknowledged, "we still have a ways to go." The flat, black plastic that dominates the center stack inserts the same, boring feel of a base Chevrolet. Even Toyota's Scion tC offers a more sophisticated appearance for its audio and climate control units, more like something from Bang & Olufsen than Wal-Mart.
Showcasing technology
That said, there are plenty of other features that make us willing to ignore our minor gripes.
Appropriately, Cadillac has made the new STS a technological showcase. It's equipped with everything from a 15-speaker XM/Bose audio package to DVD navigation to GM's slick StabiliTrak suspension system. There's also a new Heads-Up Display, or HUD, system, the first on a Cadillac.
Buyers will be offered a variety of powertrain options, including a 3.6-liter, 255-horsepower V-6, and the 320-horsepower, 4.6-liter Northstar V-8. The base car comes in rear-drive configuration, but there's also an all-wheel-drive package - the latter will initially be available with the V-8, but will be added to the V-6 list of options in the months to follow.
During a long day of driving through the mountains and valleys of Central California, we had the chance to experience all the various powertrain configurations.
The '05 STS comes with a keyless ignition system, so you fire up either engine by pressing the Start button mounted just behind the steering wheel. You can also opt for the new Adaptive Remote Start system, which will start the vehicle from distances of up to 200 feet. The latter system will also warm or cool the car, as needed, and turn on the front and rear defrosters, if necessary.
In the case of the V-8, the big Northstar starts with a reassuring growl, music to those who've grown up with the sound of big Detroit muscle. The sound is matched by plenty of fury. This 4.6-liter powertrain provides lots of low-end torque, with a wide power band that doesn't fade at extra-legal speeds.
One place the STS lags slip behind, technologically, is its five-speed automatic transmission. Yes, we expect to get a few e-mails from GM telling us just how well this Hydramatic gearbox performs, but in an era when even mainstream vehicles are switching to six-speeds, and Mercedes-Benz has launched the world's first seven-speed automatic, Caddy needs to catch up.
While we didn't have the opportunity to run our own tests, we're reasonably comfortable with Cadillac's preliminary numbers. The V-8 rear-drive package is expected to launch from 0-60 in a flat six seconds, while the heavier AWD edition takes another second to get there.
The V-6 also is rated at seven seconds, a surprisingly modest sacrifice underscoring the technical sophistication of the 3.6-liter engine. By offering such features as variable valve-timing on both the intake and exhaust valves, and integrating an electronic throttle control, the V-6 pumps out 90 percent of its peak torque from 1600 all the way up to 5800 rpm.
Name that tuning
Caddy executives like to note that much of the suspension tuning on the STS, like the CTS before it, took place in Germany, on the harsh and demanding Nurburgring race track. It's easy to ignore such claims - until you put the new car through its paces.
The highways and back roads leading out from Santa Barbara offer an almost endless assortment of road conditions, from smooth, high-speed concrete, to twisted, torn blacktop. The STS handles all with equal aplomb. Give much of the credit to the basic design of the Sigma platform and the STS suspension. Up front, it's a short/long arm coil-over-shock configuration, with integrated anti-sway bar. In the rear, Caddy engineers went with a modified multi-link suspension package with load-leveling shocks.
One also has to applaud the StabiliTrak system, and GM's unique Magnetic Ride Control. The combination constantly monitors road and driving conditions, and is capable of adjusting the magnetically operated suspension in barely one-thousandth of a second.
We found the STS's steering confident and connected, with a precise, on-center feel. The car feels particularly well-balanced, though an aggressive driver could hang the tail out a bit in a sharp corner, especially if they shut off all the electronic controls.
There's an ongoing debate over the merits of all-wheel drive on a high-performance luxury car. Some dislike the extra weight and internal frictions, which lower performance, as well as mileage. We found the STS AWD system surprisingly unobtrusive, though it clearly does cut into straight-line acceleration. But for the average driver, it's likely to improve handling on rough roads and in tight cornering situations. And back in Detroit, we'd certainly appreciate its extra grip during a January blizzard.
Overall, there's little to fault with the STS's road manners. It's not quite so quiet as a Lexus LS430, but we're not sure that's necessarily worth a demerit. The Caddy might be hard pressed to keep up with a 5-Series BMW, but it would make for a tight race.
Actually, we'll hold our bets until next January, when Cadillac pulls the wraps off the long-rumored STSv, which would be the second entry into the automaker's new high-performance brand-within-a-brand. Look for horsepower numbers to well exceed 400, insiders proudly hint.
We already know a few folks sitting on the sidelines waiting for the so-called velocity edition, but unless you're out for every last ounce of power, we're not sure if there's good reason to wait.
The STS is the latest addition to a growing lineup of world-class cars carrying the Cadillac badge. We're not willing to declare the newest sedan "the standard of the world," but it clearly shows that Caddy is back in the game, with a contender no luxury buyer should ignore.
2005 Cadillac STS
Base price: $40,995 V-6 AWD; $50,340 V-8 AWD
Engine: 3.6-liter cast-aluminum V-6, 255 hp/252 lb-ft; 4.6-liter cast-aluminum V-8, 320 hp/315 lb-ft
Transmission: Five-speed electronically-controlled automatic; rear-wheel-drive or optional all-wheel-drive
Length by width x height: 196.3 x 72.6 x 57.6 in
Wheelbase: 116.4 in
Curb weight: 3857 lb (V-6 RWD) - 4230 lb (V-8 AWD)
Fuel economy (EPA city/hwy): 23.9 mpg combined (V-6 RWD, est.); 20.7 mpg combined (V-8 AWD, est.)
Safety equipment: Anti-lock four-wheel disc brakes, Stabilitrak stability and traction control system, dual front, side, and head curtain airbags, tire pressure monitors, daytime running lights (DRLs), ultrasonic park assist, alarm system
Major standard equipment: (V-6 AWD) Illuminated keyless entry and keyless ignition; DVD navigation, dual-zone digital climate control, power windows and doors, dual heated power mirrors, power tilt/telescope steering wheel, Bose AM/FM/CD, OnStar with one year free service, fog lamps, cruise control; (V-8 AWD) six-CD changer with XM satellite radio, leather seats
Warranty: Four years/50,000 miles
07-06-2004, 05:45 PM
#192
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The STS did awesome in the Motor Trend comparison against the BMW 545... I really like the STS.
Cadillac has definitely come a LONG way and are now on close-to or on par with the Germans IMO.
Cadillac has definitely come a LONG way and are now on close-to or on par with the Germans IMO.
07-06-2004, 05:50 PM
#194
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Originally Posted by cusdaddy
The STS did awesome in the Motor Trend comparison against the BMW 545... I really like the STS.
Cadillac has definitely come a LONG way and are now on close-to or on par with the Germans IMO.
Cadillac has definitely come a LONG way and are now on close-to or on par with the Germans IMO.
But I was super surpirsed to see the STS blow away the BMW 545 in the braking department (121 vs 113 feet from 60 mpg). That's exotic car teritory.
07-06-2004, 05:58 PM
#195
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Originally Posted by gavriil
Yes. I was looking for that article and the pics above are from that article, but it's not online in its entirety yet. The only problem is that the pre-production car was slow (6.0 secs for the 60 and 14.2 secs for the 1/4 mile for the V8 car). They really need 30-40 more HP from that V8. Maybe a bump tp 5 liters is imminent.
But I was super surpirsed to see the STS blow away the BMW 545 in the braking department (121 vs 113 feet from 60 mpg). That's exotic car teritory.
But I was super surpirsed to see the STS blow away the BMW 545 in the braking department (121 vs 113 feet from 60 mpg). That's exotic car teritory.
07-06-2004, 06:01 PM
#196
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I'd like to see a little more than 6.0 in 0-60, but that's not bad at all for most people. The STS-V will be for those who really want to go fast.
I don't have the article in front of me at the moment, but they said that the STS had more natural feeling handling than the BMW which is a big reversal over it used to be in the past.
The BMW had slightly better handling figures, (not much at all) but for some reason MT kept the STS in Touring mode and didn't test in Performance mode. Their reasoning was that most buyers will keep it in Touring mode.
Overall, they called it a draw in the end, but that's damn impressive compared to the Seville
I don't have the article in front of me at the moment, but they said that the STS had more natural feeling handling than the BMW which is a big reversal over it used to be in the past.
The BMW had slightly better handling figures, (not much at all) but for some reason MT kept the STS in Touring mode and didn't test in Performance mode. Their reasoning was that most buyers will keep it in Touring mode.
Overall, they called it a draw in the end, but that's damn impressive compared to the Seville
07-07-2004, 12:19 PM
#199
Suzuka Master
Originally Posted by gavriil
2005 Cadillac STS - - Caddy aims for new heights and buyers - - by Paul A. Eisenstein - - Source: The Car Connection
.... The Caddy might be hard pressed to keep up with a 5-Series BMW, but it would make for a tight race.
.... The Caddy might be hard pressed to keep up with a 5-Series BMW, but it would make for a tight race.