2005 Cadillac STS V8

Cadillac is serious about playing in the international luxury car league, and none of its products demonstrate this more than the 2005 STS. The new STS shares about three letters with the previous Seville STS, otherwise it is a very different machine, and a uniquely American interpretation of the contemporary premium luxury-performance sedan.

Note that the Seville nameplate is gone. With it went the front-wheel drive ``G'' large-car platform. Cadillac's premium offering is now called just ``STS,'' and is available with a 3.6-liter, 255-horsepower V6 or the 4.6-liter Northstar V8, now with 320 horses. Both engines feature aluminum alloy construction and dual overhead cams with variable valve timing, and are matched to a five-speed automatic transmission with manual-shift mode. V6 models are all rear-wheel drive, while V8s may be had with rear- or all-wheel drive. The platform is the same ``Sigma'' architecture found under Cadillac's smaller CTS sedan and SRX crossover, but stretched out a few inches. Although new STS's wheelbase is nearly four inches longer than that of the most recent Seville, overall length is down nearly four inches.

Cadillac is serious about competing with the best luxury cars from Europe and Japan - everywhere. To that end, panel gaps, inside and out, have been made significantly smaller, and fit and finish has improved. The new STS's size, performance, appointments, and vehicle dynamics were designed with far more than the demands of the American market in mind.

We've just spent a week with a new V8, rear-wheel drive STS, and have spent plenty of time in both previous front-drive generations. And, yes, Cadillac's newest is its closest approach yet to the foreign competition, although it retains its American character just fine, thank you. But, despite driving the rear, instead of front wheels, it's really not all that different from the previous STS Sevilles in most ways, merely further-refined and developed. Its looks are distinctive, and, to my eyes, handsome, and its Northstar powertrain is first-class. So, now, are its road manners. Cadillac claims it wants to truly be ``The Standard of the World'' (an old Cadillac ad slogan) once more, and the new STS is a serious step in that direction.

APPEARANCE: Cadillac is to be commended for creating its own distinctive design language. There is plenty of continuity with the look of the last two generations of Seville STS in the 2005 model's styling, and, like its immediate predecessor, it looks smaller than it actually is. Styling cues that first appeared on the Seville in the early 90s have been developing over the past decade, aided and abetted by the angular ``Art and Science'' theme of Cadillac concept cars of the past few years. The results first seen on the XLR luxury-sports roadster and the mid-sized CTS sports sedan are further-developed on the STS. But, on the STS, the angles and planes of the bodywork are ever so slightly rounded. The body proportions are classic long-hood, short-deck. The latest iteration of the classic Cadillac egg-crate grille graces the front, between the distinctive vertically-stacked headlights. A character line on the sides that rises toward the rear emphasizes its sporty wedge-shaped profile, and noticeable but not overdone rocker panels also give a performance message. At the rear, tall, thin LED taillights make the STS as distinctive at night as it is during the day.

COMFORT: There is some evolution and some revolution inside of the new STS. The basic interior design is still tasteful and contemporary, with the two-tone motif of today's luxury cars. But the Zebrano wood that was almost a Cadillac trademark for over a decade has been replaced by European-style aluminum trim, and eucalyptus wood is available. The front seats offer very good support and comfort. Included in the all-encompassing 1SF option pack is heating of both front and the outboard rear seats, and ventilation of the front seats, among many other amenities and gadgets. The rear contoured bench has good room for two adults in the outboard positions, but, as is the norm in cars these days, the center rear position is best for smaller people and shorter distances. Because of the shorter overall length, the new STS's trunk is slightly smaller than that of last year's car, but it's still large enough for plenty of luggage or several sets of gold clubs. Extensive soundproofing by both design and materials makes the STS relaxingly quiet on the road. It's a great car for touring, on any kind of road.

SAFETY: The new STS's structure has been enhanced for greater strength and occupant protection. Dual-stage front, front side, and side-curtain airbags are standard, as are 4-wheel ventilated antilock disc brakes, all-speed traction control, and the Stabilitrak stability enhancement system.

RIDE AND HANDLING: Why the switch from front- to rear-wheel drive? Front-wheel drive gives good steady-speed traction in moderate driving, but running large amounts of power through the wheels that steer adds complexity and can result in annoying torque reactions - torque steer - through the steering wheel. Also, as weight is transferred rearwards under acceleration, a powerful front-wheel drive car will lose traction. For the best performance in a high-powered car, rear- or all-wheel drive is better than front-wheel drive. Any slight advantage of front-wheel drive in low-speed, steady-state conditions can be made up for with modern stability and traction control systems, and Cadillac's Stabilitrak is one of the best of those. The Sigma platform has been enhanced for the STS, with even greater rigidity than the CTS or SRX. The fully-independent suspension uses a short-and-long arm setup in the front, with a multi-link rear, with moderately-sized stabilizer bars at both ends. Sachs (yes, German) hydraulic shocks are standard, but my test car was equipped with the ``Magnetic Ride'' (MR) suspension as part of the extensive 1SF option package. This has been a high-tech Cadillac feature for several years, and allows real-time adjustment of shock damping by electronic sensors and actuators interacting with magnetic fluid in the shocks. It keeps the tires in solid contact with the pavement, provides a firm-but-comfortable ride, and enhances the STS's cornering abilities. The 2005 STS is a Cadillac that is as happy being pushed on a challenging road as it is to be cruising down the Interstate.

PERFORMANCE: Cadillac's Northstar engine was a gem when it was introduced in 1993, and has only improved with age. The aluminum alloy 4.6-liter dual overhead cam V8, with 320 horsepower at 6,400 rpm and 325 lb-ft of torque at 4,400 rpm, now has variable valve timing on all four camshafts and new intake and exhaust manifolds, among other high-tech features, and is coupled to a new five-speed automatic transmission with manual-shift mode. The five-speed is just what the STS has needed for years - the more closely-spaced ratios give a smoother, more-refined driving experience in automatic mode, and the ability to easily shift manually improves the sport driving experience. And make no mistake, this is a Cadillac that likes to play in the twisties. In everyday driving, put it in ``D'' and the electronic and hydraulic circuitry in the transmission and the engine's fine low-speed and midrange torque takes care of the rest. For added enjoyment, move the shift lever over to ``Driver Shift Control'' mode and let the Northstar rev. There is a healthy dose of acceleration, accompanied by a fine V8 growl.

CONCLUSIONS: The 2005 Cadillac STS makes a run on the world's best luxury cars with distinctive style and rear-wheel drive performance.

SPECIFICATIONS

• Engine Type dual overhead cam aluminum alloy
• V8 with variable valve timing
• Engine Size 4.6 liters / x cu. in.
• Horsepower 320 @ 6,400 rpm
• Torque (lb-ft) 315 @ 4,400 rpm
• Transmission 5-speed electronically-controlled
• automatic with manual-shift mode
• Wheelbase / Length 116.4 in. / 196.3 in.
• Curb Weight 3,921 lbs.
• Pounds Per Horsepower 12.3
• Fuel Capacity 17.5 gal.
• Fuel Requiremen 91 octane unleaded premium gasoline recommended
• Tires P255/45 VR17 Michelin Pilot mxm4 xse
• Brakes, front/rear vented disc / vented disc, antilock,
  traction, and stability control standard
• Suspension, front/rear independent short-and-long arm /
  independent multi-link
• Drivetrain front engine, rear-wheel drive
  

PERFORMANCE
EPA Fuel Economy miles per gallon city / highway / observed : 17 / 26 / 20
0 to 60 mph 6.0 sec.

History of Cadillac

ON THE BANKS Of the Gironde River in southwest France stand the ruins of a fourteenth-century fortress, which once dominated the people of the valley and controlled the river traffic. In its time the castle was a symbol of the prestige and power wielded by the medieval aristocracy. It was called Cadillac. The men of the family were military leaders through the centuries, but historical fame came chiefly to Antoine de la Mothe Cadillac, who led a French army into the Great Lakes region and founded the city of Detroit in 1701.

Although the name has since been used in many ways, it was a car that restored to it the prestige and status that the ancient lords enjoyed. Cadillac has become a byword in the English language, connoting the epitome of excellence, the best of anything.
The car that A. P. Brush and Henry M. Leland built in 1902 was a modest beginning for an automobile that became America's status symbol. It was a one-cylinder, low-priced machine with chain drive, not too different from many other makes of the period. But Leland, an experienced engineer, soon decided to produce an expensive, finelytooled car - a prestige machine. In 1905 his new model appeared, one of the first four-cylinder cars on the American market.

In 1908, Leland staged the most astounding demonstration that the automotive world had ever seen. He took three Cadillacs to England, and after putting them through their paces, stripped each car down to the last nut and bolt. The thousands of parts were then mixed up thoroughly and Leland's workmen proceeded to assemble three Cadillacs. When they were finished the amazed British officials saw the. cars complete a 500-mile speed test without a hitch. It was obvious that each car contained parts from the other two, but the precision standardization during manufacture made sure that any collection of components would work together. At that time no other car in the world could pass a test of this sort, but it was a routine operation for Leland who had worked in the Colt revolver factory where this type of standardization was inaugurated.

In 1909, Leland sold his company to General Motors, but the new corporation wisely retained him as head of the Cadillac Division. Leland guided the development of his creation with a sure hand. Cadillac became the pacemaker for the industry and pioneered many devices that we have today. By the time Leland left in 1917 to design the Lincoln, the Cadillac was firmly established as one of the foremost American prestige cars.

The innovations introduced by Cadillac are among the most important developments in the automombile. In 1911, Leland purchased a revolutionary device from the Dayton Engineering Laboratory Com pany - the initials spell the now familiar DELCO. It was Charles F. Kettering's self-starter. Among other things the self-starter meant that women could finally handle a car by themselves, for the arm-wrenching job of cranking a car was too much for their delicate bones. It also spelled the eventual death of the steam cars whose major selling point lay in the lack of a crank handle. In addition to the self-starter, Leland pioneered the use of the generator-battery system which made .headlights, ignition, and eventually heaters much more practical. By 1912 the first timing chain appeared on the Cadillac, in 1914 the first production V-8 engine, and in 1928 the first dependable synchromesh transmission.

The Cadillacs of the early 1930's were classics of automotive design. Big, lean, powerful, they slowly began to dominate the market. With their introduction of the V-16 engine, they outsold all the other luxury cars of the period. Year after year, as other makes were put out of business by the economic fluctuations, the Cadillac continued its rise. In reality, the Cadillac lost money in the thirties, but the advantage of being in a big organization lay in the fact that other divisions could support a financially embarrassed section. This was why the Cadillac survived a period that meant the eventual finish of almost every other American luxury car.

Just prior to World War II Cadillac discontinued the massive V-12 and V-16 engines in favor of the more efficient V-8 and they entered the postwar period as the leader of their price range. Unfor tunately Cadillac, because of its prestige, became a style leader as well. In 1948 the Cadillac division started the tail-fin trend which blossomed luxuriantly throughout the industry. Soon there was intense competition among manufacturers, not in performance or durability, but in the size and shape of the rear-end outrigging. Tail fins are required for aerodynamic stability on airplanes but no one has yet proved their value on a touring car, except as adornments. The tail-fin fad spread like a plague, erupting in huge proportions on even the smaller cars, and, like a world epidemic, finally crossed the Atlantic to appear on some European machines. It is a tribute to the prestige of Cadillac as a pace-setter in style, that the fin disease spread so widely, and one may only hope that the shark-shaped appendages will finally wither. When they do, it is quite probable that the next trend will be pioneered by Cadillac.

However, under the hood, the efficient and durable V-8 engine spells pure function. Cadillac engines last a long time with proper maintenance and produce an amazing amount of power. Before the development of the Corvette engine, these V-8's were used in many racing machines such as the British-made Allard.

Today the Cadillac is perhaps the most luxurious of American cars, and in the Eldorado-Biarritz model, can be the most expensive. Almost everything is power assisted or electrically operated. Air condi tioning makes hot weather touring an extremely pleasant experience,, and radio-telephones keep the occupants in touch with the outside world, for the interior of a Cadillac is a world in itself. Only the addition of television is required to make this car a traveling living room where owners can relax in utter comfort as the world speeds by the glare-proof windows.
Purists may decry the sybaritic luxury of the Cadillac, but one must remember that the American public whole-heartedly favors this type of automobile. The Cadillac Division of General Motors does not want for customers, and the car itself serves as an example to other manufacturers who follow in its sumptuous path. One can be sure that the ancient lords of Cadillac would have approved of the car that is made in their name.