2005 Cadillac STS Review

Specifications

Finally a Rear-Wheel Drive Contender Worthy of the Streets of Seville

I picked up the 2005 Cadillac STS on a typically rainy day in November. Just to quickly prove to myself that GM wasnt trying to hoodwink us into believing that the STS is not mobilized by its rear wheels, I switched off its traction control system and punched the throttle. Instantly, 320 horsepower was expelled through the tires out back, breaking them free and setting the hefty sedan into an easily managed power drift. Yes, GM has finally got its Seville right!

Seville? OK, Cadillacs 2005 version is called the STS after the alpha designation given to the previous Sevilles sportiest trim level, and maybe Im not ready to let go of a name that has been around since the mid-70s. But its necessary for Cadillac to continue its three lettered theme, started with the CTS, followed up by the XLR and XRS, and now the STS.

The completely new sedan rides on GMs highly praised Sigma platform, which has been refined over the period of two years since debuting beneath the edgy sheet metal of Cadillacs performance-oriented CTS. Upon seeing the STS first hand, as opposed to photographs, I breathed a sigh of relief. Although the new model bears a family resemblance to the CTS, it doesnt look as though it has been chiseled from a slab of granite. Rather, the STS design is softer and far more fluid.

The high-belted STS benefits from exterior dimensions that exceed those of the CTS, and in doing so is more in line with North American midsize sedan expectations. The larger Cadillac is approximately 6 inches longer, 4 inches wider and 1-inch taller than its smaller sibling, which gives it a much more assertive presence on the road.

The extra inches also translate into a larger, more open-feeling cabin, adding a sense of spaciousness not found in the slightly cramped quarters of the CTS - and I like that. Rubbing shoulders in a narrow cabin doesnt generally enhance an automotive experience, although in certain circumstances I guess it could.

My praise for the exterior styling of the STS is only surpassed by my admiration of its interior design. Cadillac has thankfully stayed well away from the modular-look incorporated into both the CTS and SRX offices. The inner sanctum of the STS is smooth and dignified by comparison.

All surfaces impart a feeling of quality and strength. The overall appearance is restrained and classy, especially the short, Eucalyptus wood- and leather-trimmed shift lever set amid a thick chrome shift plate. Matching wood trim is tastefully applied to the dash, center console, steering wheel and door pulls. Soft leather inserts adorn the door panels, adding a touch of elegance to an otherwise very discreet interior.

Complementing the interior restraint is an obvious reduction in the quantity of buttons and dials usually found in Cadillac products. In the new STS, many of the functions that were once controlled by rows of buttons are now incorporated into an eight-inch touch-screen interface.

Although this approach has led to a very clean dash appearance, it still requires some getting used to - especially for those who think a megabyte refers to an extra-large fast-food meal. Fortunately, the HVAC controls in the technically imposing STS are where they should be, in the center stack, and are fairly intuitive to operate. As well, steering wheel mounted audio controls and an optional voice activation system can relieve much of the touch-screen psychosis some drivers may encounter.

The interior of the STS is well executed and solidly assembled. Front seating is infinitely adjustable and remarkably supportive, which isnt always the case with domestic luxury sedans. In addition to their supportiveness, the premium front seats I rested my buns on were both heated and ventilated, pushing their comfort level to the max. This seating package also adds heating to the two outboard rear seats.

My fully loaded tester featured a ton of electronic gizmos, including adaptive cruise control, head-up display, moisture-sensitive wipers, a killer 15-speaker Bose surround sound audio system, Intellibeam high intensity discharge headlights and remote starting. The adaptive cruise control uses forward-emitting radar to detect the presence of slower vehicles and adjust the speed of the STS in order to maintain a preset distance from the traffic ahead.

This is quite a functional drivers aid, especially for those who routinely log many highway miles. When the slower traffic departs, the adaptive cruise control system returns the STS to the preset speed. I enjoyed using this feature, which can be disconcerting the first time the Caddy comes up on a slower vehicle, but trust me, it works.

Worthy of further explanation are the Intellibeam HID headlamps. These units automatically dim the high beam lights when another vehicle is approaching or when a set of taillights is detected. Once the interfering light source departs, Intellibeam automatically returns to a high beam setting. I tested this system around town and was quite astonished by how effectively and reliably it lived up to expectations.

Also working well is the STS remote starting feature, which Cadillac calls “adaptive start.” From 200 feet away, the key fob will fire up the STS and recall the memory settings for the drivers seat, steering wheel, outside mirrors, radio and HVAC controls. If not started remotely, the STS senses the presence of the key fob and unlocks the doors. But dont bother looking for an ignition slot, there isnt one. When the fob is within proximity, such as in a pocket or purse, pressing a dash-mounted button ignites the STS and recalls the settings specific to the particular fob.

Once juice has been ordered, either a 255 horsepower V6 or a 320 horsepower V8, both equipped with variable valve timing technology, will discreetly burst into life. My tester was equipped with the more muscular of the pair. Displacing 4.6 liters, the DOHC 32-valve 8-cylinder powerplant also generates 315 pound-feet of torque at 4,400 rpm.

Cadillac has done a marvelous job of eliminating noise, vibration and harshness from the operation of the powerful Northstar engine. These powerplants have always been smooth, quiet performers; however, cutting edge engineering has further refined the operation of this strong runner. From idle to its 6,600 rpm redline nothing but honey is extruded, along with an invigorating wallop of power.

Cadillac claims the STS V8 will thrust itself from 0 to 60 mph in just 5.9 seconds. Thats darned impressive for a luxury cruiser weighing in at 3,921 pounds. The extra oomph of the V8 over that of the V6 results in a Caddy that never has to work to keep up with traffic, if not well ahead of it. The Northstars flat torque curve is very versatile. Power comes on immediately and stays in place until the right foot lightens or GMs ultra-smooth shifting Hydra-Matic 5L50-E, five-speed automatic transmission says its time for a higher gear.

Cadillac has augmented the Hydra-Matic gearbox with a manual-shift mode, which enhances the performance-car feel of the STS. Downshifts for passing are completed without delay or fuzziness. Snapping the throttle will rapidly engage the most effective gear, without delivering a neck-snapping jolt. As speed quickly increases, the passenger environs remain serene and calm, with only a hushed growl emanating from somewhere fore of the cabin.

Whether under full acceleration or loafing about town, the STS is very quiet. In fact, I would prefer to hear just a little more burble from its twin pipes, but thats my preference and it may not be representative of the target group Cadillac has tuned the STS for. However, a degree of quiet that I really appreciate in a vehicle pertains to its ability to quell the intrusion of road and wind noise; in this aspect the STS is a standout. Regardless of speed, occupants in the STS are treated to exceptionally low levels of tire drone and wind rush, not to mention an agreeable ride.

Any concern that the new STS rides on a fluffy cushion or wallows in corners can be forever discarded. My tester was equipped with GMs optional, sophisticated Magnetic Ride Control performance suspension. Electrically-charged metallic particles in the shock absorbers are capable of increasing or decreasing suspension resistance up to 1,000 times per second, based on vehicle speed, road surface and cornering forces. In plain terms, the firmness of the suspension is constantly changing to maximize both ride quality and handling ability - two dynamics that couldnt be further opposed.

So does it work? I have to give Magnetic Ride Control the “thumbs up”. The STS I sampled was very comfortable, although on my ride-dynamics scorecard it rode on the firm side for a set of premium luxury wheels. Having said that, under normal driving conditions bumps were easily defeated without transmitting any internal organ-shuffling harshness to the occupant area. Despite its commendable absorption rate, the Caddys Magnetic Ride Control technology shines brightest when plunging into serpentine roads.

The high-spirited STS doesnt remain quite as flat through an apex as BMWs 545i equipped with the German automakers Dynamic Ride Control technology, but it can certainly hold its own when the yellow line bends. The amount of body lean encountered with Magnetic Ride Control is fairly minimal, and what lean does creep in doesnt negatively affect the vehicles stability to any significant degree.

I only wish Cadillac hadnt buried the control setting several layers deep in the touch screen programming. A console-mounted button would enable quick selection of either “touring” or “performance” suspension modes to match immediate needs.

The large-for-a-mid-size STS is a pleasure to push hard through the curvy stuff, although I would prefer a little more steering feedback and slightly greater on-center feel. I often found it necessary to apply a slight tug to pull the wheel back to center after completing a turn. However, for a long-hooded luxo-cruiser, turn-in is sure-footed and rapid thanks to the optional sport-tuned suspension system and the STS Handling Package, both of which conspired to keep my tester nailed to the tarmac.

Installation of GMs Servotronic II, performance gearing and variable ratio electronic steering control is part of the STS Handling Package. Weight transitions when flinging the rear drive Caddy side to side are noticeable, but easily managed. If things do go off the rails - so to speak - GMs Stabilitrak stability system will administer the recovery by applying wheel-specific braking and engine restraint; however, choosing to push a vehicle beyond its limits with the expectation of technology saving the day is outright foolishness.

Due to the exceptional handling thresholds derived from modern, sophisticated automotive technology, its easy to lose sight of just how much mass premium performance sedans carry. The STS is one such vehicle. Thanks to such technology, the new Cadillac gracefully suppresses its heft, especially in the braking department.

The stocky four-door is equipped with four-wheel, antilock disc brakes, further boosted with “panic brake assist.” This system recognizes a panic stop based on the speed and force used by the driver when hitting the brakes. It then augments the braking force to ensure the antilock system is activated, allowing vehicle control to be maintained while producing the shortest possible stop.

On a rain-slick road, I tested and re-tested the Caddys binders and was astonished by the brevity of its full force stops. The antilock technology was not prone to early intervention and there was no discernible brake fade. Nosedive was minimal throughout these procedures and control was never compromised.

Also not compromised is GMs generous use of airbags to protect occupants when the brawny braking isnt enough. As standard equipment, the STS is stocked with driver and front passenger dual-stage frontal airbags along with side airbags for the same folk. All occupants, less the sap seated mid-section in the rear, receive the benefit of head level, side curtain protection.

In addition to multiple inflatable safeguards, the STS provides traction control, OnStar and an ultrasonic rear parking assist as standard equipment; tire pressure monitoring and rain-sensing wipers are available as options. And when it comes to STS options and equipment packages, the shelves are full.

In its base form, the STS is a content-rich set of wheels, but just as my many school teachers lamented, “theres still room for improvement”. The customer wishing to increase content can aspire to a total of three incremental equipment packages, beginning with the Luxury package, followed by the Luxury Performance collection, culminating with the Premium Luxury Performance ensemble.

Included in these varying steps of indulgence are items such as DVD Navigation with voice recognition, 15-speaker audio, adaptive cruise control with head-up display, HomeLink, memory settings, electro-chromatic side and rearview mirrors, heated and ventilated eight-way power seats finished in Tuscany leather, heated leather-wrapped steering wheel with wood insert, Eucalyptus wood trim, Xenon HID Intellibeam headlights, glass sunroof, Magnetic Ride Control and 18-inch performance rubber.

When the V8-equipped Luxury Package is selected, buyers can opt for all-wheel drive over the standard rear-wheel drive. Splitting the engines output, this system will direct up to 40 percent of the available torque to the front wheels and 60 percent to the rear wheels. By partnering all-wheel drive with all-wheel traction control and Stabilitrak, GM is ready to take on some pretty heady competition, such as the V8-equipped Audi A6 and HEMI-powered all-wheel drive Chrysler 300C, both of which can be called “mine” for thousands less than the crested wreath STS.

And that, ladies and gentlemen, shines a light on the true nemesis of the STS - its price, which starts at $41,222 and skyrockets to a palpitation inducing $68,330. Ignoring the need for plentiful greenbacks to acquire it, the STS is an awesome performer no longer encumbered by the stigma and ineffectiveness of front-wheel drive. Sans sticker, the domestic dueler is finally the contender it deserves to be.