2005 Cadillac STS Review

Specifications

Import Buyers Missing Out?

Ive grown to really like Cadillacs new art & science design language. Its edgy and exciting in the CTS and ideally executed in the glorious XLR roadster. While the new STS edges come across a bit softer overall, it is still daring enough to get noticed, and probably better suited for the slightly older, possibly more conservative buyer that will step up from a CTS to the larger Cadillac.

Ive spent quite a bit of time in the new model, and with each passing mile have grown to like it more and more. Of course, this isnt always the case with test cars, with some that start out wonderfully accommodating and end up frazzling my nerves.

I first climbed inside the STS last January in Detroits Cobo Hall, home to the North American International Auto Show. I couldnt help but appreciate just how well put together its interior appeared, especially after being rather unimpressed with the CTS and SRX cabins.

The STS show car, at least, was a solid step forward for Cadillac, not only featuring zero tolerance fit and finish of interior panels and buttons, but also showing that the brand had matured towards understated elegance and away from the flashy computer-tech style of the CTS; a car which features a center stack that unintentionally looks about as technologically advanced as a mid-80s PC, with the tall “tower” profile, orange LCD displays, FrontPage 95 do-it-yourself webpage navigation graphics and 5¼-inch floppy inspired CD slot.

While the overall design of the STS interior isnt as daring as BMWs 5-Series or as awe-inspiring as Mercedes-Benz E-Class, its materials quality, fit, finish and ergonomics are top notch, and equal to its German rivals. I took the time to poke around the test model that arrived at my home later in January, just prior to spinning its tires, literally, during a winter test of Cadillacs much improved lineup in Steamboat Springs, Colorado - more on that in a minute - and found it every bit as well made as the car featured in the Detroit show.

January was pretty warm and relatively dry on the West Coast, so I was able to test out the new Cadillacs high-speed performance and tenacious levels of grip throughout the many curving roadways that make up the street and highway system around my home. First and foremost, the upgraded Northstar V8 is an extremely flexible engine, laying down power to the rear wheels, or all-wheels if the optional all-wheel drivetrain is chosen, with an immediate intensity that some of its competitors lack. The 4.6-liter engine, featuring 32-valves and dual overhead cam architecture, sports 320-horsepower, available at 6,400 rpm, and 315 lb-ft of torque at 4,400 rpm, easily enough to charge the somewhat hefty 3,922 pound sedan to 60 mph in only 5.9 seconds.

The V6 powered STS, which sheds 64 pounds over its V8 sibling, is nowhere near as invigorating, but its 3.6-liter mill is plenty sophisticated by GM standards, featuring 24-valves and dual overhead cams, resulting in 260-horsepower at 6,500 rpm and 252 lb-ft of torque at 2,800 rpm.

Both engines put power down to the wheels via a five-speed automatic with manual mode, a smooth-shifting transmission to boot. While its Acura, Audi, BMW, Jaguar and Lexus rivals now boast 6-speed automatic gearboxes, with Mercedes-Benz putting power down to the road with a class-leading seven-speed gearbox in the E500, the more gears the better for optimizing acceleration and fuel economy, Cadillacs five-speed unit didnt make me feel like I was missing out, and the manual modes ability to hold a given gear when called upon made snaking the car through S-curves a joy.

Speaking of handling, the STSs side-to-side transitional response was much better than average, as was the cars ability to stay level to the roadway under hard braking. Stopping power is so strong because of the V8s standard 12.7 inch front and 12.6 inch rear ventilated discs all-round. Six-cylinder cars get 11.9 inch front and 11.7 inch rear ventilated discs, still sizable enough to deliver short stopping distances.

Its important to note that, in spite of the STSs athletic nature its ride isnt overly harsh. On the contrary, while firm in a Germanic way, its Magnetic Ride Control technology allows for superb dynamics, while delivering luxury-car comfort. What does it do? Basically, Magnetic Ride Control makes adjustments to the damping levels up to 1,000 times per second via its proprietary combination of magneto-rheological (MR) fluid-based shocks, which makes sure that each tire maximizes its contact patch, enhancing overall grip. Not only is it the auto industrys fastest reacting suspension system, but Magnetic Ride Control also reduces wheel bounce, allowing an even ride that comes close to eliminating heave, pitch and roll. Theres more to it than I have space to write, but suffice it to say that the STS comes equipped with one of the most sophisticated suspension systems in the world.

As mentioned earlier in this review, I was invited to Colorado to test the new Cadillac, and other models in the crested wreath lineup, on a specially prepared race track. What I didnt realize prior to the event was that the specially prepared part was the 500,000 gallons of water that had been poured over its surface and allowed to freeze in the sub-zero temperatures. Calling it slick would be doing the track an injustice, as it was basically a big slab of ice complicated by right angle turns, chicanes, dips, dives, hills, combinations of all, and even a 300-foot skidpad at center.

My first inkling was to run for the all-wheel drive STS, but the Cadillac team had other plans in mind. We were to drive each vehicle in the model lineup, starting with a competitive model and then moving over to the rival Cadillac for comparison purposes - nothing out of the ordinary here. But to my amazement the cars were fitted with standard rolling stock, or in other words the same all-season tires that come standard off the showroom floor.

OK, Im from the West, so its fair to say I hadnt as much experience driving in slick conditions as some of my Midwest and East Coast colleagues. This said there were a couple of journalists from California and one from Miami. I suppose the many trips to ski resorts over the last 25 years of driving gave me the upper hand on these poor blokes. Still, to me the prospect of piloting powerful, rear-drive cars fitted with all-season tires on this surface was the equivalent of being tossed onto the skating rink wearing a set of leather-soled Florsheim brogues, but car control, or lack thereof, being much the same no matter what track surfaces are like, I cautiously set forth.

Pitted against the STS was the Lexus LS 430, which I initially thought was a great deal larger than the Cadillac. As it turns out, the STS is only 1.2 inches shorter than the LS, and its wheelbase is 1.3 inches longer. This makes for superb rear seat legroom in the Cadillac, and an extremely comfortable ride. The STS is also wider than the LS, by 0.6 inches, and lower to the ground overall by 1.0 inch. So, all totaled up, the Lexus LS actually made a pretty good comparison car, especially considering its curb weight rested in between the V8-powered STS and the much heavier AWD version.

I have to admit that I really enjoyed tossing the big Lexus around the track, other than an amazingly annoying habit of beeping every time the stability control engaged, which, as you can imagine, was pretty well all the time. No problem, just switch that ruddy drivers aid off and practice smooth steering input levels and even smoother transitions from throttle to brakes and back on the throttle again. OK, easier said than done.

I did the same thing with the STS for comparison purposes, defeating the stability control after a lap or two of getting comfortable. The Cadillac felt more at ease on the ice than the Lexus, but both were quite good. The STS was more tossable, though, and after driving both back to back I was certain it was the smaller of the two, which made the realization that this wasnt entirely true quite the revelation.

After piloting the rear-drive STS I jumped into the all-wheel drive model, expecting greater traction and more controllability over the slippery track surface. The difference between the two was most noticeable at takeoff, when the all-wheel drive version jumped off the line with a more immediate enthusiasm. It was also better through the curves as long as I kept a steady foot on the throttle. When I let up, then the extra 309 pounds over the rear-drive V8 model would overwhelm the suspension and force understeer, plowing the nose off-line. While this wouldnt happen in such an exaggerated form on pavement, the ice served as a unique opportunity to experience a cars ultimate performance threshold and at-the-limit handling characteristics.

One thing that surprised me about the all-wheel drive STS, however, was its rear-drive bias. When called upon, it would kick its back end out ever so slightly, mimicking a rear-drive car and allowing for much more sporting behavior. When faced with ice, this is only a good idea when on a safe, enclosed circuit such as that provided by Cadillac.

While I enjoyed pushing the rear-wheel drive STS around the ice more than the all-wheel drive version, as it was easier for me to get aggressive on the steering input and throttle and slide it into a tight turn, I believe that for most normal driving situations in colder climates, the all-wheel drive system would be optimal. Although, what the winter driving test proved to me more than anything is that a rear-wheel drive car, when fitted with high-tech driver aids such as traction and stability control, can manage pretty well anything mother nature can throw at it.

I should also mention that after lunch I tested the STS with snow tires. While the stock all-season tires were surprisingly capable, they were also no match for tread designs and rubber compounds designed specifically for taking on ice and snow. The car accelerated with greater confidence, offered more control under braking, and managed corners with an ease that approached wet weather driving… almost.

I say almost because, as I was getting more and more comfortable with the car track and new tire setup, I managed to overshoot turn one and hit the wall! Hit the wall? Thats a racing term for plowing your car into the concrete barrier that separates car and driver from what would otherwise be a life shortening experience. Fortunately for me, the wall that surrounded the Steamboat track was comprised of snow, and we merely pulled it out with a nylon rope and the aid of a truck. Being the only one that day to find the limits of my car, I acquired a greater understanding of what the STS was capable of. In other words, I felt like an idiot. I can hear you “Easterners” now… ruddy West Coast drivers, a little snow and youre all sliding into each other!

One thing we can all relate to is the rising price of gasoline and how wonderful it is to own a fuel efficient car when it comes time to fill up. To that end the STS isnt particularly efficient, as would be expected of a car that weighs almost two tons in base trim. What I didnt expect is that the V6 model actually achieves a poorer rating than the V8, go figure? In a way it makes sense, being that the larger engine doesnt need to work as hard to push the cars mass around. In the city both are rated at 17 mpg. On the highway the V8 edges out the V6 with 27 mpg rating compared to 26 respectively. Adding all-wheel drive drops efficiencies even more, to 15 mpg in the city and 24 on the highway. Cadillac may want to follow Lexus lead and incorporate a hybrid-electric drivetrain into its luxury models.

Nevertheless, at a base price point of $40,525 the STS V6 offers up impressive value. While this might sound like a lot of money, stacked up beside its midsize rivals its quite the steal. Only the new Infiniti M35 sells for less at $39,900, with the Lexus GS 300 starting out at a much richer $42,900, the Jaguar S-Type costing $44,230, a comparable BMW 530i needing $41,800, a better equipped Acura RL near the top at $49,100, and the uber-expensive Mercedes-Benz E320 fetching $50,050. I suppose some will counter that a well-equipped Chrysler 300C can be had for the paltry sum of $33,130, but theres a difference between these luxury sedans and the 300C when it comes to refinement, so its a bit of a moot point.

Step up to the V8-powered STS and the price jumps to $47,025, on par with most of its competitors. The all-wheel drive version, however, seems a bit over the top at $63,135, mostly because in order to option the car out with this $1,900 safety feature it also needs either the $11,065 Luxury Performance package or the $13,115 Premium Luxury Performance package, both featuring option lists too long to delve into right now. A fully loaded version, featuring adaptive cruise control with head up display (HUD), Tuscani leather seats and trim, and a power glass sunroof, stretches the price point to $65,765. Add Red Line or White Diamond paint to the mix and the price tops out at $66,760, less the $695 destination charge and $1,000 gas guzzler tax - the latter only needed for the AWD model. This comes pretty close to Audi A8, BMW 7-Series and Mercedes-Benz S-Class territory.

But that in mind, while it might not be as lavishly equipped as some of these top-tier Europeans, the new STS is a wonderfully capable car that can run with the best from Europe and Asia, and this coming from one of the most ardent “Eurasia”-snobs I know… me.

The new model is a sign of things to come from Cadillac, or so Ive been told, and charts a course that the Generals lesser brands are starting to follow, Buick with its LaCrosse and Lucerne, plus Pontiac with the G6 and Solstice, among others. Being that I covered most of the cars features and specs in a preview back in May of last year, Im not going to go into any more detail than I already have. If youd like to know more, check out the article in the new vehicle reviews (or previews) section of this website.

If you already own a Seville youre going to love the new STS, I guarantee it. If you currently drive something from Europe or Asia, however, you probably wont be dropping by a domestic lot anytime soon anyway. But in the case of Cadillac and this STS, youre missing out. The new sedan is as good, and in many ways better than its rivals, and deserves a long look, and an even longer drive to appreciate.