It"s the end of Seville-ization together we know it. No more jokes around Seville disobedience, Seville affairs, Seville rights. That"s because the name, very first trotted the end in 1956 to designate a unique Eldorado model, has actually been deep-sixed. Again.

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What was previously the Seville-in its fifth generation, no less-is now just an STS, and also it rides on the Sigma platform that has so far distinguished itself in the CTS sedan and also SRX sport-ute.


The STS comes in 3 aromas. There"s the starter-kit version ($41,690) powered by a 255-horse, 3.6-liter V-6. There"s the V-8 rear-wheel-drive version ($47,495) special a 4.6-liter Northstar developing 320 horses, 20 much more than the old STS"s output. And there"s a V-8 all-wheel-drive STS, through a obligated heavy options load ($62,765) who driveline is yanked intact from the SRX.

You want options? Cadillac"s acquired your alternatives right here, pal. How around four tire-and-wheel combos and three final-drive ratios? How about ventilated seats (part the the $8695 1SG package), which revolve out to it is in the coolest feature since air conditioning? our V-8 rear-drive test car, v the 3.42:1 axle and 18-inch all-season Michelins, come pretty much blinged out, lacking only a sunroof ($1200). Together profligacy bloated that sticker come $62,215, a sum that may induce chest pains in an ext than a few diehard Cadillackers.


The STS now rides on a wheelbase 4.2 inches longer than the old car"s, yet in all at once length the STS is 4.7 inches shorter. Glance in ~ the automobile in profile and you have the right to see what acquired chopped. The trunk"s volume is down by two cubic feet.

Rear-seat dimensions, though, aren"t much changed. It"s tho snug back there, at least for a deluxe sedan, okay for two adults and also their mocha lattes. The would have actually helped if the chair cushion weren"t for this reason low and also you could insert both feet totally beneath the prior seats. A third adult betwixt? because that 20 minutes maybe, yet remember that with rear drive there"s again a transmission hump come battle, and Hump Man has no an option but to stick one Florsheim into each of his colleagues" footwells.

The prior seats, for hips and shoulders alike, space surprisingly well-bolstered and also BMW-firm. No complaints. The gauges" illuminated white number are collection against a black background-simple, ever before legible. The facility stack is clean and well-ordered, conquered by one eight-inch-diagonal "infotainment" screen, whose confront can it is in tilted approximately 15 degrees to reduced glare. And also the cockpit is warmly trimmed in eucalyptus that looks very much favor real wood because it is.

What you notice very first about the STS is that there"s no ignition keyhole. Instead, you carry a standard-looking fob the signals the car to unlock the doors together you approach. After ~ that, every you do is put your foot top top the brake, then press a rocker switch to the right of the steering column. Voilà, the Northstar stirs come life. Press the bottom that the rocker come shut off the engine. In theory, girlfriend stash the fob in your pocket or purse and never need to remove it. If you don"t care for that method of cranking, you can also fire up your STS remotely, indigenous as far away as 200 feet.

What you notification next is that this is a vault-like Seville--sorry, STS. Cadillac has run amok through sound-deadening materials, i beg your pardon no doubt add to this car"s 4148-pound heft. Distinct mats and also blankets have actually been put in the dash. The shock towers, driveline tunnel, and also wheelhouses all advantage from rubbery sound-absorbing goo, and the doors are triple-sealed. In ~ 60 mph, there"s negligible wind noise at the A-pillars, make this a soothing, virtually meditative ar to command highway business. Fact is, the Northstar"s silky snarl is now plainly audible just at wide-open throttle.

Idle high quality is excellent, and step-off is gentle and also controlled. Gone space the bad old days, once an inch of GM accelerator induced a sort of rocket launch.

The STS"s steering is odd. The effort is reasonably high, and there"s small detail telegraphed--minimal info concerning road surfaces or front-tire next slip, for instance. However for any kind of given increment of steering input, the ZF rack (included in the 1SG package) it is intended a predictable, repeatable food alteration. In that sense, the steering is precise but, in ~ the end of the day, not an extremely satisfying. It"s lucky the the chassis takes together a firm set in turns and is for this reason conscientious about path control, because this steering is not especially adept at rapid one-or-two-degree corrections.



Our test automobile was fitted through Magnetic Ride manage ($1850), which readily available two firmness settings--touring and also performance. An excellent luck switching in between the two. You need to stop the car and toggle with a six-step interrogation top top the big screen. Why no a basic switch ~ above the facility console, next to the traction control? possibly it doesn"t matter. In one of two people mode, the dampers and bushings are about as stiff together Al Gore in ~ a séance. The drive is never ever downright harsh, although there"s part crash-through ~ above Michigan potholes. Rarely do high-frequency roadway pimples discover their means through, nor is much road noisetransfer . But this is a ride as firm as any kind of you"ll most likely encounter in a true deluxe sedan, saturated unyielding that the seats sometimes rattle in their tracks. We"re happy our tester wasn"t fitted through the summer-only Michelin Pilot Sports.

Of course, the upside to together firm tuning is that body motions are marvelously controlled, and there"s never a disruptive moment of weight shift, either at turn-in or mid-turn. Truth is, this new STS pulled 0.86 g ~ above the skidpad, just a whisker behind a BMW 745i we newly tested and also way, method beyond the old car"s 0.79. Ours STS assaulted our handling loop choose a badger after ~ pork rinds, achieving large velocities. In chop turns, you can steer the tail through the throttle a baby step or two--there"s a fine line here before the conventional stability regulate steps in and also spoils the fun--but in that moment you"ll notice that the chassis is neutrally balanced. If girlfriend don"t desire the tail hung out, preserve a stable throttle deep into the turn and you deserve to scrub speed at the bow, just like the old front-drive STS.

The brakes are strong and straightforward to modulate. Her foot easily learns wherein anti-lock manifests. During nonpanic stops, you have the right to brake right to the edge of ABS or press through for one cycle or two prior to withdrawing. Ours car, fitted v the "European" brake pads (another component of the 1SG package--see what we mean about options?), quit from 70 mph in 177 feet, 15 feet much better than the old STS, one foot better than a Benz SL600. Think of that.

Disable the traction control, summon some minor brake torque, and also you have the right to paint 10 feet that rubber stripes. Sixty mph arrives in six secs flat, same as what a 745i have the right to manage. Course, the BMW walk on to eat the quarter-mile in 14.6 secs at 97 mph. Whoa! same as the STS. What the Cadillac does the the $69,195 BMW doesn"t is attain a height speed the 154 mph. Moreover, Cadillac has actually calibrated the traction manage to allow you to bark the tires at step-off there is no imposing big Brother"s mechanical hand of moderation. Nice.



The twin-cam V-8 is abetted in that is labors by a five-speed Hydra-Matic 5L50-E that might be the finest transmission GM has ever before produced. Why execute we to speak that? since you"re virtually never mindful that it"s act anything. This is particularly true throughout kickdowns, even two-gear kickdowns, which space as quick as they room unobtrusive. You understand that embarrassed emotion you get when you"re around to pass a guy on a two-lane road, and you nail the throttle and also get a vast neck-snapping kickdown, only to give up the maneuver once you find a auto in the oncoming lane? In the STS, all the happens is a practically instantaneous increase in engine revs. No jolt. No roar. Passengers don"t have to suffer for the driver"s negative timing.

Every STS is fitted with a an easy and effective manumatic--tip forward for upshifts, backward because that downshifts, simply as God intended. And Cadillac has actually mercifully abandoned the Louisville Slugger shift knob that drew complaints in the old car.

Fact is, the previous STS was never really a performance car. It was a deluxe sedan that just didn"t embarrass itself in the hills. This new STS, in contrast, is barking at the city borders of hot-rod-dom, especially in its edgy ride, booming acceleration, and tenacious handling.

For decades, Cadillac appeared content to remain a step ahead the Lincoln. Now, with the STS--and the SRX prior to it--you really do obtain the feeling the department is serious about competing with international luxury brands. When our test car arrived, chief engineer Jim Federico--no longer responding come Seville-engineering jokes--pointed proud at panel gaps that have been small to three millimeters native the old car"s five. Then he pointed come the optimal of the door frames, i beg your pardon blend almost invisibly into the roof in a costly "Dutch hem" design. "Let"s watch Mercedes enhance that," that said.

When"s the critical time girlfriend heard a Lincoln guy say that?


Here, finally, is other I thought I"d never see: a Cadillac that desires to gain into the ring v the large cars from BMW and Mercedes. Those "postmodern" Caddys the the "90s make gestures in the direction, however they always carried the burdensome trappings the the big sprawling American car: sleepy suspensions, big for bigness"s sake, styling that seemed behind the times. This new car has actually a sports ride as tough as any BMW"s, a very strong V-8, a sporty manual-style shifting function, and also a rock-solid feel lot like an ... E-class Mercedes. The STS"s price undercuts that of the S-class and also 7-series, yet the real difficulty is this: will buyers accept the idea that a $62,000 Cadillac?


Cadillac has finally endowed among its new-generation four-doors through an internal that requirements no excuses. The cabin the this STS not just looks and also feels sumptuous yet is also largely there is no of the visual and also electronic overkill that infests countless of the competitors. As we"ve involved expect indigenous the Sigma-platform cars, the STS cd driver beautifully with rapid reflexes, wonderful grip, and the sort of ethical responses the let you drive it perfect smoothly without brain-straining concentration. The ride might be an ext absorbent on stormy city streets, and such a big car deserves more rear-seat and trunk space, however this STS is unquestionably the best Cadillac I"ve ever before driven.

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The Cadillac team is completely upbeat about this car. If American luxury-sports-sedan buyers have been jumping ship to europe cars and also their peculiar set of sensibilities because that a concrete reason (and us think castle have), climate the people at Cadillac have actually seen the light. Hallelujah! Here"s a Caddy that drives like BMWs did prior to that company"s infatuation with an innovation began injecting Novocain in between driver and machine. Damn, this STS unwinds a chunk that California"s shore like no Cadillac ever has, and also that"s in the cushy-riding design without the 1SG parcel that ns drove ~ above the Left Coast. Thanks, Cadillac.

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE together TESTED: $62,215

ENGINE TYPE: V-8 , aluminum block and heads

Displacement: 279 cu in, 4565cc Power (SAE net): 320 bhp
4400 rpm

TRANSMISSION: 5-speed automatic with manumatic changing

DIMENSIONS:Wheelbase: 116.4 in Length: 196.3 in Width: 72.6 in Height: 57.6 in Curb weight: 4148 lb

C/D-TEST RESULTS: Zero to 60 mph: 6.0 sec Zero come 100 mph: 15.7 sec Street start, 5-60 mph: 6.3 sec stand ¼-mile: 14.6 sec
imminent lockup: 177 ft Roadholding, 300-ft-dia skidpad: 0.86 g

FUEL ECONOMY: EPA fuel economic climate city/highway driving: 17/26 mpg C/D-observed fuel economy: 14 mpg

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