Caddy getting serious on the hp thing.

It's blown right? How much torque we talking about....anyone know??

COME ON AMG......they're catching UUUPPPPP!!!! Twin turb V8 anytime you guys are ready!

So you don't have to read the War and Peace article

TORONTO -- At the first corner of my road test, not 10 feet out of General Motors' parking lot, the rear end is already slewing sideways like a drunken sailor. And I hardly even mashed the throttle. Every single corner thereafter -- traffic light, on-ramp or slight kink in the road -- sees the revs climb, the rear end step out and the rear tires spin like the Liberal party after the recent "beer and popcorn" fiasco. So what kind of car was it? Corvette? Porsche Turbo? A Ferrari so bright red it looks like a speeding bullet standing still? Maybe another of those 612-horsepower, AMG-tuned Mercedes rockets?

How about a Cadillac -- a big one at that? The new STS is GM's topline four-door sedan. Only this one has a little V tacked onto its moniker. This, by itself, isn't a guarantee of excitement, but since the car also comes with a "supercharged" badge adorning its flanks, the source of all that tire spinning doesn't remain a mystery for long.

Following in the footsteps of the enormously successful CTS-V, which convinced many that Cadillac could run with the big dogs -- namely, BMW and Mercedes -- GM has taken the wrapper off its hot-rodded STS.

Unlike its lesser sibling, which saw Caddy engineers stuff a Corvette motor into the CTS's engine bay, this STS takes a different, more sophisticated approach. Under its hood lies Cadillac's Northstar V-8 -- the DOHC V-8 that stands as the pinnacle of GM engineering -- to which the General has added not only a belt-driven supercharger but also an intercooler that cools all that superheated air into a cooler, denser, more power-packed intake charge.

And, in an extreme rarity for the automotive business, the STS-V's 4.4-litre engine actually puts out more horsepower than what Cadillac originally boasted. When the prototype was originally unveiled in 2005, GM claimed 440 horsepower -- a significant figure, but a few stallions short of its Mercedes and BMW competition. Perusing the production version's spec sheet, however, reveals 469 h.p., the very same as Mercedes' AMG-tuned E55. Surprisingly, the Cadillac engine is more sophisticated. While the Mercedes V-8 makes do with a single camshaft for each bank of cylinders, the Caddy has two. The Merc has a total of 24 valves (two intakes and single exhaust per cylinder), while the Caddy has 32 (two intakes, two exhaust).

On a power-to-displacement basis, this makes the Cadillac more efficient. Though both engines have the same peak horsepower, the Mercedes needs 5.5 litres of displacement to achieve its numbers; the Cadillac needs only 4.4. Conversely, the Mercedes gets slightly better fuel economy, with the Caddy sucking 17.4 litres per 100 kilometres in the city versus 16.6 for the Merc and 10.7 litres on the highway compared with 10.3.

To be fair, the numbers are roughly even, as is the two cars' claimed acceleration. Cadillac claims a sub-five-second time to 100 km/h, about the same as the E55. Certainly, the STS-V is every bit as potent as the E55.

But Caddy's V-8 feels more sophisticated. In a complete switch, it's the AMG-tuned Merc that sounds like a big American V-8, while Caddy's Northstar feels more European. There's also less noise, vibration and harshness coming from the STS-V's engine bay, with less valvetrain noise than the E55 when the revs are elevated.

The STS-V's transmission isn't quite as civilized. The good news is that it's GM's new six-speed automatic transmission. The bad news is that it's the first use of the new tranny, and GM may still be figuring out the calibration. In its defence, the Hydra-Matic 6L80 incorporates a host of advanced driving enhancement features, including Performance Algorithm Shifting (PAS) and Driver Shift Control (DSC).

The PAS lets the electronic transmission controller override the automatic gear selection during speedy cornering. Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever. Unfortunately, there's no steering wheel-mounted paddle shifters, a faux pas that is sure to cause some STS-V owners consternation.

As well, gear changes can be harsh when the engine is pushed. Mash the throttle and it's so eager to downshift that the actual gear change is abrupt. It should be noted this happens only occasionally, and that you're usually so invigorated by the goings-on from the engine that you hardly notice the tranny's miscue. Nonetheless, an engine this good deserves a transmission equal to its performance.

Which brings me back to the part about the STS-V slithering around every time I punched the gas. Though I was initially confused by all the wheelspin, since the stability control system appeared to be activated (which should have all but eliminated any sideways action), it turns out that Cadillac has calibrated the STS-V's traction nanny with a Competition Mode similar to the Corvette system. This means it will allow much more aggressive oversteer than comparable mechanisms. Assuming that STS-V owners are the sporting types Cadillac envisages for its top sports sedan, the addition will be much appreciated. Besides, more conservative drivers can always switch the stability control to its standard setting, which virtually eliminates wheelspin.

Sadly, I can't comment too much on the STS-V's handling. The sedan's Pirelli Eufori run-flat tires, though excellent in warm weather (both wet and dry), are out of their element on Toronto's cold and somewhat snow-covered roads. Skidding sideways is always fun, but it doesn't give you much of an impression of road-holding. The STS-V is obviously suspended more firmly than the base STS, but its springing is a little softer than the E55 and BMW's M5. The tires are wide -- P255/45R18s at the front, P275/40R19s in the rear -- with serious grip, but my guess is that the Caddy won't be quite able to keep up with an M5 in the corners. That may not be a bad thing for many drivers, since few will ever use such cornering prowess and the Cadillac has a better ride. Nonetheless, I'll have to wait for warmer climes to make an evaluation of the STS-V's ultimate abilities.

The interior is Cadillac's best effort yet. To the STS's already well-equipped cabin the V adds hand-wrapped leather throughout, suede seat inserts (presumably so you don't slide when you hit the powerful four-piston brakes) and olive ash burl wood trim along with some tastefully polished aluminum accents.

The seats are, of course, heated and -- like in most sporty sedans -- well bolstered. But unlike many Asian and European cars' sport seats, the Caddy's are, shall we say, generous enough in their proportions for the McDonald's generation. So are the front doors, which, when they swing out, make it a reach to get at the door handles. No matter how large the passengers get, ingress/egress will always be easy.

The STS-V comes with a full complement of amenities, including dual-zone air conditioning and a touch screen-controlled navigation system. The LCD screen is large and easily read, but it can be a little complicated when trying to set radio stations. Thankfully, unlike German manufacturers, Cadillac has provided a convenient rotary knob to manually control the radio.

One could, however, criticize the STS-V's interior for its lack of one specific defining luxury tidbit -- such as a Bulgari clock, knurled aluminum shift lever or even a truck-load of carbon fibre inlays. After all, the car costs $97,995, a figure sure to shock some customers used to Cadillacs being incredible bargains.

Cadillac will argue that the STS-V is still significantly less expensive than the E55. And it would be right -- the AMG sedan costs $117,745. Nonetheless, I'd like to see the faces of the first few customers who are told that the price for the shiny new Caddy they covet is almost 100 Large. Hopefully, the salesperson can get them to drive it so they understand that it just might be worth the money.



-- CanWest News Service

 

Yeah sounds good but............I don't think Mercedes has had their engines certified under the new standard. Don't be surprised when the hp magically jumps by 40+ hp when the engine gets certified.

 

That, and the Caddy ain't cheaper. E55's are not 117K as stated. Still having a hard time with the thought of anything GM being 100K. This is more of a S55/S65 or S63 contender, but they got a ways to go on interiors unless this is light-years better than the CTS/CTSV.

 

Jak, do you really think AMG is going to let a Caddy take their place?

 

The article starts off with:
TORONTO--

Those are Can. $$

=)

 

The Caddy has no torque and runs low 13's. Check last month's Car and Driver article.

I think Motor Trend had a similar test too with a Pewter CLS55 and black STS-V?

 

Has some great engineering, some decent mechanicals, and apparently a better than average driving experience - kind of like the SRX - but it's still a GM product. I've seen a few great GM's and I've seen some sort-of-impressive Cadillacs over the years -- but I still wouldn't spend my money on one......

 

One of the biggest problems that Caddy has is not quality of product, it's resale value. I quit buying American because after 2 years they were worth 25% of the intial price.

When a 4 year old Caddy drives like a 4 year old MB, Lexus, or BMW I'll buy another one.

 

Yeah and when will someone buy a CADILLAC for $97,995 over an E55???

 

Derek... Read my friend, it's Canadian dollars. In the US the STS-V will go for $77K on the spot.

 

I know this is subjective, but I use manual mode in my CL55 all the time with the steering wheel buttons. The lack of this in the Caddy (and I don't think I would like the paddle set-up that the vette has) is pretty much ... well, a show stopper for a performance sedan of this price level.

I've had a love-hate relationship with GM products for years (grew up in Fairmount, IN - families either worked for GM contractors or for the Chrysler tranny plant in Kokomo). GM still has a way to go with getting all of the features demanded at the price point of the STS-V. Which is "typical GM" IMO.

However ... I do love the styling of the new STS.

 

....Noted. Thanks lol

 

Why would AMG even care?
In the rest of the world Cadillacs are irrelevant and have nowhere near the prestige of MB/AMG.

 

Jak, the blown Caddy is way down on tq compared to our cars. This info from www.cadillac.com:

469 hp @ 6,400 rpm / 439 lb-ft @ 3,900 rpm

It's only a 4.4L V8 compared to our much larger engines, but aren't we the ones that are underrated at only 469hp? From what I've read on the boards, our cars dyno the same as the 55k cars rated at 493hp.

And to the haters, remember that competition improves the breed. Remember when Lexus was an unknown newcomer? Don't sleep on the competition

 

Wasnt this car test in MT and ran a 13.2???? If so then thats the E55s lil bros competition the SRT8s which run around there i believe.

The one thing the caddilac will have going for it is that mods will be cheaper.

 

Mods may be cheaper, but I don't think there will be much available. The only car that is using the 4.4L blown Northstar is the STS-V. The XLR-V will eventually use it, but that is pretty low volume.

 

now if they really wanted to get serious... they could put in the LS7, from the Z06 and stiffen the suspension, then itd be a bit interesting.

The idea for Cadillac seems right but I feel they did this car a bad deed by using this engine, I understand that it is the Northstar and just supercharged but why didn't they NA like they always have and just let the engine speak for the car.....

end of dream.

 

The LS7 is too much of a beast - it would not pass their NVH criteria for the STS-V. A blown LS2 like they put in the STS TIV car that was displayed at the SAE Conference earlier this year would be just the ticket. 500+ HP and 500+ lb-ft torque with only 7 psi of boost.


Why didn't AMG just NA all their cars, too? I don't think I'm understanding what you're trying to say. What's your point?