-
http://www.thecarconnection.com/images/ ... _image.jpg
New STS Coming in 2005
This is the first official photograph of Cadillac's 2005 STS. The replacement for the aging Seville sedan is designed to serve as the General Motors brand's flagship, and that's why you'll find the fingerprints of GM 'Car Czar' Bob Lutz all over the new car. Lutz pushed back the project a few months in order to soften and add curve to the hard edges originally planned for the '05 STS - as can be seen in the doors and roof line, though overall, the luxury sedan bears an unmistakable similarity to the razor-sharp CTS. Inside, the car will feature a significantly refined cockpit, the first step in Cadillac's effort to upgrade its interiors.
A high-performance V-Series version will follow, perhaps a year to 18 months later, according to Cadillac sources. The new STS will be shown in the 'flesh' at April's New York auto show and will go on sale in the third quarter of this year.
The STS is intended to provide an attainable halo around a brand that has 'stopped the slide and gained momentum,' said Cadillac General Manager Mark LaNeve, but there's plenty of work to do before Caddy can truly reclaim its long-held position as the 'standard of the world.' Propelled by a December surge in SUV sales, the automaker recorded volume of 216,090 last year, its best performance since 1990, LaNeve declared during the Automotive News World Congress.
How much more growth is possible? Not as much as some might expect. At its peak, two decades ago, Caddy seemed hell-bent to push sales as far as they could go. That move backfired, causing quality problems and diluting the brand image - and eventually led to a collapse in demand, with Caddy sales slipping behind import rivals like Mercedes-Benz, BMW and Lexus. The goal, according to LaNeve, is to rebuild that sense of exclusivity, even if that means holding sales down to no more than around 240,000 units a year in the U.S.
After a series of setbacks and delays, Cadillac is finally making a serious move on overseas markets. It has a new dealer network set to grow across Europe. And there are serious opportunities in China, which LaNeve noted, is the third largest market for BMW's big 7-Series.
China could prove an especially good market for the ultra-luxury car now under development. It's based on the Cadillac Sixteen concept vehicle that proved the big hit of the 2003 North American International Auto Show. A production version likely won't have the big V-16 shown in that prototype, but insiders hint a V-12 is likely. While there's no formally approved program, LaNeve is confident a super-lux Caddy will reach market 'in some reasonable timeframe after 2007.'
At the other end of the spectrum, Caddy has effectively ruled out a so-called entry-lux model below the CTS. But there could be other products coming. There's an updated version of the DeVille due next year, for one thing. And Cadillac is looking at the hybrid market, perhaps with a gasoline-electric version of the SRX. As the declared technology leader among the many GM divisions, it would make sense to introduce hybrids and other advanced powertrain systems at Cadillac, according to LaNeve.
Caddy's general manager acknowledged that the division hasn't been without its setbacks lately. The launch of the SRX got off to a slow start, he said. Initial emphasis was placed on fully loaded V-8 models priced as high as $60,000. Inventory quickly built up and Caddy had to kick in with incentives. With more V-6 versions priced around $40,000 rolling into showrooms, sales have been picking up sharply. -Paul A. Eisenstein
-
http://www.thecarconnection.com/images/ ... _image.jpg
New STS Coming in 2005
This is the first official photograph of Cadillac's 2005 STS. The replacement for the aging Seville sedan is designed to serve as the General Motors brand's flagship, and that's why you'll find the fingerprints of GM 'Car Czar' Bob Lutz all over the new car. Lutz pushed back the project a few months in order to soften and add curve to the hard edges originally planned for the '05 STS - as can be seen in the doors and roof line, though overall, the luxury sedan bears an unmistakable similarity to the razor-sharp CTS. Inside, the car will feature a significantly refined cockpit, the first step in Cadillac's effort to upgrade its interiors.
A high-performance V-Series version will follow, perhaps a year to 18 months later, according to Cadillac sources. The new STS will be shown in the 'flesh' at April's New York auto show and will go on sale in the third quarter of this year.
The STS is intended to provide an attainable halo around a brand that has 'stopped the slide and gained momentum,' said Cadillac General Manager Mark LaNeve, but there's plenty of work to do before Caddy can truly reclaim its long-held position as the 'standard of the world.' Propelled by a December surge in SUV sales, the automaker recorded volume of 216,090 last year, its best performance since 1990, LaNeve declared during the Automotive News World Congress.
How much more growth is possible? Not as much as some might expect. At its peak, two decades ago, Caddy seemed hell-bent to push sales as far as they could go. That move backfired, causing quality problems and diluting the brand image - and eventually led to a collapse in demand, with Caddy sales slipping behind import rivals like Mercedes-Benz, BMW and Lexus. The goal, according to LaNeve, is to rebuild that sense of exclusivity, even if that means holding sales down to no more than around 240,000 units a year in the U.S.
After a series of setbacks and delays, Cadillac is finally making a serious move on overseas markets. It has a new dealer network set to grow across Europe. And there are serious opportunities in China, which LaNeve noted, is the third largest market for BMW's big 7-Series.
China could prove an especially good market for the ultra-luxury car now under development. It's based on the Cadillac Sixteen concept vehicle that proved the big hit of the 2003 North American International Auto Show. A production version likely won't have the big V-16 shown in that prototype, but insiders hint a V-12 is likely. While there's no formally approved program, LaNeve is confident a super-lux Caddy will reach market 'in some reasonable timeframe after 2007.'
At the other end of the spectrum, Caddy has effectively ruled out a so-called entry-lux model below the CTS. But there could be other products coming. There's an updated version of the DeVille due next year, for one thing. And Cadillac is looking at the hybrid market, perhaps with a gasoline-electric version of the SRX. As the declared technology leader among the many GM divisions, it would make sense to introduce hybrids and other advanced powertrain systems at Cadillac, according to LaNeve.
Caddy's general manager acknowledged that the division hasn't been without its setbacks lately. The launch of the SRX got off to a slow start, he said. Initial emphasis was placed on fully loaded V-8 models priced as high as $60,000. Inventory quickly built up and Caddy had to kick in with incentives. With more V-6 versions priced around $40,000 rolling into showrooms, sales have been picking up sharply. -Paul A. Eisenstein
-
http://www.thecarconnection.com/images/ ... _image.jpg
New STS Coming in 2005
This is the first official photograph of Cadillac's 2005 STS. The replacement for the aging Seville sedan is designed to serve as the General Motors brand's flagship, and that's why you'll find the fingerprints of GM 'Car Czar' Bob Lutz all over the new car. Lutz pushed back the project a few months in order to soften and add curve to the hard edges originally planned for the '05 STS - as can be seen in the doors and roof line, though overall, the luxury sedan bears an unmistakable similarity to the razor-sharp CTS. Inside, the car will feature a significantly refined cockpit, the first step in Cadillac's effort to upgrade its interiors.
A high-performance V-Series version will follow, perhaps a year to 18 months later, according to Cadillac sources. The new STS will be shown in the 'flesh' at April's New York auto show and will go on sale in the third quarter of this year.
The STS is intended to provide an attainable halo around a brand that has 'stopped the slide and gained momentum,' said Cadillac General Manager Mark LaNeve, but there's plenty of work to do before Caddy can truly reclaim its long-held position as the 'standard of the world.' Propelled by a December surge in SUV sales, the automaker recorded volume of 216,090 last year, its best performance since 1990, LaNeve declared during the Automotive News World Congress.
How much more growth is possible? Not as much as some might expect. At its peak, two decades ago, Caddy seemed hell-bent to push sales as far as they could go. That move backfired, causing quality problems and diluting the brand image - and eventually led to a collapse in demand, with Caddy sales slipping behind import rivals like Mercedes-Benz, BMW and Lexus. The goal, according to LaNeve, is to rebuild that sense of exclusivity, even if that means holding sales down to no more than around 240,000 units a year in the U.S.
After a series of setbacks and delays, Cadillac is finally making a serious move on overseas markets. It has a new dealer network set to grow across Europe. And there are serious opportunities in China, which LaNeve noted, is the third largest market for BMW's big 7-Series.
China could prove an especially good market for the ultra-luxury car now under development. It's based on the Cadillac Sixteen concept vehicle that proved the big hit of the 2003 North American International Auto Show. A production version likely won't have the big V-16 shown in that prototype, but insiders hint a V-12 is likely. While there's no formally approved program, LaNeve is confident a super-lux Caddy will reach market 'in some reasonable timeframe after 2007.'
At the other end of the spectrum, Caddy has effectively ruled out a so-called entry-lux model below the CTS. But there could be other products coming. There's an updated version of the DeVille due next year, for one thing. And Cadillac is looking at the hybrid market, perhaps with a gasoline-electric version of the SRX. As the declared technology leader among the many GM divisions, it would make sense to introduce hybrids and other advanced powertrain systems at Cadillac, according to LaNeve.
Caddy's general manager acknowledged that the division hasn't been without its setbacks lately. The launch of the SRX got off to a slow start, he said. Initial emphasis was placed on fully loaded V-8 models priced as high as $60,000. Inventory quickly built up and Caddy had to kick in with incentives. With more V-6 versions priced around $40,000 rolling into showrooms, sales have been picking up sharply. -Paul A. Eisenstein
-
http://response.jp/issue/2004/0405/arti ... /64228.jpg
http://response.jp/issue/2004/0405/arti ... /64231.jpg
http://response.jp/issue/2004/0405/arti ... /64229.jpg
http://response.jp/issue/2004/0405/arti ... /64230.jpghttp://response.jp/issue/2004/0425/arti ... /65387.jpg
http://response.jp/issue/2004/0425/arti ... /65388.jpg
http://response.jp/issue/2004/0425/arti ... /65389.jpghttp://response.jp/issue/2004/0425/arti ... /65390.jpg
-
Ignore the temptation to think about this new Caddy as the next-generation Seville. When the 2005 Cadillac STS hits the road later this year, it will usher in a new and promising era for the once-dominant luxury brand - though General Motors' high-line division still has some work ahead of it before it can confidently reclaim the title of 'standard of the world.'
The STS designation originally stood for Seville Touring Sedan, the sportiest version of Cadillac's flagship, front-drive four-door. The '05 edition is an entirely different animal, and that sporty nature is about the only thing the new car carries over. The decision to stay with the alphanumeric name reflects Caddy's intention to challenge products like the E500, 540i, and LS430.
The '05 STS starts out with the same platform as Caddy's smaller CTS, though the wheelbase has been stretched more than three inches, and the overall length has grown by six. Known to insiders and aficionados as the Sigma 'architecture,' it allowed Cadillac to return to rear-wheel drive with the CTS, a must in today's luxury market. With the STS, however, Caddy also adds the option of all-wheel drive, a feature likely to appeal to snowbirds and performance fans alike.
Standards and measures
There was a time, some decades back, when Cadillac truly did set the standard. It was not only a technology trendsetter, but a design leader, as well. The edgy CTS showed there's still some serious talent in GM's styling studios. But soon after arriving at GM three years ago, 'car czar' Bob Lutz decided some of the sharp creases of the new 'Art & Science' design theme needed to be softened on the STS to yield a more sophisticated, up-market look.
According to Caddy's chief designer, Kip Wasenko, the roof was lowered about an inch, making it easier, among other things, for the doors to flow into the roof. Where the STS originally was going to be rather angular and slab-sided, the look that's making it to market is notably more curvaceous.
GM has also addressed one of the few consistent points of criticism leveled at the 'entry-luxury' CTS, the lackluster design of the smaller car's interior. Exterior design may catch your eye when it's time to buy a new car, but in the years that follow, you'll be living inside, and interior design has begun a big differentiator between brands like BMW, Lexus, and Audi - the latter unquestionably the industry pacesetter.
There's no question that Cadillac has made significant gains with the STS cabin. The look is as refined as any Caddy past, with an array of elegant details, such as the chrome sill plates. The seats are supple, striking the right balance between comfort and support. The huge, eight-inch navigation screen is one of the largest in the industry and the nav system is among the easiest to use. The wood is well executed, and for those who'd like a more distinctive appearance, there's a novel eucalyptus wood option.
Yet as a senior executive on the STS project privately acknowledged, 'we still have a ways to go.' The flat, black plastic that dominates the center stack inserts the same, boring feel of a base Chevrolet. Even Toyota's Scion tC offers a more sophisticated appearance for its audio and climate control units, more like something from Bang & Olufsen than Wal-Mart.
Showcasing technology
That said, there are plenty of other features that make us willing to ignore our minor gripes.
Appropriately, Cadillac has made the new STS a technological showcase. It's equipped with everything from a 15-speaker XM/Bose audio package to DVD navigation to GM's slick StabiliTrak suspension system. There's also a new Heads-Up Display, or HUD, system, the first on a Cadillac.
Buyers will be offered a variety of powertrain options, including a 3.6-liter, 255-horsepower V-6, and the 320-horsepower, 4.6-liter Northstar V-8. The base car comes in rear-drive configuration, but there's also an all-wheel-drive package - the latter will initially be available with the V-8, but will be added to the V-6 list of options in the months to follow.
During a long day of driving through the mountains and valleys of Central California, we had the chance to experience all the various powertrain configurations.
The '05 STS comes with a keyless ignition system, so you fire up either engine by pressing the Start button mounted just behind the steering wheel. You can also opt for the new Adaptive Remote Start system, which will start the vehicle from distances of up to 200 feet. The latter system will also warm or cool the car, as needed, and turn on the front and rear defrosters, if necessary.
In the case of the V-8, the big Northstar starts with a reassuring growl, music to those who've grown up with the sound of big Detroit muscle. The sound is matched by plenty of fury. This 4.6-liter powertrain provides lots of low-end torque, with a wide power band that doesn't fade at extra-legal speeds.
One place the STS lags slip behind, technologically, is its five-speed automatic transmission. Yes, we expect to get a few e-mails from GM telling us just how well this Hydramatic gearbox performs, but in an era when even mainstream vehicles are switching to six-speeds, and Mercedes-Benz has launched the world's first seven-speed automatic, Caddy needs to catch up.
While we didn't have the opportunity to run our own tests, we're reasonably comfortable with Cadillac's preliminary numbers. The V-8 rear-drive package is expected to launch from 0-60 in a flat six seconds, while the heavier AWD edition takes another second to get there.
The V-6 also is rated at seven seconds, a surprisingly modest sacrifice underscoring the technical sophistication of the 3.6-liter engine. By offering such features as variable valve-timing on both the intake and exhaust valves, and integrating an electronic throttle control, the V-6 pumps out 90 percent of its peak torque from 1600 all the way up to 5800 rpm.
Name that tuning
Caddy executives like to note that much of the suspension tuning on the STS, like the CTS before it, took place in Germany, on the harsh and demanding Nurburgring race track. It's easy to ignore such claims - until you put the new car through its paces.
The highways and back roads leading out from Santa Barbara offer an almost endless assortment of road conditions, from smooth, high-speed concrete, to twisted, torn blacktop. The STS handles all with equal aplomb. Give much of the credit to the basic design of the Sigma platform and the STS suspension. Up front, it's a short/long arm coil-over-shock configuration, with integrated anti-sway bar. In the rear, Caddy engineers went with a modified multi-link suspension package with load-leveling shocks.
One also has to applaud the StabiliTrak system, and GM's unique Magnetic Ride Control. The combination constantly monitors road and driving conditions, and is capable of adjusting the magnetically operated suspension in barely one-thousandth of a second.
We found the STS's steering confident and connected, with a precise, on-center feel. The car feels particularly well-balanced, though an aggressive driver could hang the tail out a bit in a sharp corner, especially if they shut off all the electronic controls.
There's an ongoing debate over the merits of all-wheel drive on a high-performance luxury car. Some dislike the extra weight and internal frictions, which lower performance, as well as mileage. We found the STS AWD system surprisingly unobtrusive, though it clearly does cut into straight-line acceleration. But for the average driver, it's likely to improve handling on rough roads and in tight cornering situations. And back in Detroit, we'd certainly appreciate its extra grip during a January blizzard.
Overall, there's little to fault with the STS's road manners. It's not quite so quiet as a Lexus LS430, but we're not sure that's necessarily worth a demerit. The Caddy might be hard pressed to keep up with a 5-Series BMW, but it would make for a tight race.
Actually, we'll hold our bets until next January, when Cadillac pulls the wraps off the long-rumored STSv, which would be the second entry into the automaker's new high-performance brand-within-a-brand. Look for horsepower numbers to well exceed 400, insiders proudly hint.
We already know a few folks sitting on the sidelines waiting for the so-called velocity edition, but unless you're out for every last ounce of power, we're not sure if there's good reason to wait.
The STS is the latest addition to a growing lineup of world-class cars carrying the Cadillac badge. We're not willing to declare the newest sedan 'the standard of the world,' but it clearly shows that Caddy is back in the game, with a contender no luxury buyer should ignore.
2005 Cadillac STS
Base price: $40,995 V-6 AWD; $50,340 V-8 AWD
Engine: 3.6-liter cast-aluminum V-6, 255 hp/252 lb-ft; 4.6-liter cast-aluminum V-8, 320 hp/315 lb-ft
Transmission: Five-speed electronically-controlled automatic; rear-wheel-drive or optional all-wheel-drive
Length by width x height: 196.3 x 72.6 x 57.6 in
Wheelbase: 116.4 in
Curb weight: 3857 lb (V-6 RWD) - 4230 lb (V-8 AWD)
Fuel economy (EPA city/hwy): 23.9 mpg combined (V-6 RWD, est.); 20.7 mpg combined (V-8 AWD, est.)
Safety equipment: Anti-lock four-wheel disc brakes, Stabilitrak stability and traction control system, dual front, side, and head curtain airbags, tire pressure monitors, daytime running lights (DRLs), ultrasonic park assist, alarm system
Major standard equipment: (V-6 AWD) Illuminated keyless entry and keyless ignition; DVD navigation, dual-zone digital climate control, power windows and doors, dual heated power mirrors, power tilt/telescope steering wheel, Bose AM/FM/CD, OnStar with one year free service, fog lamps, cruise control; (V-8 AWD) six-CD changer with XM satellite radio, leather seats
Warranty: Four years/50,000 miles -
THE VERDICT
Cadillac STS V-8Highs: Thoroughbred acceleration, tenacious grip, flawless transmission.
Lows: Stiff ride, artificial steering, snug rear seat.
The Verdict: Here is the STS that Cadillac promised from the git-go.
C/D TEST RESULTS
ACCELERATION: Seconds
Zero to 30 mph: 2.3
40 mph: 3.3
50 mph: 4.6
60 mph: 6.0
70 mph: 7.7
80 mph: 9.7
90 mph: 12.2
100 mph: 15.7
110 mph: 19.6
120 mph: 24.1
130 mph: 29.7
Street start, 5-60 mph: 6.3
Top-gear acceleration, 30-50 mph: 3.4
50-70 mph: 4.1
Standing 1/4-mile: 14.6 sec @ 97 mph
Top speed (drag limited): 154 mphBRAKING
70-0 mph @ impending lockup: 177 ftHANDLING
Roadholding, 300-ft-dia skidpad: 0.86 g
Understeer: minimal moderate excessiveFUEL ECONOMY
EPA city driving: 17 mpg
EPA highway driving: 26 mpg
C/D-observed: 14 mpgINTERIOR SOUND LEVEL
Idle: 42 dBA
Full-throttle acceleration: 73 dBA
70-mph cruising: 67 dBACADILLAC STS V-8
Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
Price as tested: $62,215Price and option breakdown: base Cadillac STS V-8 (includes $695 freight), $47,495; 1SG package (includes performance brakes, limited slip, 3.42:1 final-drive ratio, 18-inch wheels, Magnetic Ride Control, decklid spoiler, navigation system), $8695; 1SE package (includes 6-CD in-dash changer, heated front and rear seats and steering wheel, XM satellite radio, wood trim), $2525; adaptive cruise control and head-up display, $2300; Tuscany leather, $1200
Major standard accessories: power windows, seats, and locks; remote locking; A/C; cruise control; tilting and telescoping steering wheel; rear defroster
Sound system: Bose AM-FM-satellite radio/CD changer/DVD player, 14 speakers
ENGINE
Type: V-8 , aluminum block and heads
Bore x stroke: 3.66 x 3.31 in, 93.0 x 84.0mm
Displacement: 279 cu in, 4565cc
Compression ratio: 10.5:1
Fuel-delivery system: port injection
Valve gear: chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power (SAE net): 320 bhp @ 6400 rpm
Torque (SAE net): 315 lb-ft @ 4400 rpm
Redline: 6600 rpmDRIVETRAIN
Transmission: 5-speed automatic with manumatic shifting
Final-drive ratio: 3.42:1, limited slip
Gear, Ratio, Mph/1000 rpm, Max test speed
I, 3.42, 6.7, 44 mph (6600 rpm)
II, 2.21, 10.3, 68 mph (6600 rpm)
III, 1.60, 14.3: 94 mph (6600 rpm)
IV, 1.00, 22.8, 151 mph (6600 rpm)
V, 0.76, 30.0, 154 mph (5130 rpm)DIMENSIONS
Wheelbase: 116.4 in
Track, front/rear: 61.8/62.3 in
Length/width/height: 196.3/72.6/57.6 in
Ground clearance: 5.5 in
Drag area, Cd (0.32) x frontal area (26.3 sq ft, est): 8.42 sq ft
Curb weight: 4148 lb
Weight distribution, F/R: 55.0/45.0%
Curb weight per horsepower: 13.0 lb
Fuel capacity: 17.5 galCHASSIS/BODY
Type: unit construction Body material: welded steel stampingsINTERIOR
SAE volume, front seat: 56 cu ft
rear seat: 48 cu ft
luggage: 14 cu ft
Front-seat adjustments: fore-and-aft, seatback angle, front height, rear height, lumbar support
Restraint systems, front: manual 3-point belts; driver and passenger front, side, and curtain airbags
rear: manual 3-point belts, curtain airbagsSUSPENSION
Front: ind, unequal-length control arms, coil springs, anti-roll bar
Rear: ind; 1 upper control arm, 1 lateral link, 1 trailing link, and 1 toe-control link
per side; coil springs; anti-roll barSTEERING
Type: rack-and-pinion with variable hydraulic power assist
Steering ratio: 18.2:1
Turns lock-to-lock: 3.1
Turning circle curb-to-curb: 37.7 ftBRAKES
Type: hydraulic with vacuum power assist and anti-lock control
Front: 12.7 x 1.3-in vented disc
Rear: 12.6 x 1.0-in vented discWHEELS AND TIRES
Wheel size/type: 8.0 x 18 in/cast aluminum
Tires: Michelin Pilot HX MXM4 Radial SXE M+S; F: P235/50ZR-18 97W, R: P255/45ZR-18 99W
Test inflation pressures, F/R: 30/30 psi
Spare: high-pressure compact on steel wheel
-
Γνωριμίες 417 - Ιούνιος 2005
Η γκάμα της Cadillac συμπληρώνεται και επιβουλεύεται τη γηραιά ήπειρο. Τι έχει να προσφέρει στους... καχύποπτους Ευρωπαίους;
Κείμενο: Νίκος Κουνίτης
Φωτογραφίες: Βάλτερ Τίλμαν, Ν.Κ.ΣΕ μια τεράστια αίθουσα χορού, μαύρες Mercedes και BMW κινούνται υπό τους ήχους κλασικής μουσικής εν είδει χορευτών. Ξάφνου, η μεγάλη πόρτα ανοίγει, μια Cadillac STS ξεπροβάλλει μέσα από καπνούς, συνοδευόμενη από δυνατή ροκ μουσική. Αποτέλεσμα; Το καθωσπρέπει πάρτι χαλάει και ο άρτι αφιχθείς καλεσμένος (;) αρχίζει να κυνηγά τα ευρωπαϊκά αυτοκίνητα. Κάπως έτσι δηλώνουν τη διαφορετικότητα της STS οι Aμερικανοί στην τηλεοπτική διαφήμιση, η οποία -ευτυχώς για την Cadillac- δεν πρόκειται να προβληθεί στην Ευρώπη.
Γιατί εμείς εδώ, «Μερσεντέ» και «Μπέμπες» ξέρουμε, αυτές εμπιστευόμαστε. Πώς χωράει μια αμερικανική λιμουζίνα στη ζωή μας; Εύκολα, λένε οι ιθύνοντες της εταιρείας, αφού, με διαστάσεις που ανταγωνίζονται αυτές της BMW σειράς 7 (4.985 χλστ. μήκος, 2.957 χλστ. μεταξόνιο), αλλά τιμή που παραπέμπει σε 5άρα, η STS κερδίζει τους πρώτους πόντους. Προσθέστε και τη διαφορετικότητα ή εκκεντρικότητα του οδηγείν μιας Cadi (σίγουρα όχι στη γραφική καουμπόικη μορφή της διαφήμισης) κι έχετε ήδη δύο λόγους να την αγοράσετε.
Βασισμένη στο γνωστό δάπεδο Σίγμα με διάταξη πίσω κίνησης, αποτελεί τη ναυαρχίδα της αμερικανικής εταιρείας - τουλάχιστον για την ευρωπαϊκή αγορά. Και αυτό επιβεβαιώνεται από τους μεγάλης χωρητικότητας κινητήρες, τον V6 3,6 λίτρων (257 ίπποι/6.500 σ.α.λ, 34,9 χλγμ./3.200 σ.α.λ.) και τον V8 4,6 λίτρων της Northstar (325 ίπποι/6.400 σ.α.λ, 43,5 χλγμ./4.400 σ.α.λ.), αμφότεροι με μεταβλητό χρονισμό βαλβίδων και 5τάχυτο αυτόματο κιβώτιο ταχυτήτων. Το σύστημα μετάδοσης συμπληρώνεται από ένα διαφορικό περιορισμένης ολίσθησης, ενώ για την άνεση των επιβατών φροντίζουν γόνατα με ψαλίδια βάσης μπροστά και ανάρτηση πολλαπλών συνδέσμων πίσω, συνδυασμένα, μάλιστα, ως στάνταρντ εξοπλισμός στην έκδοση V8 με το γνωστό ηλεκτρομαγνητικό σύστημα ελέγχου της απόσβεσης των αμορτισέρ Magnetic Ride Control. Χάρη σ’ αυτά, αλλά και στις ενδελεχείς δοκιμές εξέλιξης που διεξήχθησαν στην Ευρώπη, η STS νιώθει άνετα στους ευρωπαϊκούς δρόμους -για τα δικά μας γούστα-, ξεφεύγοντας από τα αμερικανικά στερεότυπα. Ωστόσο, δε λείπει το γνωστό «κουσούρι» του ιδιαίτερα ελαφριού σε αίσθηση και αργού τιμονιού. Οι κινητήρες είναι αρκετά δυνατοί (ιδίως ο μεγάλος V8) και πρόθυμοι και, έτσι, παρά το μεγάλο βάρος του αυτοκινήτου (από 1.782 έως 1.817 κιλά), καταφέρνουν πολύ καλές επιδόσεις, αν και μετά τις 5.000 σ.α.λ. γίνονται και οι δύο κάπως τραχείς σε λειτουργία. Ο μικρός V6 διακρίνεται, μάλιστα, για τη ροπή του, η οποία, αν και μικρότερη σε απόλυτη τιμή, αποδίδεται χαμηλότερα (πράγμα που φαίνεται!) σε σχέση με το μεγάλο αδελφό. Με απενεργοποιημένο το σύστημα ελέγχου πρόσφυσης, η υπερστροφή είναι αναμενόμενη, αλλά και εύκολη, ακόμα και στο πολύ καλό ολλανδικό οδόστρωμα. Περισσότερα, λίαν συντόμως, επί ελληνικού εδάφους, όπου η STS έχει ήδη πατήσει τα ελαστικά της, σε τιμές που ξεκινούν από 64.350 (V6 3.6) και 80.450 ευρώ (V8 4.6)._ Ν. Κ.
Cadillac STS
ΤΕΧΝΙΚΑ ΧΑΡΑΚΤΗΡΙΣΤΙΚΑ
ΚΙΝΗΤΗΡΑΣ 3.6 4.6
ΚΥΛΙΝΔΡΟΙ V6, 60° V8, 90°
ΤΟΠΟΘΕΤΗΣΗ Eμπρός, κατά μήκος
ΚΥΒΙΣΜΟΣ 3.564 κ.εκ. 4.565
ΜΕΓ. ΙΣΧΥΣ 257 ίπποι/6.500 σ.α.λ. 325/6.400
ΜΕΓ. ΡΟΠΗ 34,9 χλγμ./3.200 σ.α.λ. 43,5,4/4.400METAΔOΣH
KINHΣH Πίσω
KIBΩTIO Αυτόματο 5 σχέσεωνΑΝΑΡΤΗΣΗ
ΕΜΠΡΟΣ Γόνατα με ψαλίδια βάσης, αντιστρεπτική ράβδος
ΠΙΣΩ Πολλαπλών συνδέσμων, αντιστρεπτική ράβδοςΦPENA
EMΠPOΣ Aεριζόμενοι δίσκοι 323 χλστ.
ΠIΣΩ Aεριζόμενοι δίσκοι 320 χλστ.ΔIAΣTAΣEIΣ
MHKOΣxΠΛATOΣxYΨOΣ 4.985x1.843x1.464 χλστ.
METAΞONIO 2.957 χλστ.
BAPOΣ 1.782-1.817 κιλάΕΠΙΔΟΣΕΙΣ*
0-100 χλμ./ώρα 7,4 δλ. 6,2
ΤΕΛΙΚΗ ΤΑΧΥΤΗΤΑ 229 χλμ./ώρα 250
*ΤΙΜΕΣ ΚΑΤΑΣΚΕΥΑΣΤΗ -
Cadillac STS-V
2006 STS-V REACHES NEW PERFORMANCE LEVEL .... Cadillac's upcoming 2006 STS-V, a performance enhanced version of the STS sedan, has been certified at 469 horsepower, significantly more than the 440 estimated at the car's world debut earlier this year.
Performance testing for the STS-V has been completed at the Nordschliefe circuit of Germany's famed Nurburgring, widely recognized as one of the world's most demanding tracks.
The STS-V features the new 4.4-liter Supercharged Northstar V-8 engine and GM's new Hydra-matic six-speed automatic transmission. The Northstar V-8 supercharged engine represents the most output ever for a production Cadillac.
The official power ratings for the 2006 STS-V-469 hp at 6,400 rpm and 439 lbs.-ft. of torque at 3900 rpm - are certified by the Society of Automotive Engineers (SAE.) SAE's new voluntary power and torque certification procedure(J2723) ensures fair, accurate ratings by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using this procedure to certify power for its new engines.
'Cadillac's V-Series is founded on the idea of taking the strong performance and luxury of our core vehicles and reaching even higher,' said Jim Taylor, Cadillac General Manager. 'The result is that Cadillac's V-Series family will consist of three serious performers, all going zero-to-sixty in under five seconds.'
Source: http://www.acurazine.com/forums/editpos ... &p=4282545
http://www.autoweek.com/files/specials/ ... ages/1.jpg
http://www.autoweek.com/files/specials/ ... _ST002.jpg
http://www.autoweek.com/files/specials/ ... _ST008.jpg
http://www.autoweek.com/files/specials/ ... _ST021.jpg
http://www.autoweek.com/files/specials/ ... _ST022.jpg
http://www.autoweek.com/files/specials/ ... _ST023.jpg
http://www.autoweek.com/files/specials/ ... _ST024.jpg
http://www.autoweek.com/files/specials/ ... _ST026.jpg
http://www.autoweek.com/files/specials/ ... _ST033.jpg
http://www.autoweek.com/files/specials/ ... _ST035.jpg
http://roadandtrack.com/assets/image/12 ... 024706.jpg
http://roadandtrack.com/assets/image/12 ... 024884.jpg
http://roadandtrack.com/assets/image/12 ... 024898.jpg
http://roadandtrack.com/assets/image/12 ... 024892.jpg
http://roadandtrack.com/assets/image/12 ... 024803.jpg
http://roadandtrack.com/assets/image/12 ... 024935.jpg
http://roadandtrack.com/assets/image/12 ... 025075.jpg
http://roadandtrack.com/assets/image/12 ... 025042.jpg
http://roadandtrack.com/assets/image/12 ... 025001.jpg
http://roadandtrack.com/assets/image/12 ... 025025.jpg
-
Car & Driver Comparo: M5 vs STS-V vs CLS55
An intriguing element of BMW’s presentation for the new M5 emphasized this supersedan’s all-around usefulness, suggesting it’s as well suited for a wife’s run to the supermarket as it is for a BMW-club track day. Putting aside for the moment the politically incorrect characterization of a wife’s life, along with the notion of the primary driver’s giving up control before his cold dead fingers have been pried from the wheel, we have trouble digesting this characterization, for a couple of reasons.
First, one look at the pricing tells you these cars aren’t grocery getters. Not unless great-uncle Ned’s recent bequest included the deed to Atlanta and your designated grocery getter needs to travel at warp speed. We can imagine an M5 doing commuting duty, but we suspect the guys who acquire cars in this price realm are a long way from nine-to-five gigs.
Reason No. 2: Check the specs. Check the performance data. Call us crazy, but we think 400 horsepower—the minimum on tap in this trio of fantastic four-doors—is a little over the top for a run to the A&P. And would you really want to park one of these thoroughbreds in range of some harassed parental unit herding a 10-year-old Suburban filled with screaming soccer-game celebrants? Sure, and while we’re at it, we’ll let the kids use the car as a target for kicking practice.
Like any passenger cars, particularly those with four doors, the members of this trio have to function comfortably in an everyday environment, which they do. But their basic mission is to perform to a far higher standard, serving up hedonism and haste in super-sized portions. The hedonism part is easy, obtainable almost anywhere. But the level of high-speed competence required to play in this game is exceptional, and it’s the cars conceived for and developed on Germany’s autobahns that acquire the unique combination of right-now response and athletic feel that’s still pretty much exclusive to the Teutons.
This hasn’t discouraged non-Germans from trying to gain membership in the Bahn Burner Club, most recently Cadillac. In fact, it’s Cadillac’s latest bid for recognition in this elite club—the V-series version of the new STS sedan—that brings us together. What better qualifications review than a three-way test involving the cream of the autobahn crop? Right. We can’t think of one, either.
You may observe that the Caddy faces only two German opponents in this showdown and then wonder why there’s no Audi in the field. Here’s why: The RS 6 that starred in our May 2003 supersedan shootout (“Knockout Sedans: The Heavyweights”) is out of production, and we won’t see the new version until 2007. We did consider a couple other non-Germans—the handsome Maserati Quattroporte and Jaguar’s XJR—but neither is in the power ballpark with this threesome. In any case, the two Germans are formidable: the Mercedes CLS55 AMG, with its potent E55 powertrain, and the latest BMW M5, generation four in a line that dates to 1984.
We’ve accumulated formal instrumented data on the CLS55 before (C/D, October 2005), but the two others are virgins insofar as our Racelogic VBOX test gear is concerned.
The Caddy and the Bimmer didn’t become available until late in this issue’s production cycle. In fact, getting the M5 into the battle required an all-night blitz back from the car’s North American introduction at Lime Rock Park in northwestern Connecticut. It joined the two other combatants the next morning at Grattan Raceway Park near Grand Rapids, Michigan. Given the time constraints, the long day at Grattan—one of the more challenging road circuits in our part of the world—was the core of our evaluation. We included some Michigan back roads and some freeway cruising. But the basic mission here is performance, and for that the controlled environment of a test track was ideal.
So, here they are: three supersedans, two of them sons of the autobahn, one a wannabe, all distinctly different, but all with well over 450 horsepower available on demand. How would it play out? We strapped on helmets, tied down the test gear, and set out to get some answers.
And for About 40 Grand Less . . .
You know what they say: 10 grand here, 10 grand there, pretty soon you’re talking real money. So when a Dodge Charger SRT8—base price, $38,095—showed up at Hogback Road just as the Bahn Burners were heading to Grattan, we thought it would be interesting to see how this relatively low-priced missile would measure up against the high-priced execu-rockets.
The answer: very well, indeed. Better, in fact, than we expected.
Propelled by a DaimlerChrysler 6.1-liter Hemi V-8—425 horsepower, 420 pound-feet of torque—the 4274-pound Charger rumbled to 60 mph in 4.8 seconds, covered the quarter-mile in 13.2 seconds (a tie with the Cadillac) at 109 mph, pulled 0.90 g on the skidpad, and stopped from 70 mph in 168 feet.
The basic test numbers were impressive, but the Charger’s agility on the Grattan road circuit was truly revelatory. Even though we experienced brake-fade problems during the full-tilt process, we were able to herd the bad-boy Dodge around the track in 1:32.65, just 0.1 second behind the CLS55 Benz and almost a full second quicker than the Cadillac STS-V.
That’s a tribute to excellent work by DC’s Street and Racing Technology skunkworks guys, as well as a testimonial to a superb job by the chassis engineers.
So the Charger isn’t in the luxury ballpark with these other cars, but the Hemi does make it go, and it sounds good while doing so. And what could you buy with all that leftover dough? How about a Honda S2000? Or, thinking of maybe improving your home life, a new kitchen?
Third Place
Mercedes-Benz CLS55 AMG
Highs: Drop-dead good looks, torque-monster V-8, sumptuous interior.
Lows: Restrictive rear sightlines, reluctant transient response, limited rear-seat room, think-twice price.
The Verdict: A dazzling blend of beauty and beast.
If a thing of beauty is truly a joy forever, then CLS owners are going to enjoy their rides for a long time, because this is flat out the sexiest sedan in the business. And it’s even sexier in black, wearing nothing but those subdued little AMG badges. The curvaceous contours and character lines look good in any color, but black lends a deliciously sinister element, like Angelina Jolie in a slinky little number with spaghetti straps and three-inch spike heels. You know something naughty is gonna go down any minute, and you’re gonna love it.
The CLS could get by on looks alone, but there’s obviously more to it than that. There’s power, for example. The key distinguishing element between the CLS500 and CLS55 AMG is under the hood, wherein resides a supercharged and intercooled 5.4-liter SOHC 24-valve V-8. We’ve seen this engine in AMG powerhouses before, notably the E55, and like other boosted Benz engines, it’s a leering torque monster. Horsepower—469 at 6100 rpm—ain’t exactly peanuts, but 516 pound-feet of torque is enough to affect the rotation of the earth. Peak torque comes on at 2650 rpm, and there’s enough of it to cover for the relative shortage of forward cogs in the five-speed automatic transmission and also to get the CLS out of the starting blocks in a serious hurry: 0 to 60 mph in 4.2 seconds, 0 to 100 in 9.8, the quarter-mile in 12.6 at 114 mph. That’s Corvette turf, and pretty brisk for a two-ton car.
Brisk also applies to the braking performance. Like the Bimmer, the CLS55 has manhole-cover-size rotors at all four corners, vented and cross-drilled, good for stops from 70 mph to motionless in just 161 feet. That’s not quite as good as the M5, but it’s nine feet better than the Corvette roadster we tested last March (C/D, “It’s-All-About-Me Roadsters”). We got an overheated-brakes message displayed on the dash during hot lapping at Grattan, but it didn’t come with any loss of braking power.
This Benz is as seductive inside as out, with an elegant dashboard layout set off by a broad swath of dark burled walnut and seats that are the equal of the Bimmer’s—supportive, comfortable, and widely adjustable. They also include a massage function—just the thing for avoiding numb butt as the miles roll by.
All in all, this Benz is a superb high-roller package, prodigious power and undeniable prestige wrapped in seductive sheetmetal that’ll turn heads for years. So what’s it doing in third place?
Just this: For all its thrust and high-speed stability, the Benz isn’t really happy doing hot laps on a technical circuit like Grattan. There were logbook demerits for relatively lethargic responses in quick transitions, for steering that added effort as speed increased without any corresponding increase in feel, for a manumatic transmission function that took its sweet time making downshifts, and for a brake-assist program that made smooth braking tricky to achieve.
Grip—0.93 on the skidpad—was abundant, inspiring confidence in high-speed corners, and switching off the electronic stability program (ESP) allowed a bit of drift to get the rear end on the same directional page as the front. But the system never goes completely off-line, and when the ABS is triggered, ESP automatically goes back to work.
Pointed straight, the Benz squirted down the track like something operating on solid-fuel propellant, providing a lovely rush down Grattan’s 3200-foot front straightaway. Even so, the Bimmer was more than a second quicker around this tricky 2.0-mile layout.
On the ergonomic front, the Benz’s swoopy hoodline made for best-in-test forward sightlines, but the high beltline and the steep angle of the rear glass impinged on vision in the rear-quarters and the inside rearview mirror. The roofline also limits rear headroom for passengers more than six feet tall, and there’s no center seat back there, which hurt the Benz in the scoring.
And let’s not forget the issue of money. With an as-tested price of $92,975, the CLS had the heaviest window sticker in an expensive trio, which hurt the value quotient.
However, for those who aren’t inclined to worry about an extra 10 grand here and there, and who don’t care about paring a second or two off their lap times at Mercedes-club track days, this Benz may well be more appealing than its BMW rival.
Second Place
Cadillac STS-V
Highs: Respectable power, handsome interior, high comfort quotient, attractive pricing.
Lows: Not a track star, spongy brake feel, relaxed-fit seats.
The Verdict: An uptown Caddy that thrives on high-speed cruising.
We took our first look at the STS-V a year ago (C/D, February 2005), and it generated positive anticipation on a couple fronts. For one, it figured to provide a more refined level of all-around performance than the Corvette-engined CTS-V, which, for all its visceral appeal, is more hot rod than luxury sports sedan. Second, when judged by the prototype shown at the 2005 Detroit show, the STS-V looked to be the most appealing manifestation yet of Cadillac’s knife-edged-design direction. Beyond that, we knew the car’s dynamic development would be conducted under the baton of John Heinricy, GM’s director of high-performance vehicle operations. With nine Sports Car Club of America national championships in his racing log book, Heinricy definitely knows how to summon haste from a given package, and we anticipated something more stimulating than the other STS variants. The question was how far Heinricy would be able to go on the aggression meter.
Visible variations from the standard STS include a lower front fascia with three air intakes, one for increased airflow, the outer two for increased brake cooling; wire mesh grilles; deeper rocker panels; a lower rear fascia with a mesh-grilled vent at its bottom edge; and a slightly higher spoiler that’s been moved rearward at the trailing edge of the decklid. The car has a pronounced forward rake, and the net of the various changes is reduced high-speed lift, as well as a more determined appearance.
High speed is definitely part of this Caddy’s act. Last February we forecast 440 horsepower and 430 pound-feet of torque for the 4.4-liter supercharged V version of the car’s DOHC 32-valve Northstar V-8. Turns out those numbers were conservative. Fed by a Roots-type blower, the V-8 is rated for 469 horsepower at 6400 rpm and 439 pound-feet of torque at 3800. That’s more than 100 horsepower per liter, and it’s also the most powerful Cadillac production engine ever offered.
The supercharged eight is mated to GM’s new six-speed automatic transmission, typically GM smooth and enhanced by a manumatic function operable with the shift lever (there are no steering-wheel paddles). Suspension tuning is about 15 percent stiffer than that of a standard STS, thanks to Sachs shocks and bigger front and rear anti-roll bars; the variable-assist power rack-and-pinion steering is a bit quicker; and the StabiliTrak system can be programmed three ways: normal, sport, and competitive. In the latter, the car will wag its tail, and power oversteer is readily achievable, something to keep in mind when applying throttle at corner exits.
Inside, the STS-V is richly appointed with enough leather to clothe a small herd of Black Angus—hides on the door panels and dashboard, as well as the seats. The latter have suede inserts to help keep occupants centered in hard cornering, although more bolstering would help. Cadillac enlisted Dräxlmaier for the V’s interior décor. The same outfit did the Maybach, and if the Caddy has no granite trim option, it does have olive-stained ash. The whole package is tasteful, roomy, and arguably the most comfortable in this threesome, thanks to the relatively creamy ride and best control layout of the bunch.
This brings us to dynamics, which is where the Cadillac drew reviews that were essentially average for this exalted group. For example, the STS-V’s 4.6-second 0-to-60-mph run was slowest in this group, but how many luxo sedans are capable of 60 mph in less than five seconds? Similarly, stopping to a standstill from 70 mph in 170 feet was third-best here, but still exemplary for this weight class.
Where the Caddy fared worst was in Grattan’s twists and turns. Although the steering was quick and nicely weighted, excessive up-and-down motion in the suspension inhibited transient responses, and observers noted substantial brake dive compared with the German cars.
On the other hand, the STS-V’s price nets you a no-apologies supersedan with big money left over—almost 16 large versus the CLS55. That’s a huge advantage—especially since the STS-V has this group’s most comprehensive allocation of features and amenities. It’s enough, in fact, for the Caddy to edge the Mercedes for runner-up honors.
First Place
BMW M5
Highs: Supercar V-10, amazing brakes, as-you-like-it performance adjustability, SMG automated manual.
Lows: SMG automated manual, iDrive still given to demonic possession.
The Verdict: When max performance with four doors is the objective, this one has the right stuff.
Ever wish your ride had a magic power button that would bump engine output by, oh, say, 20 percent? Well, your ride is here. We mentioned that the minimum power in this comparo was 400, which is true. That’s what the M5’s new quad-cam 40-valve V-10 generates in everyday mode. But punch that little “power” button on the center console, and—yowza!—the engine’s operating parameters change, and peak output soars to 500 horsepower at 7750 rpm.
Allied with BMW’s equally new seven-speed sequential manual gearbox (SMG) in max-performance mode and the lowest curb weight (4110 pounds) in this collection, the M5 blasts to 60 mph in 4.2 seconds, a dead heat with the CLS55, and then eases ahead of the Benz in the quarter-mile at 12.5 seconds and 118 mph. At the con clusion of our Grattan lapping, where the M5 turned in the fastest time of the day at 1:31.25, our man Webster called this “the mother of all powertrains.”
As you’d expect, the M5 is happy on a racetrack. Select the combination of suspension, power, and transmission settings you need for max lap times—this Bimmer is almost as adjustable as a modern race car—and hit it. In sport mode, the most aggressive of three suspension settings, the M5 is distinctly more athletic than its rivals. We were surprised at the modest level of grip delivered by the Continental SportContact 2 tires—just 0.89 g—but it didn’t seem to hamper stopping performance, a phenomenal 158 feet from 70 mph, nor did it keep the M5 from smoking the two other cars in the lane change.
The Bimmer is almost as adjustable inside as it is in terms of dynamics. Almost every panel of the front buckets is power adjustable, and that, plus a steering column with power adjustability for rake and reach, pretty much guarantees a custom fit for any body. The only negative is seat-cushion padding that felt a tad too firm, but that complaint occurred only after about 500 miles of freeway droning.
We were also impressed with the interior décor, which was typically BMW clean and straightforward. Our test car was refreshingly trimmed with aluminum, although wood trim is optional.
However, as good as it is on a racetrack, the M5 leaves a little something to be desired elsewhere. The ride quality is a trifle stiff, even in the mildest settings, although this is something that can also be said of the Benz. But the biggest culprit is the SMG. In the most aggressive automated manual mode, it hammers home shifts like John Henry racing the steam drill—whop-whop-whop! But in full automatic, it’s all but impossible to avoid huge gasps between upshifts, particularly in the lower gears. One logbook scribbler summed up the test crew’s unanimous response: “I tried to leave it in auto mode, but I just couldn’t stand it.”
Perhaps the most telling testimonial on this second-generation SMG is this: Initially, this was to be the 2006 M5’s only transmission. However, BMW now plans to offer the option of a six-speed manual this fall. Enough said.
Our other major M5 reservation applies to many Bimmers. That would be BMW’s iDrive systems controller, still in our view one of the most irritating modern automotive-technology manifestations to come fretfully down the pike. We’re told that owners eventually learn to manipulate this device with varying degrees of confidence and comfort. Nevertheless, any vehicle control system that requires repeated visits to the instruction manual is a bad job of design. These are not minor reservations. Nor is the $84,895 base price.
But in the end, the BMW’s poise and athleticism, plus the yowl of that high-revving V-10, are irresistible. There are new contenders entering the supersedan arena regularly these days, and we’ll undoubtedly be staging another tournament, Episode 40, when the Audi RS 6 comes along. But right now, the M5 rules once again.
-
**Car & Driver Συγκριτικο: M5 vs STS-V vs CLS55
**An intriguing element of BMW’s presentation for the new M5 emphasized this supersedan’s all-around usefulness, suggesting it’s as well suited for a wife’s run to the supermarket as it is for a BMW-club track day. Putting aside for the moment the politically incorrect characterization of a wife’s life, along with the notion of the primary driver’s giving up control before his cold dead fingers have been pried from the wheel, we have trouble digesting this characterization, for a couple of reasons.
First, one look at the pricing tells you these cars aren’t grocery getters. Not unless great-uncle Ned’s recent bequest included the deed to Atlanta and your designated grocery getter needs to travel at warp speed. We can imagine an M5 doing commuting duty, but we suspect the guys who acquire cars in this price realm are a long way from nine-to-five gigs.
Reason No. 2: Check the specs. Check the performance data. Call us crazy, but we think 400 horsepower—the minimum on tap in this trio of fantastic four-doors—is a little over the top for a run to the A&P. And would you really want to park one of these thoroughbreds in range of some harassed parental unit herding a 10-year-old Suburban filled with screaming soccer-game celebrants? Sure, and while we’re at it, we’ll let the kids use the car as a target for kicking practice.
Like any passenger cars, particularly those with four doors, the members of this trio have to function comfortably in an everyday environment, which they do. But their basic mission is to perform to a far higher standard, serving up hedonism and haste in super-sized portions. The hedonism part is easy, obtainable almost anywhere. But the level of high-speed competence required to play in this game is exceptional, and it’s the cars conceived for and developed on Germany’s autobahns that acquire the unique combination of right-now response and athletic feel that’s still pretty much exclusive to the Teutons.
This hasn’t discouraged non-Germans from trying to gain membership in the Bahn Burner Club, most recently Cadillac. In fact, it’s Cadillac’s latest bid for recognition in this elite club—the V-series version of the new STS sedan—that brings us together. What better qualifications review than a three-way test involving the cream of the autobahn crop? Right. We can’t think of one, either.
You may observe that the Caddy faces only two German opponents in this showdown and then wonder why there’s no Audi in the field. Here’s why: The RS 6 that starred in our May 2003 supersedan shootout (“Knockout Sedans: The Heavyweights”) is out of production, and we won’t see the new version until 2007. We did consider a couple other non-Germans—the handsome Maserati Quattroporte and Jaguar’s XJR—but neither is in the power ballpark with this threesome. In any case, the two Germans are formidable: the Mercedes CLS55 AMG, with its potent E55 powertrain, and the latest BMW M5, generation four in a line that dates to 1984.
We’ve accumulated formal instrumented data on the CLS55 before (C/D, October 2005), but the two others are virgins insofar as our Racelogic VBOX test gear is concerned.
The Caddy and the Bimmer didn’t become available until late in this issue’s production cycle. In fact, getting the M5 into the battle required an all-night blitz back from the car’s North American introduction at Lime Rock Park in northwestern Connecticut. It joined the two other combatants the next morning at Grattan Raceway Park near Grand Rapids, Michigan. Given the time constraints, the long day at Grattan—one of the more challenging road circuits in our part of the world—was the core of our evaluation. We included some Michigan back roads and some freeway cruising. But the basic mission here is performance, and for that the controlled environment of a test track was ideal.
So, here they are: three supersedans, two of them sons of the autobahn, one a wannabe, all distinctly different, but all with well over 450 horsepower available on demand. How would it play out? We strapped on helmets, tied down the test gear, and set out to get some answers.
And for About 40 Grand Less . . .
You know what they say: 10 grand here, 10 grand there, pretty soon you’re talking real money. So when a Dodge Charger SRT8—base price, $38,095—showed up at Hogback Road just as the Bahn Burners were heading to Grattan, we thought it would be interesting to see how this relatively low-priced missile would measure up against the high-priced execu-rockets.
The answer: very well, indeed. Better, in fact, than we expected.
Propelled by a DaimlerChrysler 6.1-liter Hemi V-8—425 horsepower, 420 pound-feet of torque—the 4274-pound Charger rumbled to 60 mph in 4.8 seconds, covered the quarter-mile in 13.2 seconds (a tie with the Cadillac) at 109 mph, pulled 0.90 g on the skidpad, and stopped from 70 mph in 168 feet.
The basic test numbers were impressive, but the Charger’s agility on the Grattan road circuit was truly revelatory. Even though we experienced brake-fade problems during the full-tilt process, we were able to herd the bad-boy Dodge around the track in 1:32.65, just 0.1 second behind the CLS55 Benz and almost a full second quicker than the Cadillac STS-V.
That’s a tribute to excellent work by DC’s Street and Racing Technology skunkworks guys, as well as a testimonial to a superb job by the chassis engineers.
So the Charger isn’t in the luxury ballpark with these other cars, but the Hemi does make it go, and it sounds good while doing so. And what could you buy with all that leftover dough? How about a Honda S2000? Or, thinking of maybe improving your home life, a new kitchen?
Third Place
Mercedes-Benz CLS55 AMG
Highs: Drop-dead good looks, torque-monster V-8, sumptuous interior.
Lows: Restrictive rear sightlines, reluctant transient response, limited rear-seat room, think-twice price.
The Verdict: A dazzling blend of beauty and beast.
If a thing of beauty is truly a joy forever, then CLS owners are going to enjoy their rides for a long time, because this is flat out the sexiest sedan in the business. And it’s even sexier in black, wearing nothing but those subdued little AMG badges. The curvaceous contours and character lines look good in any color, but black lends a deliciously sinister element, like Angelina Jolie in a slinky little number with spaghetti straps and three-inch spike heels. You know something naughty is gonna go down any minute, and you’re gonna love it.
The CLS could get by on looks alone, but there’s obviously more to it than that. There’s power, for example. The key distinguishing element between the CLS500 and CLS55 AMG is under the hood, wherein resides a supercharged and intercooled 5.4-liter SOHC 24-valve V-8. We’ve seen this engine in AMG powerhouses before, notably the E55, and like other boosted Benz engines, it’s a leering torque monster. Horsepower—469 at 6100 rpm—ain’t exactly peanuts, but 516 pound-feet of torque is enough to affect the rotation of the earth. Peak torque comes on at 2650 rpm, and there’s enough of it to cover for the relative shortage of forward cogs in the five-speed automatic transmission and also to get the CLS out of the starting blocks in a serious hurry: 0 to 60 mph in 4.2 seconds, 0 to 100 in 9.8, the quarter-mile in 12.6 at 114 mph. That’s Corvette turf, and pretty brisk for a two-ton car.
Brisk also applies to the braking performance. Like the Bimmer, the CLS55 has manhole-cover-size rotors at all four corners, vented and cross-drilled, good for stops from 70 mph to motionless in just 161 feet. That’s not quite as good as the M5, but it’s nine feet better than the Corvette roadster we tested last March (C/D, “It’s-All-About-Me Roadsters”). We got an overheated-brakes message displayed on the dash during hot lapping at Grattan, but it didn’t come with any loss of braking power.
This Benz is as seductive inside as out, with an elegant dashboard layout set off by a broad swath of dark burled walnut and seats that are the equal of the Bimmer’s—supportive, comfortable, and widely adjustable. They also include a massage function—just the thing for avoiding numb butt as the miles roll by.
All in all, this Benz is a superb high-roller package, prodigious power and undeniable prestige wrapped in seductive sheetmetal that’ll turn heads for years. So what’s it doing in third place?
Just this: For all its thrust and high-speed stability, the Benz isn’t really happy doing hot laps on a technical circuit like Grattan. There were logbook demerits for relatively lethargic responses in quick transitions, for steering that added effort as speed increased without any corresponding increase in feel, for a manumatic transmission function that took its sweet time making downshifts, and for a brake-assist program that made smooth braking tricky to achieve.
Grip—0.93 on the skidpad—was abundant, inspiring confidence in high-speed corners, and switching off the electronic stability program (ESP) allowed a bit of drift to get the rear end on the same directional page as the front. But the system never goes completely off-line, and when the ABS is triggered, ESP automatically goes back to work.
Pointed straight, the Benz squirted down the track like something operating on solid-fuel propellant, providing a lovely rush down Grattan’s 3200-foot front straightaway. Even so, the Bimmer was more than a second quicker around this tricky 2.0-mile layout.
On the ergonomic front, the Benz’s swoopy hoodline made for best-in-test forward sightlines, but the high beltline and the steep angle of the rear glass impinged on vision in the rear-quarters and the inside rearview mirror. The roofline also limits rear headroom for passengers more than six feet tall, and there’s no center seat back there, which hurt the Benz in the scoring.
And let’s not forget the issue of money. With an as-tested price of $92,975, the CLS had the heaviest window sticker in an expensive trio, which hurt the value quotient.
However, for those who aren’t inclined to worry about an extra 10 grand here and there, and who don’t care about paring a second or two off their lap times at Mercedes-club track days, this Benz may well be more appealing than its BMW rival.
Second Place
Cadillac STS-V
Highs: Respectable power, handsome interior, high comfort quotient, attractive pricing.
Lows: Not a track star, spongy brake feel, relaxed-fit seats.
The Verdict: An uptown Caddy that thrives on high-speed cruising.
We took our first look at the STS-V a year ago (C/D, February 2005), and it generated positive anticipation on a couple fronts. For one, it figured to provide a more refined level of all-around performance than the Corvette-engined CTS-V, which, for all its visceral appeal, is more hot rod than luxury sports sedan. Second, when judged by the prototype shown at the 2005 Detroit show, the STS-V looked to be the most appealing manifestation yet of Cadillac’s knife-edged-design direction. Beyond that, we knew the car’s dynamic development would be conducted under the baton of John Heinricy, GM’s director of high-performance vehicle operations. With nine Sports Car Club of America national championships in his racing log book, Heinricy definitely knows how to summon haste from a given package, and we anticipated something more stimulating than the other STS variants. The question was how far Heinricy would be able to go on the aggression meter.
Visible variations from the standard STS include a lower front fascia with three air intakes, one for increased airflow, the outer two for increased brake cooling; wire mesh grilles; deeper rocker panels; a lower rear fascia with a mesh-grilled vent at its bottom edge; and a slightly higher spoiler that’s been moved rearward at the trailing edge of the decklid. The car has a pronounced forward rake, and the net of the various changes is reduced high-speed lift, as well as a more determined appearance.
High speed is definitely part of this Caddy’s act. Last February we forecast 440 horsepower and 430 pound-feet of torque for the 4.4-liter supercharged V version of the car’s DOHC 32-valve Northstar V-8. Turns out those numbers were conservative. Fed by a Roots-type blower, the V-8 is rated for 469 horsepower at 6400 rpm and 439 pound-feet of torque at 3800. That’s more than 100 horsepower per liter, and it’s also the most powerful Cadillac production engine ever offered.
The supercharged eight is mated to GM’s new six-speed automatic transmission, typically GM smooth and enhanced by a manumatic function operable with the shift lever (there are no steering-wheel paddles). Suspension tuning is about 15 percent stiffer than that of a standard STS, thanks to Sachs shocks and bigger front and rear anti-roll bars; the variable-assist power rack-and-pinion steering is a bit quicker; and the StabiliTrak system can be programmed three ways: normal, sport, and competitive. In the latter, the car will wag its tail, and power oversteer is readily achievable, something to keep in mind when applying throttle at corner exits.
Inside, the STS-V is richly appointed with enough leather to clothe a small herd of Black Angus—hides on the door panels and dashboard, as well as the seats. The latter have suede inserts to help keep occupants centered in hard cornering, although more bolstering would help. Cadillac enlisted Dräxlmaier for the V’s interior décor. The same outfit did the Maybach, and if the Caddy has no granite trim option, it does have olive-stained ash. The whole package is tasteful, roomy, and arguably the most comfortable in this threesome, thanks to the relatively creamy ride and best control layout of the bunch.
This brings us to dynamics, which is where the Cadillac drew reviews that were essentially average for this exalted group. For example, the STS-V’s 4.6-second 0-to-60-mph run was slowest in this group, but how many luxo sedans are capable of 60 mph in less than five seconds? Similarly, stopping to a standstill from 70 mph in 170 feet was third-best here, but still exemplary for this weight class.
Where the Caddy fared worst was in Grattan’s twists and turns. Although the steering was quick and nicely weighted, excessive up-and-down motion in the suspension inhibited transient responses, and observers noted substantial brake dive compared with the German cars.
On the other hand, the STS-V’s price nets you a no-apologies supersedan with big money left over—almost 16 large versus the CLS55. That’s a huge advantage—especially since the STS-V has this group’s most comprehensive allocation of features and amenities. It’s enough, in fact, for the Caddy to edge the Mercedes for runner-up honors.
First Place
BMW M5
Highs: Supercar V-10, amazing brakes, as-you-like-it performance adjustability, SMG automated manual.
Lows: SMG automated manual, iDrive still given to demonic possession.
The Verdict: When max performance with four doors is the objective, this one has the right stuff.
Ever wish your ride had a magic power button that would bump engine output by, oh, say, 20 percent? Well, your ride is here. We mentioned that the minimum power in this comparo was 400, which is true. That’s what the M5’s new quad-cam 40-valve V-10 generates in everyday mode. But punch that little “power” button on the center console, and—yowza!—the engine’s operating parameters change, and peak output soars to 500 horsepower at 7750 rpm.
Allied with BMW’s equally new seven-speed sequential manual gearbox (SMG) in max-performance mode and the lowest curb weight (4110 pounds) in this collection, the M5 blasts to 60 mph in 4.2 seconds, a dead heat with the CLS55, and then eases ahead of the Benz in the quarter-mile at 12.5 seconds and 118 mph. At the con clusion of our Grattan lapping, where the M5 turned in the fastest time of the day at 1:31.25, our man Webster called this “the mother of all powertrains.”
As you’d expect, the M5 is happy on a racetrack. Select the combination of suspension, power, and transmission settings you need for max lap times—this Bimmer is almost as adjustable as a modern race car—and hit it. In sport mode, the most aggressive of three suspension settings, the M5 is distinctly more athletic than its rivals. We were surprised at the modest level of grip delivered by the Continental SportContact 2 tires—just 0.89 g—but it didn’t seem to hamper stopping performance, a phenomenal 158 feet from 70 mph, nor did it keep the M5 from smoking the two other cars in the lane change.
The Bimmer is almost as adjustable inside as it is in terms of dynamics. Almost every panel of the front buckets is power adjustable, and that, plus a steering column with power adjustability for rake and reach, pretty much guarantees a custom fit for any body. The only negative is seat-cushion padding that felt a tad too firm, but that complaint occurred only after about 500 miles of freeway droning.
We were also impressed with the interior décor, which was typically BMW clean and straightforward. Our test car was refreshingly trimmed with aluminum, although wood trim is optional.
However, as good as it is on a racetrack, the M5 leaves a little something to be desired elsewhere. The ride quality is a trifle stiff, even in the mildest settings, although this is something that can also be said of the Benz. But the biggest culprit is the SMG. In the most aggressive automated manual mode, it hammers home shifts like John Henry racing the steam drill—whop-whop-whop! But in full automatic, it’s all but impossible to avoid huge gasps between upshifts, particularly in the lower gears. One logbook scribbler summed up the test crew’s unanimous response: “I tried to leave it in auto mode, but I just couldn’t stand it.”
Perhaps the most telling testimonial on this second-generation SMG is this: Initially, this was to be the 2006 M5’s only transmission. However, BMW now plans to offer the option of a six-speed manual this fall. Enough said.
Our other major M5 reservation applies to many Bimmers. That would be BMW’s iDrive systems controller, still in our view one of the most irritating modern automotive-technology manifestations to come fretfully down the pike. We’re told that owners eventually learn to manipulate this device with varying degrees of confidence and comfort. Nevertheless, any vehicle control system that requires repeated visits to the instruction manual is a bad job of design. These are not minor reservations. Nor is the $84,895 base price.
But in the end, the BMW’s poise and athleticism, plus the yowl of that high-revving V-10, are irresistible. There are new contenders entering the supersedan arena regularly these days, and we’ll undoubtedly be staging another tournament, Episode 40, when the Audi RS 6 comes along. But right now, the M5 rules once again.
-
Μπλα μπλα μπλα μπλα
-
-
αυτο το πραγμα θελει να συναγωνιστει BMW Audi Mercedes.....
Φταιω εγω μετα που οι μοντς λογοκρινουν την αποψη μου ??
-
Αυτο τι ειναι? Αυτο, πισω απο το λογοτυπο..
-
Ο χρήστης xtkz έγραψε:
Αυτο τι ειναι? Αυτο, πισω απο το λογοτυπο..Διακρίνω 4 χτένες στις 4 γωνίες, δύο κουμπιά δεξιά και δύο αριστερά, καθώς και αυτό το μακρινό τσουμπελέκι που πρέπει να χρησιμοποιείται για εξαγωγή πραγμάτων από... κάπου.
Οπότε νομίζω ότι είναι προφανές τι είναι αυτό.
-
Ο χρήστης Bruce έγραψε:
ΕΚΤΕΝΗ ΠΑΡΟΥΣΙΑΣΙ.Θα μαθοις ωρθωγραφοια ραί σει??
**Αικτενύ παρουσήασοι ** ηνε τω σοστω
-
Βασισμένη στο γνωστό δάπεδο Σίγμα με διάταξη πίσω κίνησης, αποτελεί τη ναυαρχίδα της αμερικανικής εταιρείας -
Υπαρχει και AWD STS.
και τον V8 4,6 λίτρων της Northstar (325 ίπποι/6.400 σ.α.λ, 43,5 χλγμ./4.400 σ.α.λ.)
'της Northstar'? Ακουγεται σαν να ειναι κινητηρας αλλης εταιριας.
Το Northstar ειναι το συστημα Νορθσταρ το οποιο χρισημοποιει η Καντιλλακ ως ενα μαρκετινγ ονομα για τους V8 κινητηρες της Καντιλλακ εδω και χρονια. Βασικα και απο οσο ξερω, δεν σημενει τιποτε συγκεκριμενο ως καινοτομια απο τεχνικης πλευρας. Ειναι 100% ενα marketing gimmick.
Cadillac STS & STS-V