Cadillac STS V-8

Cadillac STS V-8 - The STS comes in three 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 model ($47,495) featuring a 4.6-liter Northstar producing 320 horses, 20 more than the old STS's output. And there's a V-8 all-wheel-drive STS, with a mandatory heavy options load ($62,765) whose driveline is yanked intact from the SRX.

The STS now rides on a wheelbase 4.2 inches longer than the old car's, yet in overall length the STS is 4.7 inches shorter. Glance at the car in profile and you can see what got chopped. The trunk's volume is down by two cubic feet.

The front seats, for hips and shoulders alike, are surprisingly well-bolstered and BMW-firm. No complaints. The gauges' illuminated white numerals are set against a black background—simple, ever legible. The center stack is clean and well-ordered, dominated by an eight-inch-diagonal "infotainment" screen, whose face can be tilted up to 15 degrees to cut glare. And the cockpit is warmly trimmed in eucalyptus that looks very much like real wood because it is.

What you notice first about the STS is that there's no ignition keyhole. Instead, you carry a standard-looking fob that signals the car to unlock its doors as you approach. After that, all you do is put your foot on the brake, then press a rocker switch to the right of the steering column. Voilà , the Northstar stirs to life. Press the bottom of the rocker to shut off the engine. In theory, you stash the fob in your pocket or purse and never have to remove it. If you don't care for that method of cranking, you can also fire up your STS remotely, from as far away as 200 feet. What you notice next is that this is a vault-like Seville—sorry, STS.

The STS's steering is odd. The effort is fairly high, and there's little detail telegraphed—minimal info regarding road surfaces or front-tire side slip, for instance. Yet for any given increment of steering input, the ZF rack (included in the 1SG package) delivers a predictable, repeatable course alteration. In that sense, the steering is accurate but, at the end of the day, not very satisfying. It's lucky that the chassis takes such a firm set in turns and is so conscientious about path control, because this steering is not especially adept at quick one-or-two-degree corrections.

Our test car was fitted with Magnetic Ride Control ($1850), which offered two firmness settings—touring and performance. Good luck switching between the two. You have to stop the car and toggle through a six-step interrogation on the big screen. Why not a simple switch on the center console, next to the traction control? Maybe it doesn't matter. In either mode, the dampers and bushings are about as stiff as Al Gore at a séance.

Of course, the upside to such 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. Fact is, this new STS pulled 0.86 g on the skidpad, only a whisker behind a BMW 745i we recently tested and way, way beyond the old car's 0.79. Our STS attacked our handling loop like a badger after pork rinds, achieving big velocities.

The brakes are strong and easy to modulate. Your foot quickly learns where anti-lock manifests. During nonpanic stops, you can brake right to the edge of ABS or push through for one cycle or two before withdrawing. Our car, fitted with the "European" brake pads (another part of the 1SG package—see what we mean about options?), stopped from 70 mph in 177 feet, 15 feet better than the old STS, one foot better than a Benz SL600. Think of that.

The twin-cam V-8 is abetted in its labors by a five-speed Hydra-Matic 5L50-E that may be the best transmission GM has ever produced. Why do we say that? Because you're almost never aware that it's doing anything. This is especially true during kickdowns, even two-gear kickdowns, which are as fast as they are unobtrusive.

Fact is, the previous STS was never really a performance car. It was a luxury sedan that simply didn't embarrass itself in the hills. This new STS, in contrast, is barking at the city limits of hot-rod-dom, notably in its edgy ride, booming acceleration, and tenacious handling.