2006 Cadillac STS-V

[Porter]

Like it or hate it, the latest and the greatest from the General.

http://www.autoweek.com/files/specials/2005_detroit/cadillac/stsv/pages/1.htm TARGET=_blank>http://www.autoweek.com/files/specials/2005_detroit/cadillac/stsv/pages/1.htm

You want hi tech hi performance you got it now baby !

For low tech hi perf there is always a 500 CID engine for the rest of us.

Porter (and a pair of 429s for me)

[Randall Ayers McGrew CLC # 17963]

Porter....I gotta admit these are growing on me.  I cannot afford anything like this, probably never, but it is wonderful in shape.  Notice how the designers have started to bring back the flair of contours on the fenders and body?  Small , still plastic but on the road to something more than just a car.  High tech is OK.  The style is getting better.   Interestingly enough since high tech is so in...the New York Times had an article in it recently as to how Lexus ratings have been dropping because customers are getting tired of the overly complex gagetry and high...extremely hig cost...of repair, even scheduled maintenance.
Cost is always the real factor.

[David #19063]

Anyone know the HP and Torque numbers at rpm for sure?

David

[Porter]

I agree that simple is better, perhaps thats why we prefer our carbureted "antique" Cadillacs.

There is a big void left from the period of early fuel injected cars and the HT engines, considered undesirable or un-collectable by many of us here, sometimes if only parts availability or finding a knowledgeable mechanic to work on them, sort of like lacking any backing from the General at this point, or the aftermarket for that matter.

Speaking of the proposed modified class, I think any HT engine powered car that has had an engine transplant (any other Cadillac engine) and saved from the crusher should be deemed worthy of any car show. Granted , only the RWD versions lend themselves to the Cadillac big block engine swap without a great deal of difficulty.

A good car still needs to be reliable and repairable, I prefer to swear by my Cadillacs, not swear at them. Hopefully the mechanics at the Cadillac dealer are getting a breather these days.

Porter

[Mike #19861]

 David,

 So far the only figures I have seen are HP figures. They are set at 440 hp! That will give the car more than rousing accelleration.

  Mike

[David #19063]

INFORMATION PROVIDED BY GENERAL MOTORS
2006 CADILLAC STS-V: SUPERCHARGED ELEGANCE
·   New 440-horsepower Supercharged Northstar V-8 Engine
·   New Hydra-Matic Six-Speed Automatic Transmission
·   Chassis Tuned for the Track or Autobahn
·   Exterior Design Combines Elegance, Performance, Functionality
·   Leather-Wrapped, Performance-Refined Interior
DETROIT â€" The 2006 Cadillac STS-V is General Motors’ most intense expression of Cadillac power and performance yet, and the luxury nameplate’s latest offering in its growing family of high-performance V-Series vehicles.
The STS-V carries all the craftsmanship and sophistication of its STS sibling, but does so at an entirely different level. Designed for everyday driving, the STS-V has been developed to deliver supercharged, rear-drive performance with an elegant design statement that is unmistakably Cadillac.
At the heart of the STS-V is a new, 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger. The dual overhead cam (DOHC) V-8 engine delivers the highest horsepower rating of any production Cadillac engine to date.
Called the Northstar V-8 SC (supercharged), the engine produces 440 horsepower (328 kW) at 6400 rpm and 430 lb.-ft. (583 Nm) of torque at 3600 rpm (power and torque figures estimated) â€" and the engine’s power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm. Vehicle redline is 6700 rpm.
The Northstar V-8 SC generates 120 horsepower (90kW) and 115 lb.-ft. (156 Nm) of torque more than its naturally aspirated counterpart, while its specific output of 100-horsepower-per-liter makes it one of the world’s highest specific output production V-8 engines.
However, the Northstar V-8 SC used in the STS-V is more than just power and torque. The DOHC engine includes variable valve timing that enables outstanding top-end performance while maintaining the expected refinement and quality associated with a luxury marque.
The aggressive torque curve enabled by the choice of a supercharged engine gives the STS-V acceleration capable of placing it firmly in the under-5-second-club for 0-to-60 time. The refined shift feel is enabled by careful electronic calibration of both the engine and transmission. During shifts, power is instantaneously lowered, then ramped back up carefully to make gear changes virtually unnoticeable.
The Northstar V-8 SC is mated to the all-new Hydra-Matic 6L80 six-speed automatic transmission â€" the first use of GM’s new six-speed automatic. The 6L80 â€" the only transmission offered on the STS-V â€" is one of the most technologically advanced automatic transmissions in the industry, using clutch-to-clutch operation and an advanced integrated 32-bit transmission controller to deliver smooth and precise shifts.
The 6L80 also incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS) and Driver Shift Control (DSC). PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with the release of the torque converter clutch for smooth powering up when the throttle is reopened. Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.
The STS-V has been tuned for performance on virtually every road condition and environment including GM’s all-new Milford Road Course facility and the Nordschleiffe (North Course) at Nürburgring.
As a result of this extensive development, the vehicle has track-capable acceleration, braking and cornering abilities. This is due, in part, to increased tire sizes (P255/45R18 front, P275/40R19 rear); increased brake rotor diameters, larger pad areas, and larger calipers; increased stiffness stabilizer bars and suspension springs; a faster steering ratio; and chassis tuning aimed at delivering high performance without punishing the driver.
Exterior elements on the STS-V enable higher-performance capabilities; yet express the sophisticated elegance associated with the STS name. Exterior refinements include:
·   A larger, polished stainless steel wire mesh front grille that enables the required additional airflow for engine heat dissipation. The wire mesh grille not only signifies the sedan as a V-series, but is also a heritage cue â€" wire mesh grilles were applied on the Cadillac V-16, the standard bearer of luxury and performance in the 1930s;
·   A new, lower front fascia that incorporates a larger lower grille (also wire mesh) for increased cooling capability; brake ducts for front caliper and rotor cooling; and splitter to counteract lift created by larger grille openings;
·   A new lower rear fascia that facilitates smooth airflow under the vehicle for improved cooling;
·   Lower rockers that visually bridge the lowered front and rear fascias;
·   A specific, fluidly sculpted hood designed to provide space for the engine’s supercharger;
·   Ten-spoke, flangeless, painted aluminum alloy wheels that assist in brake cooling. Front wheels are 18 x 8.5 inches; rear wheels are 19 x 9.5 inches;
·   A higher, more rearward-positioned rear spoiler that enables balanced aerodynamic downforce with the front splitter; and
·   V- series badging prominently displayed on the vehicle’s rear decklid and front doors along with “Supercharged” block lettering on the doors.
The interior of the STS-V reflects craftsmanship with the addition of more leather-wrapped surfaces to promote a high-quality, tactile feel and distinctive, crafted appearance. Interior refinements include:
·   Hand-wrapped leather surfaces throughout;
·   Olive Ash Burl wood appointments;
·   Kinetic-finished aluminum accents;
·   Sueded fabric seat inserts;
·   V -series badging in the instrument cluster, on the instrument panel, and on door sill plates; and
·   A new Tango Red color accent offering that is applied on seat inserts (front and rear), console, center armrest, lower instrument panel and door mid-sections (front and rear).
With three million subscribers, OnStar is the nations leading provider of in-vehicle safety, security and information services using the Global Positioning System (GPS) satellite network and wireless technologies. The 2006 STS-V will offer OnStar’s Gen 6.1 system. With Gen 6.1, GM OnStar subscribers can interact with OnStars voice recognition system in Spanish, French or English. With the push of a button an OnStar advisor can change the system to allow the subscriber to interact with the system in their preferred language. Other core OnStar services are stolen vehicle location assistance, remote door unlock, roadside assistance, emergency services and automatic crash notification.
GM is the only automotive manufacturer committed to offering a full range of vehicles with safety protection before, during and after a collision. All OnStar-equipped vehicles come with Automatic Crash Notification. If air bags deploy, the system sends a signal to a highly trained OnStar Emergency Advisor, who contacts the vehicle to see if help is needed, and can contact an emergency responder to send for help. In many cases the occupants are severely injured and cannot speak for themselves. OnStar’s GPS unit allows Advisors to tell emergency responders the vehicle’s location. OnStar responds to at least one air bag deployment in the US or Canada every hour.
Additionally, the 2006 STS-V will offer the GM-exclusive Advanced Automatic Crash Notification system. The AACN system detects collisions, even rollovers, regardless of whether air bags deploy. AACN also transmits other crash data, such as the direction of impact force, the number of and which air bags deployed and the maximum change of impact velocity, so that emergency responders are more prepared with this critical information before they arrive at the accident scene.
The STS-V was engineered and executed by GM’s Performance Division, an in-house center designed to explore potential enthusiast-oriented versions of production models. No engineering, design or assembly functions were outsourced â€" the vehicle is truly an original equipment offering.
Like its STS sibling, the STS-V will be built at GM’s state-of-the-art Lansing Grand River (LRG) assembly center beginning in 2005. In 2004, the LGR facility received JD Power’s highest award for plant quality in North America .
The STS-V is expected to arrive in Cadillac showrooms in the fourth quarter of 2005.
PRELIMINARY SPECIFICATIONS:
2006 CADILLAC STS-V
Overview
Model:    2006 Cadillac STS-V
Body style / driveline:    luxury 4-door high-performance sedan with rear-wheel-drive
Construction:    unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension assembly
Manufacturing location:    Lansing Grand River Assembly, Lansing , Michigan
Key competitors:    BMW M5, Mercedes Benz AMG E55
Engine â€" 2006 Northstar V-8 SC
Configuration:    supercharged 4.4L DOHC V-8
Installation:    longitudinal RWD
Bank angle:    90-degrees
Displacement (cu in / cc):    267 / 4371
Bore & stroke:    91 mm x 84 mm
Bore spacing:    102 mm
Engine mass (lb / kg):    506.4 / 229.7
Block material:    upper â€" sand-cast 319 T7 aluminum lower â€" die-cast aluminum
Cylinder head material:    319 T7 semi-permanent mold cast aluminum alloy
Supercharger / intake:    GM patented integral design, GM specific helical roots rotor set, cast aluminum case, four integrated tubular (Laminova style) intercoolers
Exhaust manifold material:    cast nodular iron
Crankshaft material:    forged steel with rolled fillets
Camshaft material:    cast nodular iron
Connecting rod material:    powder metal, heat treated
Connecting rod length:    151 mm
Valvetrain:    roller follower DOHC, 4 valves per cylinder, variable valve timing
Valve lift:    10.5 mm (intake), 10.0 mm (exhaust)
Ignition system:    coil-on-plug with extended-life dual platinum-tipped spark plugs
Throttle body diameter (in / mm):    3.1 / 80
Fuel delivery:    returnless, electronic sequential fuel injection
Compression ratio:    9.0:1
Maximum airflow:    approximately 400-grams-per-second @ 6400 rpm
Firing order / rotational direction:    1 â€" 2 â€" 7 â€" 3 â€" 4 â€" 5 â€" 6 â€" 8 clockwise
Horsepower (hp / kw @ rpm):    440 / 328 @ 6400 rpm (estimate)
Torque (lb-ft / Nm @ rpm):    430 / 583 @ 3600 rpm (estimate) 90-percent of peak torque available between 2200 and 6000 rpm
Recommended fuel:    91 octane minimum (premium) required
Maximum engine speed (rpm @ fuel shutoff):    6700
Emissions controls:    Â·   BIN8/EURO 4 compliant ·   close-coupled catalytic converters ·   EGR and AIR not required; ·   meets Federal, California , and LEV2 evaporative emissions standards
Additional features:    Â·   intake and exhaust continuously variable valve timing ·   piston oil jet cooling ·   polished exhaust ports ·   platinum tip spark plugs
Manufacturing location:    Performance Build Center Wixom , Michigan
   
Transmission â€" Hydra-Matic 6L80
Type:    six-speed, rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch; clutch-to-clutch architecture with integral electro/hydraulic control module
Engine range:    4.4L
Maximum engine torque (lb-ft / Nm):    430 / 583
Maximum gearbox torque (lb-ft / Nm):    664 / 900
Gear ratios:    
First:    4.02
Second:    2.36
Third:    1.53
Fourth:    1.15
Fifth:    0.85
Sixth:    0.67
Reverse:    -3.06
Maximum shift speed:    6500 rpm
Final drive:    3.23
7-position quadrant:    P,R,N,D, DSC (Driver Shift Control)
Case material:    die cast aluminum
Shift pattern:    (2) three-way on/off solenoids
Shift quality:    five variable bleed solenoids
Torque converter clutch:    variable bleed solenoid
Converter size:    258 mm
Fluid type:    DEXRON III
Transmission weight:    212 lb (96.1 kg) (wet)
Fluid capacity (approximate):    10.1 L
Pressure taps available:    line pressure
Assembly sites:    Ypsilanti , Michigan
   
Chassis/Suspension
Front:    independent, short/long arm, coil-over performance tuned monotube shocks, anti-roll bar
Rear:    independent, modified multi-link, coil springs, Nivomat performance tuned load leveling shocks, anti-roll bar
Traction control system:    full-range
Stabilizer bar:    front: hollow, 36-mm diameter rear: hollow, 24-mm diameter
Steering type:    power-assisted rack and pinion; ZF Servotronic II variable assist system steering ratio = 17.2:1, variable ratio
Steering wheel turns, lock-to-lock:    2.85
Turning circle, curb-to-curb (ft / m):    38.8 / 11.82
   
Brakes
Type:    Brembo high-performance vented cast-iron disc brakes with four-piston calipers. Power-assist â€" vacuum with antilock control, traction control, StabiliTrak stability control.
   
Rotor diameter x thickness (in / mm):    front: 14 / 355 diameter 1.25 / 32 width rear: 14.3 / 365 diameter 1.1 / 28 width
   
Wheels/Tires
Wheel size and type:    front: 18 x 8.5-inch aluminum alloy six-lug rear: 19 x 9.5-inch aluminum alloy six-lug
   
Tires:    front: P255/45R18 Extended Mobility â€" Pirelli rear: P275/40R19 Extended Mobility â€" Pirelli
   
Dimensions
    Millimeters   Inches
Vehicle length:    5018.7    197.6
Overall width:    1844    72.6
Overhang front:    944    37.2
Overhang rear:    1118.6    44.0
Wheelbase:    2956.1    116.4
Vehicle height @ curb:    1477.6    58.2
Rocker to ground @ curb â€" front:    175.8    6.9
Rocker to ground @ curb â€" rear:    205.1    8.1
Angle of approach @ GVMR (deg.):      12.8    12.8  
Angle of departure @ GVMR (deg.):    14.4    12.8
Ramp breakover angle @ GVMR (deg.):    10.8    10.8  
Tread - front (C/L of at ground):    1677.4    66.0
Tread - rear (C/L of at ground):    1571.5    61.9
Capacities
Fuel tank (gal / L):    17.5 / 66.2
Engine oil (qt / L):    10 / 9.4
Cooling system (qt / L):    10.9 / 10.3
Seating capacity (front / rear):    2 / 3
Curb weight (lb / kg):    4294.6 / 1948
Coefficient of drag (CD):    0.329
Front / rear lift coefficients:    0.073 / 0.072

[Mike #19861]

 Cadillac has really inspired the enthusiast with the V-series. Not that the cars on which they are based lack enthusisam. They, in their base form, are already the best performing Cadillacs ever built. The V-series adds to this in spades.

I think the new STS is a wonderful looking car. It has taken the Art and Science theme to its best level thus far. The combination of sharp creases and soft forms is true to Bill Mitchels philosophy; like a pair of sharply creased slacks. Just in a new interpretation.

 Now, if they can resist temptation, and make all this technology easily accessable and easy to use, unlike BMW did with their much unloved i-Drive. And above all, make it reliable so that all the hard work in restoring Cadillac to its once enjoyed mantle will not be tarnished. I have confidence in them, and so far they seem to have the reliability and quality issues nailed down.

 Perhaps some day I will be able to afford one of these super high performing Cadillacs. To have sit beside one of the last of the high performing Cadillacs from the last era, my 1970 Fleetwood with that glorious 472. I would like that. Providing the technology remains reliable, and I do not have to enlist in a nuclear physics coarse to be able to understand and repair the technology.

 I look forward to the next installments of the V-series. The XLR-v. And the SRX-v if they decide to build one, which given the reputation it has amoung this class of vehicle, will likely happen.

 And what of the V-12 Super Sedan that is still rumoured? A V version of that would be so desireable.

  Mike

[Michael Stamps 19507]

That is a nice looking car and of course I love the 440 hp.  Now if we could get them to build a blown CTS-V I would have to get one.  Provided that I talked someone, with more money than I, into buying it.

Stampie

[Randall Ayers McGrew CLC # 17963]

I agree with you, Porter...not surprizingly...and that is why I like old cars (pre-1978) not because I am a ludite (not...very well trained, schooled and educated in both hard and semi-flaccid sciences) but because I honestly believe that the best designs are simple yet elegant;  I met a retired GM design engineer yesterday who reminded me that often the best solution is the simplest but that makes it the hardest to reach.  The kinds of Rube Goldbergian designs we so often get saddled with in the consumer arena, answer the immediate problem but often contains other issues that are acceptable in order to get the car to market.  This is the reality of the business, of ALL business, in fact as my ex-wife so often reminds me.  

[Rusty Shepherd CLC 6397]

Those are some very impressive specifications.  To think that just over 20 years ago,  GM luxury cars were powered (well, maybe thats not the correct word, how about equipped?)with 135 horsepower HT4100s and 140 horsepower Oldsmobile 307s. My dad and I drove his 307 83 Olds 98  to the Pacific Northwest from Texas shortly after he bought it and any significant grade found me in the right lane with my foot in the floor in 3rd, and often second, gear and only able to pass large trucks and 240Ds (and the passing lane had to be completely free of cars or I wouldnt attempt passing even them).Even though his car was roomy, comfortable, and very smooth-riding, I remember thinking that the future of automobiles looked pretty damned grim, since with emission and fuel economy standards, this was the kind of performance we had to look forward to from then on. Now I think that the horsepower race has gotten out of hand when car magazines complain about the acceleration of a car if it takes more than 5 seconds to reach 60 MPH and 100 horsepower increases yield tenths of a second improvements in 0-60 runs.  I doubt most people would be able to tell the difference in a 6.0 second and a 5.4 second 0-60 run and either figure represents far more acceleration than any driver needs and is much more than a lot of drivers (especially younger ones)can safely handle. And where would you be able to take advantage of a 150-180 MPH top speed?