1998 Cadillac Seville Review

Decades ago, Cadillac was universally regarded as one of the world's outstanding cars. You could even get one with a 16-cylinder engine and elegant styling.
In an attempt to recapture its grand old reputation, Cadillac is offering its revamped, 150-m.p.h. Seville STS. It is General Motors' top sedan and the most sophisticated luxury car in GM history.

The last-generation Seville arrived in 1992. It was pretty good and greatly enhanced Cadillac's image. But GM says the new STS is fully competitive with upscale models from heavy hitters such as BMW, Lexus and Mercedes-Benz.

Cadillac didn't even give the STS its world introduction in the United States; the car made its debut at the Frankfurt Auto Show in Germany last fall.

Caddy expects to eventually sell some 20 percent of STS models overseas, where the car is offered with left- or right-hand drive. That's a high percentage for an auto many European motorists feel is a flamboyant excess from Detroit.

The $46,995 STS--the higher-line version of the $42,495 Seville SLS--is restyled but looks quite similar to the 1997 Seville. The STS is slightly shorter, but has a longer wheelbase. It's also more solid than its predecessor because it is built on GM's rigid G-body platform used by cars such as the Buick Riviera and Oldsmobile Aurora.

But the STS is offered with so many gee-whiz technical items that many folks--especially the more pragmatic European car buyers--may wonder if they all are necessary.

For instance, does one really need a ``headlamps suggested'' sign to light up on the dashboard when light outside the car becomes temporarily dim--as when going under a bridge.

Why is there both a digital and regular speedometer? And does one really need the $1,202 adaptive seating system, which uses air cells and sensors in the front seats to allow them to adjust automatically to suit various body contours?

First used in hospitals for burn patients, the system cycles every four minutes to adjust air cell pressure as an occupant moves in the seat. Although unique, it doesn't make the driver's seat more comfortable than traditional seats in rival sedans.

The STS also has a standard ``StabiliTrak'' electronic stability control system and a continuously variable road-sensing suspension. Caddy says they provide the most sophisticated chassis control technology in the industry.

One might not want to argue with that claim, as StabiliTrak has a yaw rate sensor and lateral acceleration sensor that work with the car's suspension, steering, anti-lock brakes and traction control systems to provide stable handling and make sure the car is going where the driver is steering it. The STS does have excellent handling. But it reacts no better than a Mercedes or BMW, which have more conventional suspensions and a rear-drive layout that gives them inherently better balance.

The STS has a supple ride, but it doesn't outdo the ride of competitors.

While quick, the ``Magnasteer III'' speed-sensitive power steering of the STS feels rather vague at highway speeds.

Stopping distances are short, but the brake pedal has a stiff feel that makes it difficult to modulate the brakes during quick stops.

The redesigned interior is quiet, except for a fair amount of tire noise. But it doesn't look especially posh for a luxury car, despite liberal use of wood trim, because there's just too much plastic in there.

For instance, the plastic power window controls look and feel as if they belong in an average sedan--not in Cadillac's flagship model.

On the other hand, stalks for the directional signals and windshield wipers feel good and the large dashboard controls are easy to reach and grip.

Instrumentation can be quickly read, but the white-on-black gauges are so brightly lit that they glare relentlessly back at a driver.

Other drawbacks: The power tilt and telescopic steering wheel worked in a jerky manner when asked to tilt up or down. And the cruise control lever is awkwardly located behind the right side of the steering wheel.

The smooth 4.6-liter V-8 of the STS provides stirring acceleration and a delightfully sporty sound. It produces 300 horsepower, thanks to items such as double overhead camshafts and four valves per cylinder.

The V-8 resides in a surgically neat engine compartment and isn't hidden by one of those ugly plastic covers used by some automakers. Also, the hood has convenient struts that do away with the old-fashioned hood prop.

The engine is hooked to one of the world's best four-speed automatic transmissions, which operates like a manual gearbox during certain driving conditions to improve roadability.

But where is the more efficient five-speed automatic transmission offered by Mercedes, BMW, Audi and Lexus?

The STS only comfortably seats four tall adults. Five will fit, but the center of the rear seat is too hard for comfort. Narrow door bottoms make it a bit hard to get in and out of the rear seat. And back windows don't roll all the way down.

The trunk lid moves well up and out of the way after being opened, and a low, wide opening allows easy loading and unloading. However, although long and large, the trunk is rather shallow.

The two-ton Seville STS is plenty safe, with items such as side air bags. The car is loaded with equipment, but you can order items such as $632 heated front and rear seats, striking $795 chrome alloy wheels and the $895 OnStar system, which provides travel advice and emergency help.

The new STS is a success. It's better than its predecessor, but leaves one wondering why all the gimmickry is necessary.