Under construction
Deville
Introduction Now entering its second season with its all-new look, DeVille is still turning heads. Visually, it is a handsome combination of European and American, of contemporary and traditional.
That comfortable duality reaches clear to the core of the DeVille's concept. A normal driving pace, this is a big, comfortable, and very luxurious sedan. Push it hard, though, and it starts feeling like a big sports sedan, particularly the DTS model. Slam the throttle down and this car takes off like a rocket.
Cadillac has achieved this duality by engineering a solid platform that can be extensively tailored to the individual buyer's tastes.
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Cadillac's new DeVille is a world-class sedan, big, comfortable, easy to drive, and fast.
Simply choose the model and options that suit your lifestyle and driving requirements. The result is like no Cadillac you've seen, or driven, before.
Lineup The 2001 DeVille is offered in three distinct models: base DeVille retails for $40,495. DeVille High-Luxury Sedan, or DHS, and the DeVille Touring Sedan, or DTS, are each priced at $46,267. Each vehicle has its own character and features.
Of the three, the standard DeVille fells like the traditional Cadillac DeVille, balancing luxury and value.
DHS and DTS depart from Cadillac's old ways. They share many features, but as their names imply, one stresses luxury while the other highlights a sportier driving experience.
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Both the base-level car and DHS come with a full bench front seat for six-passenger capacity, while the DTS has bucket front seats. The DeVille uses Cadillac's traditional digital instrumentation, while the DHS and DTS get the analog (dial) instruments that are sometimes preferred by enthusiast drivers.
Even the "Nuance" leather on DHS and DTS models is designed differently to match the tastes of different buyers: Where the DHS has elegant gathered leather upholstery, the DTS has stretched perforated skins for a sporty look. Yet both offer a very supple fit and feel.
Walkaround DeVille was redesigned completely for 2000. The styling distinguishes it from other cars, including other Cadillacs. People kept asking me, "What kind of car is that?"
This is the first Cadillac to be solely designed using AutoStudio, a computer-aided design tool. Although it looks larger and richer than before, the current DeVille actually measures three inches shorter and two inches narrower than the '99 model. Large front lighting clusters giving all three models a bold appearance. A grinning eggcrate grille extends between the headlights, providing an appropriate field for the Cadillac wreath and crest on the DHS and DTS. The standard DeVille leaves the grille clean and retains the more traditional upright hood ornament.
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In profile the DeVille still looks all Cadillac. Large doors, massive body panels and expansive glass are broken only by a highlight trim piece along the lower section. Large, full-arch wheel wells are filled by 16-inch alloy rims and all-season tires on DeVille and DHS or 17-inch wheels and performance tires on DTS.
From the rear, the DeVille continues to carry the traditional Cadillac ambiance, but it looks much more contemporary. This look is highlighted at night when the LED taillights create a thin vertical line. The fins of yesteryear may be gone, but those twin vertical slashes still shout "Cadillac," loud and clear. LED lights also serve a practical propose: They are easier to see and light up much faster than normal incandescent lighting, giving drivers of following cars an extra fraction of a second warning. Which is all it takes, in some cases, to prevent a collision. The rear turn signals look quite distinctive and stand out brightly when blinking.
Interior From inside the DeVille, as from outside, it's hard to believe that this car is actually a little smaller than the familiar Cadillacs of 1994-99. Once behind the wheel the DeVille feels as roomy as ever, if not more so. Heated front seats are available on the base model, standard on DHS and DTS; so is four-way power lumbar support. DHS and DTS add power lumbar massage. Adaptive front seating, optional on DHS and DTS, uses sensors to detect pressure points and automatically adjusts ten individual air cells to conform to the occupant's body, changing the seat contours every ten seconds if necessary.
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The rear seat is also inviting and comfortable. There is plenty of room available as you open the rear doors and climb in. Legroom seems endless; even with the front seat at its rearmost position, the tallest of our testers could easily fit. Independent climate controls for rear passengers offer both fan and temperature adjustments.
The high-beam indicator is located next to the digital trip odometer and nearly the same blue color. This makes it difficult to see, so it's easy to leave the high beams on by mistake, blinding other drivers.
The optional ultrasonic rear parking assist system is really slick and very well executed. When backing up, it offers a chime as you approach a garage, a kid on a tricycle, or another parked car. A small yellow light above the rear windshield, visible in the rear view mirror or when looking over your shoulder, illuminates. A second yellow light illuminates as you get closer. A third red light illuminates when you're right on top of the object. Besides the safety benefits, it's very useful when parking the car or maneuvering in tight locations.
Cadillac has added important new technological features for 2001. OnStar, which is standard on all DeVilles, now includes Personal Calling, which allows drivers to initiate and receive hands-free, voice-activated phone calls without an additional cellular contract. Also standard for 2001 is OnStar's Personal Advisor, which delivers Internet-based news headlines, sports scores, stock quotes, and weather reports.
Another new Cadillac feature this year is an optional ($150) tire pressure monitor, which uses sensors in the wheels to read air pressure levels in the tires.
New for 2001, is the optional Infotainment system, which integrates CD-ROM, personal assistant, memo recorder, e-mail, cell phone, and satellite navigation functions into a Bose audio entertainment system.
Driving Impressions I first drove the DeVille to an Al Gore press conference, appropriate because I was wearing a coat and tie and the DeVille's suspension superbly soaked up Washington's rough, potholed streets.
The DeVille DTS model's suspension filters out vibration and bumps, but it feels much firmer than Cadillacs of yore. That's good because the DeVille doesn't float around like those older machines, which could sometimes induce nausea in rear-seat passengers. Though not as firm as a BMW 5 Series, the DeVille's suspension settings provide a well-controlled ride. Bumps are felt, but muffled to comfortable levels. Go around a fast, sweeping turn and potholes and bumps won't upset the suspension, a benefit of the DeVille's highly rigid chassis. This makes the DeVille safer and more comfortable to drive in tight quarters, which is important in the big city where you're often surrounded by big trucks and aggressive cab drivers.
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Aluminum suspension components reduce unsprung weight (the weight that moves with each wheel as it reacts to the road variations), so the springs don't have to be as stiff to keep the wheels in firm contact with the road. This translates into more comfort on the highway without having to sacrifice handling. The highway ride is as supple as you would expect of a Cadillac. Yet, the new DeVille does not feel like the proverbial boat once associated with big American cars. It's smooth and stable at high speeds. The steering is precise and direct, so the car always goes where intended without having to think about it.
I was thinking about all this while heading out onto a rural road. I accelerated out of a sweeping turn, noticing the well-controlled steering, thinking that the DeVille should be able to hang onto the rear bumper of a BMW 5 Series. All those thoughts evaporated when I noticed way up ahead a state trooper standing next to his car pointing a radar gun at me. I jammed on the brakes. The ABS kicked in, preventing wheel lockup, so all the trooper noticed was a little nose dive as the DeVille quickly moved into compliance of the law. Braking was sure, stable and effective, with nice firm pedal feel. Completely redesigned last year, the system combines large four-wheel disc brakes with a small, lightweight anti-lock system. An electronic brake distribution system helps reduce stopping distances by distributing the braking force front to rear for optimum performance. In normal, everyday, around-town applications, the brake pedal feels smooth and progressive, making it easy to slow the car down smoothly.
The DTS has lots of power and growls under hard acceleration. The DeVille comes with the superb Northstar V8 engine, which develops 275 horsepower in the standard DeVille and 300 horsepower for the DHS and DTS. The Northstar engine was significantly re-engineered for the 2000 model year; in fact, there are just a few parts on the 2001 version that would fit in a 1999 or earlier edition. These refinements make the DeVille more responsive, more fuel efficient and quieter, all without sacrificing performance.
What really impressed me was the calibration of the transmission and the way it communicates with the engine. Press the throttle to the floor and instead of accelerating in fourth gear, then violently downshifting to second the way many transmissions do, the DeVille shifts immediately but smoothly to third for smooth, quick acceleration that accomplishes your objective of gaining a position in traffic without upsetting your passengers, or piece of mind. Slam the throttle to the floor, however, and the DeVille smartly shifts to second, the Northstar engine growls to life and the car rockets ahead. In case you're wondering, the DeVille's electronically controlled 4T80-E four-speed automatic transmission uses a viscous converter clutch for maximum smoothness with fuel efficiency. It's a great drivetrain.
Electronics help the driver control the DeVille in emergency maneuvers. Cadillac's StabiliTrak 2.0 skid-control system makes it virtually impossible to get the DeVille to go out of control. We say virtually because nothing can save you if you break the laws of physics. However, we reached some very high thresholds in the DeVille without breaking nature's law. On a closed circuit, we were able to steer into a turn very abruptly, trying to spin the car out. In situations that would have caused most vehicles to pirouette into the weeds, the StabiliTrak-equipped DeVille stayed the course. StabiliTrak's computer lightly applies the brakes to individual wheels to keep the DeVille in control. This type of system can be a godsend when surprised on strange roads or caught out in emergency traffic situations.
The DTS adds the Continuously Variable Road-Sensing Suspension (CVRSS 2.0), with transient roll control, lateral support and enhanced stability, which adjusts shock-absorber damping every few milliseconds, providing optimum ride and handling. This enhances comfort by soaking up road irregularities and isolates passengers from the outside elements.
Also available is Cadillac's Night Vision infrared system ($2250). Based on military systems used during the Vietnam and Pursian Gulf conflicts, Night Vision makes it easy to see wild animals, pedestrians, and objects at night. The system allows the drive to see critters way down the road, far past the reach of the headlights. In theory, Night Vision can greatly enhance safety. Here's how Night Vision works: An infrared camera mounted in the center of the grille transmits an image about the size of a rear-view mirror onto the lower portion of the windshield. (It's sort of like the heads-up display used in fighter aircraft.) The image position is adjustable; it can be raised or lowered and the intensity can be changed.
It takes a little adjustment to get used to seeing the Night Vision image projected in the lower area of the windshield. It can be glanced at, sort of like the way you glance at a rear view mirror, glancing at it often to see whether the path was clear. It can add a bit of security by being able to see perpetrators lurking in the bushes, thinking they're out of your vision. But the system can also be a bit distracting. You don't want to try to drive by strictly watching the night vision screen, which is sort of like driving through a television monitor. This is a promising technology, but you should take a good look at it to determine whether it's worth the extra bucks.
2001 Deville Review Summary & Specifications
Cadillac's new DeVille is a world-class sedan, big, comfortable, easy to drive, and fast. It represents yet another step toward the day when Cadillac might regain its traditional position as "The Standard of the World."
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2001 Cadillac Deville Specs
Vehicle Category Luxury Cars
Editor Mitch McCullough, Editor-in-Chief
Model Lineup DeVille ($40,495); DeVille DHS ($46,267); DeVille DTS ($46,267)
Engines (standard) 4.6-liter dohc 32-valve V8
Engines (optional) 275-hp 4.6-liter dohc 32-valve V8; 300-hp 4.6-liter dohc 32-valve V8
Transmissions (standard) 4-speed automatic
Transmissions (optional) 4-speed automatic
Safety Equipment (standard) dual front airbags, dual front-seat side airbags, dual front seatbelt pretensioners; rear-seat side air bags optional
Safety Equipment (optional)
Basic Warranty 4 years/50,000 miles
Assembled In Detroit (Hamtramck), Michigan
Manufacturer Phone 1-800-458-8006
Manufacturer URL www.cadillac.com
Base Price MSRP 40495
2001 Cadillac Deville Specs as Tested
Model Tested MSRP DeVille Touring Sedan ($46,267)
Standard Equipment (DTS) AM/FM/cassette/CD; cruise control; OnStar; StabiliTrak; CVRSS 2.0 variable suspension damping; tachometer; power door locks, windows and mirrors; 8-way power, 4-way lumbar front seats; heated seats front and rear; tri-zone climate control; remote keyless entry, trunk and fuel door release; fog lamps; floor shifter w/console; Rainsense wipers; Zebrano wood trim
Options as Tested (MSRP) Night Vision ($2,250); adaptive seating ($995); rear side air bags ($295); comfort/convenience package ($695) includes memory settings for seats and mirrors, power tilt/telescoping steering wheel, trunk mat
Destination Charge 720
Gas Guzzler Tax
Price as Tested 51222
Layout front-wheel drive
Horse Power 300 @ 6000
Torque 295 @ 4400
Fuel Economy 16/27
Wheelbase 115.3
Length/Width/Height 207.0/74.4/56.7
Track Front/Rear 62.6/62.1
Turning Radius 40.2/41.4
Seating Capacity 5
Front Head/Hip/Leg room 39.1/56.4/42.4
Middle Head/Hip/Leg room
Rear Head/Hip/Leg room 38.3/56.6/43.2
Trunk Volume 19.1
Payload
Towing Capacity 2000
Front Suspension Independent
Rear Suspension Independent
Ground Clearance 5.3
Curb Weight 4047
Stock Tires P235/55HR17
Brakes Front/Rear disc/disc with ABS
Fuel Capacity 18.5
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By Rémy Rainville
Thursday, September 20, 2001
Topics: 2001, cadillac, deville, passenger, review, sedan
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A STRONG PERSONALITY
In several people's mind, a Cadillac DeVille still remains as a typical large North American car, a somewhat clumsy vehicle that one loves to drive on wide boulevards and highways at cruising speeds. However, after driving the new DeVille, I realized that GM had made quite a step forward, as the world's No1 had emphasized a more rigorous than ever before road handling. Moreover, the new comer, still impressive and endowed with the state of the art technological innovations, has not sacrificed anything in terms of comfort and luxury. Not quite as spirited as its Seville STS "little sister", it nevertheless features a stronger personality than its predecessor does. Admittedly, its more sculpted lines make it a younger looking car.
WEIGHT LOSING DIET
The new DeVille, following a weight loss, is less cumbersome but as magnificent as ever. It boasts of the latest high-tech innovations and new exclusive goodies, all that animated by a sophisticated V8 engine known as one of the finest powerplants this side of heaven.
That new Cadillac is offered in three versions: base, more luxurious DHS and performance oriented DTS. The 2000 DeVille carries a rejuvenated silhouette that is quite likely to attract baby-boomers.
That luxury front wheeler, with its wide array of equipment's, is an excellent, considering that its base model sells for a little over $50,000.
When compared to its domestic or imported rivals, the DeVille obviously stands out on account of its powertrain and, most of all, its greatly improved road manners.
Despite still remaining a large vehicle, the new DeVille is two inches (51 mm) shorter and a little narrower than its predecessor, but its wheelbase is 1.5 inches (38 mm) longer which results in more usable room.
The vast passenger compartment features self-adjusting seats with 10 air bladders, an option on DHS and DTS versions.
Pressing a button activates the inflation cycle. Then sensors automatically detect the inflation and transmit those data to a command module.
Every four minutes, the module verifies the inflation in order to have it regulated in accordance with the occupant's movements. Ain't that nice, fellows?
On long trips those unique seats provide an amazing comfort and feature a six-position adjustment including a vertical and lateral lumbar support. At the rear, two fair sized adults will benefit from an adequate head and legroom.
A NEAT FINISH
That new comer has scored noticeable points on the quality front as the finish is neat and the choice of material is quite suitable.
The Cadillac DeVille benefits from an efficient sound proofing, and road noises are sufficiently filtered to provide, as a bonus, a premium road handling, especially with DTS touring model.
The new DeVille has in standard equipment all the luxury and safety features one expects to find in a top-of-the range automobile.
FOR HIGH LUXURY SEEKING BUYERS
The engine under the hood of that new marvel is still that familiar 4.6 litre Northstar V8 that GM has once again better to lower both emissions and fuel consumption.
Even if its only mate is a four speed automatic transmission, the Northstar does a super job of moving this car along and all that's needed there is the throttle input.
The DTS version features an extra 25 horsepower and the bottom line means a very lively accelerations and vigorous response. Despite not having a five speed manual gearbox like its rivals, the new DeVille, thanks to one of the finest automatic transmissions on this planet, displays a sound gear shifting.
Being properly fit for the dazzling performance of the Northstar powerplant, the automatic has no cause whatsoever to be envious of competition's five speed automatic gearboxes, and provides a precise and harshless gear shifting.
The steering system is precise but does not sufficiently transmit road sensations to the driver who feel some torque steer under hard acceleration.
The four-wheel disc brake system with ABS proved to have an edge over the preceding Caddys and thus delivered the goods with great efficiency. However, only after a few emergency stops, their endurance diminishes on account of its weight.
The DTS four-wheel independent suspension is fitted with a 2.0 integrated chassis system with stabilitrak 2.0 and a pavement-detecting device.
That nearly "intelligent" sport type suspension allows the DTS to display a predictable and sound handling around difficult corners.
The stabilitrak system, capable of correcting losses of control within a thousandth of a second, put the DTS back on its linear set course.
Except for damping that should be a tad firmer in some extreme conditions on bumpy roads, the DTS is quite stable while being comfortable.
The Cadillac DeVille DTS, accurately tuned despite its size, does not show that too soft highway car attitude any more.
Undoubtedly, the power of its wonderful engine along with its neat finish, functional cab and sound handling will result in a larger appeal to high luxury car enthusiasts.
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Eldorado:
Introduction It used to be that all Cadillacs were big, flashy, fast and sybaritically plush, perched at the undisputed pinnacle of boat-size, dinosaur-powered American luxury. And yet, even then, an Eldorado was something more. More expensive, certainly, and sometimes more powerful, but also more youthful, more individual. An Eldorado was the Cadillac of Cadillacs.
The world has changed since then, and so have Cadillacs, but somehow the Eldorado has hung on as the most Cadillac of them all. Defying the current trend toward anonymous four-door utility, it is the last remaining big luxury coupe manufactured in America, and one of the last in the world.
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In a time when tailfins are amusing and triple carburetors antique, Cadillac has clung to the notion of a high-style, high-luxury, high-performance personal coupe.
Cadillac's Eldorado remains brilliantly fast, lavishly comfortable, and individually stylish. And it is the only Cadillac whose projected demographic includes the number "40."
Lineup Two models are available. The more conservatively styled and tuned base model acquired the designation Eldorado Sport Coupe, or ESC, last year; it lists for $40,036. The more performance-oriented Eldorado Touring Coupe, or ETC, goes for $43,611.
Both models share Cadillac's 4.6-liter, twin-cam Northstar V8, which was significantly re-engineered in 2000 for lower emissions, quieter operation, and the ability to run on regular fuel. It now produces 275 horsepower and 300 pounds-feet of torque in the Eldorado Sport Coupe.
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In the Touring Coupe, it is tuned for a more aggressive character, with 300 horsepower and 295 pounds-feet, both peaking at higher engine speeds. Either way, a smooth-shifting four-speed automatic is the only transmission choice.
Walkaround The Eldorado looks heavy. Its lines are clean and spare, but the high beltline, huge C-pillar, bulky trunk box and small, bunker-like windows convey an impression of enormous mass. The closer you get, the bigger it seems. And with a generous 108-inch wheelbase, and an overall length of 200.6 inches, Eldorado's size is no illusion.
ETC looks even more solid due to its monochrome exterior, adapted last year to put more visual distance between it and the base model. But the ETC's body-colored grille and bumpers blend handsomely with the rest of its form.
Interior Eldorado's interior is large, elegant, and generous in appointments. For safety, dual front second-generation airbags are standard. A beautifully sleek band of fine Zebrano wood trim encircles the driver and front-seat passenger. The dash is admirably simple and straightforward, with excellent analog instruments. The automatic twilight-sensing headlight system can be adjusted for sensitivity or switched off altogether.
The steering wheel has two paddles, one that controls audio volume and station selection, the other controlling the climate control's temperature and fan level. The wheel adjusts up and down, but does not telescope fore and aft.
A full multi-task trip computer is mounted on the dash above the console. It computes current cruising range, fuel efficiency, fuel used, average speed, elapsed time, battery voltage, percent of oil-life left -- in either English or metric figures. Next to this computer are remote controls for opening the trunk and fuel door. A fine Bose AM/FM/cassette/CD stereo is standard on the ETC (and optional in the ESC); an additional $595 adds a 12-disc remote changer in the trunk. The radio also features a data system that will display the station, search for particular kinds of stations or look for traffic bulletins. It can even interrupt tapes and CDs with emergency information.
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The heating and air conditioning system delivers readouts for both interior and exterior ambient temperature. A toggle on the lower right allows the front passenger to select separate temperature settings. Rear-seat passengers get their own climate controls as well. Heated seats come on the ETC and they warm quickly, but we found even the lower of the two settings too hot for extended periods of time. They are at their best while waiting for the engine and heating system to warm up.
Fog lights are standard, as are two front cupholders. Power outside mirrors have a handy provision that adjusts them downward to the curb when Reverse is selected, helpful when parking this large car. There is a compass in the rearview mirror, and our test car was furnished with an optional overhead garage-door opener ($107).
Our Eldorado Touring Coupe's upholstery was gorgeous, glove-quality light-cream leather, and the power front seats adjust twelve ways. Lateral support is average, but the four-way power lumbar adjustment is excellent.
Driving Impressions If the Eldorado Touring Coupe seems loaded with creature comforts, it's absolutely jam-packed with technology designed to enhance safety and improve the driving experience.
It all begins with the Eldorado's well-publicized and deservedly praised 4.6-liter Northstar V8. On the ETC, this engine produces 300 horsepower at 6000 rpm. This is matched by a brawny 295 foot-pounds of torque, though at a fairly high 4400 rpm, rather than down low, where it would produce an even heartier takeoff.
Conversely, the Eldorado Sport Coupe develops its 275 horsepower at 5600 rpm, and 300 foot-pounds of torque at 4000 rpm.
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Either way, Eldorado has lots of power. Stand on it and it goes, whether from a standstill or cruising along slowly. The Touring Coupe's 0-to-60 mph acceleration times are spirited, coming in right at 7 seconds flat. Passing maneuvers from 30 to 70 mph take only about 6.5 seconds, which is very uplifting.
The automatic transmission is excellent. It shifts so smoothly that it's almost undetectable when accelerating in everyday driving situations.
Like any powerful front-wheel-drive car, the ETC exhibits low-speed torque-steer under full acceleration. Slam down the accelerator pedal from a standstill and you'll feel a slight tug on the steering wheel. You'll also get some front wheel spin if you've switched off the standard traction control system. However, the traction control is automatically re-activated each time you start the car. Whenever traction control senses wheel spin, it reduces engine torque and lightly applies the brakes to the front wheels. In moderate driving, none of this will be noticed.
Three other sophisticated systems aid the Eldorado's road behavior. Variable-assist Magnasteer is standard; it adjusts steering effort not only to road speed but to cornering force as well. CVRSS, or Continuously Variable Road-Sensing Suspension is standard on ETC; it adjusts shock damping according to road conditions.
StabiliTrak uses yaw and lateral-acceleration sensors in conjunction with the suspension, steering and ABS to detect oversteer (fishtailing) or understeer (front-end washout). Immediately upon sensing either of these conditions, StabiliTrak applies braking to the one wheel that can help to regain stability. Several top-line automakers are using these systems now and, presuming the laws of physics haven't been too grievously violated by the driver, they really work. Drivers can make minor driving mistakes, and the Eldorado will correct for them, helping you maintain control and stay on the road. StabiliTrak is standard on ETC, optional ($495) on ESC.
This Eldorado rides smoothly, yet it doesn't completely isolate the driver from what's going on. The CVRSS suspension is an advanced system that reads the road surface's roughness and automatically adjusts the shock-damping rate at each individual wheel. The result is reduced impact harshness, a smoother ride and more sustained contact with the road during extreme emergency maneuvers.
Besides traction control, the Eldorado comes standard with anti-lock brakes (ABS), which allow the driver to maintain steering control of the car in an emergency braking situation.
Also on ETC is a system that automatically adjusts the ABS according to the texture of the road. Slam on the brakes and the Eldorado delivers optimum braking force to each wheel without letting any of them lock up and skid. This lets the driver maintain control of the steering. So in an emergency stopping situation, just put the brake pedal down hard and keep it there, and remember to steer around any obstacles.
2001 Eldorado Review Summary & Specifications
In a time when tailfins are amusing and triple carburetors antique, Cadillac has clung to the notion of a high-style, high-luxury, high-performance personal coupe.
Now it is technology that distinguishes the Eldorado, and Cadillac has pulled out all the stops. The Northstar engine, the silky smooth transmission and the suspension tuning are first rate. And with ABS, CVRSS, and Stabilitrak on the ETC, there's enough electronic alphabet soup to justify the price.
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2001 Cadillac Eldorado Specs
Vehicle Category Luxury Cars
Editor Ted West
Model Lineup ESC ($40,036); ETC ($43,611)
Engines (standard) 4.6-liter dohc 32v V8
Transmissions (standard) 4-speed automatic
Engines (optional) 4.6-liter dohc 32v V8
Transmissions (optional) 4-speed automatic
Safety Equipment (standard) dual front airbags, ABS, traction control, StabiliTrak optional
Safety Equipment (optional)
Basic Warranty 4 years/50,000 miles
Assembled In Lansing, Michigan
Manufacturer Phone 1-800-333-4CAD
Manufacturer URL www.cadillac.com
Base Price MSRP 40036
2001 Cadillac Eldorado Specs as Tested
Model Tested MSRP ETC ($43,611)
Standard Equipment (ETC) ABS, traction control, Magnasteer speed-sensitive steering, CVRSS variable road-sensing suspension, StabiliTrak stability control, electronic level control, theft deterrent system, remote keyless entry, tilt-adjustable steering wheel, halogen headlamps, Rainsense wiper system, dual 12-way heated power seats with 4-way lumbar support and dual memory, Zebrano wood trim, Bose AM/FM/cassette/CD stereo, cruise control, 10-function trip computer, pre-wired for cell phone, OnStar communications
Destination Charge 720
Options as Tested (MSRP) Goodyear Eagle GA Z-rated tires ($250); chrome wheels ($795); 12-disc CD changer ($595), garage door opener ($107)
Gas Guzzler Tax
Price as Tested 46078
Layout front-wheel drive
Horse Power 300 @ 6000
Torque 295 @ 4400
Fuel Economy 17/26
Wheelbase 108
Length/Width/Height 200.6/75.5/53.6
Track Front/Rear 60.9/60.9
Turning Radius 40.35
Seating Capacity 5
Front Head/Hip/Leg room 37.8/57.6/42.6
Middle Head/Hip/Leg room
Rear Head/Hip/Leg room 38.3/55.7/35.5
Trunk Volume 15.3
Payload
Towing Capacity 3865
Front Suspension Independent
Rear Suspension Independent
Ground Clearance
Curb Weight 1000
Stock Tires P235/60ZR16
Brakes Front/Rear disc/disc with ABS
Fuel Capacity 19.0
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2001 Cadillac Eldorado ESC Coupe Overview
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4,565 cc 4.6 liters 8 V engine with 93 mm bore, 84 mm stroke, 10.3 compression ratio, double overhead cam and four valves per cylinder
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Premium unleaded fuel
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Fuel economy EPA highway (l/100km): 8.7
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Multi-point injection fuel system
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Main 72 liter premium unleaded fuel tank
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Power: SAE and 205 kW , 275 HP @ 5,600 rpm; 300 ft lb , 407 Nm @ 4,000 rpm
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2001 Cadillac Eldorado ETC Coupe Overview
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4,565 cc 4.6 liters 8 V engine with 93 mm bore, 84 mm stroke, 10.3 compression ratio, double overhead cam and four valves per cylinder
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Premium unleaded fuel
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Fuel economy EPA highway (l/100km): 8.7
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Multi-point injection fuel system
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Main 72 liter premium unleaded fuel tank
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Power: SAE and 224 kW , 300 HP @ 6,000 rpm; 295 ft lb , 400 Nm @ 4,400 rpm
=====================
Seville
Introduction With its brilliant acceleration, crisp handling, and Gibralter stability, the Cadillac Seville makes no apologies to expensive imported sports sedans. This car is just the thing for covering lots of real estate in a big hurry, cruising effortlessly at 80-90 mph like a high-performance sports sedan.
Around town, it's smooth and comfortable. The Seville comes loaded with features and technology designed to deliver comfort, safety and performance. Cadillac's StabiliTrak system is smart enough to respond to a skid before you're even aware there's a problem. OnStar, with enhanced capabilities for 2001, can automatically locate your vehicle and alert emergency personnel in case of an accident.
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The Cadillac Seville delivers the refinement, performance and handling expected from a BMW, Mercedes-Benz, Lexus or Infiniti.
Bose Infotainment, also new for 2001, integrates cell phone, personal data assistant, navigation, and audio-entertainment functions into a single system.
Lineup Two models are available: The $41,935 SLS comes with nearly every luxury feature you can imagine, powered by a 4.6-liter Northstar V8 producing 275 horsepower.
For $48,045, the high-performance STS boosts horsepower to 300 and adds continuously variable road-sensing suspension (CVRSSl), speed-rated Goodyear EagleLS in place of the mundane Goodyear Integrity tires, fog lights, and a super-deluxe interior with perforated leather, 14-way power seats, and memory functions for just about everything.
Walkaround Given that the current-generation Seville is now four years old, it's a little surprising that this car still draws admiring glances on the road. On the Interstate, our 2001 STS had people slowing down and matching their speed to ours to look it over. I'm not normally a big fan of chrome wheels, but the optional 17-inch chrome wheels are very tastefully designed and look great on this car.
Dressed in Sable Black paint, the Seville STS looks part luxury sedan, part hot rod.
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Its bold, egg-crate grille and strong, vertically oriented taillights are traditional Cadillac cues. Edges are soft and sculpted, however, presenting a refined look. The standard wrap-around projector headlights have a jewel-like quality. High-intensity discharge (HID) low-beam headlights are optional on STS and improve visibility on dark nights.
Interior It's a handsome interior with Zebrano wood trim and black leather upholstery. The front bucket seats are plush, but not overstuffed, with enough lateral support to keep the driver firmly planted when maneuvering the Seville through tight curves. Yet the side bolsters are low enough to make getting in and out easy. The seats adjust every which way with adjustable lumbar support. I had trouble adjusting the lumbar to a comfortable position, but eventually came to terms with the seats. The front seatbelts are anchored to the seat, so they fit more precisely and feel much more comfortable to wear. Front and rear seats have heaters for cold mornings and bad backs.
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Seville offers an optional adaptive seating system that many potential buyers may dismiss out of hand as just another costly ($995) gadget. For short commutes and around-town driving, they'd probably be right, but on long drives, the system is comfortable and noticeably less fatiguing. Hidden under the plush leather upholstery are special sensors designed to measure a body's pressure points and then automatically adjust ten strategically placed air cells in the seat cushion.
The Seville's interior looks great and is highly functional. The center console, sweeping up into the instrument panel, houses an attractive radio and climate-control center. The gauges use a three-dimensional Vacuum Fluorescent, or VF, display that is as easy to read as it is sophisticated. The digital readouts are in blue, which is fine, except that the blue high-beam indicator is buried alongside blue trip odometers and other digital readouts, so it's very easy to ride around unaware that the high beams are on.
Like many of the interior features, the Bose 4.0 sound system uses computer technology to enhance both driving attributes and creature comforts. It's something audiophiles should consider. It punches out nearly 425 watts of music power through its eight speakers, which include a 12-inch subwoofer. The Bose system is smart enough to automatically adjust volume and tone levels to compensate for changing cabin sound conditions. Steering wheel controls allow volume adjustments and surfing among your preset stations. A weatherband gives up-to-the-minute weather reports.
Everything is programmable, including the security system, so you don't have to listen to a horn when you lock the car, or put up with automatic locking every time you put it in drive. A computer tells you when one of your tires is low on air pressure, and warns when it's cold enough for ice to be on the road.
For 2001, Cadillac has added a $1995 Infotainment system, with a personal digital assistant, hands-free cell phone, infrared port, CD-ROM, satellite navigation, voice recognition and, in some areas, e-mail, all integrated into the Bose 4.0 stereo. The navigation system features a five-inch color display with bright, clear graphics, centrally located in the instrument panel. Passengers operate the system by touching the screen and following turn-by-turn instructions, or by referring to the map displayed on the screen.
Previously optional, but now standard on all Sevilles is GM's OnStar system. OnStar combines cellular technology with a Global Positioning Satellite, or GPS, receiver that constantly tracks the vehicle's position. No additional cellular contract is needed to use the system. Pressing a button connects you to an OnStar service center that can provide directions, call for a tow truck or remotely unlock the doors if you've left the key in the ignition. The service center can make airline reservations, provide restaurant recommendations, or send flowers for a special occasion. Most important, they will check in on you immediately after an airbag deploys and will summon help to your location if you don't respond.
Seville's sophisticated airbags use sensors designed to prevent deployment of the front passenger's bag when the seat is empty or a small child is sitting there. According to Cadillac, this system provides safety benefits to children that cannot be realized with dual-stage or multi-stage inflation systems, which deploy with varying degrees of force depending upon the size of the passenger and the severity of the crash. Cadillac's weight-based sensors and pattern recognition technology can distinguish between a small adult female and a large child strapped into a child safety seat; if it's a small child, whether in a child safety seat or not, the airbag will not deploy. An indicator light on the rearview mirror tells the driver whether the airbag is enabled or suppressed. (Cadillac still recommends the back seat as the safest place for children, but its research indicates that people want, when absolutely necessary, the ability to properly restrain children in the front seat.)
The optional ultrasonic rear parking assist system is really slick and very well executed. When backing up, it offers a chime as you approach a garage, a kid on a tricycle, or another parked car. A small yellow light above the rear windshield, visible in the rear view mirror or when looking over your shoulder, illuminates. A second yellow light illuminates as you get closer. A third red light illuminates when you're right on top of the object. Besides the safety benefits, it's very useful when parking the car or maneuvering in tight locations.
Driving Impressions This car is fast. Its Northstar 4.6-liter V8 engine delivers 300 horsepower on the STS model. Punch it and this thing really takes off. It offers excellent throttle for brilliant passing performance. Step on the gas and you're by the offending vehicle in a flash. There's plenty of torque off the line to quickly propel you into Scofflaw County, and you can cruise all day at socially irresponsible speeds.
Cadillac's Northstar V8 engine is tuned differently for the SLS and STS models: The version used in the SLS produces 275 horsepower at 5600 rpm and 300 pound-feet of torque at 4000. The engine in the STS delivers 300 horsepower at 6000 and 295 pound-feet at 4400 rpm. That makes the STS the better choice for drivers who want a high-performance sports sedan, and the SLS better for drivers who prefer quietly cruising in luxury. Both will do fine in each mode, however.
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The transmission works great. Cadillac's four-speed automatic transmission features a Performance Shift Algorithm that analyzes your driving style and adjusts shifting appropriately. Hammer the throttle and it mimics the crisp shifts of a manual transmission. Accelerate gradually and the transmission shifts smoothly. Go through a corner under hard acceleration and the system is smart enough to delay shifting until you are through the turn for improved handling balance. If desired, it's easy to pull it straight back from Drive into third gear. In fact, shifting it manually is as easy as shifting one of those fancy semi-automatic shifters that are the fad nowadays.
The steering is sharp and responsive. It has, in fact, been sharpened for 2001 with subtle changes to the front control arms, steering knuckles, front subframe, and front anti-roll bar. The Magnasteer rack-and-pinion steering system relies on an optimized 14.8:1 ratio throughout the steering range; rather than varying the ratio, the system uses a magnetic field to vary effort directly with speed or other conditions. It works well, giving the car a feeling of stability at high speeds and accurate steering on winding roads, yet it's light to the touch in parking lots making the Seville easy to park.
Standard on both models is the StabiliTrak system. It uses an accelerometer to sense even a minor skid. Then, by applying the brakes to individual front wheels and deftly controlling the throttle, it brings the car back under the control-often before you noticed anything was wrong. The latest StabiliTrak 2.0 also incorporates side slip-rate control, so if the Seville is sliding sideways, both front brakes are momentarily applied to slow the vehicle and allow it to regain stability and lateral traction.
The brakes are superb. They are easy to modulate in normal driving. In a panic stop, the ABS kicks in, quickly bringing the car to a halt without drama; understandably, they are prone to fade when used repeatedly in this manner.
Seville's Magnasteer steering system is linked to StabiliTrak's sensors, so steering effort is altered according to how aggressively a driver takes a corner. StabiliTrak even raises steering effort in low-traction or emergency-maneuver situations to enhance driver control.
The Continuously Variable Road Sensing Suspension, or CVRSS, comes with the performance-model STS. This active suspension system continuously monitors changing road conditions and instantly alters shock-damping rates to find an optimal balance between ride comfort and handling. This system, too, has been tweaked for 2001 to improve handling response. The ride quality is smooth and well controlled. A small amount of road vibration can be felt through the steering wheel.
This car is smooth and quiet around town, stable and secure at speed on the highway, and sporty and competent on winding roads. Out on the open road, it makes no apologies to BMWs, Mercedes-Benzes, Lexuses and Infinitis. You can keep up with them, pass them, or let them go while you relax in your luxurious surroundings.
2001 Seville Review Summary & Specifications
The Cadillac Seville delivers the refinement, performance and handling expected from a BMW, Mercedes-Benz, Lexus or Infiniti. The Seville is a sedan that truly loves to be driven, whether you're winding down back roads or commuting through traffic with the Bose sound system on. The STS feels like a true sports sedan.
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2001 Cadillac Seville Specs
Vehicle Category Luxury Cars
Editor Mitch McCullough, Editor-in-Chief
Model Lineup SLS ($41,935); STS ($48,045)
Engines (standard) 4.6-liter dohc 32-valve V8
Transmissions (standard) 4-speed automatic
Engines (optional) 275-hp 4.6-liter dohc 32-valve V8 (SLS); 300-hp 4.6-liter dohc 32-valve V8 (STS)
Transmissions (optional) 4-speed automatic
Safety Equipment (standard) dual front airbags with child safety sensors, ABS, traction control, StabiliTrak
Safety Equipment (optional)
Basic Warranty 4 years/50,000 miles
Assembled In Hamtramck, Michigan
Manufacturer Phone 1-800-333-4CAD
Manufacturer URL www.cadillac.com
Base Price MSRP 41935
2001 Cadillac Seville Specs as Tested
Model Tested MSRP Seville STS ($48,045)
Standard Equipment (STS) air conditioning, power windows, power mirrors, power locks, cruise control, leather upholstery OnStar, tilt steering, cast aluminum wheels, automatic headlights, garage door opener, electronic level control; STS adds Bose AM/FM/CD/cassette stereo, fog lights, seat memory package, 14-way power bucket seats, heated front and rear seats, tilt/telescopic steering column, perforated leather seating surfaces, CVRSS automatic variable damping suspension, speed-rated tires.
Options as Tested (MSRP) Premium Luxury Package ($2930) includes ultrasonic rear parking assist, wood trim package, 6-disc center console CD changer, 17-inch chrome wheels, high-intensity discharge headlamps, tire pressure monitoring system; express-open sunroof ($1550)
Destination Charge 720
Gas Guzzler Tax
Layout front-wheel drive
Price as Tested 53245
Horse Power 300 @ 6000
Torque 295 @ 4400
Fuel Economy 17/27
Wheelbase 112.2
Length/Width/Height 201/75/55.4
Track Front/Rear 62.7/62.4
Turning Radius 40.5
Seating Capacity 5
Front Head/Hip/Leg room 38.2/55.6/42.5
Middle Head/Hip/Leg room
Rear Head/Hip/Leg room 38.0/57.5/38.2
Trunk Volume 15.7
Payload
Towing Capacity 3000
Front Suspension Independent
Rear Suspension Independent
Ground Clearance 5.0
Curb Weight 4001
Stock Tires P235/55R17
Brakes Front/Rear disc/disc with ABS
Fuel Capacity 18.5
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2001 Cadillac Seville SLS Sedan Overview
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4,565 cc 4.6 liters 8 V engine with 93 mm bore, 84 mm stroke, 10 compression ratio, double overhead cam and four valves per cylinder
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Premium unleaded fuel
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Fuel economy EPA highway (l/100km): 8.7
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Multi-point injection fuel system
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Main 70 liter premium unleaded fuel tank
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Power: SAE and 205 kW , 275 HP @ 5,600 rpm; 300 ft lb , 407 Nm @ 4,000 rpm
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2001 Cadillac Seville STS Sedan Overview
-
4,565 cc 4.6 liters 8 V engine with 93 mm bore, 84 mm stroke, 10 compression ratio, double overhead cam and four valves per cylinder
-
Premium unleaded fuel
-
Fuel economy EPA highway (l/100km): 8.7
-
Multi-point injection fuel system
-
Main 70 liter premium unleaded fuel tank
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Power: SAE and 224 kW , 300 HP @ 6,000 rpm; 295 ft lb , 400 Nm @ 4,400 rpm
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