2006 Cadillac DTS Test Drive

The Deville was the last car in Cadillac's lineup to be reincarnated, and for 2006, it's come back to life as the DTS. The new DTS fits in Caddy's three-sedan lineup, and does an admirable job of incorporating Cadillac's new persona without alienating "older" buyers. This was a formidable task, but if any GM division has a clear sense of what it stands for, Cadillac is the leader in that respect. The DTS starts at $41,900. Warranty: 4-year/50,000 plus roadside assistance.

First Glance

My uncle Irving was a Cadillac man. Every September he'd head to the Cadillac showroom in his hometown of Las Vegas and order the biggest, longest, baddest white Caddy you ever saw. Then he'd pick the brightest red leather interior to match. It was a sight to see driving down the strip, decades before pirate ships and volcanoes became desert landmarks. And except for the third-degree burns we got when we sat on the seats in our shorts during the sweltering July afternoons, I loved those cars because it was the epitome of opulence, especially to a 10-year-old kid who was used to riding around in an Impala or a run-of-the mill station wagon. While the new DTS doesn't quite have the grandeur of the '60’s Cadillacs, it does have a presence and a styling that incorporates the edginess of design found in the other products in the brand: vertically shaped headlamps and taillamps, horizontal spline lines, and a dihedral-shaped hood. The back was cleaned up, with the license plate cutout dropped below the trunklid for an unbroken line. The DTS is still a sizeable vehicle, but the contemporary styling gives it proportion instead of just largess. The standard 17-inch or optional 18-inch tires both look correct tuck in the wheelwells.

In the Driver's Seat

The Cadillac DTS has made the leap to bucket seats for the front row, but Deville buyers and old-school Romeos need not panic: the bench seat is still available in all DTS models except the Performance version, since serious cornering ability and a front bench seat (dressed in soft but slippery leather) don't really go together very well. It's smart that Cadillac is starting to lean toward buckets, since younger buyers (as in baby-boomer 50-somethings) have not grown up with bench seats.

The interior is nicely styled and, while it utilizes its share of technology, doesn't go over the top a la BMW 7-Series. There are real burled wood surfaces on the Luxury III and Performance trim models, a cleanly integrated center stack, and seats that are designed to provide good comfort and support on long drives. The center point of the instrument panel has been pushed forward and down to create a more spacious interior. It looks good, but my only gripe is the angle tends to catch reflections on sunny days and is a big distracting. I like the option of three different leather seating surfaces, and the impressive amount of noise-reduction features like laminated glass, door insulation and other pieces that contribute to a quiet cabin.

On the Road

Cadillac was smart; it didn't try to make the DTS' ride a one size fits all. For those who like more cush, go for the Luxury Package, which focuses on a smooth ride over performance. If you want to push the envelope a bit more without giving up comfort, pick the Performance Package. That setup gives you Magnetic Ride Control (a continuously variable real-time damping system for improved responsiveness and increased driver control) and the 18-inch wheels and tires. All DTS models, however, feature the respected Northstar 4.6-liter V-8 engine matched to a four-speed automatic. The engine is offered in two configurations: the first is 291 hp and 286 lb-ft of torque (emphasis on responsiveness and peak hp) and is matched to the Performance model; the second, for the Luxury model, has 275 hp but 292 lb-ft of torque (for quick launch and part throttle response). Without question, I liked the Performance version because the suspension was tighter for the more spirited driving I prefer without giving up a well-damped ride. We did some slaloming and evasive lane-change maneuvers on a closed course, which showed off the more-than-capable StabilTrak stability control program for help when you get in over your head.

Journey's End

There's still an obvious distinction between American and European luxury vehicles, but that doesn't mean one is world's better than another. It's all a matter of personal taste in styling, features, driveability and image. Although brand loyalty isn't as strong as it used to be across the board, luxury sedans probably foster more of it than in any other segment. Getting some Lincoln customers to cross-shop Cadillac, and vice versa, will be as easy as getting Brad and Jen to give their marriage a second go. Personally, I like every vehicle in this segment, and would have trouble narrowing down a choice. I will give plus points to Cadillac, though, for the now-complete reinvention of its division, along with bonus features in the DTS like OnStar and XM Satellite radio; I don't think I'd get the Caddy without those two items. Since I only had a short time in the DTS, I'll have to arrange a longer loan and take a weekend journey and report back after some serious seat time. But since the new DTS is the platform for the Presidential Limousine (with a few security modifications), I guess what's good enough for the Commander-in-Chief is probably more than adequate for the rest of us.