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Cadillac STS-V Exact Shift Point Testing Posted on May 10, 2013by bwnunnally This morning I made 2 runs to determine current shift points during acceleration from a standing start. I ran the STS-V in “competition mode”; this mode apparently uses “Cruise mode” shifting, which was a surprise to me but means a different table for the transmission logic. Read More: http://caddyinfo.com/wordpress/cadillac-sts-v-shift-points/
I've driven the CTS-V for only four days now. I drove the 1997 ETC for fifteen and a half years. I had a Corvette in the mists of antiquity and have had some contact with them since. I spent some time in Dallas recently and Bruce showed me around his STS-V. Thus I have some thoughts about the things that are very similar and very different about the cars. The CTS-V is a hard-core world-class GT car. The ride is quite serviceable for a daily driver, and my wife loves the ride. That was a bit of a concern for me because a lot of people that aren't inclined to performance machinery would rather ride in a Deville with weak shocks for that silky smooth ride. But the handling and responsiveness are world class, too. Layered over it all is a top-line Cadillac and all that this implies. It has umpteen-way power seats with warmer *and* cooler; there are HVAC vents into the seats and backs of the front seats. The climate control is as good as anything I've ever experienced, as is the Bose speakers and multimedia radio. The nav system is also top-notch. It has voice commands for the nav system, the Bluetooth, and of course the OnStar. It has a back-up camera. And, it has a lateral acceleration meter that is available on the DIC that I wish that I had discovered before I got into the mountain twisties in Tennessee. The STS-V is very similar to the CTS-V. The STS and CTS share the Sigma platform, as can be inferred from the side-by-side photos. The CTS-V has a 6.2 liter pushrod V8 while the STS-V has a 4.4 liter DOHC V8. With Bruce's tweaks to his STS-V, any practical differences in performance seem minor in my limited experience with both cars. The STS-V is a street car first and foremost, as compared to the CTS-V's commitment to road race track performance, and the STS-V has a better ride. It also has a few high-end features such as the heads-up display that aren't available on the CTS-V. A Corvette, with its lower center of gravity, lower weight, better balance, and lower moment of inertia relative to weight about any axis, will have better responsiveness and higher limits on handling stresses than any sedan or GT car. And, it won't ride any worse than the CTS-V. In fact, a lot of suspension technology is shared between the supercharged Corvettes, the CTS-V, and the ZL-1 Camaro. But on a road course, a Corvette will have the advantage. This doesn't explain why Cadillac owns the Pirelli World Challenge GT Manufacturer's Championship when the competition in the GT class includes Corvettes and Vipers. The ETC is dated, but its FE3 suspension with fresh OEM electronic shocks and struts with ultra-high-performance all-season tires it is the other side of the STS-V. Without a supercharger, it is only 300 hp, so it is in a different class than the V-series cars. It's ride is a tad better than that of the STS-V but it's higher center-of-gravity its handling can't compare with that of the STS-V or CTS-V. What it does have that the CTS-V and STS-V don't is on-board OBD II code readouts and limited control of module-operated options such as selecting DIC readouts, programming fobs, and other functions that require a trip to a dealer and a hookup with a Tech II in 2006 and later models. It has a rain sensor that controls the interval wiper mode, while the later models have a wider range of interval selection without a rain sensor. And while its handling and power don't match up to those of the V-series cars, it is more than a match for most modern sport sedans. It's not a bad idea to master an STS or ETC before you get behind the wheel of a V-series car. Your comments are welcome.