There’s enough room for the lanky to luxuriate and leave the driving to Jeeves. Two intrepid test subjects tried the rear compartment and didn’t want to leave.
#Autocad 2003 driver
The driver in particular will appreciate this coddling, because the seats per se are not supportive enough for the long haul. Amenities include 10-way power seats for both driver and co-pilot that incorporate not only heaters (separate for seat and backrest), but also adjustable lumbar support with massaging action. The leather and wood trim are elegant and not overdone. The inside, however, is a place you might not be just willing, but rather prone to spend extended stretches. Restrained or bland, depending on your point of view, it offers nothing to love or hate. From the outside, the DTS has that familiar Caddy look, although it has been buffed and smoothed for the new millennium. The other point of comparison, the Lexus LS430, weighs a little less than DTS, has almost as much horsepower and more torque. The Mercedes-Benz S-Class, with which Cadillac somewhat implausibly compares the DTS, weighs a bit more and has fewer horses in its base trim. I logged 22.7, with a mix for fast freeway driving and lots of country cruising.Īt a curb weight of just over two tons, the DTS is relatively svelte, considering the weight of luxury-oriented midsize sedans. EPA mileage ratings are 18 mpg city, 27 highway. Whichever engine you choose, you’ll be pleased to the extent of 20 cents a gallon to find the Northstar thrives on 87-octane fuel, a good trick for such a high-tech powerplant. It thus will perform at least as their equal (and will burn more gasoline, too, in real life, though the EPA ratings are the same). By raising it from 3.11:1 to 3.71:1 – a hefty jump as these things go, and effected without any change in intermediate gear ratios – they’ve made sure the engine will turn faster at every road speed, compared with its sibs. That’s where the different final drive ratio comes in. All things being equal, this should result in inferior acceleration and responsiveness in the 0-70 realm to which we’re legally confined. In essence what they’ve done is bump the horsepower to a nice round number for the marketing gals, giving away some torque in the process. In the DTS, it’s rated at 300 hp – this time at 6,000 rpm – and 295 foot-pounds of torque at 4,400. In standard tune, it delivers 275 hp at 5,600 rpm and 300 foot-pounds of torque at 4,000. In either case it’s the justly-renowned 4.6-liter Northstar V-8, double-overhead-cam, 32 valves, aluminum head and block. It has electronically-adjustable shocks, bigger wheels, a more aggressive final drive ratio and a more powerful engine, sort of.Īctually, GM is doing a little smoke-and-mirrors stuff with the engine specs. Mechanically, the DTS only differs in small ways from the more fogey-ish series. Slide in through the wide portal ease down on the soft leather, and relax. The DTS is the touring sedan version, for those who desire something just a quantum more sporty than the stock DeVille. The base DeVille is $44,345, freight included the higher-trim DHS, $48,995, and the DTS, also $48,995. And considering how prices of equivalent Japanese and European full-size luxury sedans have gone through the roof, the Caddy starts to look like a bargain, even though it’s the price of a pair of nice midsize sedans. Judged by that measure, it stacks up quite well. What the DeVille is about is luxurious transportation for four adults, luxurious being defined as a high-quality environment and considerable riding comfort. In fact, the rear compartment is probably the best place to be. For a modest extra charge, you can get one with a live-in chauffeur so don’t expect the Cadillac DeVille to be a great deal of fun to drive.
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