2006 Cadillac DTS
This might not be the Cadillac for rockers who load up their iPods with Led Zeppelin, but neither is the new DTS meant for the folks who spend Sunday evenings watching Lawrence Welk reruns.
Its restrained styling, front-drive platform and mild-mannered V8s suggest the DTS is the most traditional of today's Cadillac, but it's also full of modern technology and electronic goodies. Unlike many high-end luxury cars these days, there's no need to study an encyclopedic owner's manual to make the DTS do its job, which is to provide faultless motoring. This is a rational luxury car, aimed at buyers who place affordable and user-friendly alongside large and luxurious on their automotive wish lists.
Formerly wearing the DeVille nameplate, Cadillac's full-size luxury sedan sports a new badge, fresh body lines, a redesigned interior, upgraded running gear and suspension refinements. It is offered in a single model, with a single interior, but with a number of option packages (including a front bench seat), and two levels of Northstar V8 power for a wide range of personalization.
However outfitted, the DTS continues the Cadillac legacy of impeccable road manners and a warm, spacious interior. Yet with its improved chassis, suspension and larger running gear, the new Cadillac DTS also offers crisp handling and improved grip for another layer of driving enjoyment that we welcome.
The 2006 Cadillac DTS ($41,990) is offered with two versions of the Northstar 4.6-liter V8, both sending power to the front wheels through a four-speed automatic transmission. It comes standard with a 275-horsepower V8 engine, tuned for quicker acceleration and greater peak torque than last year's version. An optional 291-horsepower V8 sports higher revs and more peak horsepower.
DTS equipment lists begin with the Luxury I package, which includes six air bags, including an industry-first dual depth front passenger air bag, front bucket seats (with the standard five-passenger seating), eight-way power-adjustable front seats with lumbar support, three-zone automatic climate control, OnStar with one-year Directions & Connections Service, adaptive remote start, Magnasteer (a magnetic variable assist rack-and-pinion steering system), 17-inch wheels and tires, xenon HID headlamps, and laminated side glass. Audio is supplied by an in-dash CD changer and MP3-capable stereo. The windshield wiper fluid is heated.
Equipped with the Luxury II package, the DTS ($44,490) adds XM Satellite Radio, heated and cooled front seats, heated rear seats, StabiliTrak with Brake Assist, heated steering wheel, heated windshield washer fluid system, and ultrasonic front and rear Park Assist.
The Luxury III package ($48,490) adds burled walnut wood interior trim, power lumbar control and massaging seats for front passengers, IntelliBeam headlamps, Bose premium audio system with Centerpoint signaling, six-disc in-dash CD/MP3 player, rain-sensing windshield wipers and 17-inch chrome wheels.
The Performance package ($50,490) includes the Northstar 4.6-liter V8 L37 engine with 291 horsepower, Magnetic Ride Control, 18-inch wheels and tires and performance algorithm shifting.
Options include adaptive cruise control, a DVD-based navigation system, a front bench seat, DTS-exclusive Tehama leather upholstery, a power rear sunshade, a body color grille, and a power tilt/slide sunroof.
With its new vertical headlamps and taillamps and redesigned egg-crate grille, the DTS acquires the design language of the Cadillac family and a freshened, modern appearance. The nose is particularly expressive, with jewel-like xenon headlamps framing an expansive chrome grille adorned with a center-mounted wreath and crest badge.
The Cadillac DTS is a big car. With an overall length of more than 207 inches, it's a foot longer and 2 inches wider than the nearest-sized Cadillac. The DTS is 9 inches longer than a BMW 7 Series and almost 4 inches longer than a Mercedes-Benz S-Class sedan.
Despite its size, the clean forms of the DTS give it a European look, though in a distinctively American idiom. New styling elements include body-side chrome trim accenting body-color door moldings and a narrow LED high-mounted stop light that runs nearly the entire length of the decklid's crisply edged rear contour. Restyled fenders provide a more purposeful stance, which when viewed in profile is slightly wedge-shaped. Larger 17-inch wheels come standard (with optional 18s). The overall look is brought together by Cadillac's spline line, which rises from the top of the front fender, runs along with lower edge of the side windows and then flows over the rear fender.
Cadillac boasts that the DTS has some of the tightest production tolerances in the world, and it certainly looks the part of a well-honed luxury machine. The panels fit well, the paint is glossy and blemish free, and overall the DTS wears its bulk well, like a fine-tailored suit. The quality of GM's cars has been improving and Cadillac tied with Mercedes for fifth in the 2005 Initial Quality Survey conducted by the J.D. Power and Associates research firm.
The DTS is not just a surface treatment of the old DeVille. Numerous refinements to the body structure were utilized to stiffen the structure, increase safety and dampen noise. Typical of the depth of engineering to achieve the archetypal Cadillac ride, but just one of many techniques throughout the body-frame-integral structure, is a laminated steel dash panel to significantly reduce noise from the engine compartment.
Cadillac means it when it boasts the DTS has an all-new interior. Leather and wood abound along with a dusting of chrome accents, creating a handsome, upmarket environment.
Low-gloss surfaces, with a three-dimensional “animal” grain, were chosen for the upper instrument panel and upper door surfaces in order to reduce glare and absorb sunlight. Three leather upholstery offerings include a base leather called Nuance, a more supple, semi-aniline Tuscany hide, and a specially tanned leather called Tehama, found only in the DTS. The base Nuance interior also benefits from fitment of a material crafted from a vinyl/silk blend for seatbacks and armrests. Claimed to be as durable as vinyl, it has the look and feel of leather.
The “wood” trim used on Luxury I and II models is a good-looking but faux burl material, while Luxury III and Performance versions get a darker, genuine burled walnut. Found on the shifter head, center console and upper and lower sections of the instrument panel and around the center stack, the wood trim creates a flowing theme throughout the entire interior.
Chrome elements include the door handles, select knobs and switches, shifter column surround, and in rings that wrap the four analog gauges in the instrument panel: white-on-black LEDs readouts for speedometer, tachometer, fuel and temp gauges.
The entire console itself was pushed down and forward to give the forward cabin a more spacious feel as well as enhanced sightlines. Facing the driver is an attractive four-spoke wood and leather steering wheel with a finely etched wreath and crest center badge. Tilt function is standard; on Luxury III and Performance models, the wheel has a power tilt/telescoping function with memory. On Luxury II, III and Performance models, the wheel is heated.
On five-passenger models, the center console flows between the front seats and contains the shift selector and storage bins. On six-passenger models, the shifter moves to the steering column, and the front bench seat has an integrated center armrest, which transforms from an integrated back cushion into an armrest with two levels of storage.
The new center stack design is attractive, and easy to see and use. A low-gloss ebony mica finish nicely sets off the radio and HVAC control heads, the controls set flush into the console for a well integrated look. Nestled between air outlets high up in the center stack is a sharp analog clock, in keeping with other high-end automobiles whose clocks also measure out time in the old, traditional way. It's a good way.
The rear seat is large enough for a couple of six-foot-plus males with a few extra pounds of girth, and fitting a smaller fifth passenger in between is no problem. The seatbacks are nicely raked for long-range comfort, and even kids will appreciate the optional heated rear seats.
Comfort is, of course, a primary component of luxury, and we drove both Luxury III and Performance editions of the DTS to get the full dose. We especially like the tri-zone climate control, and the optional cooling for the front seats. However, the heat and cooling controls are set high up and forward in the door panels, making it hard to see if they've been turned on. It's one of the few ergonomic miscues in the DTS; otherwise, there are no difficult or hidden controls or complicated electronic interfaces to mar the luxury experience. Worthy of praise is the ease of using the complex audio system.
Frigid days and scorchers are handled well by the DTS. We like the cooled front seats and Adaptive Remote Start, a new factory-installed convenience for cold, wintry mornings, when the ability to get the engine and interior defrosted and heated (including the front seats) before starting out is most appreciated. Residents of Phoenix and other boiling points will find the system useful to crank up the A/C before climbing in on those 115-degree afternoons. Owners in the frigid north will also appreciate the heated wi
We found the new Cadillac DTS to be smooth and powerful. It handles surprisingly well for such a big car and it gobbles up miles and miles of open road in supreme comfort.
Refinements to the smooth-running Northstar V8, both internally and in the way it is cradled within the car's structure, and to the robust Hydra-Matic four-speed transmission, give the DTS a powertrain worthy of the luxury side of the Cadillac character. In terms of driving excitement, this model's reason for being isn't high performance, and unless you are after quickest elapsed time at the dragstrip, there seems little to differentiate between the two engines. Only 16 horsepower and 6 pound-feet of torque separate the 4.6s, and though there are more revs in the 291-horsepower Performance engine, the 292 pound-feet of torque in the 275-horsepower Luxury engine gives it better off-the-line acceleration. Under a full throttle, the 4.6 emits a mellow bellow that says V8, but not in a flashy way. That's not what the DTS is all about. The throttle is responsive, improved this year by the addition of electronic control, but it attacks traffic by delivering a smooth, measured rise of power rather than a soul-stirring burst.
Among the many upgrades to the chassis are hollow stabilizer bars and retuned spring rates for more control over body roll; an auto-leveling element to the rear suspension that adjusts for larger loads; monotube rear shocks for more wheel control and comfort, electronic stability control (Stabilitrak) that controls understeer and oversteer by automatic application of selective brakes; larger disc brakes; Magnetic Ride Control, a continuously variable real-time damping system; a new rear suspension crossmember for greater stiffness and reduced noise transfer; Magnasteer, a magnetic variable assist rack and pinion steering system that reduces noise and column shake; and larger wheel and tires.
These features make the DTS a very able handler as well as a suave open-road cruiser. The variable-rate steering helps the big car turn into the corners with little understeer, and carving a line through the apex is accomplished with little body. The steering feels a little light while cruising down a straight road, but it stiffens up nicely when feedback is needed during a turn. A bit of chassis hop over freeway expansion joints is virtually unavoidable, but the Magnetic Ride Control does a good job of muting the effect. Otherwise, on smooth pavement, at speed, only a bit of wind noise around the A-pillar and occasional tire thunk suggests the car is covering a lot of ground quickly.
The combination of front-wheel drive, V8 power, spacious interior and luxurious trappings in a four-door sedan is hard to find, but easy to appreciate. As full-size luxury cars from foreign manufacturers have gotten more expensive, the new Cadillac DTS, in full performance mode, soldiers on by delivering a lot of car for just over 50 grand.
New Car Test Drive correspondent Greg Brown filed this report from Southern California.
|Model Line Overview|
|Model lineup:||Cadillac DTS ($41,990)|
|Engines:||275-hp 4.6-liter dohc V-8; 291-hp 4.6-liter dohc V8|
|Transmissions:||4-speed electronically controlled automatic|
|Safety equipment (standard):||dual-stage front driver's airbag, dual-depth front passenger's airbag, driver's and front passenger's seat-mounted side airbags, roof rail side curtain airbags, ABS, traction control, tire-pressure monitoring system (reads actual tire pressures)|
|Safety equipment (optional):||four-channel StabiliTrak with Brake Assist, Magnetic Ride Control|
|Basic warranty:||4 years/50,000 miles|
|Assembled in:||Detroit, Michigan|
|Specifications As Tested|
|Model tested (MSPR):||Cadillac DTS ($41,990)|
|Standard equipment:||front bucket seats, eight-way power adjustable front seats with lumbar support, three-zone automatic climate control, OnStar, one-year Directions & Connections Service, adaptive remote start, Magnasteer, magnetic variable assist rack and pinion steering, 17-inch wheels and tires, xenon HID headlamps, and laminated side glass, an in-dash CD changer and MP3-capable stereo, cruise control, central locking, power windows|
|Options as tested (MSPR):||Performance Package includes XM Satellite Radio, heated and cooled front seats, heated rear seats, Stabilitrak with Brake Assist, heated steering wheel, heated windshield washer system, ultrasonic front and rear park assist, burl walnut wood interior trim, power lumbar control and massaging seats for front passengers, IntelliBeam headlamps, Bose premium audio system, six-disc in-dash CD changer/MP3 player, rain-sensing windshield wipers, Magnetic Ride Control, 18-inch wheels and tires|
|Gas guzzler tax:||N/A|
|Price as tested (MSPR):||$51285|
|Engine:||4.6-liter dohc V8|
|Horsepower (lb.-ft @ rpm):||291 @ 5000 rpm|
|Torque (lb.-ft @ rpm):||286 @ 4400 rpm|
|EPA fuel economy, city/hwy:||18/27 mpg|
|Track, f/r:||62.5/61.7 in.|
|Head/hip/leg room, f:||38.3/56.9/42.5 in.|
|Head/hip/leg room, m:||N/A|
|Head/hip/leg room, r:||38.6/56.7/41.6 in.|
|Cargo volume:||18.8 cu. ft.|
|Towing capacity:||1000 Lbs.|
|Curb weigth:||4009 lbs.|
|Brakes, f/r:||disc/disc with ABS, Brake Assist|
|Fuel capacity:||18.5 gal.|
|Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of August 15, 2005.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 1-800-333-4CAD - www.cadillac.com|
Cadillac has updated its sole remaining front-drive car, the DeVille, the only Cadillac left from the old school of big cars for white-haired guys. The 2006 model has a sportier shape, a new interior, even a new name. It's now simply a DTS.
Not surprisingly, the DTS now sports Cadillac's revisionist signature grille and a degree of the current knife-edge styling seen on CTS and STS models. But the DTS is still pinned to the familiar G-platform, GM's front-drive, large-sedan structure that debuted on the then-new 2000 DeVille and is also used on the Buick Lucerne, a big front-drive GM sibling that invites comparison.
The DTS is mechanically identical to a V-8 Lucerne - both use the 4.6-liter Northstar engine and a four-speed automatic transmission - but the Cadillac is 4.4 inches longer and one inch wider. As a result, the DTS gets more back-seat room (55 cubic feet compared with the Buick's 51) and 19 cubic feet of trunk space, two more than in the Buick. But that size also contributes to the Cadillac's additional 212 pounds over the Buick's even two tons, so it can't quite keep up with the Lucerne. The DTS needs seven seconds to reach 60 mph and 15.4 seconds at 92 mph to cover the quarter-mile, 0.1 second off the Buick's pace in both tests ["Buick Lucerne CXS," C/D, March 2006].
Our test car was a "performance sedan" with the 1SE preferred-equipment option. That gets the buyer a small bump in horsepower, 291 instead of 275, and a small drop in torque, six pound-feet less than the usual 292. The 1SE also has a different shift algorithm and suspension tuning, although it doesn't make the DTS feel like what we would call a performance sedan. The car felt like the soft-riding Lucerne, and as noted earlier, it isn't any quicker. But for a car this large and nose heavy (over 60 percent of its weight rests on the front tires), its body motions seem well controlled. Even during a spirited, tire-squealing trip around an interstate on-ramp, the DTS takes a relatively flat set and maintains course. And although the bucket seats are about as supportive as a theater loge, you'll only manage 0.77 g of grip anyway, not enough to break the butt-to-leather-seat seal. Again, that grip level is respectable for a car of this nature but nothing we would label high performance. We were unable to measure skidpad grip for the Lucerne, but given that both cars came equipped with 18-inch wheels wrapped with Bridgestone Turanza EL400 touring tires, we'd expect similar results. That holds true for braking as well. Our test car needed 178 feet to stop from 70 mph, one foot more than the Buick.
A base DTS starts at $41,990. The 1SE version gets heated, cooled, and massaging power seats (providing a gentle pulse on your back); a heated steering wheel and washer fluid; and rain-sensing windshield wipers. Thus, to get the extra ponies - and the goodies - costs about $8500. Our test car also had a $1795 navigation system, a $1200 sunroof, $1200 "Tuscany" leather seats, $1000 adaptive cruise control, 18-inch chrome wheels for $795, a $350 power rear sunshade, and an engine-block heater for $100. It gets pricey - in fact, a wallet-busting $56,930, or almost $20,000 more than our Lucerne test car.
The DTS is the perfect choice for buyers looking for big Cadillac style and lots of gadgets. But we'd take a V-8 Lucerne and pocket 20 grand.
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|Assembly||Detroit/Hamtramck Assembly, Hamtramck, Michigan, U.S.|
|Class||Full-sizeluxury car (F)|
|Body style||4-door sedan|
|Platform||GM G platform|
|Engine||4.6 L Northstar LD8V8|
4.6 L Northstar L37 V8
|Wheelbase||115.6 in (2,936 mm) (SWB)|
123.6 in (3,139 mm) (LWB)
|Length||207.6 in (5,273 mm) (SWB)|
215.6 in (5,476 mm) (LWB)
|Width||74.8 in (1,900 mm)|
|Height||57.6 in (1,463 mm)|
|Curb weight||4,009 lb (1,818 kg)|
The Cadillac DTS (short for DeVille Touring Sedan) is a full-sizeluxurysedan that was produced by Cadillac. It replaced the Cadillac DeVille as Cadillac's largest luxury car for the 2006 model year. This renaming followed new nomenclature conventions set by the earlier CTS and STS.
The first version of the DTS was initially shown at the 2005 Chicago Auto Show on February 9. The DTS remained in production until 2011.
Production and specifications
The front-wheel drive DTS was manufactured at GM's Detroit/Hamtramck Assembly factory from July 2005 through May 2011. Base price of the entry DTS at time of introduction was US$41,195 (equivalent to $54,600 in 2020) which was over 10% lower than the DeVille model it had replaced. One major feature change from the DeVille to the DTS was the elimination of standard 6-passenger seating configuration for non-limousine models. However, such capability remains an optional feature for fleet clients. Even though priced less than the rear-wheel driveSTS, the DTS is longer than the STS.
The DTS has standard industry features including multiple airbags, bi-functional xenon high-intensity discharge HIDheadlamps, leather seating, and power seats. Options include navigation system, Magnetic Ride Control (magnetic ride control on performance models only), moonroof, chrome wheels, heated/cooled seats, and a heated steering wheel. A new DTS Platinum edition was released in 2007 with special interior trim, badging, and other luxury amenities.
The DTS incorporates the updated GM G-platform (GM chose to continue referring to it as the K platform, as denoted by the 4th letter in the VIN), and is powered by a transverse 32V NorthstarV8, which produces 275 bhp (205 kW) in "Standard", "Luxury" and "Premium" trims. The DTS Platinum is equipped with 292 bhp (218 kW) version. GM phased out all GM fender badges from vehicles during the 2010 model year, including those on the Cadillac DTS.
Luxury I, II, III
|2006||4.6 L Northstar LD8V8||275 bhp (205 kW; 279 PS) at 5200 rpm||292 lb⋅ft (396 N⋅m) at 4400 rpm|
|2007–2008||275 bhp (205 kW; 279 PS) at 6000 rpm||295 lb⋅ft (400 N⋅m) at 4400 rpm|
|Performance||2006||4.6 L Northstar L37 V8||291 bhp (217 kW; 295 PS) at 5600 rpm||286 lb⋅ft (388 N⋅m) at 4400 rpm|
|2007–2009||292 bhp (218 kW; 296 PS) at 6300 rpm||288 lb⋅ft (390 N⋅m) at 4500 rpm|
Especially for the limousine market, the lightly stretched DTS-L was released in November 2006 for the 2007 model year. Developed and finished by Accubuilt, this version was being touted as having greater rear legroom. Early DTS-L Cadillacs are easily recognized by the wider rear C-pillar, similar to the one used on the older Fleetwood 75 Series. This was necessitated by the use of the standard length DTS rear door, which left a strange-looking space between the rear wheelwell and door. In 2008 a new version, with longer rear doors, was introduced. This change also meant that the C-pillars became considerably slimmer. Despite these efforts, the low production DTS-L soon disappeared from the marketplace.
The DTS was available as a 'coachbuilder' chassis for aftermarket conversion into either limousines, or hearses. The limousine model was designated V4U, and the hearse model was designated B9Q. These were only available to manufacturers named as Cadillac Master Coachbuilders, meaning they were certified by General Motors to modify them. The coachbuilder chassis are an incomplete car, with no rear doors, trunk, rear windshield, and other parts not used during the conversion. These models also included 8 lug wheels, upgraded suspension components, as well as a transmission cooler.
End of production
The last DTS rolled off the assembly line at 11:51 a.m. on May 27, 2011.
Main article: 2005 Cadillac DTS Presidential State Car
A specially designed and outfitted armored vehicle with DTS styling and a high-roof fitted to a GM four-wheel drive chassis was debuted in the second inauguration of U.S. President George W. Bush, which also served as the debut for the DTS before its official debut at the Chicago Auto Show. While details of the modified vehicle, codenamed "Stagecoach", remain classified, previous such vehicles indicate that it would have been upgraded with advanced armor and safety features in order to protect the president from various threats.
Shorter armoured DTS are also the Vice President of the United States cars in the USA at least since 2010.
A modified DTS was also used by former Prime Minister of CanadaStephen Harper.
Yearly American sales
The next full-size front-wheel drive Cadillac sedan was the XTS which went on sale in June 2012 as a 2013 model. A second full-size sedan, the rear-wheel drive CT6, was added to the lineup in 2016.
Prior to bankruptcy, GM had considered a rear-drive sedan, powered by the new Ultra V8 engine (replacement for the Northstar), to bow for 2010. GM later stopped development of new North American Zeta-based models and canceled the Ultra V8 engine.
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Dts 2006 cadillac
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