CADILLAC COMPLETES CROSSOVER SUV OFFERINGS WITH INTRODUCION OF 2020 XT6

The short take on Cadillac’s new XT6 crossover SUV: It’s like the XT5 that I reviewed on April 1, but, as you may deduce from the alpha-numeric tag, a bit bigger.

Perhaps you want more details.

The Cadillac XT6 is a new vehicle for 2020 and completes the trio of crossover SUVs that replaced the SRX in the company’s portfolio. It is slightly smaller than the behemoth, truck-based Escalade but still comes with three rows of seating and nearly 79 cubic feet of storage space when the second and third rows are folded. (But not so much when they are all upright.)

A 3.6-liter V6 engine mated to a 9-speed automatic transmission powers its 4,441 pounds (4,644 with all-wheel drive) and provides 4,000 pounds of towing capacity while drinking regular fuel — an advantage over most of its competitors —at the rate of 18 miles-per-gallon city, 25 highway, 20 combined.

The engine is rated at 310 horsepower and 271 pound-feet of torque, which are not particularly awe-inspiring numbers but do get you up to expressway speed without any strain. The website zeroto60times.com report a clocking of 6.6 seconds with a quarter-mile time of 15.1 seconds.

The XT6 comes in two trims — Sport and Premium Luxury. The latter served as my test vehicle and has a base MSRP of $52,695.

At that price, standard equipment includes front-wheel drive, leather seating surfaces, power adjustable front seats with lumbar support, tri-zone climate control, sunroof, leather-wrapped heated steering wheel, power tilt-and-telescoping steering column, 20-inch 6-spoke wheels, a hands-free liftgate, power-folding third row seats, Cadillac User Experience infotainment features (much better than the original system but still not all that user-friendly), Apple CarPlay and Android Auto, wireless charging, and a pretty resposive voice command system.

Standard safety features include front and rear parking assist, forward collision alert, rear cross-traffic alert, lane-keeping assistant and lane-departure warning, blind-spot alert, front pedestrian braking, and HD rear-vision camera with washing system.

That’s pretty good, but there is also a plethora of options and packages also available that add to its appeal. But they add quite a bit to the total cost.

A Platinum Package (upgraded leather seating, leather console and door trim, performance suspension, microfiber suede headliner, upgraded suspension, and premimum floor mats added $4,000 alone to my test vehicle. Three other packages, including one for enhanced visibility and technological features, added $2,000-plus each and the CUE system with navigation and premium sound put on another $1,000.

The final total came to $69,585 with the $995 destination and delivery charge.

What I liked about the Cadillac XT6 Premium Luxury: The ride is quiet and comfortable, and it comes with lots of safety features as standard. It’s a lot more pleasant to drive and easier to maneuver than Cadillac’s other full-size offering, the Escalade.

What I didn’t like about the Cadillac XT6 Premium Luxury: Luggage space behind the third row (12.6 cubic feet) is less than what you get in many sedans.What good is being able to take a large contingent of family or friends on a trip if you can’t accommodate their stuff? The infotainment system display is small at only 8 inches. To get the full luxury experience, you have to add a lot of options that drive up the final tab considerably.

Would I buy the Cadillac XT6 Premium Luxury? Not personally, no, because I don’t need a three-row SUV luxury or no. But if you are in the market for one, it’s worth a look. 

XT5 CROSSOVER SUV TAKES OVER

FOR SRX AS CADILLAC’S SALES LEADER

Since the SRX became Cadillac’s best-selling vehicle during its 13-year run, it isn’t surprising that its successor, the XT5 crossover SUV, would assume the same role, and it has.

Though it has yet to match the sales popularity of the SRX, which hit a model sales high of 68,850 for 2015, the next-to-last year of production, the XT5 still outpaced every other Cadillac model with a reported 49,878 sold in the U.S. in 2019. That tops the iconic Escalade (35,424) and its XT4 (31,987) and XT6 (11,560) siblings and easily outpaces the top-selling Cadillac sedans, the XTS (11,306) and CT6 (7,952).

To keep the XT5 on pace with a challenging field of competitors, Cadillac has updated the 2020 model with numerous changes that include new interior color schemes, a revised   infotainment system, and a new base engine.

Available only with a V6 at its 2017 debut, the XT5 now comes standard with a turbocharged 4-cylinder engine on Luxury and Premium Luxury trims. It is rated at 237 horsepower and 258 pound-feet. of torque compared to the 310/271, respectively, in the V6 while offering respectable fuel mileage of 21 miles-per-gallon city, 28 highway, and 24 combined.

The V6 is standard on the top-of-the-line Sport trim and also is available on Luxury and Premium Luxury models. Each engine gets its own version of a 9-speed automatic transmission.

The other major change is with the infotainment system. The company’s CUE system (Cadillac User Experience) that was introduced some years back came under heavy criticism for its problems and annoyances and actually was the target of a class action lawsuit last year.

The new system still can take some getting used to, but is a step up from its predecessor, which was overly sensitive, susceptible to sun glare issues, and often slow to respond. It gets Apple CarPlay and Android Auto capability.

This review is based on the Premium Luxury trim that carries a base MSRP of $46,795.

Standard equipment on Premium Luxury models includes the 4-cylinder engine, front-wheel drive (AWD is available), 18-inch wheels, SiriusXM satellite radio capability,  Bose premium audio, automatic dual-zone climate control, heated front seats, LED headlights and taillights, LED daytime running lights, leather seating surfaces, 8-way power adjustable driver’s seat and 6-way adjustable front passenger seat with lumbar support, heated steering wheel, sunroof, wireless charging and a bevy of safety features that include automatic emergency braking, forward collision alert, and front and rear parking assist.

An optional Platinum Package upgrades the leather seats for all rows and adds a suede headliner among other things for an extra $4,850.

Other options on my test XT5 were a technology package that features a surround-view camera; a driver assistance package that includes lane-keeping assist and adaptive cruise control; a comfort package that includes tri-zone climate control and ventilated front and rear seats, and navigation with the CUE infotainment system.

It also came with 20-inch wheels over the standard 18s.

The issue there, of course, is that all those options and packages added nearly $14,000 to the base MSRP before the $995 destination and delivery charge was added.

What I liked about the 2020 Cadillac XT5 Premium Luxury: The turbo-4 engine delivers adequate power in a fuel efficient manner. The overall ride is quiet and comfortable and well up to what you expect from a Cadillac. The XT5 also comes in at the right size — not too big and not too small. Cadillac added a button to deactivate the stop/start system.

What I didn’t like about the 2020 Cadillac XT5 Premium Luxury: The console storage compartment is too small, especially considering what you typically have with an SUV. The 8-inch touchscreen also is a bit on the small side by today’s standards.

Would I buy the 2020 Cadillac XT5 Premium Luxury? Not sure, but I’d definitely give it a look if I were shopping in the segment. Like many others, I really liked the SRX, much more than the Escalade. Desirable options oquickly drive the final cost up and take away from the XT5’s price advantage, however. The bottom line for my test XT5 was $63,715.

CADILLAC JUMPS INTO THE COMPACT LUXURY SUV/CROSSOVER POOL WITH NEW 2019 XT4 

Cadillac enters the fast growing compact luxury SUV segment with the 2019 XT4, its third SUV/Crossover model, joining the midsize XT5 and behemoth Escalade with a fourth, the XT6 to come for 2020.

With a starting price of under $36,000, the XT4 offers what is by today's standards an “affordable” way to flaunt your economic success, though it should be pointed out that you are going to have to spend more, much more in some cases, to enjoy the full scope of what the luxury class has to offer.

A bit more on that later.

The XT4 comes in three trim levels — Premium, Luxury, and Sport — all powered by a 2.0-liter turbocharged 4-cylinder engine that offers good fuel efficiency (24 miles-per-gallon city, 30 highway with front-wheel drive models and 22/39 with AWD) and a lively performance. 

That engine delivers 237 horsepower at 5000 rpm and 258 pound-feet of torque from 1500-4000 rpm and is mated to a 9-speed automatic transmission that may be run in Tour or Sport mode (selection is by pressing a button by the shifter on the console). Manual gear selection is accomplished via paddle shifters.

That button, by the way, is next to one that allows you to disable the stop/start function that many find to be an annoyance not worth whatever fuel-saving that technology provides.

That’s the second-best thing about the XT4. The best is the upgrade to the infotainment system Cadillac replaced the former CUE (Cadillac User Experience) system with. CUE must have seemed like a good idea at the time when it was introduced on the new 2013 ATS sedan, but it proved highly problematic.

It had a tendency to respond if a hand simply got near the touchscreen whether you intended to make an adjustment or not. Other times it just locked up. I think whoever designed it wound up in a Bud Light dungeon along with mead drinkers.

With the new system on the XT4, adjustments for such operations as navigation, audio, etc. are made using the 8.5 clear touchscreen, though climate control functions also work off buttons near the bottom of the center stack. It may not be the most user friendly I’ve experienced, but it’s pretty close.

The XT4 may reside in the compact class, but its interior has more the feel of a midsize cabin. It offers 40.4 inches of legroom up front to the XT5’s 41.2 inches, and the 39.5 inches of legroom for the second row matches that on the XT5, which is classed as a midsize.

Cargo volume is 22.5 cubic feet behind the second row and 48.9 with those seats folded. That’s less than what the XT5 offers (30 cubic feet behind the second row, 63 with that row folded) but is adequate for most tasks.

The XT4’s towing capacity is 3,500 pounds with a trailering package, which matches the XT5’s capacity.

Cadillac continues to upgrade the cabin’s ambiance, and if it doesn’t match up to some of its competitors, it’s still high grade with lots of soft-touch spots around. It has room for five passengers, and the driver’s seat is power adjustable 8 ways, the passenger’s 6 ways.

Now, more about pricing.

The XT4 Sport model that served as my test vehicle came with a base MSRP of $42,790 (including destination and delivery). Standard equipment included LED headlamps and taillights, keyless start, 4-way power lumbar support for the driver and front passenger, remote start, an 8-inch color display, power liftgate, rain-sensing wipers, lane change alert with blind spot alert (accomplished by a gentle vibration in the driver’s seat), and rear cross traffic alert.

That’s a nice array of equipment and can make you happy. But to go full luxury, adding features such as leather seating surfaces (replacing Leatherette), ventilated front seats with massage function, dual pane sunroof, navigation with real-time traffic, Apple CarPlay and Android Auto, HD surround view camera, parking assist, adaptive cruise control, and more you need to look into options and option packages.

Such options ran the final tab on this particular XT4 Sport to $57,735. No doubt you could live without such features as a head-up display and 20-inch wheels (replacing the standard 18s). But even a few of the extra packages can get the final price over $50,000.

What I liked about the 2019 Cadillac XT4 Sport: The infotainment system has been refined since Cadillac ditched the infamous CUE (Cadillac User Experience) setup, which helps get you to functions quicker and easier. There are better systems, but this is such an improvement it's worth noting. The ride is very smooth and quiet. Very quiet. Passengers in the rear have generous legroom.

What I didn't like about the 2019 Cadillac XT4 Sport: You have to pay extra for a lot of options to get most of the goodies that are associated with luxury vehicles. This includes safety equipment like a surround view camera (replacing the standard rearview camera) and forward collision alert.

Would I buy the 2019 Cadillac XT4 Sport? Yes. If you are looking for a luxury five-passenger SUV, you should give it a look.

CT6 SEDAN FOLOWS THE BEST

OF THE CADILLAC TRADITION

When you wade through all the SUVs, crossovers, and performance coupes and sedans — i.e., the “V” series — and get down to basics, the new 2016 CT6 really represents what Cadillac has been all about for well over a century.

That is, a full-size luxury car that coddles customers with lots of room (especially in the backseat where up to over 40 inches of space for your legs is offered) and creature comforts like ventilated front seats power adjustable 20 ways, four-way climate control, and lots of cushy leather surfaces plus standard technological features like navigation, surround-vision camera system, lane departure warning and satellite radio on high-end trims.

That’s on the inside.

On the outside, though not a radical departure in design from its stablemates ATS and CTS, the CT6 has a sleeker profile than Cadillac’s other sedans with a new grille and lighting elements and, thanks to generous use of aluminum throughout the body, is lighter than its competitors, making for an agile performance more appropriate to a midsize car.

Cadillac marketers note that the CT6 has the dimensions of a a short-wheel based BMW 7-Series but is lighter than the BMW 5-Series and 6-Series and the Mercedes-Benz E-Class, resulting in — in the words of Cadillac president Johan de Nysschen — “the exhilaration of a true driver’s car.”

Of course, publicists are known for hyperbole, but there’s no mistaking that while this may serve as Cadillac’s new flagship sedan, it doesn’t drive or handle like its predecessors, even when the gearshift is put in normal or “Touring” mode and especially with the 3.0-liter, twin-turbo V6 (404 horsepower, 400 pound-feet of torque) under the hood.

The website zeroto60times.com clocked it at a flat 5.0 seconds, a little over a second quicker than the 2.0-liter turbo (265 hp, 295 lb.-ft.) that serves as the base engine.

Put it in “Sport” mode and the throttle response is even quicker, though I did hear a complaint that the resulting stiffer suspension created a slightly “bumpier” ride.

Go figure.

Frankly, even in “Touring” mode, the ride is not as soft as what was once found on high-end Cadillac models, but I did not find that necessarily a distraction.

All three engines — also available is a 3.6-liter naturally aspirated V6 (335/284) — are mated with an eight-speed automatic transmission with manual gear selection via steering wheel-pounded paddle shifters.

Fuel figures with the twin-turbo V6 are 18 miles-per-gallon city, 26 highway, which are decent numbers considering the power and performance you get. With the four-banger, they are 22/31and with the naturally aspirated V6 18/27. Premium fuel is recommended but not required. Rear-wheel drive is standard and all-wheel drive is available.

Pricing for the CT6 covers a wide expanse.

The base model with the four-cylinder engine starts at $54,490, which makes it very competitive in the segment. But the Platinum edition with AWD and the turbo-V6 comes with an MSRP of $88,460, including the $995 destination and delivery charge. That’s getting up there, but that includes all the equipment listed above.

What I liked about the 2016 Cadillac CT6: This is a full-size sedan that doesn’t handle like a full-size sedan. It’s much more nimble, and the four-wheel steering system (which Cadillac dubs Active Rear Steer) enhances accounts for some of that.

I don’t know about the four-banger, but the twin-turbo V6 packs plenty of punch as well without gulping fuel at an alarming rate.

When it comes to amenities, the screen for the navigation system is a nice, large 10.2 inches, and the Bose sound system (standard on the Platinum model) is top-notch. You can adjust some functions by using a pad on the console similar to the way you do on a standard laptop computer.

What I didn’t like about the 2016 Cadillac CT6: Cadillac has refined its “CUE” — it’s an acronym for Cadillac User Experience — system for all that technology and it is much less annoying to operate than the original. It no longer jumps to one function or another if your fingers happen to get near the screen like it did earlier.

There are no knobs to clutter up the center stack, but this means some adjustments get tricky to make. The driver can adjust the audio volume, for example, with the buttons on the steering wheel, but the passenger has to run a finger on a horizontal bar to raise or lower it.

That was the way you had to make adjustments for about every function on the earlier CUE system, so cutting back on the number of those is a major improvement. The system overall is much simpler than ones you find on luxury cars from German manufacturers, but it still needs a little more “dumbing down.”

It certainly is not a deal-breaker as I found on some of the systems of its competitors.

Would I buy this car? Yes. Cadillac has a sedan that is truly competitive in its class. You may lean toward imports for the panache they bring, but Cadillac is getting back to vehicles that made the company the luxury leader when I was growing up. You may be pleasantly pleased by what you might find in the showroom.

CADILLAC ATS-V SENDS A MESSAGE TO EUROPE

Before getting into a look at the 2016 Cadillac ATS-V coupe, I offer a confession: Growing up, I was not a big fan of Cadillac.

Oh, I respected the brand, and everybody in my small town neighborhood recognized it as the leading luxury carmaker in the U.S. at the time, but we were looking for more in the way of a fun driving experience than the big land yachts with the huge tailfins offered. Cadillac was luxury, not performance. (Not that we could have afforded a Cadillac in the first place, you understand.)

But that was Cadillac yesterday, not Cadillac today.

Today you’ll find Cadillac models that not only deliver when it comes to the ultimate in creature comforts but cars that — finally — rival their counterparts from Europe and Japan when it comes to get-up-and-go.

The company started getting serious about that a little over a decade ago when it introduced the first of its “V” series performance-tuned models, the CTS-V, a V-8 powered brute built to appeal to a younger audience while not turning off the traditional Cadillac shopper. It was made available in sedan, coupe, and wagon form, though the coupe and wagon have since been dropped.

The latest entrant in the “V” series family is the ATS-V. Cadillac introduced the ATS sedan on which it is based for 2013 as a competitor to the venerable BMW 3-Series. The coupe version followed a couple of years later, and in 2015 Caddy upped the ante with the ATS-V sedan.

This year, it’s the ATS-V coupe that has been added to the portfolio.

Unlike the CTS-V, the ATS-V doesn’t have the massive V8 engine under the hood, but instead gets its power from the company’s first twin-turbo, 3.5-liter V6. With 464 horsepower and 445 pound-feet of torque going to the rear wheels via either a six-speed manual or an eight-speed automatic transmission with paddle shifters, punch is certainly not lacking. The zero-to-60 mph clocking, according to the company, is 3.8 seconds, and the top speed 189 mph.

In case you’re wondering (or even if you’re not), that’s just .1 second off the zero-to-60 time for the V8-powered CTS-V and only 11 mph off the CTS-V’s max speed of 200 mph.

So when it comes to performance, yeah, you won’t find anything much better. 

Same things goes with luxury. Cadillac apparently raided a Prada factory because leather and suede is everywhere throughout the interior. The only sound that seems to come through the cabin is from the ear-pleasing, pulsating bass beat from the quad dual exhausts.

My only complaints are with with CUE system for operation of infotainment functions and the usual issue with a coupe of getting into a backseat that doesn’t have a lot of room. The trunk also is on the small side — only 10.4 cubic feet, which is tight even for a coupe.

What I liked about the 2016 Cadillac ATS-V Coupe: The styling is really eye-catching and features some unique elements, like a lightweight carbon fiber hood with air vents and larger grille openings to feed more air into the twin turbos. Fenders are wider to accommodate the 18-inch wheels (9-inch wide on the front, 9.5 on the rear). Its performance lives up to its athletic stance. It is especially striking with the Velocity Red exterior (unofficially dubbed “arrest me” red) that matches the finish of Cadillac racing team’s No. 3 ATS V.R Coupe race car in the Perilli World Challenge competition.

What I didn’t like about the 2016 Cadillac ATS-V coupe: Cadillac has done some fine-tuning on the CUE system that operates infotainment functions such as audio, navigation, etc., but other than a voice-operated feature that responds well to oral commands, it’s still a pain to operate. It features Apple CarPlay and Android Auto, and 4GLTE Wi-Fi is available.

Would I buy the 2016 Cadillac ATS-V coupe: If I wasn’t concerned about budget, sure. But the base MSRP for the coupe is $62,665, and options like a carbon fiber package (hood extractor, front splitter, rear diffuser) and black non-carbon rocker extensions and a body-color rear spoiler, Recaro performance seats, a luxury package (HID headlamps, sport alloy pedals, navigation, and Bose sound), the automatic transmission, and more, ran the total bill for our test model up to nearly $80,000 ($79,205 to be exact). Considering the standard ATS coupe starts at around half that and the luxury in the $50,000 range, that’s quite a lot to pay to get from zero-to-60 mph a second-and-a-half or so quicker.