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. 

CHEVROLET BRINGS BACK BLAZER AS A MIDSIZE CROSSOVER SUV FOR 2019

The name “Blazer” has long been part of the Chevrolet family, but the resurrected Blazer SUV for 2019 bears little resemblance to its forebears, which have a history that goes back to 1969 when Chevy launched the K5 Blazer to compete with Ford’s Bronco, among others.

The latest edition is no longer a two-door truck with body-on-frame construction but a mid-size crossover SUV, refined and more suited to what consumers are looking for today. Seating five, it slots in between the compact Equinox crossover and the full-size Traverse in Chevy’s stable of SUVs.

The new Blazer is offered in four trims with a starting MSRP of just over $30,000 for the base L (including the destination and delivery charges). Blazer (or LT) trim adds more features, and a sporty RS model and Premier trim top are at the top of the line.

This review is based on the RS that carries a base MSRP of $44,695 (including the hefty $1,195 destination charge) with options running the total to $50,765.

The base engine in the Blazer RS is a 3.6-liter V6 featuring stop/start technology and mated to a 9-speed automatic transmission. It is rated at 308 horsepower and 270 pound-feet of torque at a negligible cost in fuel mileage over the 4-cylinder that is standard in lower trims.

V6 fuel consumption figures are 20 miles-per-gallon city, 26 highway in V6s with front-wheel drive and 18/25 for those with the available all-wheel drive. The 2.5-liter 4-cylinder is rated at 22/27 but delivers only 193 horsepower and 188 pound-feet of torque.

I’d sacrifice the mpg figures for the extra power that the V6 delivers. No, the Blazer RS doesn’t reach Camaro-like performance but it’s not bad for a vehicle that is 191.4 inches long and carries a curb weight of 4,246 pounds (with AWD).

The Blazer’s interior is nice enough for its class, not luxurious but not bare bones either. RS models get heated front seats with perforated leather trim as standard, and the red-trimmed adjustable rings on the adjustable front air vents give the RS a sporty feel.

Designers have done an excellent job incorporating the 8-inch touchscreen into the flow of the dash, and the various functions are all user-friendly. Well, at least on the screen they are. There is a row of black buttons between the touchscreen and the round vents to operate the A/C manually that are on the small side, and finding the even smaller buttons between the two vents on the center stack to adjust the blower can be distracting for the driver.

Rarely in South Florida does one have to wear gloves inside a vehicle, but heavy winter gloves I would think would make adjusting the climate control fans somewhat difficult.

Standard equipment on the Blazer RS includes navigation, keyless open and start, rear park assist and cross-traffic alert, lane-change alert with blind spot warning, HID headlamps, LED daytime running lights, heated outside mirrors with turn-signal indicators, 20-inch wheels (with 21-inchers available), leather-wrapped steering wheel and shift knob, Bluetooth streaming audio and connectivity, dual-zone climate control, 4G LTE wi-fi hotspot, and Apple CarPlay and Android Auto.

Not overlooking one of the reasons people go for an SUV, the Blazer offers 30.5 cubic feet of storage behind the second row with a maximum of 64.2 feet with those seats folded flat.

Wireless charging, heated outboard second-row seats, ventilated driver and front-seat passenger seats, power tilt-and-telescoping steering wheel column, adaptive cruise control, forward collision alert and forward pedestrian braking, and a power sunroof are available in packages.

All in all, this Blazer certainly is a much-more civilized version of its predecessors with attractive exterior styling, a comfortable interior, and a quiet, confident ride.

What I liked about the 2019 Chevy Blazer RS: The infotainment functions are very forthright and user-friendly. The adjustable divider in the cargo area is a nice touch. It helps keep a full load of items from shifting around. Performance is good for its genre, at least with the V6 engine.

What I didn’t like about the 2019 Chevy Blazer RS: I would like a handy button to turn off the stop/start function. You can defeat it by lightening your touch on the brake pedal, but a switch would simplify things.

Would I buy the 2019 Chevy Blazer RS? I’d give it consideration. But it faces some very stiff competition in its class, and it likely would come down to whatever kind of deal I could make. Unfortunately, I am not a very sharp negotiator.

2018 NISSAN MURANO OFFERS LUXURY AMBIANCE WITHOUT THE LUXURY PRICETAG

If you like the Nissan Rogue compact crossover (and many do as it is the company’s best seller) but want an SUV with a little more size, you can get it without even leaving the Japanese automaker’s showroom.

Though it is actually older than the Rogue by five years, the Murano looks kind of like a Rogue that has grown up.

At 192.8 inches long with a wheelbase of 111.2 inches, it has 8.3 and 4.8 inches over the Rogue, respectively, with an interior volume of 108.1 cubic feet to the Rogue’s 105.8.

The Murano also has a bigger engine under the hood with a 3.5-liter V6 with horsepower and torque figures of 260 and 240 respectively. The Rogue gets 170 hp and 175 lb.-ft. from its inline-4.

Both engines are mated to the company’s Xtronic continuously variable transmission that helps boost fuel economy to 20 miles-per-gallon city, 28 highway in both FWD and AWD Murano models compared to 26/33 for FWD Rogues, 25/32 for AWD Rogues.

But it’s not mere size that sets the Murano apart not only from the Rogue but a good many of its competitors as well. The Murano has the kind of refinement and high quality materials usually reserved for higher end models.

If it had an analog clock in the middle of the center stack, it would have the feel of a crossover from the company’s Infiniti luxury stable. (But at considerably less cost.)

Yes, it’s that nice.

The Murano comes in four flavors starting with the base S model that starts at $31,000 with front-wheel drive. The SV opens at $34,300, the SL $38,700, and the Platinum at $42,430 with all-wheel drive adding $1,600 and destination and delivery taking on another $945.

As is often the case, my vehicle for the week was the top-of-the-line Platinum AWD edition that is chock full of so many standard features that options and packages are unnecessary, which makes up for at least some of the difference in price.

Standard exterior items included a panoramic moonroof, LED headlights, daytime running lights, and taillights, and silver roof rails. Standard safety features included automatic emergency braking, forward collision warning, blind-spot warning, around-view monitor with rear cross traffic alert, and numerous airbag systems that help earn it a 5-star overall safety rating from the federal government.

The list of standard and comfort features goes on, and on, and on, and on, and then on some more.

It’s almost easier to state isn’t included than what is. That would be Nissan’s ProPilot Assist program that helps keep your vehicle traveling in the flow of traffic as well as centered in the proper lane.

It is offered on the 2018 Rogue, but not the Murano.

But the refreshing for the 2019 Murano offers as an option (standard on Platinum models) the Nissan Safety Shield 360 technology that encompasses Automatic Emergency Braking with Pedestrian Detection, Blind Spot Warning, Rear Cross Traffic Alert, Lane Departure Warning, High Beam Assist and Rear Automatic Braking.

Frankly, I prefer lane departure “warning” over the slightly more aggressive lane departure “assist” any way in the ProPilot system, and I’m sure that I’m not alone in that.

ProPilot Assist is not the only advantage the Rogue holds over the Murano, however. Surprisingly, despite its slightly large size, the Murano’s storage capacity does not measure up to the Rogue’s.

Not that its cramped. Listed space at the rear of the Murano is 32.1 cubic feet to the Rogue’s 39.3. Behind the second row, the Rogue holds the advantage with 70 cubic feet to the Murano’s 67.

The Rogue also offers up to 43 inches of legroom upfront to the Murano’s 40.5, but the Murano holds the advantage in the second room, offering 38.7 inches to the Rogue’s 37.9.

In many ways, it’s a wash between the two vehicles. Both are good choices.

What I liked about the 2018 Nissan Murano Platinum: The cabin has the ambiance of a luxury model with lots of user-friendly technological features and lots of leather throughout. Designers were not afraid to include knobx for audio and climate control functions. Front seats are heated and ventilated, and  rear seats are heated. Actual use matched the stated mileage figure of 21 mpg city.

What I didn’t like about the 2018 Nissan Murano Platinum: Response to vice commands was somewhat spotty. For some reason, I got a prompt that there was no subscription to satellite channels, but I was able to tune to SXM via the touchscreen. I don’t care for CVTs, but at least Nissan has eliminated the quirks of earlier tries. Fabricated shift points mimic manual gear selection, though with no paddle shifters the driver must reach over to the shifter on the console to take advantage of them.

Would I buy the 2018 Nissan Murano? Yes. Frankly, the Rogue fits my personal needs better at this time, but the classy Murano is a good choice. The driving experience isn’t all that thrilling, but its utility, fuel efficiency and classy interior makes up for that.

VOLKSWAGEN GIVES ITS TIGUAN CROSSOVER LONG OVERDUE MAKEOVER FOR 2018

Having debuted as a 2009 model as Volkswagen’s first compact crossover SUV, the Tiguan moves into its second generation as a 2018 model, which is bit longer than usual between redesigns.

But it was well worth the wait.

The new Tiguan is bigger than its predecessor with 57 percent more cargo capacity, an 8-speed automatic transmission (replacing a 6-speed), an engine that can run on regular fuel, and more available safety features that include adaptive cruise control, forward collision and lane-departure warning, autonomous emergency braking with pedestrian monitoring, and blind spot monitoring with rear traffic alert.

There’s also third-row seating that is standard on front-wheel-drive models and optional on models featuring VW’s four-wheel-drive, 4MOTION system. (If you don’t need that third row for little kiddies, stick to two-row models and you’ll get over 37 cubic feet of stowage capacity in the back.) 

All that makes the Tiguan a more attractive option for buyers, especially those “looking for something different.”

The 2018 Tiguan comes in S, SE, and SEL trims. The former R-Line model is now a package of exterior and interior design features offered on SEL and SEL Premium trims. It replaces standard 18-inch wheels with 19-inchers and adds Park Distance Control (ParkPilot) at a cost of $1,795 for SEL and $1,495 for SEL Premium models, which already include the larger wheels and ParkPilot as standard.

All Tiguan models come with a 2.0-liter, turbocharged 4-cylinder engine that makes 184 horsepower and 221 pound-feet of torque. That’s less horsepower and a bit more torque than its predecessor, and if not neck-jerking numbers, they are at least adequate enough to provide a comfortable ride around town or on the highway.

With South Florida’s flat terrain, it wasn’t possible to get a feel for what the Tiguan might  be like driving in hill country.

AWD models offer a selection of driving modes that include sport, eco, comfort, and personal as well as off-road. You can select gears manually, but without paddle shifters, that is kind of a waste. The only advantage for that would be to set the transmission in second or third gear for extra pulling power or going up steep inclines. Towing capacity on the 2018 Tiguan is only 1,500 pounds so it could use some help there.

Usually, with low power numbers, you are compensated with better fuel mileage numbers, but the Tiguan checks in at only 21 miles-per-gallon city, 27 highway with AWD and 22/27 with FWD. But, as mentioned earlier, at least you aren’t required to use premium fuel for top performance as with the 2017 Tiguan.

The SEL trim gets features like Halogen headlights and LED daytime running lights, silver roof rails, power sunroof, dual-zone climate control, leather-wrapped steering wheel, 40/20/40 split folding second-row, rear-view camera, Bluetooth communications, push-button start, and navigation along with many of the safety features that are optional on lower trims as standard. MSRP starts at $32,390 for the SEL.

My Tiguan SEL for the week came with the R-Line package and a special orange metallic interior which, along with a $995 destination and delivery fee, ran the total price to $35,325.

But the Tiguan S starts at $25,345, not including destination and delivery, and the SE starts at just over $30,000. SEL Premium models start at $36,250.

An aside here: Volkswagen is selling a 2018 Tiguan Limited that essentially is a carryover from the  2017 Tiguan. With it starting at just over $23,000, it will save you some money over even the 2018 Tiguan S, but it won’t have the updated features the new models feature.

Consider yourself forewarned.

What I liked about the 2018 Volkswagen Tiguan SEL: The 8-speed automatic is one of the smoothest-shifting transmissions you can experience. It almost feels like a CVT. There is nice stowage room in the back for five-passenger versions, and the radio and A/C are adjustable with easy-to-use knobs. 

What I didn't like about the 2018 Volkswagen Tiguan SEL: Fuel economy is only so-so.

Would I buy the 2018 Volkswagen Tiguan SEC? Yes. It could use a little more power, but it’s fine for navigating urban streets. It offers a nice alternative choice for those who want an SUV but don’t need one the size of VW’s Atlas.

CHEVY MOVES TRAVERSE INTO SECOND GENERATION WITH REDESIGN FOR 2018

Chevrolet apparently has been busy lately in updating its fleet of crossovers and SUVs.

The 2018 Traverse is the fourth SUV/crossover that the manufacturer has updated within a year, joining the Equinox, Trax, and Bolt EV in that category.

Introduced as a 2009 model to replace the truck-based Trailblazer, the Traverse moved into its second generation as a 2018 model with new, bolder styling, more safety features, two new trim levels, and other updates that make it a very viable option in its class, especially for growing families who need lots of room for both passengers and their stuff.

Modifications to second-row seating accommodations (either a folding bench seat or captain's chairs, depending on the trim level) provide easy access to what is a roomy third row (33.5 inches of legroom, 38.2 for headroom) that still leaves a nice cargo space (23 cubic feet and over 98 cubic feet with the second and third rows folded).

The Traverse is offered in several trim levels that start at $30,875 for the base L trim (including $945 destination and delivery) running to over $54,000 for the new High Country edition.

The all-wheel-drive Premier model that served as my test vehicle for a recent week started with a base MSRP of $47,350 and finished at $50,140 with Redline Edition features and the destination charge added on.

Other trim models are LS, LT, and RS with the LT ($37,040 with cloth seating, $43,640 with leather) expected to be the best seller.

Leather is standard on the Premier along with such features as keyless entry and push-button start, remote start, LED headlamps and taillights, fog lights, power hands-free lift gate, roof rails, trailering equipment, heated second-row seats, 8-way power driver's seat, tilt-and-telescoping steering wheel, heated and ventilated front seats, tri-zone climate control, and a leather-wrapped steering wheel.

Safety equipment includes rear park assist, teen driver technology, rear cross traffic alert, lane change and blind spot alert, lane-keeping assist and departure warning, forward collision alert, low-speed forward auto braking, and surround vision camera, the latter an especially nice feature for vehicles of this size.

Finally, techno features include Chevrolet MyLink system with navigation, Bluetooth streaming, Apple CarPlay and Android Auto access, OnStar capability, and satellite radio (3-month trial).

Chevy has been very aggressive in the tech area so naturally the Traverse gets a 4G LTE wi-fi hotspot to keep you in touch with the world outside.

A 3.6-liter, V6 engine that produces 310 horsepower and 266 pound-feet of torque is standard across the line. It is mated to a 9-speed automatic transmission, and that combination produces ratings of 18 miles-per-gallon city, 27 highway with front-wheel drive and 17/26 with available all-wheel drive. A 2.0-liter turbo available on RS models is earns numbers of 20/26.

That's a bit more horsepower and slightly better fuel mileage than what was offered by its predecessor and results in a performance that should satisfy all but the most power-hungry drivers. I never felt that I needed more in the situations I encountered.

What I liked about the 2018 Chevrolet Traverse Premier: Technological features are plentiful and operate off a user-friendly, 8-inch touchscreen. That touchscreen can be raised with the push of a button, giving access to a small storage space. Its spacious cabin gives the feel of a full-size SUV with lots of room for passengers and cargo. Captain's chairs provide easy to the third row.

What I didn't like about the 2018 Chevrolet Traverse Premier: You can't turn off the stop-start system, though you can override it by gently -- and slightly -- releasing brake pressure once you come to a complete stop. Some of the more exotic options, like adaptive cruise control, are not available on lower trim levels.

Would I buy the 2018 Chevrolet Traverse Premier? Though classed as a midsize, the Traverse is a bit too big for my needs and tastes, but it could be just right for a couple with a growing family. It is functional in an attractive package.

FORD OUT WITH NEW SMALL CROSSOVER WITH ECOSPORT’S INTRODUCTION TO U.S. 

Ford may be getting out of the sedan market, but that doesn’t mean the company is getting out of the car business.

In fact, the Detroit News last month reported in an interview with Hau Thai-Tang, Ford's executive vice president of product development and purchasing, that the company actually expects to have three more new vehicles in its lineup by 2023 as it puts its emphasis on trucks and SUVs/crossovers.

That would give the company 23 vehicles in all, which would include the Mustang but not the familiar Fusion or Taurus sedans.

"This is not us shrinking and reducing our size in the marketplace,” the article quotes Thai-Tang. “It’s all about reallocating resources and capital where we can win, also consistent with some of the consumer trends we're seeing.”

The consumer trend Ford is seeing is a reduction in sales numbers for traditional passenger cars like the Toyota Camry and Honda Civic in decline and those for crossovers and SUVs on the rise.

Of the top 10 sedans, eight are showing sales declines for the year of over 20 percent in some cases. Even the leading seller for the segment, the Toyota Camry, was down 18.65 percent for August over the same month for 2017 and off 5 percent for the year.

Perhaps in reaction to last spring’s news about the oncoming end of production, Ford Fusion sales are down over 21 percent and Ford’s Focus numbers are down 16.33 percent for the year. For August, the Fusion was off over 35 percent, the Focus 30 percent.

Taurus sales also are down, but not nearly as much. Meanwhile, the Mustang’s were up over 35 percent for the month and are up just under 1 percent for the year-to-date.

On the other hand, six of the top 10 selling SUVs and crossovers are experiencing sales increases for the year, and of the four that aren’t, two are off by less than 9 percent over their 2017 numbers and two others are down by less than 2 percent.

Given that, Ford’s decision, while certainly attention-grabbing, is a reasonable one. (Nice of me to say that considering the guys who made it are making the big bucks.)

Thus, it’s not surprising that a new vehicle added to the Ford Fleet is a crossover dubbed EcoSport, which for some reason is pronounced as “Echo Sport.” It was introduced in Brazil for 2004 and launched globally in 2012, but didn’t arrive in the U.S. until last year as a 2018 model.

It is aimed at the rather competitive compact crossover/SUV segment. (Think Kia Soul, Honda HR-V, Hyundai Kona, Mazda CX-3, and Nissan Kicks and Rogue Sport here) and comes in four trim levels: S, SE, SES, and Titanium.

At 161.3 inches long with a wheelbase of under 100 inches, the Ecosport is about 17 inches shorter and with a wheelbase that is 6.7 inches shorter than the Escape, which in itself is 10 inches shorter than the Edge and 20 shorter than the Explorer.

The base engine on S, SE, and Titantium models is a 1.0-liter, Ecoboost 3-cylinder (123 horsepower, 125 pound-feet of torque) that is enough to get its 3,021 pounds moving but not at much of a pace. A 2.0-liter 4-banger is standard on the SES, and it boosts horsepower to 166 and torque to 149 pound-feet.

Neither engine is all that great on fuel numbers. The government rates 3-cylinder models at 27 miles-per-gallon city, 29 highway, and 28 overall and the AWD models at 23/29/25.

The only transmission offered is a 6-speed SelectShift automatic, which is a bummer but also pretty much the way life is these days. The S, SE, and Titanium are all front-wheel drive, the SES all-wheel. You can opt for both the bigger engine and AWD on the S, SE, and Titanium, which, frankly, I would recommend.

The Titanium (with the standard 3-cylinder engine and FWD) served as our test model for the week. Though it sits at the top of the EcoSport lineup, at $25,880 the FWD Titanium comes in just under the $26,880 for the SES with its larger engine and AWD, but the AWD Titanium tops the price list at $27,330.

The cabin features lots of hard plastics and doesn’t have the upscale feeling of some of its competitors, but it’s not what you would call spartan either.

With the Titanium, you get such standard feature as an easy fill capless fuel filter, fog lamps, LED signature lighting and automatic Halogen headlamps, power moonroof, second-row fold flat (by adjusting the cargo floor) seats, leather-trimmed heat front seats, leather-wrapped shift knob, Smart charging USB port, auto start/stop technology (which you can switch off), keylesss entry and push-button start, and Sync3 with 8-inch touchscreen.

Oh, yes. One kind of unusual thing. Instead of the usual lift gate, the back door swings open horizontally to provide access to 20.9 cubic feet with the second-row seats up and 50.9 with them folded.

Frankly, that “fifth door” may be its most distinctive feature.

What I liked about the 2018 Ford Ecosport Titanium: Ford's Sync system for operation of infotainment functions came under some criticism when it was introduced a few years ago, but now Sync3 is one of the most user-friendly around. The side mirrors also are of a nice size to give you a good view of vehicles coming up on your blind spots (assuming you have set them correctly.

What I didn't like about the 2018 Ford Ecosport Titanium: The base engine lacks punch. With no manual transmission offered, there is no opportunity to make up for that with your driving style.

Would I buy the 2018 Ford Ecosport Titanium? Probably not. Frankly there are better choices in this segment that provide more in the way a fun experience behind the wheel as well as being functional. Its ordinary fuel economy numbers don’t make up for that shortcoming.