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    William Maley

    Frankfurt 2017: 2019 Porsche Cayenne Turbo Adds More Spice

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      Want an even faster Cayenne?


    It was only a few weeks ago when Porsche introduced the third-generation Cayenne. We knew there would more powertrains coming down the road. So we were a bit surprised that at the Frankfurt Motor Show, Porsche unveiled the high-performance Cayenne Turbo.

    Under the hood is the same engine you'll find in the Panamera Turbo; a twin-turbo 4.0L V8 offering up 550 horsepower and 567 pound-feet of torque. This comes paired with an eight-speed automatic and all-wheel drive. Porsche quotes a 0-60 mph time of 3.9 seconds (3.7 seconds if you add the Sport Chrono package). Top speed stands at 177 mph. The chassis features a three-chamber air suspension system, Porsche Dynamic Chassis Control roll stabilization (with a 48-Volt electrical system), and rear-wheel steering.

    Outside, the Cayenne Turbo bares its aggression with larger air inlets, 21-inch alloy wheels wrapped in meaty tires, and a set of quad exhaust tips.

    The 2019 Cayenne Turbo will set you back $125,650 with destination. Porsche dealers will begin taking orders later this year, with deliveries taking place next fall.

    Source: Porsche
    Press Release is on Page 2


    The new 2019 Porsche Cayenne Turbo

    • New top model in the Cayenne line with 550 hp, active aerodynamics and high performance brakes
    • 4.0L twin-turbo V8 makes 550 hp, 567 lb-ft of torque
    • Quicker and faster than previous generation Cayenne Turbo S
    • Zero to 60 mph in 3.7 seconds (with optional Sport Chrono Package)
    • Top track speed of 177 mph
    • Significantly enhanced standard equipment over previous Cayenne Turbo
    • MSRP of $124,600 excluding processing and delivery fee of $1,050
    • Expected to arrive at dealerships in Fall 2018

    Atlanta, Georgia. The 2019 Porsche Cayenne Turbo took its place at the top of the model line at the 67th Frankfurt International Motor Show. The new model from the third-generation Cayenne range is once again raising the bar for sporty performance in the segment. Its twin-turbo four-liter V8 engine delivers 550 hp. The combination of innovations including a three-chamber air suspension, staggered tire sizes and new high-performance Porsche Surface Coated Brake (PSCB) technology result in improved driving dynamics. With additional options, such as rear-axle steering and electric roll stabilization with a 48-volt system, the SUV achieves the driving characteristics of a sports car. The new Cayenne Turbo accelerates from zero to 60 mph in as little as 3.7 seconds when equipped with the optional Sport Chrono Package toward a top track speed of 177 mph, representing gains over the previous-generation Cayenne Turbo S.

    With an exclusive front end and the LED main headlights of the Porsche Dynamic Light System (PDLS), the Cayenne Turbo has a dominant appearance. At night, the new Turbo sets itself apart from other Cayenne models with its double-row front light modules. Widened wheel arches with painted trim and special 21-inch wheels reserved for the Cayenne Turbo characterize the side view. Turbo-specific twin tailpipes distinguish this model from its six-cylinder siblings.

    Interior design elements including the center-mounted grab handles continue in the third-generation Cayenne Turbo. Like other members of the new Cayenne family the newest model features the Porsche Advanced Cockpit, which includes a high-definition 12.3-inch screen in the dashboard and an analog tachometer flanked by two seven-inch full-HD screens. Virtually all of the vehicle functions can be displayed and operated using the high-resolution display and touchscreen of the Porsche Advanced Cockpit. Among them, for example, is the standard 710-watt BOSE® Surround Sound System. Other equipment newly included by default in the latest Cayenne Turbo includes 18-way sport seats, seatbacks with integrated headrests, and standard heating functions for all outboard seats as well as the steering wheel.

    Greater power, greater torque: twin-turbo V8 with 550 hp
    At the heart of the Cayenne Turbo is the twin-turbo four-liter V8 with 550 hp and 567 lb-ft of peak torque (increases of 30 hp and 14 lb-ft versus the previous Cayenne Turbo). Standard Porsche Traction Management (PTM) all-wheel drive works with the new eight-speed Tiptronic S automatic transmission to improve acceleration, speed, and highway cruising comfort. The new Cayenne Turbo exceeds the previous Cayenne Turbo S in many areas. For example, it sprints to 60 mph in 3.9 seconds (or 3.7 seconds when equipped with the optional Sport Chrono Package, 0.1 second quicker than the previous Cayenne Turbo S) and boasts a higher top track speed of 177 mph. The turbochargers are arranged inside the cylinder V, in a "central turbo layout." The shortened exhaust paths between the combustion chambers and the turbochargers improve engine responsiveness and power delivery. This setup also creates a more compact package that is advantageous because it allows for a lower engine installation that helps to lower the center of gravity for improved handling characteristics.

    Active chassis with three-chamber air suspension and staggered tires 
    The new lightweight chassis of the Cayenne Turbo helps improve driving dynamics versus its predecessor. In particular, the combination of a new three-chamber air suspension with the Porsche Active Suspension Management (PASM) active shock-absorbers extends the range considerably. By using three air chambers per spring strut, the chassis is able to map a wider range of spring rates than the previous system could, allowing for improvements in both comfort- and performance-focused settings.

    With six selectable height levels, the ground clearance can be manually adjusted to suit the off-road terrain. These are also actively controlled via five new driving programs for on- and off-road use. The default setting is the on-road program. Four other modes activate the conditioning for mild off-road terrain: Mud, Gravel, Sand, or Rocks. The drive mode, chassis settings, and differential locks can be selected to adapt to the relevant setting.

    Complemented by optional rear-axle steering, electric Porsche Dynamic Chassis Control (PDCC) roll stabilization connected to a 48-volt vehicle electrical system and Porsche Torque Vectoring Plus (PTV+), the new Cayenne Turbo achieves impressive driving dynamics. Sports car performance is an even greater emphasis in the new Cayenne than past models. Accordingly, the front and rear wheel sizes are staggered to measure 285/40 at the front and 315/35 at the rear. This produces even greater longitudinal and lateral power application for agile handing.

    New Cayenne Turbo gets active aero and Porsche Surface Coated Brakes
    The new Cayenne Turbo integrates an adaptive roof spoiler as a component of its active aerodynamics. Depending on the position, this optimizes efficiency, increases downforce on the rear axle, or shortens braking distances from higher speeds in the airbrake position. At full braking from 155 mph, the Cayenne Turbo comes to a stop up to 79 inches earlier as a result. The aerodynamic system therefore complements the effect of the new high-performance Porsche Surface Coated Brake (PSCB) which is included as standard with the Cayenne Turbo. The tungsten carbide layer applied to the cast-iron discs increases braking performance and wear resistance while reducing the amount of brake dust at the same time, meaning less dirt on the rims. The Porsche Ceramic Composite Brake system (PCCB) is still available as the top-performing option.

    The new 2019 Cayenne Turbo will be available for ordering in the U.S. market in December, 2017 with arrival at dealers in Fall 2018. MSRP is $124,600 excluding $1,050 for delivery, and processing.

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    Grant that I think the Interior is nice. Exterior is just so BLAND to me. Nothing about this excites me with the Design language.

    Hell you could put a Hyundai or Kia nameplate on the car and most people would not know it was actually a Porsche. 

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    At least someone is giving AMG  competition in SUVs.  I never was a Cayenne fan, always seemed to have odd styling to me.

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    This 3rd generation is definitely an improvement in the styling over the first two generations...esp. like the rear.   Like the interior. 

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    32 minutes ago, smk4565 said:

    At least someone is giving AMG  competition in SUVs.  I never was a Cayenne fan, always seemed to have odd styling to me.

    Yeah, just ignore this entirely, all 707 HP of it.

     

     

    IMG_0636.JPG

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    1 hour ago, smk4565 said:

    At least someone is giving AMG  competition in SUVs.  I never was a Cayenne fan, always seemed to have odd styling to me.

     

    40 minutes ago, surreal1272 said:

    Yeah, just ignore this entirely, all 707 HP of it.

     

     

    IMG_0636.JPG

    So very true as AMG is scared of the Track Hawk, All 707 HP!

    American Muscle baby SUV Style! :metal: 

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    Bring it on, I'll put a Mercedes interior next to Jeep any day.  I imagine a new X5 M should show up in a couple years, and Land Rover has their SVR's so there is some competition for performance utility.   All the profits from that Grand Cherokee Trackhawk go back to Italy so Sergio can make more Alfas.   Just so he can spin Alfa off as it's own company and take his golden parachute.  

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    Really digging this thing. Obscene as they are, these, the X5M, the SRT GC's, the AMG's, the RR SVR's, etc are all insanely cool to me. 

    Would make a killer DD.

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    20 hours ago, smk4565 said:

    Bring it on, I'll put a Mercedes interior next to Jeep any day.  I imagine a new X5 M should show up in a couple years, and Land Rover has their SVR's so there is some competition for performance utility.   All the profits from that Grand Cherokee Trackhawk go back to Italy so Sergio can make more Alfas.   Just so he can spin Alfa off as it's own company and take his golden parachute.  

    Who gives two $h!s where the profits go? Do Daimler profits go anywhere else but Germany? Did they when they owned Chrysler? No. Furthermore, the difference in interiors is reflected in the difference in price. Point here is that you said that Benz finally gets competition for the performance SUV crowd when it was already there. Don't move the bar, yet again, to some BS about interiors and profits when that was not reflected in your original statement. And I quote,

    "At least someone is giving AMG  competition in SUVs."

     

     

    Edited by surreal1272
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    20 hours ago, smk4565 said:

    Bring it on, I'll put a Mercedes interior next to Jeep any day.  I imagine a new X5 M should show up in a couple years, and Land Rover has their SVR's so there is some competition for performance utility.   All the profits from that Grand Cherokee Trackhawk go back to Italy so Sergio can make more Alfas.   Just so he can spin Alfa off as it's own company and take his golden parachute.  

    You might want to hold off blowing your MB Horn till you actually sit in a Trackhawk. The interior is very nice. MB is equal to it but other than the overblown S line, AMG is only on par.

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    1 hour ago, smk4565 said:

    $100k for an optioned up Trackhawk, and no FCA car has an interior worth $100k, not even the Maseratis.  

    It is $85,900 (staring price) and you do not know for a fact what it's interior is worth and much like the other thread, many cars (including Mercedes) do not have interiors worth the price tag of their cars. You definitely don't know what an optioned out Trackhawk is like so again, just more trolling by you. Do you think an optioned out Cayenne has an interior worth damn near $140K (and that is leaving off some options on their website) for the GTS model? The simple answer to that is "hell no".

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    32 minutes ago, surreal1272 said:

    It is $85,900 (staring price) and you do not know for a fact what it's interior is worth and much like the other thread, many cars (including Mercedes) do not have interiors worth the price tag of their cars. You definitely don't know what an optioned out Trackhawk is like so again, just more trolling by you. Do you think an optioned out Cayenne has an interior worth damn near $140K (and that is leaving off some options on their website) for the GTS model? The simple answer to that is "hell no".

    The 707 hp will make it worth the price of admission.  

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    11 hours ago, smk4565 said:

    The 707 hp will make it worth the price of admission.  

    Then why bring up the interior? It is clear that this can compete with the AMG SUVs, despite your earlier claim that no one had until the Cayenne and until you have actually sat in one, further remarks about its interior are just short sighted and just outright trolling. 

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    2 hours ago, surreal1272 said:

    Then why bring up the interior? It is clear that this can compete with the AMG SUVs, despite your earlier claim that no one had until the Cayenne and until you have actually sat in one, further remarks about its interior are just short sighted and just outright trolling. 

    There is the X5 M and X6 M also, Range Rover SVR, Alfa Romeo Stelvio, etc.   But I feel like Porsche is Mercedes biggest competitor in performance SUVs.  Until BMW gets an X3 M and X7 M anyway.

    Porsche buyers don't care if it costs $140,000 they care that they can get leather  wrapped AC vents and illuminated "Turbo S" door sills.  And carbon fiber engine covers, got to have those.  If there isn't a carbon fiber rear wiper blade option on the Cayenne, Porsche better add that, they are leaving $900 on the table without that.

    Edited by smk4565

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    Audi is in there also with the SQ5, and the SQ7 is coming.. the performance SUV market is pretty crowded. 

    GM needs something in the performance SUV space, an Escalade V-series and Tahoe and Suburban ZL1 versions would be interesting...and something from GMC.

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    19 minutes ago, smk4565 said:

    There is the X5 M and X6 M also, Range Rover SVR, Alfa Romeo Stelvio, etc.   But I feel like Porsche is Mercedes biggest competitor in performance SUVs.  Until BMW gets an X3 M and X7 M anyway.

    Porsche buyers don't care if it costs $140,000 they care that they can get leather  wrapped AC vents and illuminated "Turbo S" door sills.  And carbon fiber engine covers, got to have those.  If there isn't a carbon fiber rear wiper blade option on the Cayenne, Porsche better add that, they are leaving $900 on the table without that.

    Porsches buyers not caring is not the point of my statement and you know it. Actually read what I said instead of what you think I said before your next bar move. A $140K Cayenne interior shows very little distinction from a $70K Cayenne and the same applies for Mercedes but yet you (once again) only levy that criticism towards a domestic make. 

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      There are 4 USB ports, two in the up front armrest and two in the rear armrest. Only one of them allows a connection to the infotainment system.  Oddly, the USB ports don’t seem to put out much juice as my phones were very slow to charge from them.
      The infotainment system is another area similar to BMW.  The unit is controlled by a large dial in the center console or touch screen controls. I found the touch aspect to be laggy and a long reach, so I found myself using the dial. Using the dial to navigate is simple enough, but the menus and layout of the screen could probably use a re-think.  Apple CarPlay and Android Auto are both here, for some reason only Apple CarPlay can be activated by touch. Operating either system is frustrating with the dial however, this is especially true for Android Auto which I found frustrating to use without touch screen functionality. At least, unlike BMW, Mazda doesn’t charge you an extra subscription fee to use them. Sound from the Bose speakers was clear, but not especially great.
      There was a time when people mostly bought crossovers for the utility of hauling lots of bulky stuff home from the store, however, these days are different. Now, crossovers are a fashion statement.  Still, the CX-5 has 59.6 cubic feet of space with the rear seats folded and 30.9 cubic feet with the seats up.  That is at the high end of mid-pack in the segment with the Honda CR-V being the leader, while the Toyota RAV-4, Chevy Equinox, and Ford Escape all have less. 
      Do you need a safe space? This may be it.
      The Mazda CX-5 Signature comes with a whole host of safety equipment and the center of it all is the heads-up display that keeps the driver informed.  Blind Spot Monitoring, Lane-Keep Assist, and Radar Cruise Control, all have status lights in the heads-up display.  I found the blind spot monitoring system to be especially helpful when I was backing out onto a busy street with limited visibility.  Radar Cruise control is one of my favorite systems of all and I feel it should be standard equipment on all cars. The CX-5 can even read speed limit and stop signs as you approach, changing and updating the local regulations in the heads up display.
      The Signature also comes with active headlights that turn when you turn to help see around corners. They helped me spot a deer on the side of the road I normally would not have seen.
      The Verdict
      The CX-5 Signature is the top of the CX-5 line, so naturally, the price is reflected in that. With an MSRP of $36,890 before any options, the CX-5 may seem pricey, but it comes with everything you could possibly want.  However, when you compare it to other small crossovers with similar equipment it actually ends up comparing favorably to others in its class. I priced out Jeep Cherokee Overland with the 2.0T and technology group and the MSRP is $41,685. A GMC Terrain Denali with all the same option boxes checked? $41,430.  A Honda CR-V can’t even be equipped like the CX-5 because there is no up-level engine option, yet it still rings up to $38,147.
      Overall, Mazda has produced a handsome, sporty, fun to drive crossover with enough utility to remain competitive. They’ve loaded it with safety equipment and kept the price in check. It is definitely worth a look.
       

      View full article
    • By Drew Dowdell
      2019 Mazda CX-5 Signature
      Mazda is on a mission lately to make their products feel more premium. They have been tuning their vehicles to be quieter and more refined in order to give them an air that they are above their class. This second generation of the Mazda CX-5 debuted for the 2017 model year with a 2.5-liter naturally aspirated 4-cylinder producing 187 horsepower and 186 lb.-ft of torque.  For 2019, Mazda added the 2.5-liter turbocharged engine from the CX-9. On regular gas, the engine produces 227 horsepower and 310 lb.-ft of torque, but if you fill it up with 93 octane, the horsepower figure bumps up to 250.  Available only on the Grand Touring and Signature trims, the 2.5-T makes the CX-5 the compact crossover with the most available torque.  Mazda sent a CX-5 Signature for me to try for a week to see what I thought.
      There’s no replacement for displacement… maybe
      The biggest CX-5 news for 2019 is the engine options. There is the 2.5-T mentioned above and a 2.2-liter turbo diesel. Both are exciting entries into a relatively conservative segment.  The 2.5-T is the second-largest displacement engine available in the segment, behind the 3.2 liter V6 in the Jeep Cherokee.  This 4-cylinder puts out quite a bit more torque than the bigger V6, though the Jeep produces more horsepower (271 @ 6,500 rpm). Even among 4-cylinders, this is the largest displacement you can get, but none of those others offering 2.5 liters also offers a turbocharger. This engine is rated by the EPA to get 22 city / 27 highway.  I got about 24 mpg in mostly city driving. Zero to 60 is a claimed 6.2 seconds.
      Under normal driving, the engine is quiet and composed, with torque coming on quickly when called for. When the pedal is mashed at speed, the CX-5 leaps forward with minimal turbo lag and gives off a strong growl from under the hood. The only time you can really feel any lag in the turbo is if you are starting from a dead stop. Overall, you never feel without power at the tip of your toes and the sounds, and lack of sounds, from the engine room is quiet and refined.
      One area the CX-5 falls behind on is in the transmission department. Although the transmission offers smooth shift and is willing to downshift when called upon, a 6-speed automatic almost feels anachronistic in a time when all of its direct competition is sporting 8 or 9 speeds. I never thought there would come a day when 6-forward gears aren’t enough, but here we are. Adding 2 or 3 more gears to the CX-5 would further liven up the already sporty crossover and help keep the turbocharged engine firmly in the good places of its torque band.
      Ride: Al dente – Firm but tender
      If there is a brand that Mazda is looking to emulate here by being premium without the premium badge, it would likely be BMW.  The ride is firm, but not so harsh as to spill your latte. Steering is on the heavy side with precise control and great on-center feel.  Body roll is minimal. Pushing the CX-5 into corners is fun and the standard G-Vectoring Control Plus makes sure you stay planted where you intended to be.  The i-ACTIV all-wheel-drive mostly runs in front-wheel-drive mode until microscopic amounts of wheel slip are detected and then some torque is instantly transferred to the rear wheels.  Mazda programs the AWD system to always have at least a little bit of torque going to the rear in order for the transfer of torque to happen faster. 
      It’s what’s inside that matter most
      Inside the CX-5, the premium story continues. There is a distinct lack of cheap plastic even in places where they could probably get away with it. The dash and door panels are made of soft-touch material and there is a tasteful amount of chrome trim. Though the seats look black in pictures, they are actually a very dark brown that Mazda calls Caturra Brown Nappa leather. This leather is a feature of the Signature trim level and they are both heated and ventilated.  Rear passengers get heated outboard seats as well, controlled from inside the fold-down center armrest. Also, a feature of the Signature trim is the real wood dash inlay and ambient cabin lighting. The seats in the CX-5 are very comfortable with just the right combination of support and cushion. They would be most welcome companions on a long road trip. The rear seats are fairly flat and do not offer a lot of legroom.  There is no adjustment fore and aft.  Wind and tire noise has been kept to a minimum.
      There are 4 USB ports, two in the up front armrest and two in the rear armrest. Only one of them allows a connection to the infotainment system.  Oddly, the USB ports don’t seem to put out much juice as my phones were very slow to charge from them.
      The infotainment system is another area similar to BMW.  The unit is controlled by a large dial in the center console or touch screen controls. I found the touch aspect to be laggy and a long reach, so I found myself using the dial. Using the dial to navigate is simple enough, but the menus and layout of the screen could probably use a re-think.  Apple CarPlay and Android Auto are both here, for some reason only Apple CarPlay can be activated by touch. Operating either system is frustrating with the dial however, this is especially true for Android Auto which I found frustrating to use without touch screen functionality. At least, unlike BMW, Mazda doesn’t charge you an extra subscription fee to use them. Sound from the Bose speakers was clear, but not especially great.
      There was a time when people mostly bought crossovers for the utility of hauling lots of bulky stuff home from the store, however, these days are different. Now, crossovers are a fashion statement.  Still, the CX-5 has 59.6 cubic feet of space with the rear seats folded and 30.9 cubic feet with the seats up.  That is at the high end of mid-pack in the segment with the Honda CR-V being the leader, while the Toyota RAV-4, Chevy Equinox, and Ford Escape all have less. 
      Do you need a safe space? This may be it.
      The Mazda CX-5 Signature comes with a whole host of safety equipment and the center of it all is the heads-up display that keeps the driver informed.  Blind Spot Monitoring, Lane-Keep Assist, and Radar Cruise Control, all have status lights in the heads-up display.  I found the blind spot monitoring system to be especially helpful when I was backing out onto a busy street with limited visibility.  Radar Cruise control is one of my favorite systems of all and I feel it should be standard equipment on all cars. The CX-5 can even read speed limit and stop signs as you approach, changing and updating the local regulations in the heads up display.
      The Signature also comes with active headlights that turn when you turn to help see around corners. They helped me spot a deer on the side of the road I normally would not have seen.
      The Verdict
      The CX-5 Signature is the top of the CX-5 line, so naturally, the price is reflected in that. With an MSRP of $36,890 before any options, the CX-5 may seem pricey, but it comes with everything you could possibly want.  However, when you compare it to other small crossovers with similar equipment it actually ends up comparing favorably to others in its class. I priced out Jeep Cherokee Overland with the 2.0T and technology group and the MSRP is $41,685. A GMC Terrain Denali with all the same option boxes checked? $41,430.  A Honda CR-V can’t even be equipped like the CX-5 because there is no up-level engine option, yet it still rings up to $38,147.
      Overall, Mazda has produced a handsome, sporty, fun to drive crossover with enough utility to remain competitive. They’ve loaded it with safety equipment and kept the price in check. It is definitely worth a look.
       
  • Posts

    • MB has some sort of 'under the table' set-up where half the incentive is factory and the other half goes thru the dealer. At one point the factory was giving like 6K off, but the actual purchase price ended up being like 13K off (s-class).
    • Like I said, Cadillac gave up on the luxury of size.
    • no she is the problem if all that is being offered to the market is 1.3 litre subcompact crossovers. i have no problem with the market switch from sedans to crossovers, my beef is the regulations and side agendas that force the auto industry to offer smaller and smaller vehicles with tiny buzz bomb engines as the norm, and if you don't buy that, you get killed with a huge upcharge, just if you want a v6, good acceleration, and some elbow room. cadillac is a great example.  absolutely cadillac took a sales hit on their sedans because of their size.  I can't tell you how many times i heard people at auto shows looking at cadillacs say (regarding the CTS and ATS) too small, not big enough, uncomfortable. etc.  Part of luxury is ample accommodations.  Of course you are going to pick an XT5 if you are dropping 50-60k when the ATS is unlivable for a lot of people and the CTS is even cramped for many.   One reason I love our Pacifica van is there is no shortage of space, and it was not overpriced as such with all the room and a v6.   I also did have a Malibu, 2016 nice car.  Saw a new Altima AWD on the road today.  A relative just got a Sonata.  Some folks will still buy sedans but they need to have better powertrain options at a reasonable cost than just the EPA compliance special.  I would have looked at another Malibu but you can only get the 2.0 with the Premier, which ends up being 10 grand more for a turbo four.  That turbo four should be an alacarte 1500 dollar option.  Let me decide if i want the fuel economy of the base motor.
    • They don't have any cash on the hoods, according to their website. They're all lease deals, FWIW. 
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