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    William Maley

    LA 2011: Cadillac XTS

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    Cadillac is finally showing off the new XTS sedan today at the LA Auto Show.

    The XTS takes the place of the DTS and STS sedans to become Cadillac's large sedan. And large it is with a length of 202 in., width of 72.9in., height of 59.1 in., and rides on a wheelbase that is 111.7 in. Cadillac says those measurements help give the XTS 40 in. of rear legroom and a trunk capacity of 18 cubic feet.

    Styling is very close to the XTS Platinum concept shown at last years North American International Auto Show.

    Step inside the XTS and your greeted with either perforated or supple black leather with french, white stitching. The dash is covered in leather with a handful of accents ranging from a dark wood finish, to a brushed metal to a unique honeycomb-patterned surface.

    Also, the XTS gets Cadillac's CUE infotainment system that comes with an 8-inch screen in the center stack, and an available 12.3-inch reconfigurable cluster that offers four driver-selectable themes, ranging from minimal to extensive information.

    gallery_10485_285_562064.png

    Under the skin lies GM's 3.6L V-6 DI LFX V6 producing 300 HP and 264 lb-ft of torque. GM's Hydra-Matic 6T70 six-speed automatic transmission with tap-shift control is standard. The XTS is also fitted with GM's Magnetic Ride Control, rear air suspension, HiPer Strut front suspension and Brembo brakes fitted as standard. Optional is a Haldex all-wheel-drive system with an electronic limited-slip differential.

    GM says the FWD XTS will get an estimated 17 City/28 Highway while the AWD version will get 17 City/27 Highway.

    The XTS will be built at Oshawa, Ontario in spring 2012.

    Press Release is on Page 2


    2013 Cadillac XTS Introduces a New Formula for Luxury

    LOS ANGELES – Cadillac unveiled the 2013 XTS today, the newest addition to the Cadillac luxury sedan lineup. It arrives in showrooms in the spring of 2012 as the most technologically advanced production car in the brand’s history.

    Larger than the CTS, the new XTS delivers the space, elegance and dramatic presence that are Cadillac signatures, but with entirely new and technically advanced methods tuned for a new generation of luxury customers. It also marks the debut of CUE, a comprehensive in-vehicle experience that merges intuitive design with auto industry-first controls and commands for information and media data.

    In addition to the CUE interface and connectivity, many other advanced technologies are integral to the new XTS. It will be the only luxury sedan with standard Magnetic Ride Control – the world’s fastest-reacting suspension. Advanced technologies that enhance vision are available as well.

    Positioned directly above the centerpiece CTS family in Cadillac’s revamped lineup, the new XTS features a 3.6L direct injection engine and advanced all-wheel drive system, marking a shift to more-efficient performance in a spacious luxury sedan.

    “The Cadillac XTS represents a new formula for luxury, driven by advanced technology,” said Don Butler, vice president of Cadillac Marketing. “XTS showcases the evolution of our Art & Science philosophy, merging the best technical ideas with the continued refinement of Cadillac design.”

    Cadillac CUE is the highly customizable user interface that exemplifies XTS’ blend of advanced technology and artistic design. The heart of CUE, which stands for Cadillac User Experience, is the standard eight-inch (203 mm) screen in the “center stack,” the faceplate below the screen and the steering wheel controls. CUE features several industry firsts, including capacitive-touch control with proximity sensing, gesture recognition and natural voice recognition.

    Available exclusively on the XTS is the 12.3-inch (312 mm) reconfigurable cluster. It features vibrant graphic displays showcased among four driver-selectable themes, ranging from minimal to extensive information. And while it is the prominent element in the XTS’ technological character, CUE is part of a more comprehensive and layered approach to the car’s design, capabilities and performance

    “The more you look, the more layers you see in XTS,” said Butler. “They aren’t always apparent to the eye, but they build on one another in important ways to reinforce the car’s strength of design, comfort and driving experience.”

    Highlights include:

    • Advanced Haldex all-wheel-drive system with electronically controlled limited-slip differential
    • Magnetic Ride Control, rear air suspension, HiPer Strut front suspension and Brembo brakes – all standard
    • Standard 19-inch wheels and available 20-inch wheels
    • Direct-injected 3.6L V-6 with lightweight features, including integrated cylinder heads/exhaust manifolds
    • Capless fuel tank filler for easier, cleaner refueling
    • Folding rear-seat headrests that enhance rear visibility
    • Safety Alert Seat that vibrates to alert the driver
    • Intervening braking system that lessens or avoids potential collisions
    • Short- and long-range radar systems that support:

    Ø Adaptive Cruise Control

    Ø Front and Rear Automatic Brakes

    Ø Rear Cross Traffic Alert.

    The XTS is also the most-spacious Cadillac sedan, tailored to provide roominess in a more efficiently sized package. It offers more interior space than midsize luxury cars and comparable to full-size sedans, particularly in the rear seat area, where it has 40 inches (1,016 mm) of rear legroom. That’s about four more inches than the BMW 5 Series, and Mercedes-Benz E-Class and about two more inches than the Audi A6 – and comparable to larger sedans.

    And when it comes to trunk space, the XTS is in a league of its own, with 18 cubic feet (509 L), exceeding both midsize and full-size competitors – more than Audi A6 and A8L, BMW 5 and 7 Series and Mercedes-Benz E- and S-Class. For XTS customers, the cargo advantage means room for five or more suitcases.

    Technology reinforces multidimensional design philosophy

    XTS’ hardware and spatial dimensions are the foundational layers that support a new level of surface detail. Multidimensional exterior and interior elements, including the grille, headlamps and new use of accent lighting, coalesce to give the XTS a presence and attention to detail unlike any Cadillac that has come before it.

    “The XTS’ technology is woven into its design in ways that affirm the driving experience is of primary importance to a new generation of luxury customers,” said Clay Dean, design director and Cadillac brand champion. “This is the new expression of luxury at Cadillac and it shows in the multilayered details, authentic materials and unprecedented connectivity.”

    CUE, for example, represents the pinnacle of technology, but it is being showcased using a subtle and sophisticated interior appearance that blends with other features to create a soothing and inviting feel. It offers more capability and driver-selectable choices than ever before from Cadillac, but the center stack has only seven buttons – four of them for the radio. That’s less than half the controls found on the center stack of the typical car.

    “Technology helps the XTS deliver more with less,” said Dean. “Choreographed interior lighting and other unique features tailored to individual driver preferences complement CUE to create an exceptionally refined and advanced ambience.”

    The XTS’ surface details also convey a more-nuanced design philosophy, with elements that support the long, sleek proportion that is a welcome return to Cadillac. They bring forward more beauty and elegance with refined, graceful forms and surfaces working harmoniously with established Cadillac linear forms. It is a car that conveys the next step in Cadillac form and surface vocabulary.

    “It is a bold, elegant design and also very efficient in the ways it encompasses passengers and cargo,” said Dean. “It’s a new proportion for Cadillac and a new era in luxury.”

    The XTS Platinum is the fullest expression of Cadillac’s multidimensional philosophy, with features that include a chrome/satin-chrome grille finish, polished 20-inch aluminum wheels with chrome inserts, a fully wrapped leather interior with Alcantara headliner and more.

    Advanced safety features based on ‘control and alert’ strategy

    The XTS’ technology fundamentally supports a suite of advanced safety features, based on a “control and alert” strategy that extends the vision around the vehicle. It helps drivers identify potential crash situations and even intervenes when a crash threat appears more imminent, employing layers of visual, audible and tactile (vibration) alerts, depending on the alert feature.

    The alerts are designed to identify obstacles with sufficient warning to give the driver time to react and make changes – including the Safety Alert Seat feature, which vibrates either the left or right side of the driver’s seat cushion, depending on the location of the impending concern. The intervening features, including Automatic Collision Preparation, take over if the threat appears more immediate or the driver does not react to previous alerts.

    Two levels of control-and-alert protection are offered in the XTS’ Enhanced Safety Strategy (ESS) packages.

    ESS I includes:

    • Lane Departure Warning
    • Forward Collision Alert
    • Safety Alert Seat
    • Side Blind Zone Alert
    • Rear Cross Traffic Alert
    • Reflected LED display.

    ESS II includes all ESS I content plus:

    · Head-up display (in color)

    · Front and Rear Automatic Brake

    · Adaptive Cruise Control

    · Automatic Collision Preparation

    XTS also features OnStar as standard. OnStar service also includes myCadillac and OnStar myLink mobile apps, which offer vehicle information and OnStar services via the customer’s smartphone.

    AWD and Magnetic Ride Control support new driving experience

    A layered approach to the driving experience relies on new and established technologies – all rooted in a stiff structure. The body is infused with strategically placed ultra-high-strength steel for strength and crash protection and serves as the foundation for the advanced-chassis system.

    A smart Haldex all-wheel-drive system – with an electronic limited-slip differential that splits torque between the rear wheels – complements an advanced HiPer Strut front suspension and standard Magnetic Ride Control real-time damping to give the XTS sure-footed, confident and comfortable ride and handling traits. A linked H-arm design with “air springs” comprises the rear suspension.

    HiPer Strut is based on the MacPherson strut front suspension design and features dual-path top mountings that separate the transfer of spring and damper loads to the body structure. It improves ride-and-handling characteristics in four significant ways:

    • Provides more linear and communicative steering through improved camber control
    • Improves impact isolation on bumps and rough surfaces
    • Reduces torque steer
    • Improves vehicle sensitivity to tire irregularities and wheel imbalance.

    Magnetic Ride Control delivers precise body motion control – “reading” the road every millisecond and changing damping in just five milliseconds. It replaces conventional mechanical-valve shocks with electronically controlled shocks filled with a magneto-rheological fluid containing minute iron particles. Under the presence of magnetic charge, the iron particles align to provide damping resistance almost instantly.

    StabiliTrak electronic stability control is standard on all models, along with variable-effort steering and Brembo four-wheel disc brakes with four-channel antilock brakes – all features that add important layers of control to the driving experience. Like Magnetic Ride Control, XTS borrows the Brembo braking technology from Cadillac’s V-Series of high performance models.

    Horsepower for the XTS comes from an advanced 3.6L V-6 that’s known by its “LFX” engine code. It is rated at an estimated 300 horsepower (224 kW). Lightweight features help reduce overall weight for greater efficiency and a more favorable front-to-rear weight balance. Examples include a composite intake manifold saves approximately 5.5 pounds (2.5 kg) over the weight of a comparable aluminum intake and an integrated cylinder head/exhaust manifold design that saves approximately 13 pounds (6 kg) per engine.

    The LFX engine is matched with the Hydra-Matic 6T70 six-speed automatic transmission with tap-shift control.

    The XTS will begin production in Oshawa, Ontario in spring 2012.

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    there is video I believe. the point isn't what the cobalt "is", Nicer dash materials don't change handling characteristics.

    This is, of course, correct.

    "Faking" such a thing isn't really possible.

    Video can be edited... anyway, it's a moot point since the Cobalt is defunct...no one cares.

    Do you really think John Heinricy would let them edit his lap.

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    Do you really think John Heinricy would let them edit his lap.

    Who knows what really happens w/ these things. I'm just skeptical....I just don't think much of small FWD cars. Anyway, it's irrelevant to the XTS. Will be interesting to see how the XTS turns out.

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    there is video I believe. the point isn't what the cobalt "is", Nicer dash materials don't change handling characteristics.

    This is, of course, correct.

    "Faking" such a thing isn't really possible.

    Video can be edited... anyway, it's a moot point since the Cobalt is defunct...no one cares.

    Yeah, if the Cobalt were so great, it would still be here. I never drove an SS model, but the base Cobalt was miserable to drive.

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    there is video I believe. the point isn't what the cobalt "is", Nicer dash materials don't change handling characteristics.

    This is, of course, correct.

    "Faking" such a thing isn't really possible.

    Video can be edited... anyway, it's a moot point since the Cobalt is defunct...no one cares.

    Yeah, if the Cobalt were so great, it would still be here. I never drove an SS model, but the base Cobalt was miserable to drive.

    I've had a couple as rentals..noisy and hard plastics inside. Nothing special, but much better than the Cavaliers that I've driven in the past.

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    As they Say in the TV spot Ferrari is borrowing something from Cadillac and I might add for good reason as the system really works.

    The base price of the XTS will be more than the base price on any other Cadillac sedan. That is what I meant by it will be their top end (or most expensive) car. My guess is the XTS V6 is $10,000 more than a CTS V6.

    Have you see the pricing yet?

    The Ferrari borrowing from Cadillac reminds me of Suzuki Kizashi comparison ads, or Lexus IS350 ads saying they have more horsepower than a C-class. It just shows how they are followers when they have to try to convince people they are in an elite class. Think of a Mercedes S-class ad (or any Merc ad really) what car do they compare the S-class to??? No car, they already know the S-class is the best car in the world and has been for 30-40 years, the competition doesn't matter.

    On the 2nd point, I have not seen pricing, that is why I said "my guess" is $10,000 more than a CTS, and I posted earlier $46,500 was what I thought the base price would be.

    I've had a couple as rentals..noisy and hard plastics inside. Nothing special, but much better than the Cavaliers that I've driven in the past.

    Agreed. My first car was a Cavalier and the Cobalt was better of course. But by 2011 standards, the Cobalt is pretty much was the Cavalier was in the 90s.

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    The Lacrosse is already a more than competent handler. I've chased an Altima Coupe up a twisty road in a Lacrosse CXS that was built before Hi-Per strut.

    Now add magnetic ride control, one of the best AWD systems out there (that can be tuned for RWD bias even in a FWD based car), and Hi-Per strut....

    I am NOT saying that it will take on an M5 on the 'Ring, but it will likely more than match any E350 or 528i in feel.

    and that is all it need do.

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    The XTS isn't going to match a 528i, an ES350 sure, I think Jeremy Clarkson said every Lexus sedan is like driving a bucket of wall paper paste, and I imagine he is correct.

    If the XTS is $39,000 then handling to beat a LaCrosse, Lincoln, ES350 is fine and will be all those buyers want. At $50k, you can get a 5-series or E-class or A6, Infiniti M, etc. Once you get against the big boys you better bring the A-game.

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    The A6 is FWD based. I know, I've driven a FWD diesel A6 on the Autobahn. The FWD Lacrosse is at least equal to that now.

    I have not driven an A6, but have driven the A4. I think an A4 Quattro has better handling than a CTS, it at least feels more nimble, but it is smaller and lighter. The CTS does have better ride though. I have not driven the LaCrosse, but I know it doesn't handle better than a CTS. I doubt a LaCrosse can keep up with an A6 Quattro, which is a pretty solid car. Personally though I don't care for the A6, and neither do many other people since the E-class and 5-series outsell it about 8 to 1. Maybe Audi needs to dump that platform and make a true RWD car.

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    Lacrosse 3.6 V6 AWD v. Audi A6 3.0T Quattro would be matched up pretty close. Same weight, same wheel base, the Audi has a little more torque at a lot lower RPM and could probably outrun the Buick, slightly, on the straightaways.

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    Lacrosse 3.6 V6 AWD v. Audi A6 3.0T Quattro would be matched up pretty close. Same weight, same wheel base, the Audi has a little more torque at a lot lower RPM and could probably outrun the Buick, slightly, on the straightaways.

    The A6 3.0T Quattro does 0-60 in 5.4 seconds. That is over a full second quicker than a LaCrosse, that is much quicker than a CTS even. The Audi would run 4 rings around a Buick, a CTS AWD would probably struggle to keep up with an A6. Plus the A6 interior is better than any American car interior. Although I personally don't like Audis, they do a few things well.

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    THE PENALTY OF LEADERSHIP

    In every field of human endeavour, he that is first must perpetually live in the white light of publicity. Whether the leadership be vested in a man or in a manufactured product, emulation and envy are ever at work. In art, in literature, in music, in industry, the reward and the punishment are always the same. The reward is widespread recognition; the punishment, fierce denial and detraction. When a man’s work becomes a standard for the whole world, it also becomes a target for the shafts of the envious few. If his work be mediocre, he will be left severely alone - if he achieves a masterpiece, it will set a million tongues a-wagging. Jealousy does not protrude its forked tongue at the artist who produces a commonplace painting. Whatsoever you write, or paint, or play, or sing, or build, no one will strive to surpass or to slander you unless your work be stamped with the seal of genius. Long, long after a great work or a good work has been done, those who are disappointed or envious, continue to cry out that it cannot be done. Spiteful little voices in the domain of art were raised against our own Whistler as a mountback, long after the big would had acclaimed him its greatest artistic genius. Multitudes flocked to Bayreuth to worship at the musical shrine of Wagner, while the little group of those whom he had dethroned and displaced argued angrily that he was no musician at all. The little world continued to protest that Fulton could never build a steamboat, while the big world flocked to the river banks to see his boat steam by. The leader is assailed because he is a leader, and the effort to equal him is merely added proof of that leadership. Failing to equal or to excel, the follower seeks to depreciate and to destroy - but only confirms once more the superiority of that which he strives to supplant. There is nothing new in this. It is as old as the world and as old as human passions - envy, fear, greed, ambition, and the desire to surpass. And it all avails nothing. If the leader truly leads, he remains - the leader. Master-poet, master-painter, master-workman, each in his turn is assailed, and each holds his laurels through the ages. That which is good or great makes itself known, no matter how loud the clamor of denial. That which deserves to live - lives.

    Cadillac ad 1915 Saturday Evening Post.

    Lets just lay the cards on let the car show what it can do and what the public thinks as it is their opionion not ours here that count. So lets just put this to the ultimate test and let the market decide who is right!.

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    Cadillac isn't a leader, but the frustrating thing is they could be up in the conversation with BMW and Mercedes. Infiniti, Lexus, Acura, Lincoln, and even Audi have flaws that Cadillac could be and should be exploiting. If they added $10,000 to the base price of the CTS it would allow them to equip the car so that it can go against the A6, M, 5-series, E-class. Problem is I think that is where they will price the XTS, then you have the DTS-STS price overlap all over again, just with different models.

    The ATS is what I am waiting for, it is a Cadillac I might actually want to buy. But my fear there is they cheap it out too much to keep the price under the where the CTS sits now. The 2012 3-series pricing basically matches the CTS, so does the ATS cost as much as a CTS or does it become a poor man's 3-series with compromises.

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    I am sick and tired of every thread becoming a GM bashing, RWD praising, any brand other than GM humping pointless tirades. There is no constructive discussion left on the website anymore.

    At the start of the thread, there were some very valid points regarding the design changes and ideological inaccuracies of the car countered by valid reasons of sales numbers and easy money necessary to keep the brand alive.

    If GM cannot do anything right, and other manufacturers do, then this is not the forum for you, move on and join those forums. There is one thing to point mistakes and talk constructively and then there is other to just constantly keeping on bitching, moaning, and whining about anything GM does.

    this.

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    Lacrosse 3.6 V6 AWD v. Audi A6 3.0T Quattro would be matched up pretty close. Same weight, same wheel base, the Audi has a little more torque at a lot lower RPM and could probably outrun the Buick, slightly, on the straightaways.

    The A6 3.0T Quattro does 0-60 in 5.4 seconds. That is over a full second quicker than a LaCrosse, that is much quicker than a CTS even. The Audi would run 4 rings around a Buick, a CTS AWD would probably struggle to keep up with an A6. Plus the A6 interior is better than any American car interior. Although I personally don't like Audis, they do a few things well.

    keep it on f@#king topic. We are talking handling here. The Buick could have a cardboard interior and then Audi have one built from f@#king angel farts but it would have no f@#king bearing on how either car handles. We are addressing your STUPID assertion that the XTS is automatically inferior in handling to the Audi despite them BOTH being front wheel drive. If you hate GM so much, why are you here?

    Magnetic ride control is what lets the heavier CTS run with the lighter M3 to the point where any differences are the result of driver error.

    I'm driving a Hi-Per strut Regal GS this week and there is NO torque steer from a 295 ft-lb front driver.

    You simply haven't got a clue because you HAVEN'T DRIVEN THESE CARS.

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    Even just on handling alone, I'd take an Audi over a Buick. The A4 is pretty similar to the CTS as far as handling, but the A4 is firmer, probably has less body roll (but it is lighter too). I can't see any Buick handling like a CTS. I'd actually be interested in driving a Regal or LaCrosse to see how far GM fwd has come since cars like the Aurora, Seville STS, Grand Prix GTP, Malibu, 9-5 Aero because I have driven all those. But I am driving my last fwd car, and my next car will be rwd, so I haven't bothered to look at anything fwd.

    I am not anti front wheel drive, for compacts and mainstream sedans it is great, for the demographic that buys an ES350 and doesn't want power and performance it suits their needs. But Cadillac should build "Standard of the World," take magnetic ride, hyperstruts, air springs, etc and put that on a rear drive chassis. I'd like to see them take the CTS-V suspension and put it on the base model ATS and go BMW hunting, but the bean counters won't allow that.

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    But Cadillac should build "Standard of the World," take magnetic ride, hyperstruts, air springs, etc and put that on a rear drive chassis.

    They ARE. It's just not this car. Cadillac can not offer more than one vehicle type at a time?! The RWD flagship wasn't even given the go ahead till Whitacre became CEO. It is also going to be on an entirely new platform. You don't get a new platform like you download apps on your phone. They take time to build and develop.

    In the meantime, Cadillac dealers need more than CTS, SRX, Escalade to sell.

    There is no need for hi-per strut on a RWD vehicle. There will be an ATS-V using Magaride, but probably not air springs. But why should Cadillac give away one of their signature technologies on a base ATS? They can already go BMW hunting in a Cobalt SS... no need for Magnaride.

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    But in 2005 after the CTS, XLR, STS, and SRX were on sale, they did the DTS rehash for 2006 and an Escalade update also. Why in 2006 were they not planning for the next generation of rear drive Cadillacs? It is like they re-did the CTS and let the rest die on the vine. To me the most frustrating thing about Cadillac is they won't get the model line in order, like you said, they have CTS, SRX and Escalade right now. It seems like even with 4 brands GM can't keep the pipelines full. BMW has had that 3, 5, 7 set up since the 80s, after 30 years Cadillac is still trying to get to the small, medium, large sedan line going, and they keep fumbling the ball.

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    But in 2005 after the CTS, XLR, STS, and SRX were on sale, they did the DTS rehash for 2006 and an Escalade update also. Why in 2006 were they not planning for the next generation of rear drive Cadillacs? It is like they re-did the CTS and let the rest die on the vine. To me the most frustrating thing about Cadillac is they won't get the model line in order, like you said, they have CTS, SRX and Escalade right now. It seems like even with 4 brands GM can't keep the pipelines full. BMW has had that 3, 5, 7 set up since the 80s, after 30 years Cadillac is still trying to get to the small, medium, large sedan line going, and they keep fumbling the ball.

    They were. There is a lot of evidence, pictures, and documents of Cadillac working on a RWD Platform (Zeta) vehicle for a true flagship that most of us of us WANT. But then there this little thing called BANKRUPTCY which wiped the slate clean and cause many GM projects to be canned or revised. One of those projects canned was the RWD Cadillac flagship.

    The bankruptcy put GM back a few years in their product cycle and caused them to take a closer look at what they're doing.

    Is the XTS the true savior of Cadillac? No.

    The XTS does give GM/Cadillac something they desperately need: TIME. Time to get the the rumored RWD Flagship ready by mid-decade. Time to figure out what other models Cadillac needs to build up.

    The bankruptcy really screwed up GM's product plans. The RWD nirvana that a good amount of people want is coming, but not soon as we think.

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    But in 2005 after the CTS, XLR, STS, and SRX were on sale, they did the DTS rehash for 2006 and an Escalade update also. Why in 2006 were they not planning for the next generation of rear drive Cadillacs? It is like they re-did the CTS and let the rest die on the vine. To me the most frustrating thing about Cadillac is they won't get the model line in order, like you said, they have CTS, SRX and Escalade right now. It seems like even with 4 brands GM can't keep the pipelines full. BMW has had that 3, 5, 7 set up since the 80s, after 30 years Cadillac is still trying to get to the small, medium, large sedan line going, and they keep fumbling the ball.

    Did you not notice GM was out of money.

    A fumble here would be not to have a new product in the show room for 4 more years. The DTS could not go on any longer and there was just not enough time to get a new platform for the XTS yet. Do you leave the slot empty like they did with the Camaro or do you take a program that was aready well underway and improve it with new and better technology and use it in the market to fill the showroom till the car you want can be properly designed and built?

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    Nice to have some allies here again... but geeze, when you manage to even piss mudmonster off...

    I think most of us had your back on this one. It was clear who is informed and who is not.

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    Over on the Facebook thingy, people who appear to be young in their picture are liking the XTS. Of course, whether they have any money is another question. The starting price seems a bargain, which it had to be, imo.

    This car might be decent, but for me it tells me GM wants Cadillac to be a volume brand, not a true luxury brand. Of course, back in the late 70's before the tragic wave of downsizing (starting in 1985) gutted Cadillac of everything it ever stood for, Cadillac was the top selling luxury brand in the USA. So maybe, just maybe, in some weird way, this volume sedan will help Cadillac return to sales glory. Shame it has to be at the expense of what some of us hope Cadillac can return to... a true, luxury, aspirational brand.

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