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    2014 Cadillac XTS Coming With An Optional Twin Turbo V6



    By William Maley

    Staff Writer - CheersandGears.com

    May 15, 2013

    As General Motors told us back in March and is now fact: The 2014 Cadillac XTS will get twin-turbocharged 3.6L V6 engine that premiered in the 2014 CTS. In the XTS, the twin-turbo 3.6L produces 410 horsepower and 369 pound-feet of torque (down 10 horsepower and 61 pound-feet compared to the CTS). The twin-turbo 3.6L will be paired with a six-speed automatic. Models equipped with the twin-turbo will have a unique grille and deck lid identification. The current DI 3.6L V6 will remain as the XTS' base engine.

    Also new for the 2014 XTS is an optional Automatic Parking Assist which uses a ultrasonic sensors to find a spot and then the vehicle takes control of moving the vehicle into place. The driver controls the accelerator, brake, and transmission.

    Other changes for the 2014 XTS include electric power steering, Intellibeam headlights that automatically switch between high- and low-beam, optional rear-seat entertainment system, and number of other items.

    No word yet if the 2014 Cadillac XTS will see a price increase or not.

    Source: Cadillac

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Cadillac XTS - 2014

    New for 2014

    - Cadillac Twin-Turbo V-6 with 410 hp (306 kW) – SAE certified

    - Automatic Parking Assist (FWD models)

    - Electric power steering (FWD models)

    - Intellibeam headlamps

    - Rear-seat entertainment system

    - Front passenger seat memory feature

    - Revised rear-seat armrest with wood trim, radio controls and sunshade control (if equipped)

    - Opaque sunroof sunshade

    2014 CADILLAC XTS OFFERS TWIN-TURBO V-6, AUTOMATIC PARKING ASSIST

    The Cadillac XTS is one of the most technologically advanced production cars in the brand's history, delivering the space, elegance and dramatic presence that are brand signatures in a unique package tuned for a new generation of luxury customers.

    Cadillac's all-new, power-dense Twin-Turbo V-6 engine highlights new features for 2014, along with technologies including available Automatic Parking Assist and Intellibeam, as well as electric power steering on all front-wheel-drive models. Additional new and revised features include:

    - An available rear-seat entertainment system with twin DVD screens that fold out of the backs of the front seats

    - Available front passenger seat memory feature

    - Revised rear-seat armrest with wood trim, radio controls and sunshade control (if equipped)

    - Opaque sunroof sunshade.

    XTS is offered in a well-equipped standard model and three optional collections: Luxury, Premium and Platinum. The XTS Platinum represents the highest level of technology and luxury, including a unique front appearance, wheels and interior colors, materials and trim.

    Highlights for all collections include:

    - Standard direct-injected 3.6L V-6 with lightweight features, including integrated cylinder heads/exhaust manifolds

    - Available advanced all-wheel-drive system with electronically controlled limited-slip differential

    - Magnetic Ride Control, rear air springs, HiPer Strut front suspension and Brembo front brakes – all standard

    - Standard 19-inch wheels and available 20-inch wheels

    - Capless fuel tank filler for easier, cleaner refueling

    - Folding rear-seat head restraints that enhance rear visibility

    - Safety Alert Seat that pulses to alert the driver

    - Intervening braking system that lessens or avoids potential collisions

    - Short- and long-range radar systems that support adaptive cruise control, front/rear automatic brakes and Rear Cross Traffic Alert.

    XTS is the only luxury sedan with standard Magnetic Ride Control – the world's fastest-reacting suspension – while the advanced all-wheel-drive system uses Haldex technology with an electronic limited-slip differential to transfer power front-to-back, and side-to-side, along the rear axle. It is available on all three collections.

    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 is 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 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.

    XTS design and exterior features

    XTS's hardware and spatial dimensions are the foundational layers that support exceptional surface detail. Multidimensional elements, including the grille, headlamps and accent lighting, coalesce to give the XTS a presence and attention to detail unlike any Cadillac that has come before it.

    The XTS's surface details also convey a more nuanced design philosophy, bringing elegance with refined, graceful forms and surfaces working harmoniously with established Cadillac linear forms. Additional features include:

    - Unique "Twin-Turbo" grille and deck lid identification on models equipped with the 3.6L twin-turbo engine

    - Premium chrome/satin-chrome grille finish on Platinum Collection

    - Intellibeam automatic headlamp control is standard on Luxury, Premium and Platinum Collections

    - Illuminating door handles are standard on all Luxury, Premium and Platinum Collections

    - Capless fuel-filling system is standard on all models

    - High-intensity discharge headlamps with Twilight Sentinel are standard on all models

    - Adaptive Forward Lighting is standard on Premium and Platinum collections

    - LED center high-mounted rear stop lamp is standard on all models

    - Heated outside mirrors with auto-dimming feature, turn-signal indicators and puddle lamps are standard on all models

    - Rainsense automatic windshield wipers are standard on Luxury, Premium and Platinum collections

    - Nineteen-inch polished aluminum wheels are standard on Luxury and Premium Collections

    - Twenty-inch aluminum wheels with polished finish and chrome inserts are standard on the Platinum Collection

    - Eight exterior color choices: Radiant Silver Metallic, Black Raven, Crystal Red Tintcoat, White Diamond Tricoat, Graphite Metallic, Black Diamond Tricoat, Silver Coast Metallic and Sapphire Blue Metallic.

    XTS interior features

    Like the exterior, the XTS's cabin extolls a multidimensional philosophy in a bold, elegant design that is also very efficient in the ways it encompasses passengers and cargo. It represents Cadillac's new expression of luxury also in its use of authentic materials and unprecedented connectivity. Platinum Collection models feature a fully wrapped leather interior with microfiber sueded headliner, as well as premium wood trim on the steering wheel, console, center stack, instrument panel and door panels.

    Seating trim is offered with Soleil Keisel surfaces or premium Opus full leather – both with perforated detailing. Heated and ventilated seats are also offered. Additional interior features include:

    - Adaptive remote start is standard on all models

    - Audio system with Bose premium eight-speaker sound is standard on the base model and Luxury Collection

    - Bose Studio Surround Sound with 14-speaker system with energy-efficient amplifier is standard on Premium and Platinum Collections

    - Rear-seat entertainment system is available on Premium and Platinum Collections

    - SiriusXM Satellite Radio (with free trial period) and HD radio are standard on all models

    - Tri-zone automatic climate control is standard on Premium and Platinum Collections Dual-zone automatic climate control is standard on the base model and Luxury Collection

    - Leather-wrapped IP and door trim top pad, along with the center console, is standard on the Platinum Collection

    - Color, reconfigurable 12.3-inch gauge cluster with driver information center is standard on Premium and Platinum Collections

    - Head-Up Display with color readouts is standard on the Premium and Platinum Collections

    - Illuminated entry and courtesy lighting is standard on all models

    - Accent lighting, including LED spotlights with light pipes, is standard on Luxury, Premium and Platinum Collections

    - Soleil Keisel leather seating surfaces with mini-perforated inserts are standard on the Standard model, Luxury and Premium Collections

    - Opus full-leather seats with mini-perforated inserts are standard on the Platinum Collection

    - Heated driver/front passenger and outboard rear passenger seats and vented driver/front passenger seats are standard on Luxury, Premium and Platinum Collections

    - Leather-accented steering wheel with wood accents and tap up/tap down transmission controls is standard

    - Heated steering wheel is standard on Luxury, Premium and Platinum Collections

    - Power rear window shade and manual rear side window shades are available on the Premium Collection and standard on the Platinum Collection

    - Real wood trim is incorporated on all models

    - Six interior color/trim combinations: Jet Black, Shale with Cocoa accents, Medium Titanium with Jet Black accents, Caramel with Jet Black accents, Jet Black with Light Wheat accents and Very Light Platinum with Dark Urban and Cocoa accents.

    CUE details

    Cadillac CUE is standard on all models. Its heart is the standard eight-inch (203 mm) screen in the center stack, the faceplate below the screen and the steering wheel controls. Features include capacitive-touch control with proximity sensing, haptic feedback, gesture recognition and natural voice recognition.

    A 12.3-inch (312 mm) reconfigurable instrument cluster is standard on Premium and Platinum Collections. 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's technological character, CUE is part of a more comprehensive and layered approach to the car's design, capabilities and performance.

    XTS powertrains

    The new Cadillac Twin-Turbo 3.6L V-6 is available in the XTS, delivering SAE-certified 410 horsepower (306 kW) and 369 lb.-ft. of torque (500 Nm), making it one of the most power-dense six-cylinder engines in the segment. A pair of smaller turbochargers and an efficient charge air cooler help provide more immediate power delivery, while peak torque is sustained over a broad range – 1,900 to 5,600 rpm – for a confident feeling of power in almost all driving conditions, such as accelerating or overtaking traffic on the highway.

    The twin-turbo engine is a comprehensive upgrade on the 60-degree, 3.6L DOHC V-6 that is offered as the standard engine in the XTS. However, almost every component is unique. New features include:

    - All-new cylinder block casting

    - Strengthened connecting rods

    - Machined, domed aluminum pistons with top steel ring carrier for greater strength

    - 10.2:1 compression ratio

    - Patented, integrated charge air cooler system with low-volume air ducts

    - Two turbochargers produce more than 12 pounds of boost (80 kPa)

    - Vacuum-actuated wastegates with electronic control valves

    - All-new direct injection fuel system

    - Tuned air inlet and outlet resonators, aluminum cam covers and other features that contribute to exceptional quietness and smoothness.

    The cylinder heads are also unique to the Cadillac Twin-Turbo. They feature a high-tumble intake port design that enhances the motion of the air charge for a more-efficient burn when it is mixed with the direct-injected fuel and ignited in the combustion chamber.

    The XTS's standard 3.6L V-6 is rated at 304 horsepower (224 kW) and 264 lb.-ft. of torque (355 Nm). Lightweight features help reduce overall weight for greater efficiency and a more favorable front-to-rear weight balance. Examples include a composite intake manifold that 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 engines are matched with six-speed automatic transmissions with tap-shift control.

    XTS 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 all-wheel-drive system with Haldex technology – 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.

    New for 2014, a premium electric, variable-assist power steering gear is employed with all front-wheel-drive models. It is designed to deliver excellent response and on-center characteristics, while enhancing efficiency by drawing energy only when the wheels are turned.

    StabiliTrak electronic stability control is standard on all models, along with variable-effort steering and four-wheel disc brakes (front Brembo 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.

    XTS safety

    The XTS's technology fundamentally supports a range 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 visual, audible and tactile (vibration) alerts, depending on the 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 and front and rear automatic brakes, take over if the threat appears more immediate or the driver does not react to previous alerts.

    The Driver Awareness Packageis standard on the Premium and Platinum Collections and available on the Luxury Collection. It includes:

    - Lane Departure Warning

    - Forward Collision Alert

    - Safety Alert Seat

    - Side Blind Zone Alert

    - Rear Cross Traffic Alert

    - Reflected LED display.

    The new Intellibeam feature automatically deploys high-beam headlamps when needed and instantly turns them down when oncoming traffic is detected.

    The Driver Assist Package is standard on the Platinum and available on Premium Collections. It includes:

    - The Driver Awareness Package

    - Adaptive Cruise Control

    - Front Automatic Brake

    - Rear Automatic Brake

    - Automatic Collision Preparation.

    Additional safety features include dual-stage frontal air bags, knee air bags, side-impact air bags, head-curtain air bags and seat side-impact air bags for outboard rear passengers. Also, a rearview camera with dynamic guidelines is standard on Luxury, Premium and Platinum Collections. Head-up display and full-speed adaptive cruise control are available.

    The XTS also offers Automatic Parking Assist, which enables the car to parks itself in parallel spaces. It uses ultrasonic sensors to locate a suitable space and maneuver the car into the space. The driver is required to only engage reverse and apply the accelerator and brake pedals.

    XTS and OnStar

    One year of OnStar Directions and Connections service is standard on XTS. OnStar is the global leading provider of connected safety, security and mobility solutions and advanced information technology.

    OnStar's RemoteLink Mobile App allows smartphone users to control vehicle functions, access vehicle information and send directions directly to the vehicle. An opt-in service called FamilyLink allows subscribers to stay connected to loved ones by checking the location of their vehicle online or by signing up for vehicle location alerts.

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    I don't really see the point when it will still have over 60% of the weight on the front axle. Power doesn't fix FWD weight distribution. Although there are probably some old guys reliving the muscle car era that will pay the price premium for more power and like how it is fast in a straight line. So from a money making standpoint, it makes sense.

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    Have you driven one of these yet? They don't at all handle like a FWD car.. and in fact is noticeably more athletic feeling than an E-class.

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    I agree with Drew, I drove both a FWD and AWD model and I was really surprised. This is not your Grandfathers FWD. The FWD is really well controlled and the AWD is amazingly well balanced.

    I would say that many could not tell the difference between the AWD XTS and an Audi.

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    I have not driven one, but it seems to me like making a twin turbo Lexus ES or the MKS Ecoboost is the best comparison. In the MKS's case the power is nice for more straight line power, but you still don't have handling. 400 hp makes sense in the CTS since it has the chassis to handle it, it makes less sense in an XTS. A driving enthusiast is going to pick the CTS over the XTS because the CTS will always handle better due to less weight, 50/50 balance, rwd, etc. Acura could make a 420 hp RLX, yet it won't be as good as a CTS or 5-series because it is a FWD Accord underneath. Putting 400 hp in an Acura, Lincoln, Volvo or XTS is basically pointless from a driving standpoint, from a business standpoint it makes sense because there are always people that will pay the extra $5000 for power they can't really use.

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    To all the people that say GM can not make this a great handling car let me remind them what GM did with FWD cars like the Cobalt SS and Buick GS. I get very interested in this car thinking of what GM could do with an AWD system on it.

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    GM has a pretty good handle on the torque steer.
    Also since GM closed down the GM Performance division they have put these good people to work on the new platforms from the start vs. just tuning a single performance version. This is one of the greatest moves GM has done. That is why the regular non performance cars are so well tuned and when the performance version like the CTS V and ATS V it will only get better.

    Hell my HHR SS was tuned by them and I can drive circles around most cars on some of the bumpiest roads. No more of this GM performance tuning where it has to be a dead smooth surface to get great performance. GM can tune a car with any of the best in the world now. That includes this car. It also shows in the Impala too.

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    I have not driven one, but it seems to me like making a twin turbo Lexus ES or the MKS Ecoboost is the best comparison. In the MKS's case the power is nice for more straight line power, but you still don't have handling. 400 hp makes sense in the CTS since it has the chassis to handle it, it makes less sense in an XTS. A driving enthusiast is going to pick the CTS over the XTS because the CTS will always handle better due to less weight, 50/50 balance, rwd, etc. Acura could make a 420 hp RLX, yet it won't be as good as a CTS or 5-series because it is a FWD Accord underneath. Putting 400 hp in an Acura, Lincoln, Volvo or XTS is basically pointless from a driving standpoint, from a business standpoint it makes sense because there are always people that will pay the extra $5000 for power they can't really use.

    The XTS is a far better handler than the MKS Ecoboost and a universe beyond the ES. With the Magnetic ride control and AWD that can and does bias to the rear, GM can make the platform do whatever they want. You really need to drive the car aggressively like I've had the chance to, back to back with an E-Class.

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    I have not driven one, but it seems to me like making a twin turbo Lexus ES or the MKS Ecoboost is the best comparison. In the MKS's case the power is nice for more straight line power, but you still don't have handling. 400 hp makes sense in the CTS since it has the chassis to handle it, it makes less sense in an XTS. A driving enthusiast is going to pick the CTS over the XTS because the CTS will always handle better due to less weight, 50/50 balance, rwd, etc. Acura could make a 420 hp RLX, yet it won't be as good as a CTS or 5-series because it is a FWD Accord underneath. Putting 400 hp in an Acura, Lincoln, Volvo or XTS is basically pointless from a driving standpoint, from a business standpoint it makes sense because there are always people that will pay the extra $5000 for power they can't really use.

    The XTS is a far better handler than the MKS Ecoboost and a universe beyond the ES. With the Magnetic ride control and AWD that can and does bias to the rear, GM can make the platform do whatever they want. You really need to drive the car aggressively like I've had the chance to, back to back with an E-Class.

    I really hope GM develops a performance AWD system now that AMG has shown how effective one can be.

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    Cadillac, Opel and now Buick are using Haldex sustems. I am sure they will continue to improve this or replace it with a better one. Haldex is world class is used by many of the best cars in including Audi.

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    Regardless of what they do with the XTS, it won't ever out handle the 3700 lb CTS with 50/50 weight distribution and the same magnetic shocks and RWD. FWD/AWD can't do it. So the enthusiast buyer is going to pick the CTS, because the 2014 models of XTS and CTS will probably be priced the same, and the CTS got bigger and on the inside should be nearly as roomy.

    To me, a 410 hp XTS is like a 350 hp Chevy Malibu, you could do it, but it just doesn't make a lot of sense. Most XTS buyers are probably 70 and don't even use the full 300 hp, but I know for marketing purposes it looks good when you have a big horsepower number next to your car. And having a 410 hp engine helps change the image that the XTS is for 70 year olds.

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    An optional TTV6 for an XTS? Questionable. An optional TTV6 on a CTS for perhaps a CTS-V (or close to one)? Brilliant.

    Right idea for the wrong car. TTV6 should go into the CTS and ATS stat!

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    The problem here is the 6T75 transmission -- can't handle the torque so boost control has to be trimmed to limit the torque output. But, on the bright side the engine will be more linear in its torque mapping. Torque at the power peak will be similar, with the top of the plateau chopped off below that.

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    Regardless of what they do with the XTS, it won't ever out handle the 3700 lb CTS with 50/50 weight distribution and the same magnetic shocks and RWD.

    It's not supposed to, either. That's not its purpose.

    Just like a ZR1 won't out-tow the Silverado.

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    An optional TTV6 for an XTS? Questionable. An optional TTV6 on a CTS for perhaps a CTS-V (or close to one)? Brilliant.

    Right idea for the wrong car. TTV6 should go into the CTS and ATS stat!

    CTS is getting it, and my guess is the ATS-V also.

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    An optional TTV6 for an XTS? Questionable. An optional TTV6 on a CTS for perhaps a CTS-V (or close to one)? Brilliant.

    Right idea for the wrong car. TTV6 should go into the CTS and ATS stat!

    As General Motors told us back in March and is now fact: The 2014 Cadillac XTS will get twin-turbocharged 3.6L V6 engine that premiered in the 2014 CTS. In the XTS, the twin-turbo 3.6L produces 410 horsepower and 369 pound-feet of torque (down 10 horsepower and 61 pound-feet compared to the CTS).

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    Regardless of what they do with the XTS, it won't ever out handle the 3700 lb CTS with 50/50 weight distribution and the same magnetic shocks and RWD. FWD/AWD can't do it. So the enthusiast buyer is going to pick the CTS, because the 2014 models of XTS and CTS will probably be priced the same, and the CTS got bigger and on the inside should be nearly as roomy.

    Um... No.

    2013 XTS | 2014 CTS

    Front Leg Room 45.83 | 42.60

    Rear Leg Room 40.00 | 35.40

    Front Hip Room 55.12 | 53.80

    Rear Hip Room 54.29 | 53.30

    Front Shoulder Room 57.87 | 56.90

    Rear Shoulder Room 56.34 | 54.80

    Front Head Room 40.08 | 39.20

    Rear Head Room 37.80 | 37.50

    Trunk (cu.ft.) 18.00 | 13.70

    Edited by vonVeezelsnider
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    XTS does not feel roomy like the devilles of a few years ago.

    Cadillac across the board has tighter interiors, although the XTS is good sized. ATS is tiny in back. CTS I would hope is an improvement over the ATS.

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    XTS does not feel roomy like the devilles of a few years ago.

    Cadillac across the board has tighter interiors, although the XTS is good sized. ATS is tiny in back. CTS I would hope is an improvement over the ATS.

    I sat in the XTS at a car show a few months ago, definitely feels small inside compared to my sister's '00 DTS. Part of the problem is the XTS wheelbase is 4 inches shorter than the DTS and width is 2-3 inches narrower, IIRC.

    Edited by Cubical-aka-Moltar
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    Epsilon disease! That's why! Although I am sure it feels less huge driving it.

    My folks are visiting this weekend and thought brought the DTS. Cars like that, very few and far between.. I am not sure the XTS replaces that experience.

    That's ok thought I guess. I saw a killer looking XTS today. It's sleek look is a nice alternative to the more traditional silhouette of the new CTS. It should be interesting to see which sells better!

    The XTS is the one I think someone buys if they came to the Cadillac show room looking for an SRX. The Lexus RX / ES crowd.

    I am guessing that over time, the XTS will be the one that gets discounted the most, also. They may position it for the volume model.

    Edited by regfootball
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    I really like the XTS and could drive one daily no problem... that said, I have but one complaint. The low end torque of the 3.6 just isn't sufficient for that car. I wish there was another V6 in between the base 3.6 and the 3.6TT with a Goldilocks torque rating. Somewhere around 350 lb-ft, but kick in at a lower RPM would be quite satisfactory I think.

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    I like how you think Drew! I would agree that they could go for a torque V6 or even offer the XTS with the 2.9L Duramax Diesel.

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      Cadillac has been stepping up its game in terms of their interiors with their new models. Case in point is the XT5. Our top-line Platinum tester featured faux suede, leather, and wood trim on a number of surfaces that make it look and feel quite luxurious. We’re glad to see the removal of the Piano Black panel for the center stack as it looked out of place and was a magnet for fingerprints. One design idea we’re not so keen on is the gear selector. Instead of a lever, Cadillac went with a joystick controller to engage the various gears. The controller isn’t intuitive as you’ll find yourself going into the wrong gear or not going into one at all on a somewhat regular basis. You will get the hang of it after a bit, but you can’t help but wonder why Cadillac decided to change this in the first place.
      The leather used for the seats feel quite supple and help fix the issue of uncomfortable seats in the SRX. Interior space has grown, thanks to a two-inch increase in the wheelbase. Rear legroom has grown 3.2 inches and it allows anyone sitting back there to stretch out. Headroom is still slightly tight thanks in part to our tester coming with the optional panoramic sunroof. But this can be alleviated by recalling the rear seat slightly. Cargo space in smack dab in the middle - 30 cubic feet with the rear seats up and 63 cubic feet when folded.
      Cadillac User Interface (CUE) has been one of our least favorite infotainment systems to use since it was introduced a few years ago. The litany of problems ranging from a touch sensitive buttons not responding to inputs to the system crashing have dragged Cadillac down. But the system has been getting a number of changes and updates over the past few years. For starters, Cadillac has removed most of the touch-sensitive buttons from the system. Being able to press an actual button to turn on the heated/ventilated seats or adjust the temperature is really nice. It is a shame Cadillac didn’t bring back an actual volume knob for CUE - the touch-sensitive strip is still there. But at least there are volume controls on the steering wheel that allow you to avoid it. The system itself has been overhauled with a faster processor and a slightly improved interface. The changes make a difference as the system is snappier and a little bit easier to understand. If you still find CUE a bit overwhelming, you’ll be happy to know that CUE now features Apple CarPlay and Android Auto integration.
      Cadillac bucks the trend in the midsize luxury crossover class by only offering one engine - a 3.6L V6 producing 310 horsepower and 271 pound-feet of torque (@ 5,000 rpm). This comes paired with an eight-speed automatic and the choice of front or all-wheel drive. The V6 is the weak link in the XT5. When leaving a stop, it takes a moment for the engine to realize the accelerator pedal has been pressed before it starts working. This is even worse when you’re trying to make a pass as it seems the engine was busy taking a nap before it was hastily woken up. Once the engine is awake, it takes its time to get up to speed. There is a positive to the V6 engine and that is the stop-start system. Unlike some previous systems that are slow to restart the engine or do so in a very rough fashion, Cadillac’s system is quick and smooth when you let off the brake. The eight-speed automatic seems reluctant to downshift at times. We’re guessing this transmission was calibrated for fuel economy. At least the eight-speed automatic delivers smooth shifts.
      Fuel economy figures for the 2017 Cadillac XT5 all-wheel drive stand at 18 City/26 Highway/21 Combined. Our average fuel economy for the week landed around 22.3 mpg in mostly city driving. 
      One characteristic we liked about the SRX was its comfortable ride. Yes, it flies in the face of Cadillac’s message of beating the German’s at their own handling game. But buyers loved the smoothness on offer. Sadly, the XT5 loses a bit of the smoothness. Despite our tester featuring an adaptive suspension system, the XT5 wasn’t able to fully iron out bumps. Some of this can be attributed to 20-inch wheels fitted to our tester. At least the XT5 keeps road and wind noise out of the interior. Like the SRX, the XT5 isn’t sporty. Body motions are kept in check, but the light weight and nonexistent feel from the steering puts a halt to that idea. 
      An item Cadillac has been touting on the XT5 is the Rear Camera Mirror. Available only on the top-line Platinum, the mirror can stream the view from the rear camera by flicking a switch. We found this to be really helpful when backing out of parking lots as it gave a view that isn’t hindered by the thick rear pillars. Hopefully, Cadillac spreads this feature down to other trims of the XT5. 
      In some respects, the 2017 Cadillac XT5 is a step forward. The model improves on certain parts of the SRX such as a more luxurious and spacious interior, improved CUE system, and sharper looks. But in other respects, Cadillac messed up with the XT5. The 3.6L V6 needs to be shown the door and a new engine that offers better low-end performance to take its place. The loss of the smooth ride that the SRX was known for hurts the XT5 as well. Finally, there is the price. Our XT5 Platinum tester came with an as-tested price of $69,985. It is a nice crossover. But if we’re dropping close $70,000 on a luxury crossover, we can think of a few models that would be ahead of the XT5.
      It should be noted that the Cadillac XT5 has taken the place of the SRX of being the brand’s best selling model. At the end of 2016, Cadillac moved 39,485 XT5s. But unlike the SRX which we could recommend without hesitation, the XT5 comes with a number of caveats that we cannot do the same.
      Disclaimer: Cadillac Provided the XT5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Cadillac
      Model: SRX
      Trim: Platinum
      Engine: 3.6L V6 VVT DI
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,700
      Torque @ RPM: 271 @ 5,000
      Fuel Economy: City/Highway/Combined - 18/26/21
      Curb Weight: N/A
      Location of Manufacture: Spring Hill, TN
      Base Price: $62,500
      As Tested Price: $69,985 (Includes $995.00 Destination Charge)
      Options:
      Driver Assist Package - $2,340.00
      20-inch Wheels - $2,095.00
      Trailering Equipment - $575.00
      Black Ice Body Side Moldings - $355.00
      Compact Spare Tire - $350.00
      Black Ice License Plate Bar - $310.00
      Black Roof Rails - $295.00
      Black Splash Guards - $170.00

      View full article
    • By William Maley
      Cadillac has been trying to position itself being as an alternative to German brands with models that offer exemplary handling characteristics and sharp designs. But the brand has the issue of models that don’t quite fit the image being presented. The SRX is the poster child for this. Yes, it had the sharp looks the brand was getting known for. But you wouldn’t call it sporty. It was more along the lines of a Lexus RX where luxury and comfort were the main priorities. Enthusiasts and critics were not pleased with this, but consumers gobbled them up. The SRX for a time was Cadillac’s best-selling model.
      Now we come to the successor of the SRX, the 2017 XT5. Those who were hoping for a change in the priorities will be disappointed as the XT5 doesn’t mess with the SRX’s recipe. But is that bad thing?
      Evolution is the impression you get when walking around the XT5. Cadillac’s designers didn’t make any drastic changes to the design profile aside from softening the Art & Science design language. The front now features a comically-large grille and headlights with a strand of LEDs that run into the bumper. Towards the back is an integrated spoiler that extends the roofline, a set of large taillights, and a rear bumper that comes with chrome exhaust ports and a faux skid plate. The XT5 does lose some of the polarizing details that made the SRX stand out, but it still stands out slightly in what is becoming a crowded class.
      Cadillac has been stepping up its game in terms of their interiors with their new models. Case in point is the XT5. Our top-line Platinum tester featured faux suede, leather, and wood trim on a number of surfaces that make it look and feel quite luxurious. We’re glad to see the removal of the Piano Black panel for the center stack as it looked out of place and was a magnet for fingerprints. One design idea we’re not so keen on is the gear selector. Instead of a lever, Cadillac went with a joystick controller to engage the various gears. The controller isn’t intuitive as you’ll find yourself going into the wrong gear or not going into one at all on a somewhat regular basis. You will get the hang of it after a bit, but you can’t help but wonder why Cadillac decided to change this in the first place.
      The leather used for the seats feel quite supple and help fix the issue of uncomfortable seats in the SRX. Interior space has grown, thanks to a two-inch increase in the wheelbase. Rear legroom has grown 3.2 inches and it allows anyone sitting back there to stretch out. Headroom is still slightly tight thanks in part to our tester coming with the optional panoramic sunroof. But this can be alleviated by recalling the rear seat slightly. Cargo space in smack dab in the middle - 30 cubic feet with the rear seats up and 63 cubic feet when folded.
      Cadillac User Interface (CUE) has been one of our least favorite infotainment systems to use since it was introduced a few years ago. The litany of problems ranging from a touch sensitive buttons not responding to inputs to the system crashing have dragged Cadillac down. But the system has been getting a number of changes and updates over the past few years. For starters, Cadillac has removed most of the touch-sensitive buttons from the system. Being able to press an actual button to turn on the heated/ventilated seats or adjust the temperature is really nice. It is a shame Cadillac didn’t bring back an actual volume knob for CUE - the touch-sensitive strip is still there. But at least there are volume controls on the steering wheel that allow you to avoid it. The system itself has been overhauled with a faster processor and a slightly improved interface. The changes make a difference as the system is snappier and a little bit easier to understand. If you still find CUE a bit overwhelming, you’ll be happy to know that CUE now features Apple CarPlay and Android Auto integration.
      Cadillac bucks the trend in the midsize luxury crossover class by only offering one engine - a 3.6L V6 producing 310 horsepower and 271 pound-feet of torque (@ 5,000 rpm). This comes paired with an eight-speed automatic and the choice of front or all-wheel drive. The V6 is the weak link in the XT5. When leaving a stop, it takes a moment for the engine to realize the accelerator pedal has been pressed before it starts working. This is even worse when you’re trying to make a pass as it seems the engine was busy taking a nap before it was hastily woken up. Once the engine is awake, it takes its time to get up to speed. There is a positive to the V6 engine and that is the stop-start system. Unlike some previous systems that are slow to restart the engine or do so in a very rough fashion, Cadillac’s system is quick and smooth when you let off the brake. The eight-speed automatic seems reluctant to downshift at times. We’re guessing this transmission was calibrated for fuel economy. At least the eight-speed automatic delivers smooth shifts.
      Fuel economy figures for the 2017 Cadillac XT5 all-wheel drive stand at 18 City/26 Highway/21 Combined. Our average fuel economy for the week landed around 22.3 mpg in mostly city driving. 
      One characteristic we liked about the SRX was its comfortable ride. Yes, it flies in the face of Cadillac’s message of beating the German’s at their own handling game. But buyers loved the smoothness on offer. Sadly, the XT5 loses a bit of the smoothness. Despite our tester featuring an adaptive suspension system, the XT5 wasn’t able to fully iron out bumps. Some of this can be attributed to 20-inch wheels fitted to our tester. At least the XT5 keeps road and wind noise out of the interior. Like the SRX, the XT5 isn’t sporty. Body motions are kept in check, but the light weight and nonexistent feel from the steering puts a halt to that idea. 
      An item Cadillac has been touting on the XT5 is the Rear Camera Mirror. Available only on the top-line Platinum, the mirror can stream the view from the rear camera by flicking a switch. We found this to be really helpful when backing out of parking lots as it gave a view that isn’t hindered by the thick rear pillars. Hopefully, Cadillac spreads this feature down to other trims of the XT5. 
      In some respects, the 2017 Cadillac XT5 is a step forward. The model improves on certain parts of the SRX such as a more luxurious and spacious interior, improved CUE system, and sharper looks. But in other respects, Cadillac messed up with the XT5. The 3.6L V6 needs to be shown the door and a new engine that offers better low-end performance to take its place. The loss of the smooth ride that the SRX was known for hurts the XT5 as well. Finally, there is the price. Our XT5 Platinum tester came with an as-tested price of $69,985. It is a nice crossover. But if we’re dropping close $70,000 on a luxury crossover, we can think of a few models that would be ahead of the XT5.
      It should be noted that the Cadillac XT5 has taken the place of the SRX of being the brand’s best selling model. At the end of 2016, Cadillac moved 39,485 XT5s. But unlike the SRX which we could recommend without hesitation, the XT5 comes with a number of caveats that we cannot do the same.
      Disclaimer: Cadillac Provided the XT5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Cadillac
      Model: SRX
      Trim: Platinum
      Engine: 3.6L V6 VVT DI
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,700
      Torque @ RPM: 271 @ 5,000
      Fuel Economy: City/Highway/Combined - 18/26/21
      Curb Weight: N/A
      Location of Manufacture: Spring Hill, TN
      Base Price: $62,500
      As Tested Price: $69,985 (Includes $995.00 Destination Charge)
      Options:
      Driver Assist Package - $2,340.00
      20-inch Wheels - $2,095.00
      Trailering Equipment - $575.00
      Black Ice Body Side Moldings - $355.00
      Compact Spare Tire - $350.00
      Black Ice License Plate Bar - $310.00
      Black Roof Rails - $295.00
      Black Splash Guards - $170.00
    • By William Maley
      Cadillac is going to have a quiet 2017, but 2018 looks to be a blockbuster year as the first of their needed crossovers will launch - the compact XT3. Thanks to a spy photographer, we have gotten our first look at it.
      General Motors' camouflage department did a really good job of covering up the XT3, so we can't really tell much about the design except that it looks like an even smaller XT5. One detail they weren't able to cover up is the intercooler, leading us to believe that the XT3 will come with turbocharged power - most likely the 2.0L turbo. A nine-speed automatic and the choice of front or all-wheel drive is likely. Platform-wise, expect the XT3 to use the underpinnings of the Chevrolet Equinox and GMC Terrain.
      Source: Car and Driver

      View full article
    • By William Maley
      Cadillac is going to have a quiet 2017, but 2018 looks to be a blockbuster year as the first of their needed crossovers will launch - the compact XT3. Thanks to a spy photographer, we have gotten our first look at it.
      General Motors' camouflage department did a really good job of covering up the XT3, so we can't really tell much about the design except that it looks like an even smaller XT5. One detail they weren't able to cover up is the intercooler, leading us to believe that the XT3 will come with turbocharged power - most likely the 2.0L turbo. A nine-speed automatic and the choice of front or all-wheel drive is likely. Platform-wise, expect the XT3 to use the underpinnings of the Chevrolet Equinox and GMC Terrain.
      Source: Car and Driver
    • By William Maley
      GM Announces January U.S. Sales, Affirms Positive Outlook
      DETROIT — General Motors (NYSE: GM) U.S. dealers delivered 195,909 cars, trucks and crossovers in January, down 3.8 percent year over year. Retail sales totaled 155,010 units, down 4.9 percent, and the company set a new January record for average transaction prices.
      “In early January, we focused on profitability while key competitors sold down their large stocks of deeply discounted, old-model-year pickups,” said Kurt McNeil, U.S. vice president of Sales Operations. “We gained considerable sales momentum as we rebuilt our mid-size pickup, SUV and compact crossover inventories from very low levels following record-setting December sales.”
      Inventories of most of these products were in the 30 – 50 days’ supply range at the beginning of January.
      January Highlights (vs. Jan. 2016)
      GM estimates that the seasonally adjusted annual selling rate (SAAR) for light vehicles was approximately 17.6 million units. GM’s ATPs, which reflect retail transaction prices after incentives, rose $1,200 per unit to $34,500, a new January record.  GM was the only domestic automaker and one of only two full-line automakers to reduce incentives as a percentage of ATP. GM spending was 12.7 percent, down 0.3 points, and the industry average was 12.3 percent, up 1.3 points. Rental deliveries were down 1 percent. Total fleet sales were up 1 percent on a 12 percent increase in Government deliveries and a 1 percent increase in Commercial sales. GM’s fleet mix was 21 percent of total sales. Small business deliveries were up 4 percent. Chevrolet Retail Sales
      The Cruze, up 22 percent, the Volt, up 56 percent, and the Trax, up 40 percent, had their best-ever January retail sales. Total sales were also January records. Spark deliveries were up 40 percent. Bolt EVs, which were available in California and Oregon during the month, had the fastest days to turn in the industry at 7 days. The Tahoe, up 8 percent, and Suburban, up 11 percent, had their best January retail sales since 2008. The Equinox was up 4 percent. The Colorado was up 9 percent for its best January retail sales since 2005. Total sales were also the highest January since 2005. Sales of the Silverado HD pickup were up 32 percent for the truck’s best January retail sales since 2008. Total HD sales were also the best since 2008. Buick Retail Sales
      Crossover deliveries were up 20 percent, driven by higher Encore sales and the first-ever Envision. Average transaction prices were up 9 percent, four times better than the industry average growth. GMC Retail Sales
      Deliveries of the Acadia were up 15 percent. Sierra deliveries were up 2 percent, for the truck’s best retail January sales since 2002. Average transaction prices were up 7 percent, more than three times better than the industry average growth. Cadillac Retail Sales
      Cadillac sales were up more than 1 percent. Crossover deliveries were up 11 percent, on the strength of the new XT5. Total Escalade deliveries were up 10 percent, driven by 7 percent increase in Escalade ESV retail sales. Average transaction prices were the highest in the brand’s history at $55,300, up about $1,000 year over year. GM Momentum Continues to Grow
      In 2016, GM was the industry’s fastest-growing full-line automaker on a retail sales basis, and Chevrolet has been the fastest-growing full-line brand for two consecutive years on a retail basis. Chevrolet grew retail market share in 2015-2016 by almost one full percentage point, which translates to more than 120,000 incremental sales.
      “Our go-to-market strategy in 2017 is the same as 2016,” McNeil said. “We are focused on strengthening our brands, growing retail sales and share, reducing daily rental deliveries and maintaining our operating discipline.”
      GM is optimistic about the year ahead because the economy is strong and the company’s four brands are dramatically expanding their product offerings in fast-growing crossover segments.
      Industry sales are expected to remain at or near record levels, with higher GM retail sales and market share on a year-over-year basis. GM’s deliveries to daily rental companies are expected to decline as a percentage of total sales for the third year in a row. GM will continue to match production with customer demand. Previously announced plans to reduce passenger car production at plants in Lordstown, Ohio and Lansing, Michigan were implemented at the end of January. GM’s operating discipline will help drive continued improvements in brand health and resale values. During January, IHS Markit said GM had the highest overall loyalty to a manufacturer for the second year in a row. Also, Kelley Blue Book gave seven Chevrolet and GMC vehicles awards for outstanding resale value, more than any other manufacturer. Ten all-new or recently redesigned crossovers are expected to drive GM’s 2017 sales results, including two new compact models, which will compete in the industry’s largest segment. Crossover Launches by Brand
      Chevrolet will have the industry’s broadest and freshest lineup of utility vehicles behind the 238-mile range Bolt EV; the 2018 Equinox, which arrives in showrooms soon; and the all-new Traverse, which arrives this summer. At Buick, crossovers are expected to account for as much as 75 percent of retail deliveries, up from 66 percent in 2016, driven by the Encore, Envision and Enclave. GMC, which has the highest average transaction prices of any non-luxury brand, will launch the all-new 2018 Terrain in late summer. It will complement the redesigned Acadia, which went on sale in late summer 2016. Cadillac will benefit from a full year of production of the new XT5 crossover, which is now the second best-selling vehicle in its segment.
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