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  • William Maley
    William Maley

    Quick Drive: 2017 Cadillac ATS Coupe 2.0T Luxury

      I could have been a contender

    It feels a bit odd to be spending some time in the 2017 Cadillac ATS coupe after driving the CT6 earlier this year. In a way, it felt like I was stepping back into the past where Cadillac was making some dumb decisions that ultimately would hurt their vehicles. The ATS coupe is a prime example of this where Cadillac had a legitimate challenger to likes of the BMW 3/4-Series and Audi A5 in terms of performance and handling. But some bone-headed decisions would regulate it to the mid-pack.

    • The ATS Coupe is still quite the looker. It features the classic rear-wheel drive proportions of a long front end and a short rear deck.The low roofline and raised belt line give off an impression of aggressive elegance. Our test car came with a set of machined-finished, 18-inch wheels that help the design pop.
    • Move inside and it is clear that the interior hasn’t aged so well. For example, the sheet of piano black trim with the silver capacitive touch buttons really look out of place. The trim is also a magnet for fingerprints.
    • Cadillac’s designers deserve a bit of credit for providing a nice mix of materials such as the Bordello Red leather upholstery, suede microfiber covering parts of the dash and door panels, and carbon fiber trim.
    • The front seats are very comfortable for long trips and do an excellent job of holding you in during an enthusiastic drive. The rear seats are best left to be used for additional storage as leg and headroom are minuscule. Trunk space is quite small for the class at 10.4 cubic feet.
    • CUE is still a bit of a mixed bag. While the overall usability is better with quicker response times and the ability to use Apple CarPlay and Android Auto, the touch capacitive buttons are still hit and miss in terms of responding.
    • Power comes from a 2.0L turbo-four producing 272 horsepower and 295 pound-feet. We had the eight-speed automatic that was introduced last year, but a six-speed manual is available as an option.
    • The 2.0L turbo is a punchy performer. Power comes at a smooth and steady rate. The engine does lose some points under hard acceleration as it is not refined as some competitors.
    • The eight-speed automatic is the weak point for the ATS. It is slow to downshift when you need the thrust to pass a slower vehicle. We have to assume this comes down to the programming which is tuned more for fuel economy than performance. Gear changes, for the most part, are seamless.
    • One area that Cadillac hasn’t messed with is the ATS’ handling. The coupe is a willing accomplice down a twisty road with sharp reflexes, little body roll, and steering that provides the right balance of steering feel and weight. We had the optional V-Sport Suspension package which adds a performance suspension and a set of summer-only, run-flat tires which only improves the handling.
    • The downside to this handling goodness is a very stiff ride. Compared to the last ATS we drove (not the ATS-V), this coupe transmitted more bumps and imperfections, making for a very uncomfortable ride. Some of this can be laid at the V-Sport Suspension package.
    • The ATS coupe seen here is the Luxury model - one step above the base model. It carries a base price of $41,395. Our test car was loaded with $12,055 in options, bringing the as-tested price to $54,445. You might be wondering why not jump into the Premium Luxury or Premium Performance if you’re planning to spend that much cash. That is because those two trims only come with the 3.6L V6. If you want the 2.0L turbo, you have to go either the base ATS or Luxury.
    • If I was to buy this car, I would skip the V-Sport suspension package, performance exhaust kit, slotted rotor and brake pad upgrade, and the 18-inch wheels. That would drop the price to a somewhat reasonable $48,490.

    Disclaimer: Cadillac Provided the ATS Coupe, Insurance, and One Tank of Gas

    (Author's Note: And that is the final review for 2017. (Hooray!) I'll be revealing my favorite vehicles before the end of the year, so stay tuned. As for 2018, there will be a mix of some leftover 2017 models mixed in with the first batch of 2018 models. Expect to see reviews start back up around the Detroit Auto Show. In the meantime, have a safe and joyous holiday. -WM)

    Year: 2017
    Make: Cadillac
    Model: ATS Coupe
    Trim: 2.0T Luxury
    Engine: Turbocharged 2.0L DI VVT Four-Cylinder
    Driveline: Eight-Speed Automatic, Rear-Wheel Drive
    Horsepower @ RPM: 272 @ 5,500
    Torque @ RPM: 295 @ 3,000 - 4,600
    Fuel Economy: City/Highway/Combined - 
    Curb Weight: 3,571 lbs
    Location of Manufacture: Lansing, Michigan
    Base Price: $41,395
    As Tested Price: $54,445 (Includes $995.00 Destination Charge)

    Options:
    V-Sport Suspension Package - $2,265.00
    Performance Exhaust Kit - $1,650.00
    Safety & Security Package - $1,500.00
    Morello Red Semi-Aniline Leather - $1,295.00
    Slotted Rotor and Brake Pad Upgrade Package - $1,190.00
    Power Sunroof - $1,050.00
    18" Bright Machined-Finish Alloy Wheels - $850.00
    Black Chrome Accented Grille - $820.00
    V-Series Rear Spoiler - $665.00
    Phantom Gray Metallic - $595.00
    Black Chrome Rear Trim - $175.00



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    8 hours ago, riviera74 said:

    I wonder if Cadillac will address the issues listed here with the 2018 model, if not with the successor of the ATS.

    I think at this point they are investing all their money into the coupe only and the new CT version since that is what they seem to imply will be the future.

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    On 12/22/2017 at 8:22 PM, dfelt said:

    Nice ride, just too small for me. Perfect for most others though. :) 

    i think the ATS series is too small for a lot of people.  

     

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    Every car in the ATS's class is 'too small for a lot of people'. Just like full-size trucks are "too large for a lot of people".

    ATS total legroom is within 1/2-in of the C-class, meanwhile having 3 more cubic feet interior room than the MB.
    How often have you read how the C-class is too small for a lot of people?? This is a segment of small cars for those that they AREN'T 'too small' for!

    Personally, I'm the type that an S-class is too small for me.

    Edited by balthazar
    • Upvote 2

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    12 hours ago, balthazar said:

    Every car in the ATS's class is 'too small for a lot of people'. Just like full-size trucks are "too large for a lot of people".

    ATS total legroom is within 1/2-in of the C-class, meanwhile having 3 more cubic feet interior room than the MB.
    How often have you read how the C-class is too small for a lot of people?? This is a segment of small cars for those that they AREN'T 'too small' for!

    Personally, I'm the type that an S-class is too small for me.

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

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    Some people may well feel the interior is smaller, but it's not. Thusly, it seems Cadillac is using the interior space/packaging better if it's providing more dimensions in the same size package.

    Look, I'd have to see these side-by-side for myself, but it certainly seems to be a ridiculous sticking point for many. If one feels the car, somehow, is 'tight'.... that's the reason OEMs build multiple size sedans, right?

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    1 hour ago, ccap41 said:

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

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    These are nice cars, but size wise for people and cargo, just consider it a 2+2 sports car and your expectations will be met.  Don't expect miracles from the small back seat or the tiny trunk.

     

    Edited by frogger

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    12 minutes ago, dfelt said:

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

    I wouldn't expect you to have agreed. Nothing fits you unless it's what you like. Everything else just so happens to be itty bitty and cramped.

    Yet you fit into an ATS... 

    The drivers' seats are basically a wash, dimensionally. The rear seats is the only place there is sigificant differences. Oh and the headroom in the BMW is 3 inches more than the ATS/C63.

    From left to right: Giulia, M3, ATS-V, C63

    Dimensions.PNG

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    13 minutes ago, ccap41 said:

    I wouldn't expect you to have agreed. Nothing fits you unless it's what you like. Everything else just so happens to be itty bitty and cramped.

    Yet you fit into an ATS... 

    The drivers' seats are basically a wash, dimensionally. The rear seats is the only place there is sigificant differences. Oh and the headroom in the BMW is 3 inches more than the ATS/C63.

    From left to right: Giulia, M3, ATS-V, C63

    Dimensions.PNG

    I understand the measurements, but there seems to be no industry standard on where they are taken at and the ATS seats I know for a fact go lower into the floor than the others so I can get the head room I need.

    I really wish there was a set standard for where one measures the interior room at.

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    It's a 3rd party test... 

    There is no way BMW would release numbers of max head room with the seat higher than its lowest point. Same with all of the other measurements. What benefit would there be to that? Lie about their interior dimensions? 

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    There ARE SAE standards for interior measurement... but I wonder if the methodology is where discrepancies show up.

    So when legroom is measured, how is the adjustability of the front seat accounted for? Are the numbers max measurements, whereas in reality everyone is less in normal useage?

    Edited by balthazar

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    14 minutes ago, ccap41 said:

    It's a 3rd party test... 

    There is no way BMW would release numbers of max head room with the seat higher than its lowest point. Same with all of the other measurements. What benefit would there be to that? Lie about their interior dimensions? 

     

    14 minutes ago, balthazar said:

    There ARE SAE standards for interior measurement... but I wonder if the methodology is where discrepancies show up.

    So when legroom is measured, how is the adjustability of the front seat accounted for? Are the numbers max measurements, whereas in reality everyone is less in normal useage?

    I understand the points your both making and wonder myself also, I assume everyone sets the seat at the lowest point to measure but then where on the seat are they measuring from and is it a consistent point for all auto's in that class. 

    One would hope that the SAE Standards would cover this, but from what I have read they do not seem too and in this is where the rub is. I would also think they would move the front seats all the way forward to maximize the rear seat leg room, but then how many people really drive that way versus having the seat all the way back and then measuring rear seat room. So much wiggle room on how one measures interior space.

    Very crazy I think. :dizzy:

    4 minutes ago, ccap41 said:

    I was just looking at that myself, SAE J1100. 

    http://standards.sae.org/j1100_200911/

    Weird the inconsistent nature in updates that they have posted on that link. A few years in a row shows updates yearly, then every 3 to 5 years and back to yearly. Really weird on how they update them. 

    The SAE standards must be written by lawyers due to all the gobbly gook that is written in them. sad :( 

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    1 hour ago, dfelt said:

    Have to disagree with you. The ATS is small yet I can actually fit into the driver's seat while no one can sit behind me. The 3 series and MB C-Class I actually cannot fit into to drive safely as my knees are on the dash. Yes that is getting 6'6" tall me with 40" inseam so long legs into the auto, but my knees do not push on the dash in the ATS compared to the BMW or MB products.

    So much for my Heritage land building something that can actually fit me.

     

    3 hours ago, ccap41 said:

    Sounds like they just don't know how to use the interior space that's available. 

    The 3 Series and MB don't have the small car feel to them like the ATS does. Whatever it is, the ATS feels smaller. 

    Dfelt is spot on. Its been my observation and defense of the ATS since it hit the road.  Cadillac gave enthusiasts the exact car they wanted.. problem was.. as I've said since I started posting on forums.. ENTHUSIASTS ARE THE WORST FUCKIN CUSTOMERS because they don't buy cars in the numbers needed to really sustain. Mercedes buyers are not enthusiasts. BMW drivers are quickly moving that direction as well. Point of fact.. look at the performance tests and comparos and tell me how the ATS, a car that is now 6 MYs old.. is second only to the Brand new Alfa Romeo in performance and handling? That's even with a new C-Class, Jag XE, upgrades to the 3series and IS.. and new A4.

    Furthermore the ATS was built for DRIVERS, not passengers. As always I say fuck the passenger.. they get what they get. BMW 3series owners apparently wanted a more family oriented car... the the current 3Series is more liken to Lexus than BMW. Go get in a 3series or new C-Class and U will see that the space for the driver is compromised for the sake of backseat occupants without seat adjustments, not be just the fore and aft.. but the ergonomic ups and downs as well. Measurements be damned.. the ATS is more comfy in the front.. than both the 3 and C. In the rear.. they have an edge. 

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    The ATS is behind the C and 3/4 Series in performance as well. 

    Even V Series. 

    It's great but it doesn't dominate anything. It's basically a wash between which car the buyer thinks looks the best because the numbers are all too close and mixed with no clear "this car does everything the best". 

    https://www.caranddriver.com/comparisons/2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-comparison-test-2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-final-scoring-performance-data-and-complete-specs-page-5

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    51 minutes ago, ccap41 said:

    The ATS is behind the C and 3/4 Series in performance as well. 

    Even V Series. 

    It's great but it doesn't dominate anything. It's basically a wash between which car the buyer thinks looks the best because the numbers are all too close and mixed with no clear "this car does everything the best". 

    https://www.caranddriver.com/comparisons/2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-comparison-test-2015-bmw-m3-vs-2015-mercedes-amg-c63-s-2016-cadillac-ats-v-final-scoring-performance-data-and-complete-specs-page-5

    I agree with you that the numbers are close in a very cramped market segment.

    Yet Motor Trend seems to think differently:

    http://www.motortrend.com/cars/cadillac/ats-v/2017/

    QUOTE: 

     This was the best handling sedan of the high-performance group, “The results are clear: with tires no more aggressive than the other cars’, the ATS-V slaughters its competitors with 1.03 g of steady-state cornering grip and a staggering 23.7-second figure-eight performance. That’s not only 0.3 second quicker than the next-best Mercedes, but the list of supercars the Caddy beats is embarrassingly long.”

    Editors love the ATS-V’s platform and find the powerful brakes, and well-weighted steering extremely capable on the track and through any curvy canyon.

    This is what used to be said all the time about BMW M series or MB AMG series.

    Digital Trends seems to think inline with Motor Trend:

    https://www.digitaltrends.com/car-reviews/2017-cadillac-ats-v-coupe-review/

    QUOTE:

    The ATS-V feels more like an old-school performance car than the C63 and the M4. It’s not as refined or as luxurious, but it’s rawer, and offers a more visceral driving experience with a devil-may-care attitude. It’s more playful than an RS 5 thanks to its rear-wheel drive layout, though that comes at the obvious expense of traction. There are plenty of alternatives to the Caddy but they’re not necessarily better or worse; they each have their own distinct personality. What matters is the ATS-V holds its own against the competition.

     

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    56 minutes ago, ccap41 said:

    The ATS is behind the C and 3/4 Series in performance as well. 

    It's basically a wash ... because the numbers are all too close and mixed with no clear "this car does everything the best".

    So is it "behind" or "a wash"?

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    50 minutes ago, dfelt said:

    This was the best handling sedan of the high-performance group, “The results are clear: with tires no more aggressive than the other cars’, the ATS-V slaughters its competitors with 1.03 g of steady-state cornering grip and a staggering 23.7-second figure-eight performance. That’s not only 0.3 second quicker than the next-best Mercedes, but the list of supercars the Caddy beats is embarrassingly long.”

    That's two performance metrics. Like i said, across all of the tests. acceleration, braking, cornering, slalom, etc. 

     

    51 minutes ago, dfelt said:

    There are plenty of alternatives to the Caddy but they’re not necessarily better or worse;

    Hey look, your quote is about exactly what I said.

    It depends which one the buyer thinks looks the best. 

    51 minutes ago, balthazar said:

    So is it "behind" or "a wash"?

    Sorry, isn't** 

    It is a wash. 

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    I have lots of experience with my brother's ATS coupe and it is quite small inside, no doubt smaller than the sedan that is usually tested.  That is one of the drawbacks of that fantastic coupe styling.  The front seats are fine, the rears are basically useless.  The trunk is also quite small.  His is the the Premium performance I believe and it is loaded, including all the safety suites.  It has the magnetic ride which is great, though still a little stiff, I wouldn't deem the ride rough or brittle.  His is a 15 so it has the older 6 speed auto.  Fortunately it is not as slow witted as the new 8 speed seems to be.  His is the V6 of course and I would actually prefer it here.  It also has AWD. 

     

    20161001_175521_zpsrcrrm8c6.jpg

    Edited by Stew

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      The interior sadly doesn’t match up with what is being presented on the outside. While there was some effort to make the GS stand out with faux carbon-fiber trim, special sport seats, and GS badging, it doesn’t quite match with what is being presented outside. Not helping are some cheap plastics littered throughout the Regal GS’ interior. If this was a standard Regal, I may have given it a slight pass. But considering this GS carries a price of almost $43k, it becomes a big issue. The interior does redeem it somewhat with a logical and simple layout. No one had any complaints about whether the controls were confusing or hard to reach.
      Let’s talk about the front seats, The Regal GS comes fitted with racing-style front seat with aggressive side bolstering and faux holes towards the top where the belts for a harness would go into. This design seems more at home in a hardcore Corvette than a Buick. Before you start thinking that the seat design only allows a small group of people to fit, Buick has fitted adjustable bolstering to allow a wide set of body types to sit comfortably. With this and other power adjustments, I was able to find a position that suited me. Over a long drive, the seats were able to provide the right amount of support and comfort.
      The back seats don’t get the same “race car” treatment as the front, but they do offer ample head and legroom for most passengers. Cargo space is quite impressive with 31.5 cubic feet with the seats up and 60.7 when folded. The Kia Stinger I drove back in January pales in comparison with 23.3 and 40.9 cubic feet.
      The Regal GS features an eight-inch touchscreen with the new Buick Infotainment 3 system. As I mentioned in my Silverado/Sierra 1500 review, the new system is worlds better than Intellilink. The interface has been cleaned up with simpler graphics and fonts that are much easier to read. Also seeing noticeable improvements is the overall performance. The system is much faster when bringing up different functions or crunching a route on the optional navigation system. Apple CarPlay, Android Auto, and OnStar 4G LTE round off the system. 
      With the effort Buick has put in, you might have the feeling that the Regal GS has something special under the hood. That isn’t the case. Under the hood of the GS is GM’s venerable 3.6L V6 with 310 horsepower and 282 pound-feet. While the V6 packs 40 more horsepower than the 2.0L turbo-four from the last-generation model, it is also down 13 pound-feet. This absence becomes apparent when you decide to sprint away from a stoplight or exiting a corner as you need to work the engine to get that rush of power. A numb throttle response doesn’t help. If you resist from attack mode, the V6 reveals a quiet and refined nature. But again, you will need to work the engine when merging or making a pass.
      Before someone shouts “put a turbo on it”, Buick cannot do that as there isn’t enough space in the engine bay due to the design of the platform. We’ve known about this issue since 2016 when Holden was gearing up to launch the Commodore - its version of the OpelVauxhall Insignia.
      The nine-speed automatic transmission goes about its business with unobtrusive shifts when going about your daily errands, but offers up snappy shifts when you decide to get aggressive. A glaring omission on this sports sedan is the lack of paddle shifters. 
      Fuel economy for the 2019 Regal GS is 19 City/27 Highway/22 Combined. I saw an average of 20 during the week. This can likely to be attributed to the test vehicle having under 1,000 miles on the odometer. 
      On paper, the Regal GS’ handling credentials seem top-notch with Continuous Damping Control (CDC) system and a GKN all-wheel drive system featuring a twin-clutch torque-vectoring rear differential. The latter allows a varying amount of power sent to each rear wheel to improve cornering. In the real world, the GS is more Grand Tourer than Gran Sport. While the sedan shows little body roll, its reflexes are slightly muted due to a nearly 3,800 pound curb weight. The steering provides a decent amount of weight when turning, but don’t expect a lot of road feel. What about that AWD system? For the most part, you really won’t notice working unless you decide to push the limits or practice your winter driving skills in a snowy and empty parking lot. 
      Thanks to the CDC system, the Regal GS’ ride is surprisingly smooth. With the vehicle in Tour, the suspension glides over bumps and imperfections. The ride begins to get choppy if you One area that I’m glad Buick is still focusing on is noise isolation. Road and wind noise is almost non-existent. 
      The 2019 Buick Regal GS is a case of expectations being put too high. Despite what the exterior and sports seats of the interior may hint at, this isn’t a sports sedan like a Kia Stinger GT or something from a German luxury brand. But my feelings began to change when I thought of the GS as being more of a grand tourer. It has the ingredients such as a refined powertrain, a suspension that can be altered to provide either a comfortable or sporty ride; and minimizing the amount of outside noise.
      There lies the overall problem with Regal GS as Buick doesn’t quite know what it wants to be. Does it want to be a sport sedan or a luxury sedan with grand tourer tendencies? This confusion will likely cause many people to look at something else which is a big shame.
      How I Would Configure a 2019 Buick Regal GS.
      My particular configuration would be similar to the vehicle tested here with the Driver Confidence Package #2, Sights and Sounds, and Appearance packages. The only change would be adding the White Frost Tricoat color, which adds an additional $1,095 to the price. All together, it comes out to $44,210.
      Alternatives to the 2019 Buick Regal GS:
      Kia Stinger: The big elephant in the room when talking about the Regal GS. For a similar amount of cash, you can step into the base GT model with its 365 horsepower twin-turbo V6 and rear-wheel drive setup (AWD adds $2,200). I came away very impressed with the styling, performance on tap from the V6, and handling prowess. Downsides include the interior design being a bit too minimalist and the ride being a bit rough. Volkswagen Arteon: The other dark horse to the Regal GS. There is no doubt that the Arteon is quite handsome with flowing lines and sleek fastback shape. Having sat in one at the Detroit Auto Show earlier this year, I found it to be very roomy and upscale in terms of the interior materials. I hope to get some time behind the wheel in the near future to see how it measures up in handling. Disclaimer: Buick Provided the Regal GS, Insurance, and One Tank of Gas
      Year: 2019
      Make: Buick
      Model: Regal
      Trim: GS
      Engine: 3.6L V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 310 @ 6,800 
      Torque @ RPM: 282 @ 5,200
      Fuel Economy: City/Highway/Combined - 19/27/22
      Curb Weight: 3,796 lbs
      Location of Manufacture: Rüsselsheim Germany
      Base Price: $39,070
      As Tested Price: $43,115 (Includes $925.00 Destination Charge)
      Options:
      Driver Confidence Package #2: $1,690.00
      Sights and Sounds Package: $945.00
      Appearance Package: $485.00
    • By Drew Dowdell
      Cadillac's XT5 is getting a refresh for 2020 that brings it into alignment with the looks of the rest of the brand like the recently introduced CT4 and CT5.
      The base trim for XT5 is the Luxury model. From there, Cadillac uses a "Y" strategy and splits the upper trims into Sport and Premium Luxury. Either can also be equipped with a Platinum package for the best technology and interior available in XT5.  Premium Luxury puts an emphasis on brighter trims while the Sport takes a darker, more aggressive stance. 
      Luxury and Premium Luxury are tuned more towards the soft side while Sport models get a more performance tuned chassis and quicker steering control. The Sport model gets a standard dual-clutch AWD system, Active Yaw control, and Continuous Damping Control adaptive suspension.  LED headlamps with IntelliBeam are now standard on all models. 
      Inside, the XT5 gets the latest version of Cadillac CUE (which they are no longer calling CUE), with more connectivity and personalization. This can be controlled either by touch or by a rotary controller in the center console.  Drivers can easily pair their phone using NFC technology.  Two new high-def instrument cluster options are now available. 
      Under the hood, a new base engine takes up residence.  The 2.0T with 237 hp and 259 lb-ft of torque that are in the XT4 and CT4 is now mated to a nine-speed automatic. The 3.6L V6 with 310 horsepower is still available, now also upgraded to the 9-speed auto.  Both engines have active fuel management and automatic start/stop to boost efficiency. 
      XT5s with the 2.0T will have a new electronic braking control system that replaces the conventional vacuum assisted power brakes.  A compact electric motor replaces the traditional vacuum booster to reduce parasitic engine drag. 
      The 2020 Cadillac XT5 will arrive later this summer.
       

      View full article
    • By Drew Dowdell
      Cadillac's XT5 is getting a refresh for 2020 that brings it into alignment with the looks of the rest of the brand like the recently introduced CT4 and CT5.
      The base trim for XT5 is the Luxury model. From there, Cadillac uses a "Y" strategy and splits the upper trims into Sport and Premium Luxury. Either can also be equipped with a Platinum package for the best technology and interior available in XT5.  Premium Luxury puts an emphasis on brighter trims while the Sport takes a darker, more aggressive stance. 
      Luxury and Premium Luxury are tuned more towards the soft side while Sport models get a more performance tuned chassis and quicker steering control. The Sport model gets a standard dual-clutch AWD system, Active Yaw control, and Continuous Damping Control adaptive suspension.  LED headlamps with IntelliBeam are now standard on all models. 
      Inside, the XT5 gets the latest version of Cadillac CUE (which they are no longer calling CUE), with more connectivity and personalization. This can be controlled either by touch or by a rotary controller in the center console.  Drivers can easily pair their phone using NFC technology.  Two new high-def instrument cluster options are now available. 
      Under the hood, a new base engine takes up residence.  The 2.0T with 237 hp and 259 lb-ft of torque that are in the XT4 and CT4 is now mated to a nine-speed automatic. The 3.6L V6 with 310 horsepower is still available, now also upgraded to the 9-speed auto.  Both engines have active fuel management and automatic start/stop to boost efficiency. 
      XT5s with the 2.0T will have a new electronic braking control system that replaces the conventional vacuum assisted power brakes.  A compact electric motor replaces the traditional vacuum booster to reduce parasitic engine drag. 
      The 2020 Cadillac XT5 will arrive later this summer.
       
  • Posts

    • DRIVEN: 2020 Subaru Ascent Premium (AWD 2.4 turbo) HIGHS: -Finally, what the market was looking for, a worthwhile Subaru entry into the 3 row crossover segment.  And packaging, size wise, styling, just about perfect for Subaru -2.4 engine can snarl, nice go juice, and the CVT is actually fairly responsive.  Moves out well, or at least feels like it does.  Makes the Ascent feel sporty actually. -As mentioned above, packaging is just about perfect for Subaru.  It might be considered a tweener, but it does not feel hulking or girthy...and it still will be garagable for many of those folks that would shop import brands.  Cabin width not as wide as a Traverse, noticeably so...but conversely feels like a nice size upgrade from an Outback.  Maybe if you try to have three in the second row its a concern but otherwise should be ok.  Plenty of comfort remains and the third row is decent sized for leg room.  This may be the sweet spot size of a 3 row for many customers. -Cloth seats were attractive and did feel nice at the bottom. -Simple clean dash layout, noticeably signature Subaru.  Some interesting trim.   -Open and airy feel inside the cabin, and likewise visibility out.  In particular in front it doesn't feel significantly larger in front then a Forester or Outback. -Carlike ride and handling.  At least in line with the sort of current expectations of a Subaru / Toyota / Honda type of customer.  And reasonably quiet inside. -Nothing particularly egregious, and entirely in line with Subaru and Japanese car in general brand character.  If you are a Subaru fan, this is your manna, this should EXCITE you. LOWS: ...all that said (above) -A few times I caught the CVT with its pants down and it went into slow response / rubber bandy mode. -Dash, to me, did feel plain and basic (and that also is entirely in character for a Subaru).  I will go on record saying that a Traverse is nicer inside and much more interesting.  -Steering felt light and numb enough that I can't say it was anything besides decent.  All while being a huge upgrade in steering compared to other Subarus I have driven the last few years.  It is very much improved compared to those.  And the suspension was composed enough in the Ascent that it didn't bounce and bob and weave like I had when i drove a Forester before. -I didn't dissect the cargo area greatly but I do think maybe it is down a little bit in terms of usable dimensions compared to say, a Traverse or Atlas....probably as useful or more useful than an Acadia. -At the end of the day, apart from the kind of lively powertrain, the whole rest of the vehicle is MILQUETOAST.  Which, if you are a Subaru fan, should EXCITE you.  I mean, I think a Santa Fe may be more appealing emotionally.  I was expecting something to feed the soul here, there is nothing.  How they made it still feel lifeless while still miraculously making this vastly improved over other Subarus, must have required special skill. SUMMARY: At the end of the day, a perfectly innocuous but highly useful device that absolutely fulfills the Subaru brand character while at the same time borders on being something equal to the NPC version of an automobile.  And some will absolutely love that.  While superbly capable, I think I VASTLY prefer my GM's or even the VW Atlas.  Seek those out instead if you want ANY personality in your 3 row family hauler.        
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