Drew Dowdell

The Cadillac ATS and CTS didn't sell well. They had great handling and a large selection of engines, but they were hampered by interiors that were cramped for the class and infotainment systems that could confound people. Sedans are dying, Cadillac gets that too. That's why they are consolidating the ATS and CTS onto a single car called the CT5, released last week at the New York International Auto Show. Rumors have it that the CT5 will start in the mid-30s and Cadillac is insisting that, despite its size, the CT5 is aligned against the 3-series and C-Class. But in doing so, where does that leave the car? Could Cadillac be realigning their cars so they become the largest cars in a particular price class? It would be a very traditionally Cadillac thing to do. There was a time when Cadillac would brag about having the longest production cars in its class. Even the original CTS was sized like a 5-series but priced like a 3-series. More on that later. I'm a lifelong fan of Cadillac. I want to be excited about the CT5. While I do think the car looks handsome, it doesn't excite me like the CT6 does. There is no one thing I can put my finger on, not even the black plastic triangle playing the part of a third window. The car just doesn't command a presence as the CT6 does. And though the overall look of the front is handsome, I get flashbacks of Impala from certain angles. It does look far better in person than Cadillac's or my own photography show. Inside, Cadillac has upped their game on the quality of the materials, but they phoned the styling in. As some readers have pointed out, it even appears as if some trim pieces have been repurposed from the CTS. There is a large tablet stuck to the dash for the infotainment system, which is thankfully no longer the old CUE system. It looks to be similar in function and layout to those found in GMC's trucks. I have found that system to work well, so I don't see any problem there. A large dial in the center console can control the unit as well, useful if you're wearing gloves. Capacitive touch buttons have been replaced by real physical buttons. They are well weighted and feel substantial, indeed even Mercedes-like for the HVAC controls. Cadillac took to heart all of the criticism over their gauges in the previous cars and produced a good looking set of round dials for tach and speedometer with a driver information screen between. The seats are firm and supportive, getting into position is quick and easy, but they don't match the 24+ way seats that Lincoln is offering these days. Rear seat room has improved dramatically over the ATS, though feels about the same as a CTS. Cadillac's Precision Control Shift is there. I've found it annoying to use, but it has a similar operation to the BMW gear control that many people like, so maybe it is just me. I think Cadillac (and everyone else) should chuck the shifter knob on their cars and go to something more digital. One piece of technology in the CT5 that I really love is Cadillac's SuperCruise. I've used SuperCruise to drive from Pittsburgh to New York, roughly 350 miles, and I was only actively piloting the car for about 10% of the time. Engines in the CT5 seem to be introductory offers, but there is also room to grow. The base engine is a 2.0 liter twin-scroll turbo producing 237 horsepower and 258 lb-ft of torque. That's a bit light for the class. The optional engine is a 3.0 liter twin-turbo making 335 horsepower and 400 lb-ft of torque. Both engines are mated to a 10-speed automatic with all-wheel drive optional. Both engines also have displacement on demand and can shut down cylinders to conserve fuel in light-load situations. Cadillac has plenty of room to maneuver here with engines though. For future versions like V-Sport and V-Series, they have the 400hp version of the 3.0TT, or the 420hp 3.6TT, or the new 4.2 liter Blackwing when more performance is called for. Overall, this could be a very compelling car starting at $34,995 and being as long as a Mercedes-Benz E-Class. That's where the size issue comes in. Cadillac would have a hard time moving this CT5 if they price it alongside the same size German models. If this is going to be Cadillac's strategy, offer the biggest car for the price, then they need to drum that mindset into the heads of consumers. That takes advertising dollars. Otherwise, they are just going to be repeatedly compared to vehicles outside of their price class and lose in every comparison test. The CT6 being priced just $1,000 more than an E-Class leads me to believe this is what they are intending to do. Read other First Impressions from the New York International Auto Show below: First Impressions: 2020 Hyundai Venue First Impressions: 2020 Lincoln Corsair First Impressions: 2020 Ford Escape

According to GM Authority, the Chevrolet Traverse is dropping the 2.0T from the lineup and is already no longer available for ordering. The move means that the only available powertrain for the Traverse is the 310 horsepower V6 paired with a 9-speed automatic. The 2.0T was introduced in the 2018 model year only on the RS model which had a slightly sportier flair than the regular Traverse. We wonder though if this signals a move by Chevy to use the new TriPower 2.0T that is found in the Cadillac XT4 and was recently announced to be going into the 2020 GMC Acadia. So don't be surprised if there is an announcement from Chevy soon.

Arguably, one of the most important reveals at the New York Auto Show is the Hyundai Venue. The Venue is Hyundai’s smallest crossover slotting in just below the Kona. With a price starting somewhere in the $17k - $18k range, it will also likely be the most prolific of the cars unveiled this week. The Venue’s main competition is the Nissan Kicks, Kia Soul, Jeep Renegade, and Ford EcoSport. Outside, the Venue sits perky and upright, it will be the shortest length crossover on the market when it goes on sale in the fall. In spite of its diminutive size, it manages to look more premium than it is. It’s about 5 inches shorter than the Hyundai Kona which sits just above it in Hyundai’s lineup. It has a deep set grill with a complex crosshatch pattern that gives an expensive look. The split light clusters add visual height to the front, making it look more truck-like. There are a contrasting color roof and mirror covers. I like the looks of the alloy wheels too. In back, a good size hatch opens to 19 cubic feet of cargo room that expands to 32 cubic feet with the rear seats folded. Hyundai even put some work into making the tail lamps display a unique Z pattern. Inside, the Venue really shines. The upright dash is covered in a soft rubberized material. The seats have a denim-like look to them and they offer a good seating position for the driver. There are options on the upper trim to have the front and rear seats heated. Front legroom seemed a little tight, and I would need to move the seat back far enough that an adult probably couldn’t sit behind me. Rear seat legroom is tight, and I struggled slightly to get in and out. The rear seat is rather flat and park-bench-like. It is unlikely that if you are any taller than my 5’10” that you will be comfortable with the headroom. All of the controls are in easy reach. The primary HVAC controls are three large simple round dials. An 8-inch touch screen sits high on the center stack and only pops up about an inch over the dash. My experience with Hyundai’s infotainment systems has been mixed, but the car was off when I visited, so I didn’t get the chance to try it. Either way, Android Auto and Apple CarPlay come standard, so as long as you’re happy with those, it should just work. Hyundai is offering the Venue in just two trims, SE and SEL, and a single engine option, a 1.6 liter 4-cylinder. This engine will produce an estimated 121 horsepower and 113 lb-ft of torque. Like the Soul and Kicks, there is no all-wheel-drive option offered. Power is sent to the front wheels either via a CVT or a six-speed manual transmission. Hyundai is hoping to get an EPA combined rating of 33 mpg. Tiny crossovers have become the 1990's hatchback of the twenty-teens. The Venue, Kicks, Soul, Renegade, and others offer crossover versatility in a city-sized package. Unlike those old hatchbacks which could be penalty boxes, my overall impression is that the Venue isn’t a car you buy just because it is cheap, but because you actually like it. It is a handsome, perky little package that looks more premium than it really is and offers a host of standard and optional safety features that some lack in the segment. Given that the Venue is likely to take the title of the most affordable crossover and do it while looking this good puts Hyundai in a great position. Read our other First Impressions from the New York International Auto Show below: First Impressions: 2020 Lincoln Corsair First Impressions: 2020 Ford Escape

One of the most anticipated releases of the New York International Auto Show was the 2020 Lincoln Corsair. The Corsair is the replacement for the Lincoln MKC, and with that, Lincoln has only two MK vehicles left in production, the MKT which is surprisingly still in production, and the MKZ which may go away once the Ford Fusion dies out. Lincoln upgraded the MKX to Nautilus for 2019. That same year, the MKC got a refresh to look more like the rest of the Lincoln lineup for the 2019 model year only and that was an evolutionary step to the Corsair we see today. To say that the Corsair is a step up from the MKC is probably an understatement. Though similar in exterior form, the Corsair wears its styling in a much more confident fashion. It is more upright and assertive a look than the outgoing MKC. While the Corsair shares a platform with the 2020 Ford Escape (My first impressions of the 2020 Escape here), this isn’t a simple badge job as all the sheet metal is different, and though they share the same wheelbase, the Lincoln is longer and wider than the Ford. While originally derided as derivative, the big Lincoln grille is really coming into its own as a signature look. I’m glad that Lincoln has kept at it and not listened to critics of the look. The full-width tail lamps also are a continued improvement, this time reminding me of the Lincoln Continental. The overall look is a much more cohesive design than the MKC which could look like a design compromise from some angles. The Corsair deserves the award for “Most Improved Interior”. While the MKC was never a bad design, it hasn't aged well and still had some recession-era components. This new interior looks well above its class. While I detected some areas of cost-cutting on door panels and lower trim, nothing seemed out of line for the class and the excellence of the styling will let most people overlook it. I am a big fan of Lincoln’s interior styling direction and they are greatly outpacing crosstown rival Cadillac in that department. There is the “stuck on iPad” look of the infotainment system, but such is life in most vehicles these days. The infotainment system runs Sync3 which I’ve had good experiences with in the past. Lincoln’s toggle button shift control and the pod of buttons that reaches out from the dash feels almost like a 1950’s steampunk spaceship (that is a compliment). Front seating position seems just right and the leg room in the 2nd row is what I would expect from this class. It’s adjustable too, as the second row can slide 6 inches fore and aft to give more cargo room or more legroom as needed. I clock in at 5’10” and found there to be more than enough headroom. Lincoln’s 24-way adjustable seats take a while to get set up, but once you do, they feel great. Both the 2.0T and 2.3T from the MKC carry over, though the 2.3 has been tweaked slightly to add a bit more torque (Now 280 hp and 310 lb-ft of torque) and both come with an 8-speed automatic. Neither engine is a bad choice and should move the Corsair along with zest. A plug-in hybrid variant is coming. All-Wheel drive is optional on the 2.0 and standard on the 2.3. The AWD system is able to decouple the rear axle in order to save fuel and recouple it when traction is needed. Up to 100% of the torque can be directed to the rear. Hopefully, the 8-speed automatic and decoupling AWD will improve the only average fuel economy of 20/27 city/highway that the MKC gets, but if not, at least there will be better performance. Corsair will likely start around $35,000, which makes it a better value than the smaller and less powerful Cadillac XT4 that starts around the same price. It will also likely be a better value than anything coming from Europe. The most direct competition, in both size and price, will come from the Acura RDX, Infiniti QX50, and Lexus NX. I expect the Corsair to do well against them. The Corsair will be in dealerships by the Fall. The Lincoln Corsair Gallery has been updated with shots from the show floor.