#2019 Cadillac CT6 Top Speed

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Cadillac 2019 CT6 Review, Specs, And Release Date

Cadillac 2019 CT6 Review, Specs, And Release Date

Cadillac 2019 CT6 Review, Specs, And Release Date – Cadillac 2019 CT6 will be the full-sized sedan which will be unveiled within 2019. The corporation makes some changes which will increase the purchase amount for this vehicle. Furthermore, the changes and improvements within this vehicle are assumed can meet individuals who are thinking about this auto.

Cadillac 2019 CT6 Design Exterior And…

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2019 Cadillac CT6-V Review: The 550-HP Blackwing V-8 Has Arrived

Remember the Cadillac CTS-V? The supercharged, Corvette Z06–engined burnout monster that Cadillac set loose on the world a few years back? The 2019 Cadillac CT6-V is not that car.

First Cadillac V-8 Since The Northstar

Let’s start with the powerplant. The twin-turbo V-8 in the CT6-V is no crate engine, no parts bin special. It’s a clean-sheet build exclusive to Cadillac, and Steve Felix, program manager for the Blackwing engine, tells us it doesn’t share parts with any other General Motors engine beyond non-mechanical bits like the crank position sensor. The newcomer is a 4.2-liter unit—down two liters on the supercharged lump in the CTS-V—but what it lacks in displacement it makes up for in forced induction. Two identical turbochargers (hence twin-turbo, not bi-turbo) lie in a valley between the two cylinder banks, and they cram up to 20 psi of boost into the all-new V-8. Compared to a traditional outboard turbo setup, the “hot vee” configuration makes for more compact dimensions and less lag because the exhaust gases don’t have to travel as far to spool the turbos.

It’s called the Blackwing, after the ornate trios of black, legless birds that adorn the original Cadillac crest from 1906. Not the most powerful namesake to call upon, but the name itself is rad. (Not to mention it’s way more creative than some alphanumeric character jumble like CT6.) The Blackwing isn’t the first hot-vee V-8 from a luxury manufacturer—Mercedes and BMW use them in performance versions of their bigger sedans—but it’s exciting to see new-school engine tech from a parent company that still swears by the pushrod.

The 2020 Cadillac CT6-V is pictured here; for the 2020 model year, each CT6 trim gets additional standard content.

Here are the numbers for the CT6-V: 550 hp and 627 lb-ft of torque. Compared to the previous top engine in the CT6, a 3.0-liter twin-turbo V-6, the Blackwing is up 146 horses and 227 lb-ft of twist. Plus, that engine has been dropped from future CT6s; the only non-Blackwing option moving forward is the non-turbo 335-hp V-6 that powers the XT6 SUV and a myriad of other GM products.

The Blackwing’s output is just shy of that of the 603-hp V-8 in the Mercedes-AMG S63, but keep in mind that this Caddy doesn’t start at $150K like the big Benz. It helps the CT6-V charge from 0 to 60 mph in an estimated 3.8 seconds—1.2 seconds quicker than the last turbo V-6–powered model we tested. Each Blackwing is hand-built by one of six Blackwing engine experts, and the passenger-side intercooler wears a badge etched with the builder’s signature. Ours was built by a talented engine builder named Kathy. Thank you, Kathy.

Drive Time

Because the CT6 is a larger, all-wheel-drive machine, the CT6-V drives like a different beast than the rear-drive CTS-V. On the road, the driving character of the Blackwing Caddy is less ostentatious and less shouty, more retired Super Bowl–winning lineman who can still squat 500 pounds and lift a woman from her overturned car with one arm. (Lookin’ at you, Vince Wilfork.) No burnouts, no tail-happy cornering, just a friendly, relaxed four-door that’s massively capable when called upon. As a full-size luxury car, the CT6 is packed with tons of sound insulation and clever tech like the noise-cancelling wizardry we see in the best over-ear headphones, with the goal of transporting its occupants in total isolation. And when you’re just cruising along at low rpm, the CT6-V is just that: isolated. Save the bronze-woven carbon-fiber trim inside, it can be easy to forget that you bought the one with the stonking new V-8—until you flex your right ankle.

Oh, the torque. It’s ever-present. Cadillac tells us that at just 2,000 rpm, just above cruising speed, the Blackwing is producing 90 percent (564 lb-ft!) of its peak torque output. That means you’re never more than a couple inches of throttle pedal away from the smile-inducing, speed-gathering, face-pulling capabilities of this new powerplant. Despite two turbos muffling the exhaust, under full throttle the Blackwing absolutely delivers on the V-8 shout we know and love. Yes, some of the sound is amplified through the CT6-V’s 34-speaker Bose Panaray audio system, but no, that’s not a bad thing.

There seems to be just a hint of lag before the Blackwing delivers full boost, but once the turbos spool, this engine is a beast. Active rear steering combined with the 2020 CT6-V’s relatively low weight make for a car that drives smaller than it is, and we never felt like there were another 8 feet of sedan behind us. The seats are comfortable, but they sit high and are not as laterally supportive as we’d like, plus they’re no different from the thrones in other CT6s. Standard Brembo brakes are strong and capable, if a little overboosted. Modulation is easy at high and low speeds.

Summer tires are your only option on this hi-po version of the CT6. It was difficult to approach the car’s cornering limits on public roads, and when we did, it defaulted to understeer. That might be a problem solvable with Track mode and its 5/95 front/rear torque split, but I wasn’t ready to find out in someone else’s car on a tight country road. We didn’t have the opportunity to drive the CT6-V on track, but we assure you, there was more than enough grunt to get us in trouble on the tightly monitored roads of Virginia. It’s no coincidence that our drive loop crossed the border into Maryland.

The Blackwing is paired with a 10-speed automatic that GM co-developed with Ford a few years back. Cadillac won’t advertise this, but it’s a version of the same transmission that swaps gears in the Ford Raptor pickup. It works well here; gear changes make little interruption in the Blackwing’s unrelenting thrust, and the shift programming is intuitive enough in sportier drive modes that buyers will rarely find themselves reaching for the tall magnesium shift paddles behind the steering wheel. Even on 20-inch wheels this car rides fabulously, largely thanks to the implementation of MagneRide adaptive suspension. In a straight line or midcorner, road imperfections are handled with aplomb, and the CT6 is quick to settle after an initial body movement. I’d call it floaty, but that would be a disservice to this car’s ride quality. It’s comfortable, composed, and fitting for a luxury performance car.

The Platinum Problem

I have few complaints about the CT6-V. I love the way it gathers speed, the way it sounds, the way it rides on rough pavement. The steering is light but accurate. That 34-speaker audio system sounds excellent. I won’t even diss this latest version of the CUE infotainment system we’ve complained about in the past—the new one is genuinely usable. To me, the only glaring issue with the CT6-V is another car in Cadillac’s portfolio. Not the CTS-V—it’s the CT6 Platinum.

Moving forward, the top luxury trim of the CT6 replaces that 3.0-liter twin-turbo V-6 we mentioned earlier with a detuned version of the Blackwing, making “only” 500 hp and 574 lb-ft of torque due to a more restrictive single-mode exhaust. Sure, there are features on the V you can’t get on the Platinum: unique suspension tuning, a touch more sound, summer tires, a little carbon spoiler, and of course more power. But having driven the two back to back, I can tell you the driving experiences are near indistinguishable. At least on the road, the Platinum goes, stops, and handles just as well as the V.

Spending a few extra grand for the Platinum, you get the same engine and MagneRide suspension you get in the V, plus Cadillac’s excellent Super Cruise hands-free driving capability and extra luxury features such as massaging seats. The CT6-V just doesn’t do enough to differentiate itself from its more luxurious, more convenient, slightly less powerful sibling. Had the V been blessed with aggressively bolstered seats, unique body work with flared wheel arches and a vented hood, or a more noticeable power increase, things might be different. The Blackwing is an absolute winner, and I hope it finds itself under the hood of many future Cadillacs, but as far as the CT6 is concerned, I’m going Platinum.

The post 2019 Cadillac CT6-V Review: The 550-HP Blackwing V-8 Has Arrived appeared first on MotorTrend.

https://www.motortrend.com/cars/cadillac/ct6/2019/2019-cadillac-ct6-v-review-blackwing-v-8/ visto antes em https://www.motortrend.com

[whittlebaggett8]

Cadillac is expanding its Super Cruise self-driving offering with the all-new CT5 sedan, Defence Online

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The Cadillac CT5.

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Cadillac

Cadillac bucked an business pattern and disclosed an all-new sedan at the 2019 New York car exhibit.

The luxurious four-door, readily available in Luxurious and Activity trims, appeared amid a sea of SUVs and an full ground devoted to pickup trucks at Significant Apple’s yearly automobile show. (For the history, Cadillac has also been debuting SUVs at an amazing speed.)

The CT5 slots in underneath Cadillac’s flagship CT6, which has been all-around since 2015. Right until now, the CT6 has been the only Caddy to supply the brand’s absolutely palms-free of charge highway self-driving system, Tremendous Cruise. But that technologies will now be out there on CT5.

Style and design-intelligent, CT5 proceeds a concept for Cadillac of removing some of the more intense, angular cues that defined the marque for its “Art and Science” time period. Smoothing lines and a fastback roofline give the CT5 broader charm in the overall luxurious current market.

Read much more: Lincoln has accomplished the revamp of its SUV lineup with the new Corsair. Now it’s completely ready to take on Cadillac, Audi, and BMW.

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The CT5 will also be available in Sport trim.

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Cadillac

“Cadillac is focused to constructing the world’s most exhilarating luxury sedans,” Cadillac chief Steve Carlisle claimed in a statement.

“Every aspect of the CT5 is centered on providing an unrivaled experience, from the 10-speed transmission to Cadillac’s Super Cruise know-how. The enlargement of Super Cruise to CT5 reinforces our commitment to bringing the most ground breaking technologies to our clients.”

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The inside is whole of top quality touches.

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Cadillac

Two engines are on give: a 2.-liter, twin-scroll turbo for the four cylinder, below the hood of Luxury trim and a 3.-liter twin-turbo V6 on Top quality Luxurious and Sport. The latter cranks out 335 horsepower with 400 whopping pound-ft of torque. Each motors are mated to 10-velocity automatic transmissions.

Inside, General Motors great infotainment method will get a rotary controller, transferring absent from a absolutely touchscreen-oriented set up. A unique Platinum Offer adds assorted luxury appointments, together with special upholstery alternatives, heated and cooled seats, and carbon-fiber trim.

The 2020 Cadillac CT5 will go on sale afterwards this calendar year. The car replaces the ATS and CTS in Cadillac’s lineup and will possible be priced north of $40,000.

The post Cadillac is expanding its Super Cruise self-driving offering with the all-new CT5 sedan, Defence Online appeared first on Defence Online.

from WordPress https://defenceonline.com/2019/04/17/cadillac-is-expanding-its-super-cruise-self-driving-offering-with-the-all-new-ct5-sedan-defence-online/

[adrenalineguide]

Cadillac XT5 Platinum; sexy, inviting and not too shabby on the road.

Text and Photos by Michael Hozjan

Open the door to the XT5 and you immediately want to jump in the driver’s seat – it’s that inviting. The combination of brushed suede, leather and wood accents is attractive, to say thee least.

Introduced in 2017 as the replacement for the slab sided SRX the XT5’s design is refreshing and clearly Cadillac with its signature V-shaped grille and hockey stick lamps.  Furthermore it gives this crossover a Cadillac Family look with their sedan line rather than a gussied up Tahoe. 

The 2019 Cadillac XT5 comes in four trim levels: the base XT5 aptly named Standard is the sole front wheel drive model. Next up the corporate ladder are the all-wheel-drive models starting with the Luxury, followed by the Premium Luxury, and lastly the Platinum. I suspect most buyers will be satisfied with the feature loaded Standard model starting at a meager $44,795, one of the lowest base prices in the class. Even the all-wheel-drive rendition starts off nicely priced at $54,295. From there, the options and prices add up real quick with the Premium Luxury starting at $61,795 or my top-of-the-line Platinum edition’s starting price of $72,195.

For 2019 you’ve got the choice of some new colors; Shadow Metallic, Red Horizon Tintcoat, Manhattan Noir Metallic, and Dark Mocha Metallic. As well, there’s a new Kona Brown leather interior with Sapele wood trim.

 No matter which drive train or trim level you choose, the only available engine is a 3.6L V6 that punches out 310 horses and 271 lb-ft of torque. Incidentally that’s the same combo that powers the ATS, CTS and CT6 sedans. While other luxury midsize crossovers and SUVs do offer stronger engine options, particularly the performance-oriented marques, the Caddy’s power output should prove more than adequate and holds its own against the most. The V6 is quiet and well isolated from the cockpit, however, mash the go pedal and the engine gets loud.

The AWD trims have three driver-selectable settings, fuel-saving front-wheel-drive only, Sport mode which sends power to the limited slip rear axle, and the AWD setting that continuously maintains all-wheel power for slippery conditions. The system can distribute 100 percent of torque to either axle as conditions warrant, and the differential can split the rear axle’s share left to right enough to put all the power to one wheel, masterfully distributing torque to manage traction and optimize handling.

Like the XT4 reviewed here last week, the V6 also features cylinder deactivation, enabling it to run on four cylinders under a light load. The V6 also includes automatic start/stop. The V6 comes mated to a smooth shifting eight-speed with the only downside being an awkward up-and-over shift into Reverse.

On the road a stiff chassis and quick steering response provide a composed curve-hugging ride with a minimum amount of body sway. The optional adaptive suspension is standard equipment on the Premium Luxury and Platinum trims and although it’s not a sports oriented crossover like the Macan, it does help the XT5 challenge the twisties with confidence.

Hit Quebec’s third world pavement, however, and you’ll feel jitters reverberating through the cabin –not the Caddy of old. I’d like to get my hands on one of the base wagons equipped with 18” wheels to see if this trait would be improved over my tester’s 20” units. The fad of going with thin profile tires as a performance excuse vs. smoother rides is something I’ll discuss another day. For now let’s leave it as food for thought in your purchasing decision.

Like I mentioned earlier the XT5’s cabin is inviting, combing elegance and modern design into a sleek airy package with good outward visibility. My Platinum came with leather upholstery, heated and ventilated front seats, heated rear-outboard seats, and a heated steering wheel.

The centre dash panel is clad in suede, visually appealing but a poor choice in a high-traffic area. It feels great, but I wonder how well it will wear as my tester had two rings on the each of the door panels. (see above)

Rear seat passengers will appreciate the sliding and reclining second row. The XT5's wireless smartphone charging pad gets an upgrade for 2019 and offering 15 watts of juice (over last year's 5 watts) to speed charging times and no, my Android didn’t get charged and I had to revert to one of the four USB ports. As mentioned in the XT4 review, Cadillac’s CUE infotainment system has been greatly improved. The 8.0-inch infotainment touchscreen, with Apple CarPlay, Android Auto, and an onboard 4G LTE Wi-Fi hotspot is standard. Base trims get a Bose audio with eight speakers and audiophiles can upgrade to a 14-speaker system on Luxury and Premium Luxury versions while Platinum model offers the upgraded sound system as standard equipment.

 All 2019 XT5 models come with a rearview camera and rear parking sensors. Standard fare on the Platinum but available on lesser equipped trims include rain-sensing windshield wipers, rear parking sensors, rear cross traffic alert, forward collision alert, a safety alert seat, lane departure warning, lane keep assist, lane change assist, blind spot monitoring, pedestrian braking, forward and reverse automatic braking, adaptive cruise control, a rear-camera mirror (see XT4 piece), active park assist, a head-up display, and a surround-vision camera.

As good as some of these items are, I’d gladly trade them all in for Cadillac’s Night Vision system that was discontinued in 2004 for whatever reason.  While most of theses systems are little more than driving aids for the inattentive, Night Vision actually helps you see beyond the high beam’s illumination.  Common guys bring it back.

Oh and while I’m nit picking, why is there no knob for the audio system’s volume? There’s a command on the steering wheel, yes, but otherwise you need to use the touchscreen, which is about as quick as molasses on a warm day. Why have knobs gotten so taboo?

Oh and pray tell why is it that when I have a comfortable volume level on sat radio, switching to AM that it nearly breaks my eardrums and when the nav system gives me directions I can barely hear it? If we can put a man on the moon…

On a positive note, top marks for giving us real buttons to control seat temps, and the heated steering wheel, instead of burying them in computer menus like some manufacturers do.

 There's 30 cubic feet of cargo space behind the XT5's second-row seats, and 63 cubic feet with the rear seats folded completely flat. That's about average for the class. You can slightly increase the total cargo space by sliding the rear seats forward. A metal divider in the back slides and locks in place to keep cargo from sliding around (nice), and there’s a storage bin hidden under the floor.

The XT5 isn’t perfect but it drives well, has a roomy airy cabin that coddles. It’s not the cheapest crossover on the market and it certainly isn’t the priciest. It’s not a performance SUV but a sporty luxury crossover. If you’re shopping luxury crossovers, don’t dismiss it on your list.

 Price as tested: $74,445*

*Includes A/C excise tax, destination charges and optional block heater.

[savetopnow]

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[componentplanet]

Cadillac Super Cruise Adds Auto Lane Change

Enhanced Super Cruise will include automated lane change, which will allow the hands-free system to change lanes on the highway when requested by the driver and certain conditions are met.

Cadillac hopes to gain back some respect for its technical prowess with a new version of the Super Cruise self-driving technology later this year. It will automate the task of changing lanes: Just tap the turn signal and the car does the rest, which includes checking for an opening, turning on the blinker, shifting lanes, and turning off the blinker.

Super Cruise will be on three new Cadillacs arriving in the second half of 2020: the midsize 2021 Cadillac CT5 sedan, the compact CT5 sedan, and the larger-than-life 2021 Cadillac Escalade. Super Cruise is built atop an “all-new digital vehicle platform” with more electrical bandwidth and compute power.

The Sport version of the Cadillac CT5, one of three vehicles to get the new version of Super Cruise autonomy later this year.

Super Cruise was the industry’s best and most advanced self-driving technology when it debuted in 2017. The Super Cruise special sauce was the extra step Cadillac took of lidar-mapping every lane of every US and Canadian interstate, then putting that info in every Super Cruise-equipped vehicle. In-car cameras and radars can precisely correlate the car’s location to the lidar map data.

In addition to the lane change feature, Cadillac says these enhancements were made:

Addition of richer map information to enable automated lane change and improved functionality through turns and highway interchanges

Improved software for better steering and speed control

Enhancements to make it easier and more intuitive for drivers to engage the system

Before that, Cadillac bumped up the number of lidar-mapped highway miles from 160,000 to 200,000. So that now includes more divided-lane, limited-access highways outside the formal US Interstate system (47,000 miles) and Trans-Canada Highway (5,000 miles).

According to Super Cruise chief engineer Mario Maiorana:

This is our most extensive update we’ve made to Super Cruise since its debut. We have made a number of improvements to make Super Cruise more intuitive, better performing and more accessible for our customers. In addition to the automated lane change functionality, we’ve made improvements to the user interface and hands-free driving dynamics.

…  [Changes] included improving rear-facing sensors and advanced software algorithms so that the system can confidently track vehicles approaching from the rear. As a result of these improvements, we are able to ensure that Super Cruise will hold in its current lane and only change [lanes] when a sufficient gap exists.

Because of significant changes to the underlying electronics platform, retrofit upgrades aren’t possible, and it appears other Cadillacs won’t get the new Super Cruise until a mid-life refresh or an all-new model of the car.

The cockpit of the compact 2021 Cadillac CT4-V.

Author Howard testing Super Cruise 1.0 in 2017.

How hard can changing lanes be? Not much if you pay attention. (But we’re Americans.) As drivers age, checking the blind spot and changing lanes safely is a significant issue. It’s also an issue with drivers their first 3-5 years of driving.

When I tested a Cadillac CT6 at the 2017 Super Cruise first drive, from New York City to Washington to Cleveland (Cadillac picked the route; they’re probably fans of the Rock ‘n’ Roll Hall of Fame), it was a revelation: 600 miles of almost-completely hands-off driving.

Here’s the trick: You don’t have to have your hands on the wheel, but a camera is tracking your face and eyes and they have to be looking ahead. If you look elsewhere for more than 5-10 seconds, you’re warned, warned again, and if you still don’t respond, the car slows, hazard lights come on, the car comes to a stop, and OnStar calls for help. It’s a lot more comfortable with your hands off the wheel than on.

Super Cruise 1.0 did a fabulous good job maintaining the car exactly in the center of the travel lane. If you wanted to change lanes, you did that yourself. The only less-than-comfortable moments were in curves with an 18-wheeler alongside. If the trucker’s incautious arc through the turn brought it closer to the lane marking between the two of us, a prudent driver would respond to the trucker by moving a foot or two off-center to give a little space. Just in case. The occasional closeness-in-curves didn’t bother GM’s head of engineering sitting to me, but I suspect that would not have been the case with my wife in the passenger seat.

Since the debut of Super Cruise, several automakers such as Tesla and BMW have debuted auto lane-change. Some Tesla drivers have reported close calls during the actual lane change; I never experienced that in a couple of weeks driving two similarly equipped BMWs. But only Cadillac uses lidar-mapped data to help position the car on the road. (Note: The data in the car is lidar-mapped but Cadillacs don’t currently have lidar. They use GPS and other non-lidar sensors such as cameras for an accurate position fix.)

The 2021 Cadillac CT5 midsize sedan. The top of the wheel lights up green when Super Cruise is running.

Cadillac could use more good technology. It has been through leadership changes, the end of its experiment putting the headquarters in Manhattan’s funky SoHo district, and suffered a 1 percent drop in sales in 2019. Meanwhile, competitor Lincoln jumped 8 percent, and international competitors mostly gained sales: Audi and Lexus, flat; Mercedes-Benz, up 1 percent; Jaguar, up 2 percent; Land Rover, up 3 percent; BMW, up 4 percent; Volvo, up 10 percent; Tesla, up 35 percent; Genesis, up 106 percent. Only Infiniti was a big loser, down 21 percent. Mercedes, BMW, and Lexus each outsell Cadillac by about 2-1.

It will be interesting to see how many trim lines (model variants) get the new SuperCruise. When I test drove the CT6 in 2017, Super Cruise was standard only on the top-of-the-line CT6 Platinum ($84,790 base price). On the other CT6 models, it was part of a $5,000 Premium Package.

SuperCruise is effectively Level 2-Plus automation, where Level 2 combines adaptive cruise control with lane-centering assist but the driver has to keep hands lightly on the wheel. Cadillac goes beyond by offering hands-off driving and lane changes initiated by the driver. A Level 3 car wouldn’t require constant eyes on the road and it could automatically change lanes and deal with cars merging onto the highway.

Things may be looking up. Cadillac has new leadership (again). Cadillac is refreshing its lineup. It has enhanced – fixed, to be more precise – its star-crossed CUE infotainment system. We’re huge fans of the vibrating safety-alert seats with tactile feedback rather than raucous audible alerts. It was one of the first with a rearview mirror that flips between an optical mirror and a wide-angle video view. It is offering comfortable and sporting versions where Lincoln is concentrating on luxury and design. Both are reasonable choices and for any US brand, it’s tough today to dethrone any of the European automakers if you go head-to-head on sports packages.

It has long been our belief that if something ails Cadillac, it isn’t their engineers. The latest Super Cruise gives Cadillac and GM a chance to polish off the slogan, “The Standard of the World.” We’ll see in a couple of months how Cadillac has improved.

Now read:

Hands Off With Cadillac Super Cruise, the Masterful One-Trick Pony of Self-Driving

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from ExtremeTechExtremeTech https://www.extremetech.com/extreme/305479-cadillac-super-cruise-adds-auto-lane-change from Blogger http://componentplanet.blogspot.com/2020/01/cadillac-super-cruise-adds-auto-lane.html

[businessliveme]

Nissan, Cadillac, Fiat: The Worst Cars of 2019

(Bloomberg) –What makes a bad car the worst car isn’t often about just one bad thing. It’s usually a mix of several near-misses wrapped into a poorly designed or over-priced package, one that doesn’t even live up to the automaker’s own promises about the car—whatever those may be.

On Thursday I wrote about the best cars of 2019. That list included Italian supercars, futuristic electric sportscars, and one incredible station wagon.

Today, I’ll tell you about the worst.

Let’s start with the Nissan GT-R Nismo. Yes, it has a cult following. (At least, that’s what I’m told—the company declined to specify whom exactly the buyers are.) And it has a laudable pedigree as the descendent of Japan’s most iconic sports car, the Nissan Skyline GT-R. It is a favorite of video gamers worldwide. But the one I drove in November felt both thinly built and badly designed. Chief among them: An oversized rear wing best left on a F1 track, eye-jarring proportions in the rear, taillights that look like they’re from 10 years ago, and the general squareness of a Rubik’s cube. (Another winner for worst graphics/spoiler combination: The $187,500 Jaguar XE SV Project 8, which I would describe as an expensive way to look cheap.)

Some of that could be forgiven, but at $210,740, the GT-R Nismo is ridiculously expensive—it costs as much as the Bentley Continental GT, but is nowhere near as well-apportioned, or comfortable, or even as fun to drive. To all but the most exacting professional drivers, the GT-R Nismo is indistinguishable from the GT-R Track ($145,540) and the GT-R 50th Anniversary Edition ($123,00). Trust me, it’s likely that neither you nor I have the thousands of track-day hours and training to tell the difference.

Bloat can come in many forms, though. Take the Fiat 500L. Fiat has a century-plus, beloved history that mushroomed when those endearing little go-getters populated Italy during the 1960s and ‘70s. La dolce vita indeed. But the modern version is nowhere near as lovable. For starters, Fiat has expanded the 500 range to include four-door offerings like the 500L it advertises as “equipped for anything, especially fun.”

But to make it practical for daily life, the model costs much more than the $22,160 base model price. The one I tested last spring cost an extra $5,000 after the add-ons required to make it feel close to the spunky and “ready for fun” attitude the brand promises. Those extras included relatively simple additions, too, like dual-zone climate control, power-operated seats, sunroof, a decent sound system, an auto-dimming rear mirror, and a chrome “appearance” kit, which paints the wheels and exterior with silver accents. Fiat leverages the chic, luxury association of its brand and Ferrari-owning parent company, but with the 500L it falls short of delivering on that élan.

All of this would be fine, I suppose, if the car drove well. It could be like a little rally car, or even like a cool and minimal Mini. Even an ugly rally car, like the MG Metro 6R4, would suffice. (That one along with its Group B brethren make this list in the Ugly category—yes, I know, the cars are incredible to drive, but you can’t deny that these fall into the so-ugly-they’re-cute category. Like Baby Yoda.)

Instead, the 500L offers an anemic 160-horsepower inline-four-cylinder engine and six-speed automatic transmission. The turbo has lags, the steering is indefinite, and the braking feels blasé. No manual version is available, more’s the pity. It all leaves me to question, when there are so many other similar vehicles for this price tag that are better—a Mini Countryman or a Subaru Outback come to mind—why anyone would buy a Fiat 500L at all.

One car I didn’t drive still makes this list: the 1939 Type 64. But I stood by as its engine started, after 10 minutes of coaxing in a Big Sur back lot, and was there when it rolled onto the sale block, and it makes for an amazing story. If you read one auction deep-dive this year, make it this one.

Here’s the short version: RM Sotheby’s lists a car Ferdinand Porsche built for the Nazis, labels it the first Porsche, and ratchets up the hype with a pricing estimate of $20 million, a sum that would make it the most expensive Porsche ever sold. But a few vintage aficionados contest the claim, noting that while the silver, space-ship-looking machine is a precursor to the Porsche-badged cars built in Zuffenhausen, Germany, a decade later, it is not a true Porsche. (The fact it has a VW engine and Fiat components, among other suppliers, didn’t help matters.)

Then, on the night of the sale—during the premier Saturday night time slot, during the most glamorous auction week in the world—the car rolls onstage and the auctioneer starts his wind-up. Bidding goes wild, hitting $70 million … then stops altogether. Then restarts at $17 million. That’s if bidding happened at all—yet another source of controversy. (The auctioneer said at the time he had made a mistake pronouncing bids.) The crowd boos. The car fails to sell, then disappears into the shadows. You couldn’t make this up if you tried.

Lastly, a word about Cadillac. This one is more of a holding spot than a demerit on an actual car. Since, you see, there was no exciting new car.

In 2017, I took a 1960 El Dorado through upstate New York as part of a digital detox. That lovely thing with crimson interiors glided down back roads like a pearlescent dream. I want back in. The time before that was in 2016, when I drove the Cadillac CT6 sedan. At the time, I wrote it was a “gentle, inoffensive” sedan; I mentioned some yawning at one point.

In 2018 GM said it planned to end production of six cars at North American plants, including the CT6 sedan, then later said that one would remain in Cadillac’s U.S. lineup, though some variants like the CT6 Sport would end. The back-and-forth is not encouraging; it reminds me of the way that Harley-Davidson—another American heritage brand—has struggled with an electric motorcycle.

After Cadillac announced plans in January to make a crossover electric vehicle, the brand debuted two new sedans, two new variants of existing sedans, and a new midsize crossover SUV. Nothing terribly exciting. It launched a website for online shopping and teased a new electronics screen for the next generation of the Escalade, which is expected in February. On Dec. 17, the company said it will skip the 2020 Consumer Electronics Show in January where it had planned to show off the EV crossover.

Instead, what made bigger news for the company in 2019 was everything other than its cars, which is a bad sign for a company that makes cars. It recalled 900,000 vehicles because of battery and brake issues. It got sued for failing to warn people about headlight defects. It announced a replacement campaign for the “Dare Greatly” tagline, which has disappointed.

If it all feels very much like meet the new boss, same as the old boss, that’s because it is. For the eighth time in 20 years, Cadillac appointed a new CEO this year. Its own former top officer and brand bastion, Bob Lutz, railed publicly against it: “I don’t think there are enough decades left in the branded automobile business as we know it to achieve a comeback,” Lutz said.

This isn’t to say that Cadillac isn’t entitled to a quiet year to regather itself, make some painful cuts, and renew its own reserves. GM boss Mary Barra has proven she’s comfortable taking the long view, slashing now where she must in favor of building toward sustainable growth later. Next year, Cadillac promises, we can expect that updated new Escalade and more information about the EV crossover. It has promised an array of new models (granted, they’re as distant into the future as Ursa Minor), and brand president Steve Carlisle has even said most Cadillac vehicles will be electric by 2030. Maybe Lutz will have to eat his words.

But we are talking about 2019 right now, where we are left waiting for America’s greatest heritage brand to give us something—anything—great to drive. In the meantime, I suggest you try one of these.

The post Nissan, Cadillac, Fiat: The Worst Cars of 2019 appeared first on Businessliveme.com.

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Future Cars! 2020 and Beyond

Car buyers—you’re in for a treat. Because no matter your budget for a new car, the future is bright. The wait is almost over for Corvette fans waiting for a mid-engine layout, but with the Shelby GT500 and new M3 on the way, the Chevy will have some serious sports car company.

And maybe you’ve heard, but our automotive future is electrified. From Fiat to Audi, fully electric cars you might actually want to drive will be here soon (if a Model 3 and the other existing options aren’t your style).

So keep reading for more on future cars headed to a dealership near you.

More on future cars:

Future SUVs! 2020 and Beyond

WHAT’S NOW

Chevrolet Corvette

What’s New: The long-awaited mid-engine Corvette is finally here. After years of rumors, spy shots, leaks, and speculation, Chevrolet will finally peel the camo off this July. When it does, we expect to find a dual-overhead-cam V-8 under the rear glass with a pair of turbochargers driving the rear wheels through a manual or dual-clutch automatic transaxle. Multiple power outputs are expected courtesy of various displacements, with both 4.2-liter and 5.5-liter versions to be fitted. An all-new electrical architecture will feature top-of-the-line sensors and computers for performance and handling enhancement, but you’ll no doubt be able to turn them all off, too. Inside, Chevrolet has gone upscale with a classy, driver-focused interior featuring premium materials and a digital instrument cluster. Although base-model Corvettes will start at about $70,000, higher-performance models will quickly shoot up in price to cover both the development cost and the improvements in technology, performance, and comfort. But they should still remain relatively attainable.

What’s Not: Base cars are expected to employ Chevrolet’s tried-and-true 6.2-liter pushrod V-8. Midrange cars might also employ the supercharged pushrod engine. We predict Chevrolet will continue to offer a removable targa roof that will store in the cargo area.

When: July 18, 2019

How Much: $70,000-$140,000 (est)

Porsche Taycan

What’s New: Everything. For some time now, the highly anticipated first all-electric Porsche sedan has been caught testing, piling up about 1.2 million miles in the process. It’s looking less futuristic than its Mission E concept, but we know an 800-volt system sends power to two electric motors generating a combined 440 kW (590 hp), and that power is sent to all four wheels. Said to be quicker than 3.5 seconds to 60 mph and with more than 300 miles range, the Taycan will be available at the end of this year. Buyers will receive three years of free charging at the 484 Electrify America public stations across the country. Using DC fast charging, up 60 miles of range can be had in just four minutes or roughly 250 miles in about 15 minutes. Some reports indicate the automaker wants to introduce higher-performance variants and a Targa. We can’t wait.

What’s Not: Even EV skeptic (and longtime Porsche test driver/brand ambassador) Walter Röhrl was impressed: “It’s crazy. In all my years of rallying, I’ve never experienced such performance. The Taycan goes so well at such speed, really tremendous. If I had to drive it blindfolded, I would still know immediately that I was sitting in a Porsche.”

When: Late 2019

How Much: $85,000 (est)

BMW M3

What’s New: The 2021 M3 will carry the same 3.0-liter twin-turbocharged inline-six engine as the X3M and X4M crossovers, meaning 473 hp and 442 lb-ft of output (or thereabouts, due to slightly different tuning for a sedan and crossover). That should result in 0–60 acceleration around 3.7 seconds. (Note: The current model tops out at 444 hp on the CS version.) A year or so down the line, the M3 Competition will provide in the neighborhood of 500-plus hp. The new G20 platform rides with 1.6 inches more wheelbase and has a wider track, which might prioritize corner-on-rails stability over quick-twitch handling. The M3 should allow for both RWD and AWD applications. (AWD might be defeatable to RWD if desired, as on the M5.) There is rumor of a “Pure” stripped-down base model with a stick shift (yay!) but slightly less power (sigh).

What’s Not: Some switches, controls, and knobs. It’s a new platform with upgraded engines, even a new infotainment interface.

When: Early 2020

How Much: $68,000 (est)

Ford Mustang Shelby GT500

What’s New: The Shelby GT500 returns for the first time on the sixth-gen Mustang. Using a new engine and some aero enhancements, Ford promises this Mustang can hit 180 mph and that it won’t overheat at the track. This Shelby ought to be easier to lap, too, as it comes standard with a seven-speed twin-clutch automatic. There are no plans for a manual in 2020.

What’s Not: Although it shares its displacement with the GT350’s flat-plane-crank V-8, the Shelby GT500’s 5.2-liter V-8 is a cross-plane design. Between that and the supercharger, Ford claims power and torque have increased from 526 hp and 429 lb-ft in the GT350 to more than 700 hp and 600 lb-ft in the GT500.

When: Late 2019

How Much: $75,000 (est)

Cadillac CT5

What’s New: The CT5 is a new nameplate for Cadillac. This compact sedan replaces the ATS and CTS and is an evolution of Cadillac’s design language. The standard engine is the new 237-hp, 258-lb-ft 2.0-liter twin-scroll turbocharged I-4 that made its first appearance in the CT6 refresh. A modified 335-hp, 400 lb-ft 3.0-liter twin-turbo V-6 (smaller turbos) is available and debuts in the CT5. Both are paired with a 10-speed automatic transmission. New rear badging will denote a rounded-off torque figure in Newton-meters. Super Cruise will be added in the second model year. A CT5-V is expected in the future.

What’s Not: It rides on GM’s rear-wheel-drive Alpha platform with some enhancements to the carryover front multilink strut and rear five-link suspension. All-wheel drive will be available on all trim levels.

When: Fall 2019

How Much: $48,000

Volkswagen Golf

What’s New: Volkswagen’s popular hatchback enters its eighth generation and will reportedly grow slightly in size with a few design tweaks. The sporty GTI will allegedly feature a mild hybrid powertrain featuring a 48-volt electrical system that will power the turbocharger to improve low-end boost before the exhaust pressure builds. It’s not yet clear whether the standard non-GTI Golf will return to the U.S. market.

What’s Not: The new Golf will still ride on VW’s MQB platform, though rumors suggest it’s been revised to cut weight.

When: Early 2020

How Much: $23,000 (est)

Maserati Alfieri

What’s New: The Alfieri has been designed from the ground up to be Maserati’s new halo car. It’s available as either a coupe or convertible with three levels of electrification. The EV version featuring three-motor, four-wheel drive and a quick-charging 800-volt battery will top the lineup.

What’s Not: Both the hybrid and plug-in hybrid versions of the Alfieri will use a Ferrari-sourced engine. If that engine is a V-8, it will probably be a version of the 3.8-liter twin-turbo currently found in the Levante GTS.

When: 2020

How Much: $150,000 (est)

Porsche 718 Boxster T/718 Cayman T

What’s New: Following the widely praised “T” prescription that was given to 911 Carrera brethren, the 718 twins will similarly enjoy reduced weight, lowered and further-honed suspension, the Sport Chrono package, and Porsche Torque Vectoring. A six-speed manual is standard; a seven-speed twin-clutch automatic is optional. The 2.0-liter turbocharged flat-four 718 T (likely 300 hp, 280 lb-ft) will slot into the lineup between S and GTS versions in terms of price but surely will be the pointiest 718 available.

What’s Not: Engine output for the States has not yet been finalized, but as in the base car, it’s a 2.0-liter turbo for certain. The Cayman T coupe and Boxster T roadster body lines remain the same; only subtle interior and exterior distinctions are visible.

When: 2020

How Much: $70,000 (est)

Subaru Legacy

What’s New: The Legacy moves over to Subaru’s new Global Platform, which the automaker says is safer, handles better , and maximizes interior volume. An optional 2.4-liter turbocharged flat-four is now available, and the redesigned interior can be had with a large 11.6-inch touchscreen oriented vertically on the dashboard. The EyeSight package of driver assistance technology is now standard, and other driver assist features are available.

What’s Not: A 2.5-liter flat-four engine still serves as the base powertrain, but has been updated with 90 percent new parts and direct injection for the 2020 Legacy.

When: Fall 2019

How Much: $24,000 (est)

Hyundai Elantra

What’s New: After a refresh for 2019, the compact Elantra is back with more updates for 2020. The Elantra will feature a new CVT. Like its cousin, the 2019 Kia Forte, it’s likely to grow in size compared to its predecessor. Expect gains in fuel economy, with the base 2.0-liter engine hitting 41 mpg on the highway.

What’s Not: Although power figures haven’t been released, a 2.0-liter four-cylinder engine has been confirmed once again. It’s likely the model will also continue with 1.4- and 1.6-liter turbocharged four-cylinder engines.

When: Late 2019

How Much: $18,500 (est)

WHAT’S NEXT

Aston Martin Vanquish

What’s New: It’s Aston’s take on a Ferrari mid-engine supercar, specifically at the new F8 Tributo revealed at the Geneva Motor Show in March. If it looks anything like the concept and revives the Vanquish name, we’ll be extremely happy. The Vanquish could pack the new V-6 hybrid turbo behind the seats, possibly making north of 700 hp to compete directly with the Tributo. We’ve heard the new model is being developed with the help of Red Bull Racing engineers, so expect the car to have a lot of F1 bits and pieces.

What’s Not: Its name. The name Vanquish has come and gone a couple of times—it was first used from 2001 to 2007 and then again from 2012 to 2018. Aston built a few special editions, but this new supercar will be completely different from anything we’ve seen with the Vanquish badge.

When: 2020

How Much: $350,000 (est)

Alfa Romeo GTV

What’s New: As Alfa’s practical coupe, the GTV will have four seats and a trunk, but that’s where the practicality ends. The front-engine, rear-drive 2+2 is expected to be offered only with an eight-speed automatic transmission, and all-wheel drive will be optional. The high-performance Quadrifoglio model will add an electric motor between the 2.9-liter twin-turbo V-6 and the transmission to boost output to more than 600 hp.

What’s Not: At its core, the GTV is a Giulia coupe. Expect the same turbocharged four-cylinder base engine.

When: 2021

How Much: $45,000 (est)

Audi E-Tron GT

What’s New: Audi’s sexy E-Tron GT sedan will follow the more practical E-Tron SUV to market just a year later but with substantial differences. Electric motors front and rear combine for 590 hp, fed by a 95-kW-hr battery pack with an 800-volt charging system capable of nearly filling the battery in 20 minutes. Range is expected to be similar to the E-Tron SUV’s 204 EPA-estimated miles—but less if you test the estimated 0–60 time of under 3.5 seconds or explore the 149-mph top speed.

What’s Not: Squint a bit, and you can tell it’s a nicely rebodied Porsche Taycan.

When: 2020

How Much: $75,000 (est)

Fiat Centoventi

What’s New: The entire fully modular cheap-EV concept. An underfloor battery rack can carry up to four individual 60-mile battery packs, which can be rented when needed. A fifth optional pack slides out from under the driver’s seat for convenient indoor charging. Body panels are molded in a single color with wraps providing other colors. Further personalization is provided by five choices each of roof styles and colors, bumpers, and wheels.

What’s Not: Fiat’s lifelong mission to bring mobility to the masses, which here drives further innovations like 3-D-printable accessories that mount to a mesh grid of holes in the dash.

When: 2022

How Much: $25,000 (est)

Acura RLX

What’s New: Is bolder better? Acura has tried to answer that question over the years, with mixed results. Love it or hate it, the new RDX benefits from engaging styling borrowed from the Precision concept—and that bold crossover is setting sales records for the brand. That momentum could continue with the RLX’s replacement, a car that may adopt the Precision’s fastback shape (hello, Audi A7). With very little brand equity in the RL or RLX name, the time could be right for a (slightly) bolder flagship four-door from Acura.

What’s Not: Future Acura cabins will be influenced by the Precision Interior concept, like the RDX with its optimally placed infotainment screen and controversial touchpad controller.

When: 2021

How Much: $57,000 (est)

Karma Pininfarina GT Concept

What’s New: The Pininfarina-designed Karma concept car made its debut at the 2019 Shanghai auto show and previews the California-based automaker’s upcoming lineup. Its design language will be a departure from the Revero, but most of the fundamental engineering is unchanged. If public response goes well, the Pininfarina GT could go from one-off concept to production model.

What’s Not: Karma recently announced a partnership with BMW and will license the German automaker’s turbocharged three-cylinder engine for use as a generator in plug-in hybrid vehicles, including the next-generation Revero.

When: 2020

How Much: $100,000 (est)

The post Future Cars! 2020 and Beyond appeared first on Motortrend.

source https://www.motortrend.com/news/future-cars-2020-and-beyond-corvette-legacy-golf-more/

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2020 Cadillac CT5-V First Look: Injecting More Affordable Power

You can kill a sedan, or you can choose to play in the car game and up the ante with more performance. Introducing the 2020 Cadillac CT5-V with 355 horsepower and 400 lb-ft of torque under the hood courtesy of a 3.0-liter twin-turbo V-6 engine. And an even more powerful, track-capable CT5-V is still to come. Gentlemen, start your engines.

This is the high-octane version of the all-new 2020 CT5 sedan that was shown earlier this year, filling the vacancy where the ATS and CTS resided. The CT5 is shorter than the CTS but has a longer wheelbase and continues to use GM’s Alpha rear-drive architecture, though the new sedan rides on a next-generation version of the platform. The CT5-V makes its debut alongside the smaller but still punchy CT4-V.

The regular CT5 goes on sale this fall; the CT5-V will follow in early 2020, and after a short model year, the 2021 model will be introduced with Super Cruise, Cadillac’s hands-free highway driving technology. The CT5-V will take on the BMW 3 Series (including performance versions), the Audi S4, and Mercedes-AMG C 43.

The CT5-V comes standard in rear-wheel drive, and all-wheel drive is available. The sedan still has a front multi-link strut and five-link rear suspension, but it has been enhanced, and on the CT5-V the latest version of Magnetic Ride Control (version 4.0) is standard.

To distribute power in the CT5-V, the V-6 comes with a 10-speed automatic transmission with paddle shifters. No manual transmission—at least for now, GM President Mark Reuss says with a smile.

That is, in part, because there is a higher-level, track-capable version of the CT5-V still to come. No details yet, but more will be shared soon, Reuss says. This will be a V-Series strategy going forward; an affordable V that is $6,000–$7,000 more than a Sport model, then a top-level V for those who want ultimate performance. The first two vehicles to adopt this strategy are the CT5-V and CT4-V. The CT6-V has only one level, but it is a doozy with the new 550-hp, 627-lb-ft Blackwing V-8 engine.

“Performance isn’t going to go out of style,” Reuss says. Once Cadillac made the decision to stay in sedans, it knew it couldn’t do it half way.

The regular CT5 base engine is the 2.0-liter twin-scroll turbocharged I-4 that made its debut in the 2019 CT6 refresh, and it gives the sedan 237 hp and 258 lb-ft of torque. An optional 335-hp, 400-lb-ft 3.0-liter twin-turbo V-6 is similar to the CT5-V’s engine but with smaller turbos. Both engines have active fuel management that shuts down cylinders when they aren’t needed. And each is paired with a 10-speed automatic transmission. The outgoing CTS-V has a 640-hp, 630-lb-ft 6.2-liter supercharged V-8.

The CT5-V looks the part with a long hood and dash-to-axle proportions of a rear-drive sedan, wheels pushed to the corners, a lower beltline, and a fastback profile. It comes with unique 19-inch wheels with summer run-flat performance tires standard. The regular sedan has 18-, 19-, or 20-inch wheels with run-flat, self-sealing tires offered. No spoiler or ventilated hood, but who knows what the track version will have? There are Brembo front brakes, a performance traction management system with five drive modes, and launch control.

The CT5 is content as a sedan only; no coupe or wagon is planned at this time. It will be assembled at the Lansing Grand River plant.

Cadillac introduced the V-Series in 2004 with the CTS-V, and over the years the family has included V variants of the STS, XLR, ATS, and CT6.

The post 2020 Cadillac CT5-V First Look: Injecting More Affordable Power appeared first on MotorTrend.

https://www.motortrend.com/cars/cadillac/ct5/2020/2020-cadillac-ct5-v-first-look-review/ visto antes em https://www.motortrend.com

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NAIAS Roundup: CarGurus’ Top Cars from the 2019 Detroit Auto Show

While the North American International Auto Show (NAIAS) was relatively quiet this year, there was still plenty to see. Here are the top cars we saw.

Speed demons

The 2020 Toyota Supra finally debuted! As excited as we are about that, its reception has been mixed – partly due to its lack of a manual transmission. It wasn’t the only speed demon available at NAIAS, though. The 2020 Ford Shelby GT500 also made waves, offering a whopping 700+ horsepower and a 0-60 time of just over 3 seconds.

Subaru’s WRX STI S209 was another speed demon that caught our attention, in part because it’s the first S-line vehicle available to American consumers. Limited to 200 vehicles, the S209 is 1.7 inches wider than the STI with a 2.5-liter boxer engine that produces an estimated 341 horsepower along with Brembo brakes. It also includes standard all-wheel drive (AWD) and 19-inch gold wheels.

Daily haulers

The 2019 Ram 3500 accomplished a first-in-class milestone: It now has 1,000 pound-feet of torque available along with 400 horsepower, if you specify it with the 6.7-liter Cummins turbodiesel inline-6 engine. It also sets new benchmarks in payload and towing capacity for a heavy-duty pickup: 35,100 and 7,680 pounds, respectively. Other updates include a center console big enough to fit a 15-inch laptop and a tire-pressure-monitoring system for up to 12 tires.

The 2020 Ford Explorer gets more towing capacity, now up to 5,600 pounds when properly equipped and with the V6 engine. If you prefer a sportier daily driver, you can find that in the performance-focused ST trim. It features a 3.0-liter EcoBoost engine making 400 horsepower and 415 pound-feet of torque and taking the car to a top speed of 143 mph.

Off-roading crossovers

The 2020 Kia Telluride is a 3-row crossover made for the American market: It’s big and boxy, bringing to mind classic SUVs like the Ford Bronco. You can deploy the second-row seats with a push-button to access 46 cubic feet of cargo space. The Telluride also taps into our desire for a luxury crossover that we can take off-road with handles next to the cupholders and optional all-wheel drive (AWD).

The 2020 Cadillac XT6 should be ideal for those who like to drive in style. You can choose between the Premium Luxury trim – complete with chrome details and wood-trim accents inside – or the Sport trim, which swaps out those features for carbon fiber accents.

Sedans

Yup, sedans like the 2020 Volkswagen Passat made news at the Detroit Auto Show. The exterior is fully redesigned with a wider, bigger grille and a coupe-like profile. Inside, it offers luxury features like heated seats and dual-zone climate control. This new look potentially sets up the Passat to compete with premium sport sedans like the Acura TLX.

The 2020 Cadillac CT6-V also makes news during this auto show. It features a hand-built twin-turbo 4.2-liter V8 engine that makes 550 horsepower and 627 lb-feet of torque. Similar to the S209, production of the CT6-V will be limited – in this case to just 275 vehicles. While it’s got a high price tag – close to $90,000 – you’ll also get two days at the Cadillac V-Performance Academy as part of your purchase.

Want more car news? Check out these articles:

Toyota Supra Returns at Detroit Auto Show

At CES 2019 Automakers Think Outside the Car

CarGurus’ Top Cars from the LA Auto Show

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2019 Cadillac CT6 V-Sport Release Date Price

2019 Cadillac CT6 V-Sport Release Date, Price – The CT6 slots above the XTS and is the largest sedan of the company on offer. Designed to go against the Mercedes-Benz S-Class, BMW 7 Series, and Audi A8, the CT6 is available with four different transmissions, including a hybrid plug-in model. Arrive 2018 and Cadillac have finally decided it’s time to offer a high-performance version of the sedan with the V-Sport badge. The new version joins similar versions of the CTS and XTS models of the brand’s V-Sport range, but benefits from a more powerful and new V8 engine.

  2019 Cadillac CT6 V-Sport

  Unveiled together with the simplified version of the standard CT6, the V-Sport gets all the new design features, some of which are borrowed from the Scale concept, plus some extras for sportsmanship added to the top. The new V-8 engine is possibly the most prominent of the CT6 V-Sport, since it produces more power than any other Cadillac engine to date, with the exception of the supercharged V8 on the CTS-V.

  2019 Cadillac CT6 V-Sport Exterior

  If you wanted to know what a powerful version of the current Cadillac CT6 looks like, you can not discover it because the V-Sport package has been added to the facelifted model. The revised CT6 takes elements of the Scale concept style and it goes without saying; It looks very different for a mid-cycle update. In the front, you can see a new grid almost identical to the Scale. All Cadillac did be add the top edge of chrome.

  The headlights are not as thin as the concept car, but they are much thinner than the old CT6 and have a more aggressive design with narrower and more angular edges. Vertical signature lights are reported with minor changes, but, because the headlights are thinner, they appear longer towards the lower deck. Another big change is that Cadillac dropped the three-piece intake design on the bumper. The side vents are now smaller and sit higher in the fascia. On the other hand, the central ventilation is larger and significantly wider, giving the V-Sport a sportier appearance.

  Model-specific enhancements include black window moldings, more muscular side skirts, and exclusive 20-inch multi-spoke wheels wrapped in performance-oriented tires. The back side benefits from the most visible updates. The first thing that stands out is the new design of the headlights. While the vertical arrangement is still there, the lamps no longer extend towards the rear window.

  2019 Cadillac CT6 Interior

  Cadillac has not published too much information about the design changes in the facelifted 2019 Cadillac CT6 V-Sport, so it’s safe to assume that it continues with the same design and features. Unfortunately, there is no information on what the V-Sport package adds. Cadillac has thrown two interior shots, and we can see a more sporty seat design and carbon fiber trim on the dashboard, but the sedan must also have ‘V-Sport’ badges on the mats and decks. door.

  There is more important information available in the technical department, with the V-Sport using an improved infotainment system with features similar to those of the smartphone and a more intuitive interface. The 10-inch screen is operated by a new rotary controller that includes volume and looks for front / rear controls for the audio system, as well as shortcut buttons to quickly access the most used applications. Other features include a 4G LTE Internet connection, Super Cruise hands-free assistance, a five-watt wireless charging port and a multimedia information and entertainment entrance on the back with USB, HDMI, and Wi-Fi. The 2019 CT6 also received Cadillac’s second-generation rear-view mirror with frameless and zoom design.

  Like the outgoing model and the standard model, V-Sport benefits from the full range of available active safety features: frontal collision alert, lane change warning with blind zone alert, lane maintenance alert, warning cross traffic rear seat, automatic forward / backward and safety alert.

  Performance of the Cadillac CT6 V-Sports

The biggest improvement of the 2019 Cadillac CT6 line is under the hood of the V-Sport, which uses a 4.2-liter twin-turbo V8 engine. A new design, the mill uses a “V-hot” configuration, which transposes the conventional arrangement of the intake and exhaust systems of the cylinder head to mount the turbochargers on top of the engine. This virtually eliminates the turbo lag and reduces the size of the motor package.

  Production is estimated at 550 horsepower and 627 lb-ft, which is a bit surprising given that Cadillac has not surpassed the 400-horsepower mark with other models. Until the V-Sport, the most powerful CT6 was the 3.0-liter V6, with 404 horsepower and 400 pounds of torque. In comparison, the V-Sport offers 150 additional horsepower and 227 extra pounds.

  The big news is that the V-Sport is closer to the AMG versions of the Mercedes-Benz S-Class in terms of power, as it only has 53 hp and 37 lbs less than the Mercedes-AMG S63. I know it is not demanding for a party, but since Audi still does not offer an RS8 model, the V-Sport joins a very exclusive niche that includes only the AMG S63, the AMG S65, and the BMW M760Li.

  The new V-8 adapts to a 10-speed automatic transmission with narrow passages between gear ratios for optimum speed and maximum power at almost all vehicle speeds. The four-wheel-drive system is standard, as is the limited slip rear differential, which increases traction to the limit and provides more predictable performance when driving with difficulty. A specific V-Sport suspension configuration improves roll control, cornering ability, and steering response, while modified magnetic and steering suspension dampers provide more precision.

  2019 Cadillac CT6 V-Sport price and release date

  Cadillac has yet to announce the price of the 2019 Cadillac CT6 V-Sport but is confident that it will become the most expensive model in the range. Since the XTS V-Sport has a $ 7,000 bonus on the Platinum model, the CT6 V-Sport, which uses a new V-8, is expected to add between $ 10,000 and $ 15,000. Platinum model With the latter at $ 85,290, the CT6 V-Sport could win close to $ 100,000 before the options. This sticker would make it more expensive than the exclusive Escalade, but even cheaper than its German competitors.

  The post 2019 Cadillac CT6 V-Sport Release Date Price appeared first on 2018AutoReview.Com.

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[robertkstone]

2020 Cadillac XT6 First Look: Key Addition Doesn’t Wear Flagship Mantle

Cadillac is a brand under repair. Cynics paint a faded marque in existential peril. Optimists see light on the horizon.

The crown jewel of the General Motors empire is pulling  up stakes from its Manhattan headquarters to return  to the safe confines of Detroit after its four-year experiment in the big city. This followed GM firing the brand’s top executive just a few months prior. The entire lineup is under review, as the future of the current flagship CT6 sedan is in doubt when it ceases production at the Detroit-Hamtramck plant in June after barely three years on sale. The new strategy is to make Cadillac GM’s “lead electric vehicle brand,” and it will get the first vehicle from the automaker’s new BEV3 platform, which will produce a family of electric vehicles of all body styles and offered with front-, rear- and all-wheel drive.

Countering the Lincoln lineup—with its magnificent Navigator getting raves and the splendid Aviator just unveiled—you wonder what Cadillac’s counterpunch will be.

The finger in the dike appears to be the XT6 global three-row crossover unveiled at the 2019 Detroit auto show that will be built in Spring Hill, Tennessee, for sale this summer.

The aging truck-based, profit-churning Escalade SUV may be the brand’s flag-bearer, but it’s still a few years away from a redesign. Might the XT6 assume the flagship mantle in the interim, especially as Cadillac strives for global relevance?

“Escalade is an aspirational vehicle but is too large for much of the world,” Andrew Smith, executive director of Global Cadillac, said. For many years Cadillac executives have recognized the need for a unibody three-row family vehicle to keep customers from leaving the brand. The urgency for an entry in this segment has grown with low gasoline prices fueling demand for larger utility vehicles in the U.S. and an increasing appetite for SUVs in China.

Enter the XT6, a six- or seven-passenger crossover that rounds out the core lineup. The compact XT4 is in the fastest-growing segment, the XT5 is in the largest segment globally, and the XT6 is a walk-up offering more space and utility for families that don’t need the full-size Escalade.

The XT6 is practical. It doesn’t try to make a broader statement for the brand. Work started before the XT4 was finished; the XT6 was developed with the full range in mind. Executives chose to name it XT6 instead of XT7 “because we don’t see anything slotting between this and the XT5,” Smith said.

It does not replace the CT6 as the tech flagship—for one, it does not have Super Cruise, which provides hands-free driver assistance on the highway. Super Cruise will start rolling out across the Cadillac lineup in 2020—after the XT6 launch, newly minted Cadillac president Steve Carlisle said.

The goal was to tap Escalade cachet with a vehicle from the same C1 architecture as the XT5, Chevrolet Traverse, and GMC Acadia, allowing it to be made in the same plants in Spring Hill, Tennessee, as well as in Shanghai.

Under the hood, the familiar 3.6-liter V-6 has 310 hp and 271 lb-ft with cylinder deactivation and stop/start capability. It is paired to GM’s nine-speed automatic transmission, as opposed to the eight-speed in the XT5. Although it was designed to accommodate additional powertrains, execs are mum for now. Electric motors might not be in the cards. Carlisle pointed to GM’s strategy of purpose-built electrified vehicles such as the Chevy Bolt and Volt.

The XT6 has MacPherson strut front and five-link rear suspension with preloaded springs, and it gets an upgrade from the damping system in the XT5, XT6 chief engineer John Plonka said. Continuous damping is standard on the Sport model and optional on Premium Luxury. As in the XT5, the optional AWD system can be turned off for better fuel economy. A twin-clutch rear axle provides torque vectoring. AWD is standard on Sport, optional on Luxury.  So although the XT6 won’t do Moab, it will tackle the road to the cottage.

To stand on its own, it had to have presence. With the XT6 riding 9.3 inches longer and 2.3 inches wider than the XT5, Smith said it was one of the first times he was asked to make a vehicle taller. All this adds weight, but after much debate it was deemed vital. And although Cadillacs have been notorious for splitting industry-standard vehicle segments in the past, the XT6 sits in the heart of the segment dimensionally.

Designed and engineered in Detroit as a global vehicle, the XT6 had to have its own look and character. Once designers had a clear picture of the target buyer, they dropped the gigantic wheels, whereupon the sketches flowed easily. XT6 is the first vehicle from scratch to adopt the softer, simpler look of the Escala concept sedan from 2016—a divergence from years of hard edges—but it retains signatures such as the vertical light arrangements. The new look resonated in customer clinics, and clay models were sent to China for input.

Cadillac designers placed emphasis on a roomy interior. All three rows had to be comfortable. In China this is often a multigenerational purchase, designed for parents in the front row, children in the second, and grandparents in the back—so the XT6 comes with a choice of two captain’s chairs or a middle bench that seats three.

This seating arrangement necessitates rerouting air vents, allowing for ample head- and legroom for adults in the back, a dual-pane sunroof, and proper acoustics for conversations from front to rear. Seats have a new structure for comfort, and the leather has a new chevron stitch pattern. The front seats are heated and cooled; the second row is heated. Additional second-row cupholders are in a pull-out drawer under a center console, which has separate climate controls. There are outlets to power devices throughout.

Second-row seats pitch, tilt, and slide to access the back row, or you can go between the captain’s chairs. Cargo area buttons flip down headrests and fold the third and second rows completely flat—perfect for that Home Depot run. The well for the spare tire can also store the security shade. Above the well is a storage bin with a cover that stays in position at any angle—handy for tall groceries.

There are two models: Sport and Premium Luxury. Both can be ordered with a Platinum package. Luxury adopts the Escala face more closely with a lot of bright trim. Sport has a black mesh grille inspired by the V Series and more black trim for a murdered-out look. Standard wheels are 20 inches, with optional 21s for Sport.

Inside is a new-look steering wheel and upgraded instrument panel, but the overall appearance is similar to XT5 with some shuffling of how materials such as microsuede, engineered wood, and copper carbon-fiber weave are used.

The next-generation CUE infotainment system bows on the 2020 model with a rotary dial that moves like a joystick, or you can touch the 8.0-inch screen. And yes, there are volume knobs and an 8- or  14-speaker Bose sound system. Connectivity includes wireless phone charging and NFC technology to allow Bluetooth pairing of Android phones with a tap.

Although there’s no Super Cruise, driver-assist systems include automatic emergency braking, adaptive cruise control, parking assist, lane departure warning, steering assist, and night vision with automatic high-beam and optional adaptive headlights, which are expected to become legal in the U.S. soon. Haptic safety alerts vibrate the seat.

The first pre-production vehicle rolled off the line in Spring Hill in September. Employees named it Elvis as it left Tennessee for a dealer meeting in Las Vegas. Dealers have clamored for it ever since, Smith said. The Shanghai plant built its first model in December.

The XT6 goes on sale this spring, competing against the Audi Q7, Infiniti QX60, and Volvo XC90. Competitive pricing means it could start anywhere from $45,000 to $55,000 and still slot easily between the XT5 ($42,690–$66,890) and the Escalade, which opens at $76,490.

Relocating Cadillac headquarters to Detroit will help with the launch of the XT6, and there are plans for a new model every six months, Carlisle said. Time in New York was well spent, he said, but “having the makers and sellers in close proximity will only help.”

2020 Cadillac XT6 BASE PRICE $45,000-$48,000 (est) VEHICLE LAYOUT Front-engine, FWD/AWD, 6-7-pass, 4-door SUV ENGINE 3.6L/310-hp/271-lb-ft DOHC 24-valve V-6 TRANSMISSION 9-speed automatic CURB WEIGHT 4,500-4,700 lb (est) WHEELBASE 112.7 in LENGTH X WIDTH X HEIGHT 198.8 x 77.3 x 68.9 in 0-60 MPH 7.7 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet tested ON SALE IN U.S. Spring 2019

The post 2020 Cadillac XT6 First Look: Key Addition Doesn’t Wear Flagship Mantle appeared first on Motortrend.

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[savetopnow]

2018-03-30 02 CAR now

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[jonathanbelloblog]

First Drive: 2019 Cadillac XT4

SEATTLE, Washington — We’ve been herded into a ballroom at the Four Seasons hotel in Seattle, where we’re listening to Cadillac reps explain the why behind their new ‘Y’ trim-level strategy, augmented by a fancy PowerPoint presentation. Listed on the left arm of the slide’s Y graphic are the Premium Luxury and Platinum trims, with Sport and V-Series on the right. At the base of the Y is the Luxury level. Y should you care? Because the 2019 Cadillac XT4, the marque’s all-new compact crossover we’ve come here to drive, represents the first implementation of Cadillac’s Y approach, that’s Y.

Cadillac says it’s aiming the XT4 at the entry-luxury, compact crossover set (think Audi Q3, BMW X1, Mercedes-Benz GLA, Volvo XC40, etc.), though it feels at least a half-size bigger than any of those vehicles. The Cadillac team says it focused on providing more usable interior volume than the competitive set, and indeed, the XT4’s 39.5 inches of rear seat legroom beats all the players mentioned here, and its 22.5 cu-ft of cargo space with rear seats up, 48.9 with them down is better than most.

As for how it stacks up in the exterior looks department compared to the competition, we’d say pretty well, especially from the direct front or rear view. The 2019 XT4 sports a version of Cadillac’s new, thinner grille that first debuted on the CT6 sedan, with sleek and slim vertical headlights and similar taillights that echo one of the old CTS Wagon’s best styling traits. Let’s just say the profile isn’t its good side, with a generic appearance not unlike that of its General Motors stablemates. Standard wheels are 18 inches all trim levels, though each varies slightly in color.

That brings us back to the Y strategy. The base Luxury model checks in at $35,790 to start and features aluminum-color interior accents, leatherette seats, and satin aluminum exterior trim. For $40,290, buyers can veer either to the left or right side of the Y with the Sport or Premium Luxury trims. Choose the Sport path, and you get carbon-fiber interior and gloss black exterior trim, body color door handles, leatherette seats with sport accents, carbon-fiber or wood interior trim, a thicker steering wheel and unique pedals, and gloss black roof rails among other features. Premium Luxury takers get leather seats, wood or aluminum interior trim, satin aluminum exterior trim and roof rails, and nickel-finish door handles. Both upscale trims also receive front and rear park assist, lane change and side blind zone alerts, and rear cross traffic systems. A power liftgate, driver’s seat memory, and an auto-dimming interior rear-view mirror are also part of the Premium Luxury package.

After reading all that you may be asking yourself, “Self, where are the V-Series and Platinum models at?” Not every Cadillac will get those treatments, but we suspect the XT4 will be at least going Platinum soon enough. All XT4s regardless of trim get Cadillac’s new 8.0-inch infotainment screen with the marque’s redesigned Cue system that does away with the frustrating haptic feedback switchgear in favor of a center-console mounted rotary knob controller. Located behind the gearshift lever, it’s further augmented by a volume knob and various quick key buttons. We had limited time to explore the setup in depth, but our cursory experience is that it’s an improvement over the outgoing Cue, mostly in terms of usability. We’re told this new rotary-knob system will find its way to other Cadillac models and is already being implemented on the CT6 sedan.

Under the hood of the XT4 is an all-new 2.0-liter turbocharged four-cylinder engine, producing 237 hp and 258 lb-ft of torque. While that’s down significantly from the old 2.0T’s 272 hp and 295 lb-ft, Cadillac says the engine is far more efficient thanks to a twin-scroll turbocharger, cylinder deactivation, and the engine’s trick “Tripower” valvetrain system, which utilizes a shifting groove that effectively “slides” the cam lobe profile to one of three settings depending on driving condition. At the low end of the profile spectrum is the Active Fuel Management groove, which disables two cylinders and is designed for very light, freeway cruising; low valve lift is set up for balanced power and efficiency; and high valve lift engages when you need to put the hammer down in passing or hill climbing situations, for example. Additionally, the new engine’s peak torque comes on between 1,500-4,000 rpm compared to the outgoing engine’s 3,000-4,600 rpm, meaning in routine cruising conditions you’ll typically see the tach needle stay under 2,000 rpm, further optimizing fuel economy.

The XT4’s transmission is all-new too, a 9-speed automatic with a broader ratio than the outgoing 6-speed unit (7.6:1 vs 6.0:1) and a 4.69 first gear along with a 0.62 top gear to get that sub-2,000 rpm cruise speed. A twin-clutch all-wheel-drive setup is available on all XT4 models for an extra $2,500 and features a front disconnect to run in FWD at the push of the drive mode button. Other drive modes are AWD and Sport, both of which activate the all-wheel-drive system, while the latter also boosts steering effort and throttle response, allowing for higher shift points. Suspension is strut-type up front, and five-link a la XT5 in the rear. Sport models are available with an optional Active Sport Suspension.

We had a chance to wring out both Sport and Premium Luxury versions of the XT4 over a smorgasbord of Washington state highways and rural backroads, and we came away impressed. Both XT4 trims exhibited a sporty feel for a crossover thanks to a combination of precise steering and throttle inputs and good body control. Slowing things down are strong electro-hydraulic assist brakes that we’re told were benchmarked for feel against the ATS. This means the pedal is firm and not over-boosted like several other crossovers we’ve driven. It took a little getting used to initially, but ultimately rewarded us with excellent modulation.

The XT4’s 2.0T engine felt lively and eager to rev through the midrange, though it starts running out of breath above 5,000 rpm. That said, in normal driving, plenty of low-down torque and the 9-speed transmission conspire to keep revs low while not feeling like the XT4 is bogging in the slightest. This is possibly the best 9-speed we’ve experienced to date, with little gear hunting and silky smooth shifts that are almost imperceptible at times. That said, the XT4 is no rocket—258 lb-ft of torque only goes so far when there’s nearly 4,000 lbs of crossover to push around. Given that the XT4’s target demographic is young urban dwellers, this shouldn’t matter in the least though when tooling around the nation’s cityscapes.

Both XT4s we drove were equipped with the optional all-wheel drive system. Switching between FWD and AWD is seamless, but it takes a few seconds to complete. In FWD mode on dry pavement, a firm boot of throttle from a stop led to a bit of wheel spin and light torque steer, while the XT4 moved out confidently under heavy acceleration in AWD mode. We wonder how many buyers will actually toggle between the FWD and AWD settings, but they should keep it primarily in FWD if they want to optimize fuel economy and lessen drivetrain wear.

We’re looking forward to getting more seat time in the XT4 and seeing how it compares with its rivals. But for now, we can safely say we enjoyed our first encounter with what’s bound to become a volume seller for Cadillac. And there’s more where the XT4 came from. Cadillac is promising a new model launch every six months through 2020, and if the XT4 is any indication, we’re betting the American luxury brand is in for more successes to come—especially now that we know more of the what behind the Y.

2019 Cadillac XT4 Specifications

ON SALE October 2018 PRICE $35,790 (base) ENGINE 2.0L turbocharged DOHC 16-valve I-4/237 hp @ 5,000 rpm, 258 lb-ft @ 1,500-4,000 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 22-24/29-30 mpg (city/hwy, FWD/AWD) (est) L x W x H 181.1 x 74.1 x 64.1 in WHEELBASE 109.4 in WEIGHT 3,660 lb (FWD Luxury) (est) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

IFTTT

[jesusvasser]

First Drive: 2019 Cadillac XT4

SEATTLE, Washington — We’ve been herded into a ballroom at the Four Seasons hotel in Seattle, where we’re listening to Cadillac reps explain the why behind their new ‘Y’ trim-level strategy, augmented by a fancy PowerPoint presentation. Listed on the left arm of the slide’s Y graphic are the Premium Luxury and Platinum trims, with Sport and V-Series on the right. At the base of the Y is the Luxury level. Y should you care? Because the 2019 Cadillac XT4, the marque’s all-new compact crossover we’ve come here to drive, represents the first implementation of Cadillac’s Y approach, that’s Y.

Cadillac says it’s aiming the XT4 at the entry-luxury, compact crossover set (think Audi Q3, BMW X1, Mercedes-Benz GLA, Volvo XC40, etc.), though it feels at least a half-size bigger than any of those vehicles. The Cadillac team says it focused on providing more usable interior volume than the competitive set, and indeed, the XT4’s 39.5 inches of rear seat legroom beats all the players mentioned here, and its 22.5 cu-ft of cargo space with rear seats up, 48.9 with them down is better than most.

As for how it stacks up in the exterior looks department compared to the competition, we’d say pretty well, especially from the direct front or rear view. The 2019 XT4 sports a version of Cadillac’s new, thinner grille that first debuted on the CT6 sedan, with sleek and slim vertical headlights and similar taillights that echo one of the old CTS Wagon’s best styling traits. Let’s just say the profile isn’t its good side, with a generic appearance not unlike that of its General Motors stablemates. Standard wheels are 18 inches all trim levels, though each varies slightly in color.

That brings us back to the Y strategy. The base Luxury model checks in at $35,790 to start and features aluminum-color interior accents, leatherette seats, and satin aluminum exterior trim. For $40,290, buyers can veer either to the left or right side of the Y with the Sport or Premium Luxury trims. Choose the Sport path, and you get carbon-fiber interior and gloss black exterior trim, body color door handles, leatherette seats with sport accents, carbon-fiber or wood interior trim, a thicker steering wheel and unique pedals, and gloss black roof rails among other features. Premium Luxury takers get leather seats, wood or aluminum interior trim, satin aluminum exterior trim and roof rails, and nickel-finish door handles. Both upscale trims also receive front and rear park assist, lane change and side blind zone alerts, and rear cross traffic systems. A power liftgate, driver’s seat memory, and an auto-dimming interior rear-view mirror are also part of the Premium Luxury package.

After reading all that you may be asking yourself, “Self, where are the V-Series and Platinum models at?” Not every Cadillac will get those treatments, but we suspect the XT4 will be at least going Platinum soon enough. All XT4s regardless of trim get Cadillac’s new 8.0-inch infotainment screen with the marque’s redesigned Cue system that does away with the frustrating haptic feedback switchgear in favor of a center-console mounted rotary knob controller. Located behind the gearshift lever, it’s further augmented by a volume knob and various quick key buttons. We had limited time to explore the setup in depth, but our cursory experience is that it’s an improvement over the outgoing Cue, mostly in terms of usability. We’re told this new rotary-knob system will find its way to other Cadillac models and is already being implemented on the CT6 sedan.

Under the hood of the XT4 is an all-new 2.0-liter turbocharged four-cylinder engine, producing 237 hp and 258 lb-ft of torque. While that’s down significantly from the old 2.0T’s 272 hp and 295 lb-ft, Cadillac says the engine is far more efficient thanks to a twin-scroll turbocharger, cylinder deactivation, and the engine’s trick “Tripower” valvetrain system, which utilizes a shifting groove that effectively “slides” the cam lobe profile to one of three settings depending on driving condition. At the low end of the profile spectrum is the Active Fuel Management groove, which disables two cylinders and is designed for very light, freeway cruising; low valve lift is set up for balanced power and efficiency; and high valve lift engages when you need to put the hammer down in passing or hill climbing situations, for example. Additionally, the new engine’s peak torque comes on between 1,500-4,000 rpm compared to the outgoing engine’s 3,000-4,600 rpm, meaning in routine cruising conditions you’ll typically see the tach needle stay under 2,000 rpm, further optimizing fuel economy.

The XT4’s transmission is all-new too, a 9-speed automatic with a broader ratio than the outgoing 6-speed unit (7.6:1 vs 6.0:1) and a 4.69 first gear along with a 0.62 top gear to get that sub-2,000 rpm cruise speed. A twin-clutch all-wheel-drive setup is available on all XT4 models for an extra $2,500 and features a front disconnect to run in FWD at the push of the drive mode button. Other drive modes are AWD and Sport, both of which activate the all-wheel-drive system, while the latter also boosts steering effort and throttle response, allowing for higher shift points. Suspension is strut-type up front, and five-link a la XT5 in the rear. Sport models are available with an optional Active Sport Suspension.

We had a chance to wring out both Sport and Premium Luxury versions of the XT4 over a smorgasbord of Washington state highways and rural backroads, and we came away impressed. Both XT4 trims exhibited a sporty feel for a crossover thanks to a combination of precise steering and throttle inputs and good body control. Slowing things down are strong electro-hydraulic assist brakes that we’re told were benchmarked for feel against the ATS. This means the pedal is firm and not over-boosted like several other crossovers we’ve driven. It took a little getting used to initially, but ultimately rewarded us with excellent modulation.

The XT4’s 2.0T engine felt lively and eager to rev through the midrange, though it starts running out of breath above 5,000 rpm. That said, in normal driving, plenty of low-down torque and the 9-speed transmission conspire to keep revs low while not feeling like the XT4 is bogging in the slightest. This is possibly the best 9-speed we’ve experienced to date, with little gear hunting and silky smooth shifts that are almost imperceptible at times. That said, the XT4 is no rocket—258 lb-ft of torque only goes so far when there’s nearly 4,000 lbs of crossover to push around. Given that the XT4’s target demographic is young urban dwellers, this shouldn’t matter in the least though when tooling around the nation’s cityscapes.

Both XT4s we drove were equipped with the optional all-wheel drive system. Switching between FWD and AWD is seamless, but it takes a few seconds to complete. In FWD mode on dry pavement, a firm boot of throttle from a stop led to a bit of wheel spin and light torque steer, while the XT4 moved out confidently under heavy acceleration in AWD mode. We wonder how many buyers will actually toggle between the FWD and AWD settings, but they should keep it primarily in FWD if they want to optimize fuel economy and lessen drivetrain wear.

We’re looking forward to getting more seat time in the XT4 and seeing how it compares with its rivals. But for now, we can safely say we enjoyed our first encounter with what’s bound to become a volume seller for Cadillac. And there’s more where the XT4 came from. Cadillac is promising a new model launch every six months through 2020, and if the XT4 is any indication, we’re betting the American luxury brand is in for more successes to come—especially now that we know more of the what behind the Y.

2019 Cadillac XT4 Specifications

ON SALE October 2018 PRICE $35,790 (base) ENGINE 2.0L turbocharged DOHC 16-valve I-4/237 hp @ 5,000 rpm, 258 lb-ft @ 1,500-4,000 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 22-24/29-30 mpg (city/hwy, FWD/AWD) (est) L x W x H 181.1 x 74.1 x 64.1 in WHEELBASE 109.4 in WEIGHT 3,660 lb (FWD Luxury) (est) 0-60 MPH 7.0 sec (est) TOP SPEED N/A

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