The Truth About Cars » epsilon http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 18 Apr 2014 22:58:29 +0000 en-US hourly 1 http://wordpress.org/?v=3.8.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » epsilon http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Australian Car Industry Dead As Devereux Out, GM Tools Up For Front Drive Commodore http://www.thetruthaboutcars.com/2013/11/australian-car-industry-dead-as-devereux-out-gm-tools-up-for-front-drive-commodore/ http://www.thetruthaboutcars.com/2013/11/australian-car-industry-dead-as-devereux-out-gm-tools-up-for-front-drive-commodore/#comments Mon, 04 Nov 2013 18:44:59 +0000 http://www.thetruthaboutcars.com/?p=641865 2013_holden_malibu_australia_03-0612

If you want to see the future of Holden in Australia, this is it. Yes, it’s the same car that Jack Baruth took to the woodshed in today’s edition of TTAC, but it’s also a harbinger of things to come for the iconic Australian marque, with the announcement that Holden’s Elizabeth, Australia plant will be tooling up to produce the first ever front-wheel drive Commodore. And even that looks doubtful.

It hasn’t been a good week for Holden, and news of the Holden Ute’s likely demise was just the first blow. Last week it was announced that Holden boss Mike Devereux will be departing for GM’s Consolidated International Operations in Shanghai.

Devereux’s departure is seen as a serious blow to Holden’s future. The British-born, Canadian-raised veteran of GM was widely seen as the man who could help turn around Holden with a 5-year, the widely-praised, outspoken executive was credited with helping shake up a badly underfunded division of GM that was at once perpetually on the brink of collapse and unable to recognize its own poor financial health. promoted to Vice President of sales, marketing and aftersales at GM’s Consolidated International Operations, which is based in Shanghai and covers more than 100 countries across Europe, Asia and the Middle East.

The ongoing uncertainty regarding Holden is creating a political climate where subsidies for Holden and other auto makers (including Toyota) are rapidly becoming unpopular with the public. But that isn’t stopping Holden from forging ahead with retooling its factory in the South Australian town of Elizabeth to build an all-new large sedan, that will be front wheel drive and likely based on the Epsilon II architecture that underpins the Chevrolet Malibu, Impala and other sedans. This new Holden has all but been confirmed to be the new Commodore, and would mark the first time since its introduction in 1978.

While TTAC has been reporting on a possible shift to an FWD Commodore for years, the latest developments appear to be the final blow for the division’s existence as anything but another brand for GM’s global architectures. The line of unique cars and engineering carried out down under will likely die with the VF Commodore, while 2016 will mark the year that the big rear-drive Australian sedans took their last breaths.

All of these developments reflect an overarching and unavoidable theme of today’s automotive industry: consolidation. Despite being the darling of enthusiasts, Holden is losing money hand over fist, particularly with Australian-built, market-specific vehicles built on the Zeta platform, such as the Commodore, Ute and other variants. In a market with 60 brands competing for 1 million sales, unprofitable players like Holden are suffering from shifting consumer tastes (towards crew cab pickups, Japanese compacts and more premium cars), a freer economic market for new vehicles and increased fuel prices.

On the corporate side, Devereux’s move to Shanghai is a reflection of China’s increasing importance in GM’s international operations. It’s possible that as Holden wanes, GM could copy Ford’s move of bringing the once distinct Australia/New Zealand markets under a regional umbrella, with Holden becoming little more than a brand selling Thai-made pickups and Korean made Cruzes. And maybe, if they’re lucky, an Epsilon sedan that is made in Australia, not Korea.

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Review: 2014 Chevrolet Impala (With Video) http://www.thetruthaboutcars.com/2013/08/review-2014-chevrolet-impala-with-video/ http://www.thetruthaboutcars.com/2013/08/review-2014-chevrolet-impala-with-video/#comments Mon, 26 Aug 2013 12:30:15 +0000 http://www.thetruthaboutcars.com/?p=500484
2014 Chevrolet Impala Exterior-001
I have this feeling that our most impressionable automotive years are our high school years. Maybe it’s because I was so eager to drive that I noticed anything with wheels. Maybe it’s that auto shop class where I got to wrench on a Wankel (that sounds wrong doesn’t it?). Whatever the reason, it seems many of my brand and model name identities were formed in the mid 1990s. For me, “Impala” doesn’t conjure up the W-Body abomination GM has been selling for the past 13 years. Instead “my” Impala has always been the 1994-1996 Caprice Impala SS with the 5.7L Corvette LT1 engine. This is my benchmark on which every Impala must be judged.

Click here to view the embedded video.

Before we dive in, it’s important to know that for 2014 there are two Impalas. Say what? In a stroke of genius (honestly) GM decided to keep selling the old Impala as a fleet only model. This isn’t the first time GM has done this, the Chevrolet Captiva Sport is a fleet only version of the defunct Saturn VUE. By offering a one car to the public and the other to rental and government fleets, one can logically conclude the used market will contain fewer white Impalas with tan cloth interiors over time. This can only be good for resale value.

The fleet-Impala continues on the ancient W-Body first used in 1988 while the new Impala rides on the same Epsilon platform bones as the Cadillac XTS and Buick LaCrosse. If you had hoped the Impala name would be tied to the RWD Caprice like it was in 1994, you aren’t alone.
2014 Chevrolet Impala Exterior, Grille, Picture Courtesy of Alex L. Dykes

 

Exterior

If you recall my review of the Cadillac XTS a year ago:

Engineers took the Epsilon II platform (shared with everything from the Opel Insignia to the Roewe 950), stretched it to 202-inches long and hey-presto, the XTS was born. Unfortunately Cadillac wasn’t allowed to change the platform hard points, so the same 111.7-inch wheelbase and 62-inch track as the rest of the Epsilon rabble remains. With the wheelbase staying the same, the cabin had to be pushed as far to the wheels as possible to maximize interior space. The result is a sedan with awkward proportions.

When I first saw photos of the Impala I was worried the same awkwardness would translate to Chevy’s flagship, but it turns out the XTS’s proportion problem is mostly caused by the Art & Science design theme. When you dress the platform in super-sized Camaro clothes, things turn out better than expected. The slot-like grille, wide headlamps and plenty of horizontal chrome make the Impala look wide while the XTS’s grille makes it look narrow.

Chevy penned a side profile with a bit more visual interest than most of the competition (I admit that isn’t saying much) thanks to the “haunches” designed into the rear doors and quarter panel. Sadly the designers opted for roof-line that starts lowering at the front doors making the car look better but reducing rear accommodations. Speaking of the rear, the 2014 backside is more exciting than before, but that’s not saying much. Things change a little if you step up to the LTZ model which gets integrated trapezoidal chrome exhaust tips. Still, nobody seems to be spending much time on their back bumpers and trunk lids these days.

Overall the Impala is attractive but I think it slots behind the Chrysler 300 in terms of style and I don’t think it will age as well as the more “generic luxury” lines of the Kia Cadenza. Parking the new Impala next to a 1996 Impala I ran into at the grocery store, I have to admit my high school memories are rose-colored as the 1996 Impala SS looks frumpy in comparison. I can’t end this section without commenting on the 2014 Chevy SS, AKA the Holden VF Commodore, AKA the Chevy Lumina (Middle East), AKA the refresh of the Pontiac G8. Yes, it’s back. While I have no doubts a rear wheel drive sedan with a 6.2L V8 will be a blast to drive, the SS looks like the fleet Impala with some makeup and loses the Impala v SS aesthetics battle.

2014 Chevrolet Impala Interior, Picture Courtesy of Alex L. Dykes

Interior

The Impala’s interior elicited more polarized reactions than I had bargained for during my week. While I’m a fan of the overall style, I can see how the flowing shapes may not be everyone’s cup of tea. The Impala’s build quality has certainly improved over the last generation and comparing the Impala to the Toyota Avalon can now be done with a straight face. Sadly in that head-to-head the Impala comes up short. The problem isn’t panel gaps or seams, it’s certain design choices coupled with plastics choices. The air vents you see in the center if the dash and the climate control bank are cast out of hard plastic and look cheap nestled between the attractive stitched upper dash and soft molded lower dash. My cynical side thinks this was deliberate so that Buick could have something to improve on. Test driving the Impala at night reveals the cabin’s party trick, chrome that glows blue/green when darkness falls. It looks a great deal less gimmicky than I assumed it would and the light strip is totally invisible by day. The light-up chrome is part of the $1,140 premium audio and sport wheel package.

Base LS models get cloth seats, LT models start with a leatherette and fabric combo, but most Impalas on the lot will have either the LT’s leather/alcantara combo (*bumping the base price to $32,695) or the LTZ’s “premium” leather seats which swap the faux-suede inserts for real cow. Regardless of the seat covering the Impala’s thrones are big and soft and 12-way power adjustibility. Unlike the seats in the Chrysler 300, you sit in the seats, not on the seats, a considerably more comfortable proposition. GM includes a 4-way adjustable lumbar support in all models and many of the Impalas I sampled had the optional 12-way seats on the passenger side as well, something you won’t find in the Azera or Cadenza.

2014 Chevrolet Impala Interior, Night View, Picture Courtesy of Alex L. Dykes

The fleet-only Impala has a wheelbase just one inch shorter than this new consumer model, but due to its 1980s era platform design the space isn’t used efficiently. This is most evident in the back seat where this Impala delivers nearly 6 inches more rear leg room bringing this big boy up to a hair under 40 inches. This make the Impala the largest overall in the segment with front legroom higher than the former winner the Hyundai Azera and legroom nearly tying with the Chrysler 300′s 40.1 inches. At 18.8 cubic feet the Impala’s trunk is four cubes bigger than the Avalon, two cubes bigger than the 300 or the Korean twins and just 1.2 cubes smaller than the Taurus’ cavernous booty. Like the Taurus the Impala’s rear seats fold but it is worth noting that GM’s pass-through is larger and “squarer” than the Ford and the seat backs fold nearly flat with the load floor.

If size is what you demand, the Impala wins the battle with the most overall space. If however quality is more your bag, you’ll find higher quality parts in the Avalon, Azera, Cadenza, LaCrosse and in many ways even the Chrysler 300. The Impala fights back with supremely comfortable seats, but thanks to GM’s parts sharing the same can be said of that Buick.

2014 Chevrolet Impala Interior, Picture Courtesy of Alex L. Dykes

Infotainment

If you’re a regular reader, you will know that I have recently praised GM’s low and mid-range touchscreen systems as some of the best in the business. The IntelliLink/ChevyLink system in the Chevy Volt and Buick Verano ranks second for me below the latest version of BMW’s iDrive. This is not that system. I an odd twist of infotainment badge engineering, the Impala (and the 2014 LaCrosse) uses a modified version of Cadillac’s CUE software. For Chevy duty GM swapped out the expensive capacitive screen (looks like a modern smartphone) for a resistive unit and added a few physical buttons to improve navigation in the system. Sadly all of CUE’s flaws are present including: random crashes, general sluggishness, unintuitive menu layouts and old-school mapping software. Like CUE some multi-touch gestures are supported but the cheaper touchscreen has troubles deciphering your intent. The system is hard to avoid as every Impala I could find had the system and the only way to escape it is to buy an absolutely base Impala LS as it is the only one without the 8-inch system.

On the bright side, some of CUE’s selling points remain. The system’s voice command system recognized more natural speech commands than the Kia/Hyundai or Toyota systems do and the media library functionality is excellent. Instead of treating the three USB ports as separate inputs, the system aggregates them into one large music library allowing you to voice command songs without specifying the device. The base 6-speaker system has an oddly hollow sound, but the up-level 11-speaker Bose branded system would be competitive in any near-luxury sedan. To get that sound system the Impala will set you back $33,835 as you can’t select the $1,140 sound and wheel package without a number of other options packages.

2014 Chevrolet Impala Engine, 3.6L V6, Picture Courtesy of Alex L. Dykes

Drivetrain

Under the hood you’ll find the same three engines as the Buick LaCrosse. Things start out with a 2.5L direct-injection four-cylinder engine good for 195 HP and 187 lb-ft of twist. This isn’t the engine you want. Not listed on the Chevy website yet due to its late introduction there is a 2.4L “eAssist” drivetrain that GM has stopped calling a hybrid. Delivering identical performance numbers to the 2.5L four-banger, the mild hybrid system delivered 29.8 MPG average during our week with the nearly identical LaCrosse. If fuel economy is your thing, stop here.

Although my soul is sad there is no Impala SS model for 2014, the 3.6L direct-injection V6 delivered better performance than in every situation except for the 2006 Impala SS which barely beat the 2014 in the 0-30 run but was still slower to 60. The reason isn’t just the V6′s 305 horsepower (2 more than the 2006′s 5.3L V8) or the respectable (for a V6) 264 lb-ft of torque(59 less), it’s the 6-speed automatic. The Ford/GM unit is closely related to the transaxle found in the Taurus but GM’s programming results in shifts that seem slightly faster and a hair firmer. The high revving six, weigh reduction vs the Cadillac XTS AWD and Chevy’s tire selection enabled our Impala tester to wheel-hop its way to 60 in a scant 5.52 seconds. This number was met with some head scratching on our Facebook page but I tested the number three times with the same result. It is worth mentioning that the Acura RLX posted similar numbers and a 5.52 second run isn’t out of the ordinary for a 305HP sedan that weighs around 3800lbs.

Need more performance? There have been persistent rumors about an Impala SS coming at some point and Cadillac has decided to drop their 410HP twin-turbo V6 into the XTS, will they offer a similar powerplant for the 2015 Chevy? It’s hard to say with the 2014 Chevy SS positioned as the performance sedan with a bow-tie.

2014 Chevrolet Impala Exterior, 19-inch wheels, Picture Courtesy of Alex L. DykesDrive

The Impala benefits from Buick and Cadillac’s noise reduction efforts and it shows on the road with easily the quietest ride in the bunch. My snazzy new noise meter proved more complicated than I wish to admit and as a result I erased the readings, however the Impala was quieter than the active noise canceled Acura RLX, Kia Cadenza and Lexus ES350 I tested.

The Impala has a unique suspension setup that uses neither the Hi-Per Strut (HPS) suspension from the LaCrosse and XTS, nor the magnetic ride control from the Cadillac. Instead we get a traditional MacPherson strut arrangement with a redesigned strut tower for improved rigidity and rebound springs tuned to keep body-roll from turning into body-wobble. This is important because the Impala is a softly spring sedan in the classic American tradition. The combination works better than it looks on paper despite the loss of the HPS design which was created to vanquish the torque steer demons. Speaking of torque steer, there wasn’t any in the Impala during our tests. So much for that Hi-PerStrut. There’s still plenty of tip, roll and dive on winding mountain roads but the new Impala never felt sloppy or uncontrolled. Broken pavement was a problem for the Cadillac XTS with the suspension paradoxically feeling both too hard and too soft at the same time, the Impala’s traditional setup never exhibited this problem. If you jump up to the 20 inch wheels, be warned they have a negative impact on the serene nature of the Impala’s ride transmitting more road imperfections into the cabin than I thought possible.

2014 Chevrolet Impala Exterior, Picture Courtesy of Alex L. Dykes

When it comes to the competition, the Cadenza feels slightly unsettled at times but is nearly as competent. The Azera’s chassis and suspension tuning aren’t quite up to snuff. Toyota’s Avalon gives the Impala a run for its money with similar road feel and a slightly sportier tune to the dampers. The Chrysler 300 is a tricky comparison since it’s the only RWD sedan in the bunch, but the 300′s driving dynamics are superior to the Impala despite being slower to 60. The lack of AWD is disappointing in the Impala leaving the Buick LaCrosse to be the better handling twin thanks to its slightly more precise suspension knuckles and available AWD.

Without a doubt the 2014 Impala is the finest Impala ever made and perhaps the finest large sedan to wear the bow tie. The base 2.5L four-cylinder Impala snags a 0-60 time only a few tenths off the 1996 Impala SS with its 5.7L V8 while delivering 31 MPG on the highway. The eAssist delivers a similar experience with a surprising 35MPG highway score and 29MPG combined, a 60% increase in fuel economy vs “my” Impala. The 2014 V6 model may not sound as good as that 1996 LT1 but the numbers can’t be denied, the new Impala is the new Impala benchmark. But is it the best full-size American sedan? Not quite. A fully loaded Impala manages to be $2,000 more than a comparable Taurus Limited and about the same price as a similarly optioned Taurus SHO. I’d take the Taurus SHO. The Chrysler 300 is about the same price, but brings superior dynamics, a ZF 8-speed automatic and you can get the 5.7L V8 for not much more. Even the Avalon, which ends up being slightly more expensive than delivers comparable handling a nicer interior and a nav system that doesn’t crash randomly. The Impala’s biggest problem however is the 2014 Buick LaCrosse. In typical GM fashion, there is little daylight in pricing between the sister-ships and the Buick delivers a nicer interior, a few improved features, slightly better dynamics, optional AWD and a slightly more premium brand. Just like the Impala SS vs Roadmaster debate in 1996, you just have to get past the Buick’s looks.

 

Hit it or Quit It?

Hit it

  • Aggressive styling.
  • Ginormous back seat.
  • Cadillac for Chevy prices.

Quit it

  • Some interior plastics are underwhelming.
  • CUE based infotainment is slow and buggy.
  • The Buick LaCrosse has a better interior for almost the same price.

Chevrolet provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested:

0-30: 2.33 Seconds

0-60: 5.52 Seconds

1/4 Mile: 14.33 Seconds @ 97.5 MPH

Average Observed Fuel Economy: 22.5 MPG over 549 miles

2014 Chevrolet Impala Engine 2014 Chevrolet Impala Engine, 3.6L V6, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Exterior 2014 Chevrolet Impala Exterior-001 2014 Chevrolet Impala Exterior-002 2014 Chevrolet Impala Exterior-003 2014 Chevrolet Impala Exterior, 19-inch wheels, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Exterior-005 2014 Chevrolet Impala Exterior-006 2014 Chevrolet Impala Exterior, Grille, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Exterior-008 2014 Chevrolet Impala Exterior, Leaping Impala, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Exterior-010 2014 Chevrolet Impala Exterior, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Exterior-012 2014 Chevrolet Impala Interior, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Interior-001 2014 Chevrolet Impala Interior-002 2014 Chevrolet Impala Interior, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Interior-004 2014 Chevrolet Impala Interior, Picture Courtesy of Alex L. Dykes 2014 Chevrolet Impala Interior-006 2014 Chevrolet Impala Interior-007 2014 Chevrolet Impala Interior-008 2014 Chevrolet Impala Interior-009 2014 Chevrolet Impala Interior-010 2014 Chevrolet Impala Interior-011 2014 Chevrolet Impala Interior-012 2014 Chevrolet Impala Trunk 2014 Chevrolet Impala Trunk-001
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Review: 2013 Cadillac XTS http://www.thetruthaboutcars.com/2012/10/review-2013-cadillac-xts/ http://www.thetruthaboutcars.com/2012/10/review-2013-cadillac-xts/#comments Wed, 31 Oct 2012 13:00:01 +0000 http://www.thetruthaboutcars.com/?p=463855

Once upon a time, being the “Cadillac of <insert a noun here>” meant something magical. The problem is: it’s been 60 years since Cadillac was “The Cadillac of cars.” While the phrase lingers inexplicably on, GM is continues to play off-again/on-again with a flagship vehicle for the brand. The latest example is the all-new XTS. Instead of being “the Cadillac of flagships,” the XTS is a place holder until a full-lux Caddy hits. Whenever that may be. In the mean time, Detroit needed to replace the aging STS and the ancient DTS with something, and so it was that the XTS was born of the Buick LaCrosse and Chevy Malibu.

Click here to view the embedded video.

Exterior

Engineers might have tried stretching the STS, or re-skinning the DTS yet again, but cash was in short supply so Caddy found their platform further down the food chain. Engineers took the Epsilon II platform (shared with everything from the Opel Insignia to the Roewe 950), stretched it to 202-inches long and hey-presto, the XTS was born. Unfortunately Cadillac wasn’t allowed to change the platform hard points, so the same 111.7-inch wheelbase and 62-inch track as the rest of the Epsilon rabble remains. With the wheelbase staying the same, the cabin had to be pushed as far to the wheels as possible to maximize interior space. For some gangsta feel, the belt-line was kept high, and for practical reasons the cabin was extended over the trunk to create a coupe-like profile and more rear headroom. Just for kicks the XTS’s narrow nose was raked to create a “cowcatcheresque” profile. The result is a sedan with awkward proportions, especially when parked next to the CTS, ATS, STS or DTS. (Wow that’s a whole bunch of TSs.)

Of course, style seems to be a problem for American luxury brands lately. Lincoln’s new nose took the recently refreshed MKS from country-farm-girl to tragic-farming-accident and while Chrysler doesn’t pretend to play in this segment, the new 300 is less attractive than its predecessor. (The 300 is unquestionably the most attractive and commanding sedan in this trio however.) What redeems the XTS? It still has plenty of bling and the fin is back. I must admit, I have the fin-love that dare not speak its name. Honestly.

Interior

The problem with an awkward exterior is that first impressions matter. Pity. The XTS has GM’s best interior ever. Aside from the bugaboo of a plastic airbag cover (an ailment many luxury brands suffer from), every  touch point is near perfection. From the tasteful two-tone stitched dash to the microfiber headliner, the XTS’s materials would pass an Audi taste test. Compared to the MKS, the Cadillac is more attractive and assembled with more precision. Compared to the Chrysler 300′s new luxury level interior, the Caddy is the place to be even though the 300′s leather dash is sublime. Unfortunately every silver lining has a cloud, and so it is with the XTS. There was a pleather dash part that was strangely crinkled and the glove box would routinely fall open beyond its stops and crash completely to the floor. (Check out the video for that.)

Thanks to the XTS’s odd profile, rear seat legroom measures out at 40-inches, 1.4 ahead of the MKS while also providing 46-inches of legroom up front (four more than MKS.) In addition, the XTS provides more head room in the rear and much nicer trappings. As proof that more traditional body shape provides more rear room, Chrysler’s 300 bests the XTS by 1/10th in rear legroom and rear headroom but in true-livery fashion leaves less space to the driver. Because the XTS is narrower than the competition, sitting three abreast in the rear is a “cozy” affair.

Infotainment

All XTS models get the new “Cadillac User Experience” or CUE system controlled by a gorgeous 8-inch LCD in the dash. Most navigation systems use a resistive touchscreen with a matte plastic surface that can easily scratch and causes images to look “fuzzy” at times. Cadillac stuck out their neck and used a more expensive capacitive touchscreen with a glass surface that is easy to clean and delivers graphics that are crisper than any system I have seen to date. What was Caddy’s muse? Think iPad.

Powering the LCD is software that gives MyLincoln Touch a run for its money. CUE supports “natural” voice commands to control the majority of system functions from iPod control to destination entry. Cadillac has gone USB crazy with three USB ports that all provide enough power to charge an iPad, something very few systems can do. CUE takes a novel approach to using multiple USB devices, the system indexes them together as if they were one music library so there’s no need to switch from one to the other to look for a song. CUE also sports the best iOS device integration available, for more information, check out the video at the top of the review.

Base XTS models come with an 8-speaker Bose system while upper trim levels of the XTS get a 14 speaker surround system with speakers integrated into the front seat backs. The 8 speaker system is well-balanced but seemed unable to handle moderate volume levels without some distortion. Thankfully the 14 speaker system proved an excellent companion and competes well with the up-level systems from the Germans.

As you would expect with a first generation system, I encountered a few hiccups. Despite the screen being large and high-resolution, CUS uses fairly “chunky” maps that lack detail and aren’t as attractive as iDrive. In addition, the “soft” menu buttons around the map cut the window down to a narrow slot making it difficult to use CUE as a map when navigating around downtown. The ability to “multi-touch” gesture on the screen for zooming sounds cool, but the response time is slow and the process proved more aggravating than useful. Lastly, much like Ford’s Touch system, CUE crashed frequently (four times in a week). While the crashing is a concern, my statement about Ford’s system applies equally to CUE: I can handle occasional crashing as long as the rest of the system is snazzy and does everything I want my car to do. Still, let’s hope Cadillac has a software update pronto.

 

Gadgets

The XTS is a conflicted vehicle. For every awkward exterior angle, there is a tasteful dash seam. For every complaint I have about CUE, there is a 12.3-inch LCD “disco dash” that stole my geeky heart. Sure, the cost of LCD-admission is the $54,505 XTS Premium, but this is the best LCD instrumentation ever. Yes, Jaguar/Land Rover/Mercedes have been toying with large LCDs for a while and even Dodge has a moderately configurable screen in the Dart, but the XTS makes use of the LCD. Huh? In JLR products, the LCD has one “look” (imitating traditional dials) and if you don’t like it that’s just tough. Cadillac gives you four layouts that range from traditional gauges to a modern digital theme and allows sections of the display to be further customized.

In addition to the LCD gauges, the XTS offers available pre-collision warning, lane departure warning, cross traffic detection, blind spot monitoring, heads-up display, adaptive cruise control and a system that will automatically stop you if you try to back over Jimmy on his skateboard. Most of these systems communicate with you through your backside via a seat that vibrates the cheek corresponding to the side of the vehicle that is in danger. Sound strange? It was, yet I found myself changing lanes sans signals so the “Magic Fingers” would feel me up.

Powertrain

Under the stubby hood you’ll find one engine: GM’s 3.6L direct-injection V6. Instead of the 321HP/275lb-ft tune the baby Caddy uses, this mill produces a more sedate 304HP at 6,800RPM and 264lb-ft at 5,200RPM (400RPM higher than the ATS’s peak). While there are rumors of a twin-turbo V6, I will believe it when I see it. Until then, all the power is sent to the front wheels via the GM/Ford 6-speed transaxle, or to all four wheels if you opt for a $2,225 Haldex AWD system.

Our AWD tester hit 60MPH in 6.1 seconds so it’s hard to call the XTS slow, but neither is it fast. The problem is the 260lb-ft versus a 4,200lb curb weight. While the base MKS (3.7L V6) is slower at 6.5 seconds, Lincoln’s twin-turbo bruiser gets the job done in 5.1. The 300 hit 60 in 6.3 thanks to its greater mass, but the 300′s 8-speed transmission allowed it to tie the XTS for a 14.9 Second 1/4 mile at 93 MPH.

Drive

My week with the XTS started with a journey to sample the 2013 Chevy Malibu turbo. The event made me wish GM’s new 2.0L turbo had been jammed into the XTS. Why? Because the Malibu hit 60 in 6.2 thanks to 260lb-ft plateau from 1,500-5,800RPM and delivered 24.7MPG in mixed driving. Our AWD XTS eeked out 18.9MPG in a highway-heavy cycle and FWD XTS shoppers should only expect one more MPG.

Acceleration quibbles aside, the XTS’s road manners are impeccable. The XTS proved a faithful companion on Northern California mountain highways thanks to the AWD system, GM’s “HiPer Strut” suspension design and Magnaride electronically controlled dampers. The oddly named suspension design moves the steering axis to a more vertical orientation closer to the center of the tire, reduces the scrub radius and helps keep the contact patch more consistent. Whatever the name, the system just works. The benefit is most obvious in the FWD XTS where it quells the torque steer demon but it also pays dividends in the AWD model by keeping the wheel more vertical thereby improving grip. While I wouldn’t call the overall dynamic “sporty,” the XTS is confident and predictable. Of course the 300′s rear-wheel setup makes it more fun and the MKS exhibited less body roll, but the XTS’s well sorted suspension and Magnaride system make it an excellent all-around performer.

I left my week with the XTS more confused than when we met and I’m no closer to understanding who the XTS is for. The Chrysler 300 makes a better performance vehicle with the 5.7L V8 and a better livery vehicle due to the rear seat dimensions. Lincoln’s twin-turbo V6 is insane and addictive in its own way, and Lincoln will (optionally) toss in quantities of real-wood that would make Jaguar blush. BMW, Audi and Mercedes have better brand names, more polished interiors and a complete line of engines that range from normal to 400+ horsepower. The XTS on the other hand is a confident-handling technological four de force dressed in a corduroy leisure suit. With leather elbow patches. And a fedora.

 

Cadillac provided the vehicle, insurance and one tank of fuel for this review

Specifications as tested

0-30: 2.48 Seconds

0-60: 6.1 Seconds

1/4 Mile: 14.9 Seconds @ 93 MPH

2013 Cadillac XTS, Exterior, Tail Fin, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-002 2013 Cadillac XTS-003 2013 Cadillac XTS-004 2013 Cadillac XTS, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-006 2013 Cadillac XTS-007 2013 Cadillac XTS-008 2013 Cadillac XTS, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-010 2013 Cadillac XTS-011 2013 Cadillac XTS-012 2013 Cadillac XTS, Engine, 3.6L V6, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-014 2013 Cadillac XTS-015 2013 Cadillac XTS-016 + 2013 Cadillac XTS-018 2013 Cadillac XTS-019 2013 Cadillac XTS-020 2013 Cadillac XTS, Infotainment, CUE system, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-022 2013 Cadillac XTS-023 2013 Cadillac XTS-024 2013 Cadillac XTS-025 2013 Cadillac XTS-026 2013 Cadillac XTS-027 2013 Cadillac XTS, Infotainment, CUE system, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-029 2013 Cadillac XTS-031 2013 Cadillac XTS-032 2013 Cadillac XTS-034 2013 Cadillac XTS-035 2013 Cadillac XTS-036 2013 Cadillac XTS-037 2013 Cadillac XTS-038 2013 Cadillac XTS, LCD Digital Gauges, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Cadillac XTS-041 2013 Cadillac XTS-042 2013 Cadillac XTS-043 2013 Cadillac XTS-044 2013 Cadillac XTS-045 2013 Cadillac XTS-046 2013 Cadillac XTS-048 2013 Cadillac XTS-049 2013 Cadillac XTS-050 2013 Cadillac XTS-051 Zemanta Related Posts Thumbnail ]]>
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