First Drive: 2013 Cadillac XTS [Review]

For the Cadillac division of General Motors, life is like a cup of Joe. Think of three Starbuck cups: Tall, Grande, Venti.

With the range-topping 2013 Cadillac XTS sedan, and soon the entry-level ATS, it's a view of how the auto giant's post-CTS lineup will finally be. The division hopes that, with ATS and the XTS to round out the lineup, everybody will a have cup that is suited to their needs""and tastes.

It's a plan that Cadillac has been working on since the first CTS shook up the market a decade ago. A long time coming? Yes. Success? Read on.

Luxury, space and technology
In recent years, the Cadillac division has done lots to help move the needle closer to the goal of once again being the "Standard of the World." Like an impatient child in the back seat, the question keeps coming up: "Are we there yet?"

The last large Cadillac in the lineup disappeared with the discontinuation of the STS and DTS sedans last May. As the state of the art of large sedan building continues moving forward, we would have been surprised if the design technology of the new XTS had not kept pace. To that end, GM's engineers did not disappoint.

Cadillac Vice President Don Butler pointed out that the new XTS would compete directly with the rather diverse Mercedes-Benz E-Class, the Audi A6 and the Lexus ES. After spending some time in the XTS during our preview drives, we think Cadillac is right on target.

Stating that typical DTS and STS buyers qualified as senior citizens, Butler told us that Cadillac is aiming just north of the segment's mid-50s average.

"It's a bridging vehicle"¦ one that our loyal customers would feel very comfortable in, in terms of what we've done with the design and technology," he told us.

"From a strategy standpoint, I think it works really, really well. And in this case, bridge doesn't mean that it's less than we could have done. Instead, it means we are satisfying two different parts of the equation at the same time. This is exactly what we planned to do."

From a price and sizing standpoint, we also think the front or all-wheel-drive XTS still leaves room at the top for a rear-drive large barge.

Appearing in four levels - Base, Luxury, Premium and Platinum - the XTS includes a singular direct-injection 3.6-liter V6 engine with 304 horsepower and 264 lb-ft of torque. Keeping that engine light is the addition of a pair of integrated cylinder heads that incorporate the exhaust manifolds. For now, XTS is offered with a six-speed automatic.

New from the ground up, the XTS rides on GM's Epsilon II (think Buick LaCrosse) platform. Longish at 202-inches in length and 111.7 inches from hub to hub, it appears like what we would expect from a larger, swoopier, next-gen CTS. An abundance of chrome starting with the large egg crate grill (you can never have too much chrome) sets off the look, which is also characterized by elegant creasing that adds visual interest. The short overhang rear is deceiving until seen in the open position. Cargo space inside the trunk is larger than you would imagine, thanks to the positioning of the rear seats. The look is finished off with Cadillac-signature vertical taillights and a deck lid spoiler that looks like it came from the CTS parts bin.

An advanced all-wheel-drive system with electronic limited-slip differential places this largest Caddy within reach of the Mercedes-Benz E350 4Matic and Audi A6 quattro systems. This AWD transfers its power from front to back and side to side. It's sourced through Haldex, the Swedish maker of performance parts and AWD systems that have been seen in various Volvos as well as other vehicles. Otherwise, FWD is standard on the XTS.

Trickle down, or in the case of Cadillac, trickle up, is occurring with this new sedan. Magnetic Ride Control, as seen in the CTS-V, Corvette ZR1, and Camaro ZL1, makes an appearance here. Using monotube shocks filled with a viscous, metallic-infused fluid, sensors monitor steering, jounce, and direction in milliseconds. They become instantly charged to add more firmness in the ride when needed and soften it for other surfaces. It's the first time the technology has been used by GM in a non-high performance vehicle. The system works with an H-link (multi-link) system using rear air springs, while the company's HiPer Strut technology in front helps to prevent torque steer.

Adding to more of the good bits are standard Brembo front brakes that now appear throughout the line. They'll rely on standard 19-inch or available 20-inch wheels to transmit the stopping power to the road.

The EPA says to expect 17/28 mpg for the 4,006 lbs FWD model and 17/27 mpg for the 4,215 lbs AWD. Capacities include an 18 cubic foot trunk, which betters Audi's A6 and A8, as well as the Mercedes-Benz E and S-Class.

Safety and convenience add-ons for the XTS include a new capless fuel tank filler for a cleaner gas station experience and an intervening braking system that helps avoid potential collisions (in stop and go situations) through the use of radar that works with adaptive cruise control. It is also equipped with Rear Cross Traffic Alert. Taking the RCTA system further is the job of the "virtual front and rear bumpers." Sensors will bring the vehicle to a stop if you don't see poles or other obstructions in parking lots.

Finally, the XTS displayed a new, more discreet way to skin the proverbial cat: Their lane departure warning system consists of vibrating sensors in the driver's seat only. That way, should you accidentally drift left, the left side of the driver's seat would vibrate. Conversely, drifting right would cause the same reaction on the other side. But only you know about it, instead of all the car's occupants realizing you are a bad driver. We also found an alternative use: since the Cadillac's front seats don't offer a massage function, gently drifting left could potentially massage your left side gluteal, while drifting right achieves the same result over there.

In a nod to all the technology inside, Cadillac will provide owners with an iPad loaded with vehicle instructions and tutorials.

Park-side luxury
Cadillac interior designer Christine Park knows luxury. A Transportation Design graduate of the Art Center College of Design in Pasadena, California, she and her team used a variety of leather, wood and aluminum for an interior that we think is the equal of the segment's finest.

The XTS is the first platform to use the new Cadillac Cue infotainment and navigation system. Two grades of Bose audio systems were controlled via a touchscreen or the preferred voice recognition system. We spoke in normal conversations and found it worked off certain keywords. You can say to your neighbor in the car something like "I am going to PLAY my new ALANIS MORISSETTE album, and the voice recognition software will key on PLAY ALANIS MORISSETTE.

Not just vocally stirred, the system is also one of the best examples of the state of the art for haptic touch control. Touch either the screen or the chrome buttons (there are no physical knobs - just slider potentiometers) on the centerstack and you will receive a confirmation pulse back, letting you know that you have indeed changed the settings. A microfiber cloth resides in the storage bin for cleaning fingerprints from the touchscreen.

GM is intentionally playing Cue's supplier close to its chest, but the automaker says that it is considering allowing owners to be able to upgrade their own software rather than forcing them to visit dealers.

Depending on trim level, owners can go from a map-less system in the base XTS to high-zoot models that include navigation, head-up displays and even a 110-volt AC outlet. A CD player (probably on its last go-round) is kept out of sight (and mind) in the glove box. Following Park's clean design, its button is located on the upper right of the center stack.

Get up and go
The XTS's singular power source, for the moment, is the tried and true 3.6-liter LFX direct-injection V6 engine. We found its 304 horsepower and 264 lb-ft of torque sufficient to push the XTS up and down the grades along Malibu Canyon Road and Mulholland Highway near Los Angeles. In our Premium model, we thought it was more fun to use the paddle-shifters than to engage the normal functions of the six-speed automatic transmission. Seeing that others in the segment have seven gears, while the Hydr-Matic came to the dance with only six, troubled us a touch.

Having said that, acceleration is good for the large-luxe vehicle. Handling was top-shelf, thanks to the magnetic ride control and hydraulic variable rack and pinion steering. Switching the shift lever to the Sport mode found aggressive suspension tuning that firmed the ride up nicely. We're not talking Mercedes-Benz AMG, but we could live with this package all day long.

Tight radius switchback turns were well controlled through steering and throttle modulation, while very little in the way of road imperfections were transmitted to us inside the cabin. This was clearly a moderately sized car that liked to be pushed, and we liked doing the pushing.

Our brief time in the XTS showed us a car that was as comfortable in its own skin as it was on challenging mountain roads. That's something we could never say about the old land-yacht Cadillac of yore.

Leftlane's bottom line
Cadillac brings their latest large car to market and we think it's one of their best yet. Don't think this is the CTS-V's big brother.

The XTS is a full-on luxury car, and one we think is the equal of every player in its segment.

2013 Cadillac XTS base price range, $44,995 to $59,080.


Words and photos by Mark Elias.