At the media launch of the XT5, Cadillac boss Johan de Nysschen wasted little time in telling the assembled group that GM’s New York-based luxury brand is currently working on 11 new products, not including the recently introduced CT6 sedan and the crossover you see here. With gas on the cheap and SUV sales on the rise (and sedan sales contracting), you can bet that most of those 11 will bear XT badges. (XT stands for “Crossover Touring” and CT “Cadillac Touring.”) Consider this: Audi, BMW, and Mercedes-Benz already boast diverse CUV lineups—BMW has five crossover nameplates on its own—so the idea of Cadillac expanding with an XT4, XT6 “coupe,” and a three-row XT7 is about as far-fetched as edamame spaghetti. (Feel free to try it, but it’s not that tasty.)
Per de Nysschen, the cost-saving secret ingredient is the XT5’s all-new architecture, which has the means to underpin multiple crossovers. “It’s modular, allowing for several vehicles off of one investment,” he said. “It can be stretched, widened, with different powertrains and suspension modules.” Of course, other GM vehicles will get in on this architecture. Think next-gen Chevrolet Traverse and Buick Enclave as well as the GMC Acadia, which will roll out of GM’s Spring Hill, Tennessee, assembly plant (yes, where Saturns were once built) alongside the XT5.
Being the first to hit the market, not to mention the one replacing last year’s best-selling Cadillac (see sidebar), the XT5 needs to make a powerful and lasting first impression. We’re not sure its evolved Art and Science design language makes a bold enough statement or that it really separates itself from the similarly styled SRX, but the new 3.6-liter V-6 (the one that debuted in the fall in the ATS and CTS) under the hood has the stout stats to leave a mark: 310 horsepower, 271 lb-ft of torque, and EPA numbers of 19/27/22 mpg city/highway/combined (FWD) and 18/26/21 (AWD). A 2.0-liter turbo-four will be offered in XT5s sold in China, but we’re more likely to see that motor in something such as an XT4. Shift duties fall to an Aisin eight-speed automatic that engages via an Electronic Precision Shift, or a shift-by-wire gear knob. It’s similar in function and appearance to what BMW uses, and according to Cadillac, it improves NVH and frees up valuable real estate below the console for purses, documents, and tablets. (There’s a power outlet down there, too.) The eight-speed routs power to the front wheels or via an available twin-clutch all-wheel-drive system, the latter a compact, lightweight design that sends torque front-to-back and side-to-side and offers three driver-selectable modes.
On the highways and roads in southern Orange County and eastern San Diego, the XT5 proved itself, first and foremost, to be quiet. Like, really quiet. Wind and road noise have been thwarted to whisper levels, and the V-6, which utilizes cylinder deactivation that seamlessly switches between V-4 and V-6 modes, is as serene as they come; it’s refined and gutsy, too. Much of this impressive quietness goes to the lighter, stronger structure that touts extensive use of high-strength steels and structural adhesives. “Efficient performance, better NVH, and more agility through mass reduction and technology,” XT5 chief engineer Paul Spadafora said. Whereas the SRX could feel cumbersome, the XT5, nearly 300 pounds lighter, comes across lithe and athletic in comparison. The electric power steering serves up clear communication, the front strut/rear multilink suspension delivers confidence-inspiring dynamics, and the 20-inch wheel/tire combo, which bundles ZF’s CDC4 continuous damping system, provides comfort without sacrificing sportiness. Despite overall dimensions that have actually shrunk a smidge, the XT5’s wheelbase is up 2.0 inches and its track stretched 1.0 inch, imparting improved ride and dynamics and 3.2 inches of additional rear legroom. Speaking of which, legroom is commendable in both the front and second rows, though for 6-footers in the latter, best to recline the seat back for optimal noggin clearance.
Inside, the XT5 delights with premium leather and real wood, aluminum, and carbon-fiber trim. No faux stuff here. The dash and doors are covered in stitched materials rather than molded surfaces, the “cut and sewn” theme prominent throughout. The oft-criticized CUE infotainment system soldiers on, but its processor is faster and its graphics improved. Plus, for many of the controls, including those for the HVAC system, what appear to be flush haptic surfaces are actually buttons with real indents. Better. Further, the XT5 comes standard with Apple CarPlay and Android Auto, and 4G LTE Wi-Fi is there for connecting on the go. A new Platinum trim a la the Escalade ups the ante even further with unique 20-inch wheels, additional ride bushing on the rear cradle, and a rear camera mirror system that replaces the conventional rearview mirror with an LCD unit displaying a “300 percent” better view of what’s behind.
But is the XT5 safe? Cadillac thinks so, predicting the crossover will achieve the highest scores from NHTSA and IIHS. Available active safety tech includes lane keeping assist, rear cross traffic alert, side blind-zone alert, pedestrian collision mitigation, and auto front and rear braking for low-speed situations. A head-up display is optional, as are adaptive cruise control and automatic parking assist.
Pricing starts at $39,990 and tops out at $63,495, so right in the ballpark with such other players as the Lexus RX, Lincoln MKX, and Mercedes-Benz GLC. Whether the XT5 is best in class will require a comparison test (stay tuned), but based on our initial drive, we’d say it’s got the chops to compete at a high level.
So long, sales champ
Remember when the 2010 SRX debuted? We don’t blame you—we’ve nearly wiped it from our memories, too. But at the time Cadillac’s new midsize CUV, developed with Saab (did you also forget the 9-4x?), ushered in a new era for Caddy crossovers, offering a 300-horsepower, 2.8-liter, turbocharged V-6; 20-inch wheels; and a fresh take on the Art and Science design theme. Initial sales were timid—20,327 in its first year—but averaged 55,168 from 2010-’14 and topped out at 68,850 in its seventh and final year on sale. Not bad. For context, you know all of those Escalades you see out there? Cadillac moved 30,522 of those last year, not even half that of the SRX. Now that you know, start looking out for the SRX. Despite an under-the-radar image, it prompts a whole lot of blips.
The post 2017 Cadillac XT5 First Drive Review appeared first on Motor Trend.
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