Still, some basic functions like regulating airflow require more steps than they should, and the sliding bar for radio volume does not always respond. The XT5’s CUE infotainment system uses a vibrant 8.0-inch high-resolution touchscreen, and the system is less confusing and wonky than some earlier incarnations. The instruments are bright and legible, although a variety of fonts and gauge styles smacks of raiding the GM parts bin rather than presenting a unified, more upscale look. LOWS: Powertrain not up to luxury-class standards, awkward electronic shifter, inconsistent fit and finish. It’s awkward to use at best, and everyone who drove the XT5 complained that they couldn’t get used to it no matter how much time they spent in the vehicle. It requires a combination of button pushing and manipulation to engage reverse, which is a longish throw forward and to the left. For everybody else, dual USB ports keep devices charged without cords draped everywhere, while standard Android Auto and Apple CarPlay add to the convenience.Ī real buzzkill in the Cadillac is its electronic shifter. Plus, the compartment doubles as a wireless charging station for those with compatible phones. ![]() That not only makes it less obvious to thieves should you leave your phone behind, it may help keep weak-willed phone junkies from playing Words with Friends on the road. Tucked under the console-compartment lid, it keeps your device handy but largely out of sight, with just the top edge sticking out. We did like what has to be one of the coolest phone slots in the business. The stitching on both front seats was uneven on our test car, and we found bits of rough flashing inside the front passenger-side door pull. The center-stack bin is lined in cheap-looking material. The lower surfaces of the console and doors are decidedly less upscale, largely made of hard-surfaced, flimsy-feeling plastics. Everything you normally see and touch looks and feels good, but there’s evidence of cost cutting or parts sharing with cheaper models. Even with the backrest up, the Cadillac has a bigger cargo hold than most competitors in the luxury set.Ī closer look at the interior reveals some inconsistencies in both material quality and assembly. Handy, if somewhat flimsy, levers on either side of the cargo area can be used to flop the rear seatbacks forward nearly flat, even if they’re heavy to pull back upright. Fortunately, the rear seats recline and also slide fore and aft. Taller passengers will find headroom is limited in the back due to the panoramic sunroof. The cabin is spacious all around, with generous head- and legroom up front and a spacious back seat with a flat floor. The heated and ventilated front seats are well padded and comfortable, with a variety of power adjustments including lumbar for the driver and front passenger and seat-cushion extenders for added thigh support. Most pieces fit together well, and some details, such as the single metal insert circling the steering-wheel hub, are nicely styled and well thought out. The interior in our top-of-the-line Platinum-trim test car was wrapped in padded and stitched leather, real wood, and brushed-metal surfaces that make the XT5 look and feel every bit the part of a luxury SUV. ![]() Inside, the news is better, for the most part. Tested: 2020 XT5 2.0L Makes a Case for the V-6.2020 Cadillac XT5 Doesn't Move the Needle.2017 Cadillac XT5 Driven: All-New, Much Improved.Cadillac’s work-around is to select Tap Shift mode by clicking the lever past the D position, using the two paddles hidden behind the steering-wheel spokes to choose your own gears-but it’s one we doubt few owners will employ. Whatever the cause(s), it ends up feeling less smooth and refined than the segment leaders. There’s a lot going on that may contribute to this behavior, with Cadillac’s V-6 employing both a cylinder-shutdown mode to save fuel under light loads and stop/start technology (which, annoyingly, cannot be disabled). For example, when coasting down from higher speeds while approaching, say, a red light that changes to green, stepping back onto the gas pedal elicits a momentary pause and then a jerk. But shifts can be abrupt in normal driving situations. Part-throttle downshifts are slow in coming, especially when merging onto a busy highway or at other times when a quick response would be ideal. When pushed, the engine has a decidedly unluxurious coarseness, and it doesn’t always play nice with the eight-speed automatic transmission. HIGHS: Modern chiseled design, mostly luxurious interior, spacious.Ī 310-horsepower version of General Motors’ corporate 3.6-liter V-6 that first appeared in the 2016 CTS and ATS sedans serves in the XT5 it’s a 24-valve, direct-injected powerplant that gets the job done but falls short on both power and refinement when compared against competitors’ powertrains.
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