Clean Retail Price
The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.
|5-Year Cost to Own / Rating|
|$44,600||N.A.||N.A. / N.A.|
|$44,600||N.A.||N.A. / N.A.|
|$49,510||N.A.||N.A. / N.A.|
|$51,315||N.A.||N.A. / N.A.|
|$54,455||N.A.||N.A. / N.A.|
|$56,260||N.A.||N.A. / N.A.|
|$61,750||N.A.||N.A. / N.A.|
|$62,095||N.A.||N.A. / N.A.|
|$63,555||N.A.||N.A. / N.A.|
|$69,095||N.A.||N.A. / N.A.|
Cadillac XTS Expert Review
- Available twin turbo V-6
- Excellent handling for a large luxury car
- Roomy interior
- Lackluster fuel economy
- Firm ride with 20-inch wheels
- Confusing infotainment system
- Acura RLX
- Mercedes-Benz E-Class
- Audi A6
- Infiniti Q70
- Lincoln MKS
The 2014 Cadillac XTS adds automatic high-beam headlights, an available rear-seat entertainment system, front passenger seat memory function, and an opaque sunroof sunshade. Front-drive models also gain a new electric power steering system and automatic parking assist. Cadillac has also added the Vsport model with a 3.6-liter twin turbo V-6 producing 410 hp and 369 lb-ft of torque paired to a six-speed automatic transmission and all-wheel drive.
The 2014 XTS is a large luxury sedan sold in four trims and in front- or all-wheel-drive configurations.
In addition to the new 3.6-liter twin turbo V-6, the 2014 XTS is available with a naturally aspirated 3.6-liter V-6 making 304 hp and 264 lb-ft of torque paired to a six-speed automatic as its base engine. It's available in front- and all-wheel drive-configurations. Fuel economy is average for the class at an EPA-rated 18/28 mpg city/highway for front-drive 3.6 models. Opting for all-wheel drive drops those numbers down to 17/26 mpg. Vsport variants sacrifice fuel efficiency in favor of performance, achieving 16/24 mpg.
Driving dynamics are a 2014 XTS strong suit. A well-tuned chassis features GM's Magnetic Ride Control. For such a large car, the XTS handles well because of its magnetic dampers, especially in all-wheel-drive guise, striking a great balance between agility and a comfort that doesn't disrupt driver engagement. Good steering feel contributes to the car's performance with a "firm on-center feel and more organic feedback." The Vsport variant builds upon the XTS' good performance with a more powerful engine and a retuned suspension, improving acceleration and handling without ruining its ride quality with a firm but comfortable ride. However, the transmission remains a weak point because of slow shifts in manual mode.
Interior space is generous in the 2014 Cadillac XTS, with ample room for four adults. Build quality, however, isn't up to par with the class with front seats that use low-quality material for the bolsters and looked "out of place in an otherwise very refined, high-end cabin." Additionally, Vsport variants have "seats that are clearly not designed for hard cornering" because of its inability to hold the driver in place during aggressive driving through twisty mountain roads. Cadillac's CUE infotainment system and its touch-sensitive controls are confusing to use. Its lack of responsiveness, unclear map guidance, and slow reaction time detract from an otherwise livable cabin.
The 2014 Cadillac XTS has a five-star safety rating from the NHTSA (out of a possible five stars) and scored good in the four tests that the IIHS has tested it in (good is the highest possible score).
While the 2014 XTS is a pleasantly comfortable luxury sedan, it also possesses great handling for such a large vehicle. We noted in a First Drive review of a 2014 Vsport that "body roll and other movements are very well-controlled" despite its two-ton curb weight. The larger 20-inch wheels on Vsport models detract from the car's ride quality, making it "too firm" while "transmitting more tire noise." In a Comparison Test with the 2014 Acura RLX, the Cadillac XTS lost due to its unimpressive fuel economy and "clunky user interface" that became "extremely annoying and frustrating" to operate due to its sensitivity.
The Cadillac XTS stands apart from the ATS and CTS sports sedans that are redefining America’s luxury automaker. The big soft Caddy is designed for the brand’s old-school customers and those who might set a priority of roominess and ride quality over rortiness. Cadillac XTS buyers need 410 horsepower like they need a motion-sensing touch screen and capacitive-touch climate controls. But where Cadillac’s CUE infotainment system was maddening, we’re down with the addition of a potent turbocharged V-6 between the front wheels. And come to think of it, 1950s and ’60s Caddys had way more power than control, so there’s a bit of legacy here.
This 2014 Cadillac XTS is our first exposure to the Vsport series that slots between Cadillac’s mainstream lineup and the tire-slaying V performance models. Vsport here means the force-fed V-6, the twin turbochargers of which are bolted to a 3.6-liter engine that is a dimensional clone of the naturally aspirated V-6 widely used by GM vehicles (including the standard XTS). However, Cadillac claims the Vsport engine uses a new block, internals, and direct-injection system to contend with the 12 psi of intercooled boost.
The new engine generates smooth, effortless power befitting a large Cadillac. It doesn’t pack the soul-stirring rumble of an eight-cylinder, but the V-6 surpasses the old DTS’s Northstar V-8 in nearly every other regard. With 369 lb-ft of torque from 1900 rpm, the turbocharged XTS makes overtaking other cars a breeze and possesses the sometimes-scary ability to hit triple-digit speeds unintentionally. The six-speed automatic uses the same gear ratios as in the naturally aspirated XTS but with a shorter final-drive ratio. Shifts are quick and logically sound, although the manual shift mode is slow to respond. Most of all, we wish the transmission and the engine could collaborate to speed up throttle response off the line.
In the run to 60 mph, the turbochargers are good for two whole seconds compared with the performance of the naturally aspirated, all-wheel-drive XTS, with the Vsport stopping the clock at 5.2 seconds. The quarter-mile is cleared in 13.6 seconds, 2.1 seconds sooner, at which point the XTS’s digital speedo reads 105 mph. The Vsport is rated by the EPA at 16 mpg city and 24 highway, and we deemed our observed fuel economy of 17 mpg to be quite reasonable. If there’s a weakness with the Vsport, it’s not the new engine.
Unfortunately, the XTS’s chassis hasn’t been rehabilitated for its new job. As in lesser XTS models, the Vsport experience is tainted by a shaky-feeling structure, limp steering, and a suspension that’s on the soft side. Braking and skidpad numbers were no better than what we’ve recorded for naturally aspirated XTS models, and despite GM’s HiPer strut front suspension and all-wheel drive, torque steer still manages to boss around the driver’s palms.
The Vsport badge carries a hefty premium—$5835, to be exact—that should cause shoppers to consider the German alternatives. The V-8 models of the BMW 5-series and Mercedes-Benz E-class are priced between the Vsport’s base price and our test car’s $71,015 sticker and offer much more engaging chassis characteristics.
Cadillac’s media materials suggest that the company flirted with the name XTS Turbo before settling on the Vsport badge. Although not nearly as sexy, “turbo” might have been a more fitting moniker. The Vsport is a far better car than the DTS that used to occupy the XTS’s slot in Caddy’s lineup, but it’s hardly sporty. The Vsport’s ability to raise our pulses is limited to one fact: We can’t wait to drive the powerful 3.6-liter twin-turbo V-6 in a proper sports sedan—namely, the 2014 Cadillac CTS Vsport.
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $71,015 (base price: $63,020)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 217 cu in, 3564 cc
Power: 410 hp @ 6000 rpm
Torque: 369 lb-ft @ 1900 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
Wheelbase: 111.7 in
Length: 202.0 in
Width: 72.9 in Height: 59.4 in
Curb weight: 4437 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.2 sec
Zero to 100 mph: 12.4 sec
Zero to 130 mph: 23.3 sec
Rolling start, 5-60 mph: 5.6 sec
Top gear, 30-50 mph: 2.9 sec
Top gear, 50-70 mph: 3.7 sec
Standing ¼-mile: 13.6 sec @ 105 mph
Top speed (governor limited): 137 mph
Braking, 70-0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.79 g
EPA city/highway driving: 16/24 mpg
C/D observed: 17 mpg
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Be Smart, Check in Advance. CARFAX — Your Vehicle History.
CARFAX — Your Vehicle History Expert
Sometimes what you don't know can't hurt you, but that's not the case when buying a used car. As an independent vehicle history provider, at CARFAX we've made it our mission to tell you everything you need to know by uncovering as many events as possible from the previous life of a used car. Our primary goal is to help you get to know your next car from the inside out before deciding to make an investment that will be part of you and your family's everyday life. We believe your next car shouldn't be hiding anything from you.
CARFAX Vehicle History Reports contain over 28 billion historical records from 20 European countries, the US and Canada, which are updated daily with new information.
Even if you live in a country we don't collect vehicle data from, it's still always worth checking the Vehicle Identification Number without obligation. The used car import and export market is booming and many owners would be surprised to find out exactly what happened to their vehicle during its previous life abroad.
Privacy for Customers — Transparency over Vehicles
Let's be clear: Although we strive to find every detail of a vehicle's life so far, we are focused only on the vehicle's history, and do not collect any information on previous owners. The information we provide relates solely to the vehicle, its odometer reading, any accidents that have been covered up, where the vehicle comes from and much more — it never gets personal. We've uncovered irreparable damage several times in the past, but other times our vehicle history checks draw a blank — and sometimes that's actually a good thing.
Second Hand — Not Second Best
Did you know that considerably more used cars are sold than new cars? We think this second-hand system is nothing short of fantastic. However, it goes without saying that it gives rise to different methods and tactics: Some sellers will disguise a car that's been in an accident under a fresh coat of paint, tamper with the odometer or conceal theft. This is one of the less appealing aspects of buying second hand. Our goal is to establish trusting relationships between buyers and sellers, since this is the best way to help customers make the right decision. Your new car should be reliable and make you feel safe, as well as make you feel like you haven't paid too much.
But more than anything else, we don't want you or your family unknowingly sitting behind the wheel of a vehicle that isn't 100% safe. This is why we strive to take these vehicles off the road, which not only makes the used car market safer but our streets safer too.
CARFAX — 35+ Years of Experience in Vehicle Histories
CARFAX was founded in the US in 1984 and expanded into Europe in 2007. Around 100 team members spread across six European offices process vehicle information from 22 countries.
Fostering strategic partnerships with registration authorities, law enforcement agencies, government departments, insurance companies, inspection centers and numerous other leading companies around the world has enabled us to compile a unique international database for vehicle histories. We use this database to help make the used car market more transparent. We give everyone in the process of buying a used car access to what is currently the world's most comprehensive source for vehicle history reports, and is growing day by day.
We remain neutral and independent despite our partnerships — our sole purpose is help customers make an informed choice and ensure their safety and the safety of their family. This includes never collecting any personal details — we do not accept any PII from data sources amongst the information we provide about a vehicle. We ensure that data protection laws are observed at all times. Furthermore, we always collect our data in compliance with legal and regulatory frameworks — in all the countries in which we are active. We expressly distance ourselves from illegal activities such as data theft, scraping and hacking.
2014 Cadillac XTS
The Cadillac XTS sedan was a new model for 2013, continuing to bring the marque up to the times with sexy shapes replacing cars with designs from the '90s such as the STS and DTS. The styling is bold, consistent with recent Cadillac direction, but not edgy. The Cadillac XTS is roomy and refined, with high-quality interior materials as one expects from Cadillac, and high-tech features such as a configurable electronic TFT (thin-film transistor) instrument cluster.
The basic structure of the Cadillac XTS was originally developed by Opel (that's a good thing) and is also used for the Buick LaCrosse. The base engine is GM's well-liked 3.6-liter V6, mated to a smooth and proven 6-speed automatic transmission. However, new for 2014 is the XTS Vsport, a twin-turbo version of that V6, making 410 silky horsepower with standard all-wheel drive.
We got nine sweet days in the car, and loved the seat time except for some electronic things. Not only the powertrain, but the ride and handling matches that of any European car, and it wasn't too long ago that you could never have said that. The looks, as well. BMWs seem to have lost their distinction, but not this Cadillac. Price-wise, it slots beneath comparable models from BMW, Mercedes-Benz, Audi, Lexus, and even Hyundai, making it a compelling value.
The standard 3.6-liter V6 delivers 305 horsepower and 264 pound-feet of torque at a high 5200 rpm. The Vsport engine is a fast and wonderfully silky twin-turbo V6 making 410 horsepower and 369 pound-feet at a low 1900 rpm, for only a couple miles per gallon less than the EPA-estimated 17/28 in the base model. However, the Vsport requires Premium gasoline because of the engine's higher compression ratio.
The 6-speed automatic transmission with paddle shifters is seamless and obedient. The ride and handling in the base front-wheel-drive XTS is stable and composed. The Vsport gets all-wheel drive and a beefed-up and tuned suspension, and it corners with stability until it's pushed really hard.
Cadillac XTS comes standard with CUE, an acronym for Cadillac User Experience. The system features a large touchscreen and uses proximity sensors and voice recognition to control phone, audio and navigation functions. Like similar systems on other cars, we can't find anyone except the manufacturer who says it's easy. In addition to our nine days in the car, there was an event where 25 Northwest journalists drove the same XTS for about 30 minutes each, and we didn't hear any raving, not that they had time to mess with CUE.
New features for 2014 include standard electric power steering on front-wheel-drive models, available automatic parking assist also on FWD, Intellibeam headlamps that dim automatically, a rear seat entertainment system, front passenger memory seat, and opaque sunroof sunshade.
Cadillac XTS comes standard with a 3.6-liter engine, 6-speed automatic transmission and front-wheel drive. All-wheel drive is available. XTS comes in four trim levels, with all-wheel drive available. The XTS Vsport, with a 3.6-liter twin-turbo V6, 6-speed, and all-wheel drive, comes in two trim levels.
Cadillac XTS ($44,600) comes standard with leather upholstery, dual-zone climate control, CUE touchscreen interface with Bluetooth phone capability and USB ports, Bose audio with CD player and HD radio, 60/40 split folding rear seats, keyless remote entry/ignition, analog instrument cluster, wood interior trim, power tilt/telescoping steering wheel with wood trim, rear parking sensors, HID headlamps, magnetic ride control, 19-inch wheels, and Brembo brakes.
XTS Luxury ($49,510) and XTS Luxury AWD ($51,315) add a dual integrated exhaust, rearview camera, front parking sensors, rain sensing wipers, illuminated exterior door handles, cargo net, memory functions, heated steering wheel, wood shift lever, heated/ventilated front seats, adjustable front-seat thigh bolster, heated rear seats, additional wood interior trim and interior ambient lighting. Options include a sunroof, compact spare tire ($350), navigation with voice recognition ($795). The Driver Awareness Package ($890) includes a blind spot monitoring system, rear cross traffic alert, lane departure warning and forward collision alert.
XTS Premium ($54,455) and XTS Premium AWD ($56,260) comes with the Driver Awareness Package, a reconfigurable digital instrument cluster, head-up display, three-zone climate control, a 110-volt power outlet and an upgraded Bose Surround system with CD player and navigation. Options include 20-inch wheels, a sunroof ($1,450), rear sunshades ($250) and a Driver Assist Package, which bundles active safety features including adaptive cruise control, front and rear automatic braking and automatic collision preparation.
XTS Platinum ($61,750) and XTS Platinum AWD ($63,555) get a unique grille and 20-inch wheels, sunroof, rear sunshades, upgraded leather upholstery, leather-covered dash and doors, microfiber suede headliner, premium floor mats, unique wood trim, and the Driver Assist Package.
The XTS Vsport comes in Premium ($62,095) and Platinum ($69,095) trim levels.
Safety features on all models include brake assist, stability and traction control, front-seat knee airbags and rear thorax air bags. The optional Driver Awareness Package and Driver Assist Package add safety features that can help a driver avoid or reduce the severity of a crash. The optional rearview camera can help the driver spot a child behind the car when backing up. Optional all-wheel drive can improve handling stability in slippery conditions.
The Cadillac XTS is really a beautiful car, with its elegant wedge shape and crisp lines that race from front to rear. It's distinctly Cadillac, but softer than other Caddies, for example the slightly smaller CTS. It comes across as more sleek, with fewer creases and angles. The headlamps stretch back a bit more, and the grille is more refined and less edgy.
The rear end is tidy and lifted, with signature Cadillac vertical taillamps that aren't too busy. All models above the base trim have a dual exhaust integrated into the clean rear fascia.
Still, the XTS has plenty of bling, with tons of chrome in the grille and around the windows, doors and deck lid. Paired with its Cadillac badge, the face of the XTS is unmistakable as a Cadillac in a rearview mirror.
Because the Cadillac XTS was a new model in 2013, there aren't many changes in 2014, however the interior gets some additions to options: memory for the front passenger seat, a rear seat entertainment system, an opaque shade for the sunroof; automatic parking assist that parks for you, and Intellibeam headlamps that dim and brighten automatically (Adaptive Forward Lighting). Cadillac invented this in 1952, only then they called it the Autronic Eye, a teardrop-shaped thing the size of a fist that rode on the dashboard like a little backwards mirror. More than 60 years later, Intellibeam works better than Autronic Eye, but not much.
On the freeway, our Intellibeam was nice when it was right, but much of the time it was on low-beam when it should have been high. It got confused a lot (we are wary of those things called intelligent). So you can't relax and forget about it. You have to stay attentive and override it, or you'll be on low beams when high is safer. Is half the time is better than none? We found it too slow to switch to high beams when more light was needed. We preferred to switch the system off.
More important, what has come a long way in six decades is the quality of the headlamps' beam. The high-intensity headlamps on our XTS Vsport Premium provided a broad and bright beam on the dark winding Oregon freeway through a forest full of deer. Once on this freeway we even saw an elk. You wouldn't want to hit one at 70 mph, not even in a Cadillac.
Our XTS was equipped with the Driver Assist Package, including adaptive cruise control, automatic collision preparation, and front and rear automatic braking. Automatic braking is another one you need to watch out for.
Speaking of watch out, our Cadillac buzzed us through the seat a lot, reminding us to watch out; left side for something on the left, right side for the right. In the old days, when they talked about driving by the seat of your pants, this is not what they meant. In the XTS, the Safety Alert Seat tells you when you should watch out changing lanes, or shouldn't back up any farther, or shouldn't drive forward any farther. During our days in the car, we probably got buzzed 50 times. Once, it was useful, when we parking with the nose against a curb; the other 49 times were false alarms. But even when we liked it telling us when the tires were about to contact the curb, other times it didn't warn us, and the tires did contact the curb. So such warnings are only useful if they're consistent, and accurate. Mercifully, you can turn it off.
The XTS is the biggest Cadillac, with a superb 40 inches of rear legroom, about 4 more inches than the BMW 5 Series and Mercedes E-Class sedan, and 2 more inches than the Audi A6. The trunk is massive, with 18 cubic feet, more than the larger BMW 7 Series, Mercedes S-Class sedan, and Audi A8. The rear seats also split 60/40, making room for even more cargo. No need to borrow a pickup truck for moving.
The interior materials are of a high quality, as should be expected of a $65,000 car. The supple front bucket seats make each occupant feel like they're in their own space, with good cubbies and armrests. Because of longish seat cushions, short people (under 5-foot, 5-inches) might find that their legs don't bend over the edge, but then, it's a common problem, as big luxury cars aren't designed for small people. The seatbacks are fairly wide, but bolstering is good enough that you don't slide around.
On base and Luxury models, an analog instrument cluster with electronic driver information center sits in front of the driver. On Premium and Platinum trims, a re-configurable TFT (thin-film transistor) display comes standard. The full-color display allows the driver to select from a variety of layouts that show various driver functions and other information. It is both novel and useful, but those who prefer a good old-fashioned needle are relegated to the lower trims. We loved the head-up display on our Premium, both adjustable for height and programmable for specific information.
At the heart of the XTS cabin is the CUE system with its 8-inch touchscreen. While past Cadillac models were fraught with an overwhelming number of buttons on the center stack, CUE cuts down the number of controls to a handful. CUE operates phone and audio options, and uses voice recognition on models equipped with navigation. Some features worked for us, some were too confusing so we gave up, rather than risk running off the road from the distraction of the mental puzzle requiring our eyes, concentration and hands.
CUE's home menu is configurable. It uses proximity sensing; when your hand is nearby, it automatically brings up menu options related to the current function on the screen. If you don't want those options, too bad. There's always a way to get what you want, the issue is learning that way, let alone liking it.
We also got some seat time in an XTS Platinum with navigation and voice activation. Unlike so many, CUE does a good job with voice recognition; it can correctly identify difficult names from an address book, although it will most likely butcher the pronunciation when repeating it back to you.
There are CUE curiosities. The climate control uses physical buttons for temperature and fan, but to change the vent mode, you have to go into the CUE menu. And fingerprints stick more to the glossy screen than other touch screens; the screen also glares more, which might be why the opaque sunroof screen was added to the 2014 model, and why the XTS comes with a microfiber cleaning cloth.
Cadillac XTS comes standard with a normally aspirated 3.6-liter V6 making 305 horsepower. Fuel mileage for the XTS is an EPA-estimated 17/28 mpg City/Highway.
We found it stable and composed when driven gently, even on canyon roads when in Sport mode. Standard Magnetic Ride Control manages the weight of the 4,006-pound XTS masterfully, and provides firm yet comfortable support, with very little if any body roll around corners. The cabin is quiet, with wind and road noise scarcely detectable. Steering is responsive, with a satisfying feel that isn't too light or weighty. The front-wheel drive has a new electric power steering system, while the all-wheel drive uses hydraulic.
The big front Brembo brakes were solid and confidence-inspiring. In fact, the faster Vsport uses the same brakes.
Cadillac XTS Vsport features a twin-turbocharged 3.6-liter V6 strengthened and upgraded to handle its 410 horsepower. Yet it gets an EPA rating of 19 mpg Combined city and highway.
It's fantastic. It blows away any need for a V8. It doesn't rumble like a V8, that's what dinosaurs do, such as the 6.2-liter V8 that's in the Cadillac CTS-V. The V6 in the XTS Vsport sounds like silk, while zooming to a quarter-mile time of 13.6 seconds. Using all of its 369 foot-pounds of torque every inch of the way, as maximum torque is available from 1900 to 5600 rpm.
We had one fantastic 140-mile round-trip run in the Vsport, over a remote and fast two-lane with two great sets of rolling curves. Our seat time was memorable, for the silky yet eye-popping acceleration, and the smooth ride. And our appreciation of the head-up display at dusk, when the road needed our full concentration.
The Vsport's 6-speed automatic transmission with paddle shifters worked seamlessly and obediently. The suspension is beefed up and tuned, and all-wheel drive is added, so that improves the cornering a lot. It's a large car, however, and the chassis is challenged on bumpy curves when driven like a sports sedan. Like an Audi, the XTS is built on front-wheel drive architecture, so it's never going to feel like a BMW.
The shapely Cadillac XTS holds its own and then some against its luxury competitors, namely BMW, Mercedes and Audi. Go for the Vsport and get an incredible engine to go with the car's smooth 6-speed automatic transmission and steady ride. Big rear legroom and cargo space, with optional rear seat entertainment, make it a superb family road trip car.
|Model Line Overview|
|Model lineup:||Cadillac XTS ($44,600); Luxury ($49,510), Luxury AWD ($51,315); Premium ($54,455), Premium AWD ($56,260); Platinum ($61,750), Platinum AWD ($63,555), Vsport Premium ($62,095), Vsport Platinum ($69,095)|
|Engines:||3.6-liter V6 with direct injection, variable valve timing; twin turbo 3.6-liter with direct injection, variable vale timing|
|Safety equipment (standard):||six airbags (front, side and curtain), traction control, anti-lock brakes (ABS), electronic stability control, OnStar|
|Safety equipment (optional):||rearview camera; Driver Awareness Package with blind spot warning system, rear cross traffic alert, lane departure warning, forward collision warning; Driver Assist Package with front and rear automatic braking, automatic collision preparation, adaptive cruise control|
|Basic warranty:||4 years/50,000 miles|
|Assembled in:||Oshawa, Ontario, Canada|
|Specifications As Tested|
|Model tested (MSPR):||Cadillac XTS Vsport Premium ($62,095)|
|Standard equipment:||leather upholstery, three-zone climate control, CUE touchscreen interface with Bluetooth phone capability and USB ports, 60/40 split folding rear seats, keyless remote entry/ignition, wood interior trim, rear parking sensors, HID headlamps, 20-inch painted aluminum wheels, Brembo front brakes, dual integrated exhaust, rearview camera, front parking sensors, rain sensing wipers, illuminated exterior door handles, heated steering wheel, wood shift lever, heated/ventilated front seats, heated rear seats, ambient lighting, reconfigurable digital instrument cluster, head-up display, 110-volt power outlet, Bose Surround system with CD player and navigation|
|Options as tested (MSPR):||Driver Assist Package ($2395), including adaptive cruise control, automatic collision preparation, front and rear automatic braking|
|Gas guzzler tax:|
|Price as tested (MSPR):||$65415|
|Engine:||twin turbo 3.6-liter V6|
|Horsepower (lb.-ft @ rpm):||410 @ 6000|
|Torque (lb.-ft @ rpm):||369 @ 1900-5600|
|EPA fuel economy, city/hwy:||16/24 mpg|
|Head/hip/leg room, f:||40.1/55.1/42.8 in.|
|Head/hip/leg room, m:||in.|
|Head/hip/leg room, r:||37.8/54.3/40.0 in.|
|Cargo volume:||18.0 cu. ft.|
|Towing capacity:||1000 Lbs.|
|Suspension, f:||high performance coil-over strut, hollow direct-acting stabilizer bar, Magnetic Ride Control suspension|
|Suspension, r:||linked H-arm with air springs and Magnetic Ride Control|
|Curb weigth:||4215 lbs.|
|Brakes, f/r:||disc brakes with ABS|
|Fuel capacity:||20.0 gal.|
|Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of November 9, 2014.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 800-333-4CAD - www.cadillac.com|
Xts 2014 cadillac
|Manufacturer||Cadillac (General Motors)|
|Production||Canada and US: May 2012–October 2019|
China: February 2013–2020
|Assembly||Canada: Oshawa, Ontario (Oshawa Car Assembly)|
China: Shanghai (Shanghai GM)
Christine Park (interior)
|Body style||4-door sedan|
|Layout||Front-engine, front-wheel drive / all-wheel drive|
|Platform||GM Epsilon II LWB|
|Related||Chevrolet Impala (Tenth Generation)|
Buick LaCrosse (Second Generation)
Saab 9-5 (Second Generation)
|Wheelbase||111.7 in (2,837 mm) |
118.7 in (3,015 mm) (XTS-L)
|Length||201.9 in (5,128 mm) (2013-2017)|
200.9 in (5,103 mm) (2018-2019)
205.2 in (5,212 mm) (XTS-L)
|Width||72.9 in (1,852 mm)|
|Height||59.1 in (1,501 mm) (2013-2017)|
59.4 in (1,509 mm) (2018-2019)
|Curb weight||FWD: 3,995 lb (1,812 kg)|
AWD: 4,180 lb (1,896 kg)
The Cadillac XTS is a full-size, four-door, five-passenger, front-wheel drive or all-wheel drive luxury sedan from Cadillac based on an enlarged version of the Epsilon II platform shared with the Buick Lacrosse and Chevrolet Impala — and manufactured from 2013–2019 over a single generation.
The XTS replaced the smaller Cadillac STS and larger DTS. Production began in May 2012 at the Oshawa Assembly Plant and launched in June as a 2013 model. Marketed globally, in the United States, Canada, Mexico, China, and the Middle East (except Israel), with left-hand-drive, the XTS was also assembled by Shanghai GM with production beginning in February 2013.
In addition to the LFX 3.6 V6, the XTS was also offered with an LTG 2.0 turbo engine in the Chinese market. In China, the XTS was marketed with an LFX 3.6 V6 engine as the XTS 36S, and with the LTG 2.0 turbo engine as the XTS 2.0T. An optional twin-turbocharged engine, available only in the V-Sport, had an estimated 0 to 60 miles per hour (0 to 97 km/h) time of 6.7 seconds.
In addition to the base XTS, there are five trim packages labeled "Luxury", "Premium Luxury", and "Platinum", with the optional XTS V-Sport offered in both "V-Sport Premium Luxury" and "V-Sport Platinum". Some of the standard features include dual-zone automatic climate control, 4G LTE connectivity, adaptive cruise control, keyless entry, leather seat-upholstery, 8-way power front seats, parking assist and comprehensive safety equipment like ABS, stability control, dual-stage front airbags, front side airbags, side-curtain airbags front and rear, and a driver side knee airbag. Optional equipment and technology is extensive, including separate climate controls for rear seat passengers, coupled with 8" LCD screens that flip up from the front passenger seat-backs, allowing an internal DVD player to display content with wireless headphones. The interior can be outfitted in a large assortment of color combinations, along with four types of wood selections. Cadillac's CUE system is standard with an 8-speaker Bose sound system, including HD Radio and SiriusXM. An optional 14-speaker Bose sound package includes AudioPilot noise compensation technology.
The XTS is available with two engines, a four-cylinder 2.0-liter turbo for China only, and a 3.6-liter with 304 hp (227 kW) and 264 lb⋅ft (358 N⋅m), with available twin-turbocharging on the XTS V-Sport providing 410 hp (306 kW) and 369 lb⋅ft (500 N⋅m) together with cylinder deactivation. The XTS is available in both front-wheel drive and optional all-wheel drive (standard on V-Sport vehicles) which includes a limited slip differential and torque vectoring.
|2.0 L (1,998 cc)||Gasoline||LTG||I-4||Turbocharged||272 hp (203 kW) at 5,500 rpm||260 lb⋅ft (353 N⋅m) at 1,700-5,500 rpm||6-speed automatic||China||2013-2019|
|3.6 L (3,564 cc)||Gasoline||LFX||V6||Natural||304 hp (227 kW) at 6,800 rpm||264 lb⋅ft (358 N⋅m) at 5,300 rpm||6-speed automatic||2013-2019|
|3.6 L (3,564 cc)||Gasoline||LF3||V6||Turbocharged||410 hp (306 kW) at 6,000 rpm||369 lb⋅ft (500 N⋅m) at 1,900 rpm||6-speed automatic||VSport||2013-2019|
For 2018, the XTS received a midcycle refresh including new front and rear styling.
2018 Cadillac XTS (front)
A long-wheelbase version XTS, called the XTS-L, as well as limousine and hearse versions were available for fleet and coachbuilder markets, however they are no longer manufactured as of late 2019.
XTS Platinum concept
General Motors exhibited a concept sedan called the XTS Platinum at the 2010 North American International Auto Show after privately unveiling the vehicle to automotive journalists on August 11, 2009. The concept was all-wheel drive and was powered by a 3.6 L (220 cu in) V6plug-in hybrid system estimated at 350 hp (260 kW). Its interior was based on hand-cut-and-sewn materials and uses Organic Light Emitting Diode (OLED) displays in place of traditional gauges and screens. A Platinum version of the production XTS went on sale in 2013.
|Calendar Year||United States||China||Global|
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