2016 Cadillac CT6
The 2016 Cadillac CT6 is indeed an all-new flagship sedan that doesn’t replace anything currently in the lineup, but rather looks to extend the range while raising the profile of the entire Cadillac brand.
Slightly longer than an XTS, both the CT6’s overall length and 122.4-inch wheelbase are just shy of benchmark large luxury liners Mercedes-Benz S-class and BMW 7-series; but it’s much bigger than four-doors like the Acura RLX that straddle the midsize/fullsize line.
This car is clearly full-size and it is also beautiful; sleek and sophisticated, far more gorgeous going down the street than it ever looked on an auto show stand.
Yet it still appears very American, and there are plenty of traditional Caddy cues. Proportions are just right.
Standard 2.0-liter turbo 4-cylinder power might be a stretch for a large global sedan, but its 265-horsepower is certainly adequate. And most Cadillac owners never know what’s under the hood anyway.
A 335-horsepower 3.6-liter V6 is the next step up, but the hot ticket for now, is our test car’s twin-turbo 3.0-liter V6. Horsepower here is 404, accompanied by 400 lb-ft. of torque. We imagine a V8 will appear sometime in the future.
8-speed automatic transmissions for all.
More significant is the return of a rear-wheel-drive architecture. Of course, all-wheel-drive is available as well.
And consider our minds blown when we checked the rearview mirror only to see it’s actually a wide video display from the rear mounted camera. It takes a little getting used to as you lose your normal frame of reference, but you can always switch back to a normal mirror.
Applying lessons learned with the ATS, lots of aluminum is involved in keeping weight down, more mid-size than full at just over 4,000–lbs. with the turbo-6; and you certainly feel it.
Highway ride is quite plush, yet nowhere near bloated; and it doesn’t go to pieces when pushed hard through corners.
It’s actually impressively solid, stays almost flat thanks to magnetic ride control, and has a joyous bit of oversteer at the limit.
Steering is very direct with a performance sedan feel and excellent feedback.
Things actually do get sporty in sport mode, and the car seems to shrink as you push harder; yet it remains incredibly smooth.
Off the line it certainly feels like 400-horsepower, with a quick leap to 60 in 5.4-seconds. With all-wheel-drive, there was gobs of traction and plenty of bold power laid down.
The engine revs quickly, and automatic shifts come on just as fast; but the car remains super stable at speed, hitting 105 at the end of the ¼, after 13.7-seconds.
The interior is a huge step up for the brand, nicer than the XTS, and even more inviting than the XT5 crossover that we’ve also recently spent a lot of time in. Most materials like wood and chrome are excellent. The leather-work, not so much. And, there are still a lot of different materials and surfaces going on in here.
Most of us aren’t fans of having strictly touch controls, though things have come a long way since the original CUE interface; we could live with this setup.
CT6 front seat comfort is truly spectacular; and, with almost a foot more wheelbase than the XTS, rear seat room very plentiful, as is trunk space.
Every safety system you could expect is available including night vision and automatic braking, which waits until the absolute last possible second before aggressively taking over and bringing you to a safe stop.
Government Fuel Economy Ratings are 18-City, 26-Highway, and 21-Combined. We averaged a good 22.8 miles-per-gallon of Premium.
For an average Energy Impact Score of 15.7-barrels of oil consumed and 7.0- tons of CO2 emitted yearly,
Style and sophistication come with hefty price tags, but Cadillac does seem to have a CT6 for everyone from a base CT6 at $54,490 to Platinum trim with twin-turbo V6 at $88,460
So does the 2016 Cadillac CT6 really have what it takes to compete with the world’s best luxury sedans? Well, it’s close with only a few details that need addressing. Still we think the CT6 easily exceeds its traditional buyers’ expectations, while giving new converts won over with the CTS and ATS a car to aspire to. It is a bold move up in style, stance, and interior features; and worthy of its flagship banner. It’s also clearly the best ever from Cadillac, and an effort we gladly praise.
Specifications
- Engine: 3.0 liter twin turbo V6
- Horsepower: 404
- Torque: 400 lb-ft.
- 0-60 mph: 5.4 seconds
- 1/4 mile: 13.7 seconds @ 105 mph
- EPA: 18 mpg city / 26 mpg highway
- Energy Impact: 15.7 barrels of oil/yr
- CO2 Emissions: 5.0 tons/yr
- Transmission: 8 spd automatic
2024 Mazda CX-90
A Force To Be Reckoned With
If you’ve been following Mazda lately, you’ll know they’ve been fielding some serious new designs; you could even say, they’re latest efforts are 10-times better than before. After all, the CX-3 became the CX-30, then CX-5 became the CX-50, and now it’s the CX-9’s turn. So, let’s find out if this all-new CX-90, their largest SUV yet, is a real multiplier or if it’s all just a numbers game.
Don’t think of this 2024 Mazda CX-90 so much as an updated version of the CX-9, as it’s more of a complete rethink of their 3-row crossover, the first built on an all-new, large vehicle platform for the brand. And this platform carries a host of surprises. Not only does it make the CX-90 bigger by every dimension, but it’s a rear-drive architecture, and features all-new powertrains, including the brand’s first plug-in hybrid, and even an inline-6 engine.
Why an inline-6 to replace the CX-9’s turbo-4? Well, in general terms, I6s are better balanced, run smoother, and can deliver more torque at lower RPM. Just ask the BMW faithful, or any of the truckers you see going down the road hauling more than 20-tons of cargo with their inline-6s.
There are 2-versions of the longitudinally mounted 6, both assisted by turbocharging and a 48-volt mild hybrid system. Output for the base Turbo is 280-horsepower and 332 lb-ft. of torque; this Turbo S cranks it up to 340-horsepower and 369 lb-ft. The PHEV, on the other hand, is based on a naturally aspirated 2.5-liter I4, working with a 100-kW electric motor to deliver 323-horsepower and 369 lb-ft. of torque. A 17.8-kWh battery delivers 26-miles of EV driving.
It’s not the prettiest SUV, but it does have very smooth body work; plus, the longer hood and 7½-inches of wheelbase stretch over the CX-9, give it more stately proportions. All CX-90s come with i-Activ all-wheel drive and the brand’s first 8-speed automatic transmission; the longer wheelbase allows tow ratings to step up from 3,500-lbs. to 5,000.
At the test track, our Turbo S launched effortlessly with good grip on the way to a 6.4-second 0-60. The smooth vibes continued throughout the ¼-mile, with refined power delivery, seamless shifts, and a noticeably more solid and stable feel at speed than the CX-9. Our best time was 14.7-seconds at 98 miles-per-hour.
Through the cones, it still behaves like a Mazda, with very good steering feel and a solid presence in corners at low to moderate speeds. Some understeer and body roll will show up when pushed hard, but Mazda’s Kinematic Posture Control uses subtle selective braking to help the vehicle rotate, and safety systems will step in well-before it gets out of sorts.
There’s a nice firm feel to the brake pedal, delivering good stopping results of 118-feet from 60 miles-per-hour. You can feel a lot of weight transfer, but nosedive was well contained.
Another unique element the CX-90 brings is seating arrangements for 6,7, or 8. It’s the 8-seater that’s standard with 3-across bench seating for 2nd and 3rd rows. 7-seaters get either captain’s chairs in the 2nd row, or more contoured seats for the 3rd; 6-seaters sport 2nd row captains and the contoured 3rd row. Cargo capacity varies with seating, but is at best 15.9 cubic-ft. behind the 3rd row, 40.1 behind the 2nd, and 75.2 with all seats folded.
As far as what it’s like to actually live with, the CX-90’s cabin is a clear step up, including on some trims suede-like materials, intricate stitching, and real wood, all consistent with what we’ve seen from the brand lately. A 10-inch dashtop touchscreen is standard for infotainment, with upper trims getting a larger 12.3-incher. We applaud Mazda’s inclusion of plenty of old-school manual controls for radio and climate, which keeps menu diving limited to secondary functions. PHEVs get a few unique controls and readouts to monitor drive modes and battery level.
Overall, the CX-90 is highly functional, entertainingly sporty to drive, and will be more competitive in the ever growing 3-row family crossover segment; and its posh interior may even attract luxury buyers on a budget.
Government Fuel Economy Ratings for the Turbo S are 23-City, 28-Highway, and 25-Combined. We averaged a good 26.5 miles-per-gallon of Regular.
Pricing begins with the base Turbo at Select trim for $40,970, PHEVs are available in Preferred trim and above starting at $48,820, and the Turbo S starts at $53,125.
Force multiplier is a military term for when strategic elements come together to produce results greater than would have been possible without them. Well, no high-level math skills are necessary here to see that the 2024 Mazda CX-90 is clearly more than just a much better CX-9; it’s now a force to be reckoned with in the 3-row family crossover segment.
Specifications
- Engine: 3.3-liter I-6
- Horsepower: 340
- 0-60 mph: 6.4 seconds
- 60-0 Braking: 118 feet (avg)
- MW Fuel Economy: 26.5 MPG (Regular)
- Transmission: 8-speed automatic
- Torque: 369 lb-ft.
- 1/4 Mile: 14.7-seconds at 98 mph
- EPA: 23 City / 28 Highway / 25 Combined
- Starting Price: $40,970