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.
- 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
2023 GMC Canyon
Canyon Goes Bigger
Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!
Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.
Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.
The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.
At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.
And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.
But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.
Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.
The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.
Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.
Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.
So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!
- Engine: 2.7L Turbo-4
- Horsepower: 310
- 0-60 mph: 7.5 seconds
- 60-0 Braking: 121 feet (avg)
- MW Fuel Economy: 18.2 mpg (Regular)
- Transmission: 8-speed auto
- Torque: 430 lb-ft.
- 1/4 Mile: 15.6-seconds at 91 mph
- EPA: 17 City / 21 Highway / 19 Combined