2017 Cadillac XT5

2017 Cadillac XT5

Episode 3539
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Cadillac is as guilty as anybody for kicking off the large luxury SUV craze. Remember the first 1999 Escalade? Yet, Cadillac was slow to follow the market shift to luxury crossovers. So, even though their mid-size SRX is top seller for the brand, it lacks the wide spread critical praise of their cars. So, let’s see if that changes as Caddy’s reboots their crossover strategy with the all-new XT5. 

Although on an all-new chassis, don’t think of the 2017 Cadillac XT5 as an all-new concept. Rather, it’s a continuation of what the SRX started; luxurious, tech-savvy transportation for 5, but this time with driving dynamics that more closely match their key German and Asian rivals.

Whether you’re a fan of the Crossover Touring re-naming strategy or not, hopefully Cadillac will stay consistent with it; as they expand from this midsize XT5 to, perhaps, a 3-row XT7, and compact XT3. 

As for the XT5, it wears a face that’s a taller version of Caddy’s new flagship CT6 sedan. Both head and tail lighting have vertical orientation. 

There’s less departure along the rest of the exterior, where some shades of SRX and even Chevrolet Equinox remain in profile and in the rear. Our Red Passion Tintcoated Luxury model had excellent paint quality.

Compared to the SRX, there are 2-inches of added wheelbase; yet overall length is almost an inch shorter. It is also slightly taller and narrower. Standard wheels are 18s; 20s are optional.

But, driving is where you notice the biggest XT to SRX changes. Street and highway ride and handling are clearly not old-school Caddy. It’s decidedly European, even borderline stiff; yet compliant enough to eagerly soak up bumps softly. Following a recent and welcomed GM trend, close to 300-lbs. has been shaved and you feel the added responsiveness at every turn of the nicely weighted electric steering. 

There’s no Euro-style turbo-4 power under the hood however, at least here in the U.S.; as Caddy’s LGX version of GM’s 3.6-liter V6 is the only choice.

And it’s a very decent one, delivering 310-horsepower and 271 lb-ft. of torque seamlessly; working well with the standard 8-speed automatic transmission. They make a good combo as long you’re not looking for an all-out performance ute.

Front-drive is standard, with a new twin-clutch all-wheel-drive system optional. It can send full power front or rear, as well as left or right at the rear axle. Slippery roads are its forte, but we found this flexible setup to be a welcomed aid in dry handling as well. Or, switch it off for best fuel economy. 

Inside, is a clean, simple, attractive design very similar to flagship CT6; with no shortage of tech and luxury touches. Trim, whether traditional wood or sportier bright-work, is exceptional.

You can chose from quite a few light or dark themes, our favorite being the classy Jet Black. And there’s much small item storage space around.

But we have to subtract a few points after dealing with the latest CUE infotainment system. It is fully compatible with Apple CarPlay and Android Auto and we love that. But after a long day of getting frustrated with the gesture controls, we could think of only one final gesture to give it. Caddy please give us a knob or two!

The gauge panel is not quite as tech-heavy as CT6, but still a nice info-heavy array, with the now-expected reconfigurable setup. 

The front seats look great but need work. We found them hard, yet still lacking in all-day support.

Thanks to the extra wheelbase, the rear seat provides great leg room; not always a high point of this class. It slides and reclines too. Still head room can be tight thanks to an intrusive panoramic glass roof.

E-shifters are “en vogue” these days, and Caddy’s has logical and precise movement. A backup camera is standard, the CT6’s Rear Camera Mirror, and a full suite of active safety features are optional.

Rear seat up cargo capacity is good at 30.0 cu.-ft. Fold the 40/20/40 seatbacks to expand it to 63.0 cu.-ft. A cargo management system is available. Maximum trailer tow is the expected 3,500-lbs. 

Government Fuel Economy Ratings for front-wheel-drive are 19-City, 27-Highway, and 22-Combined. For an average Energy Impact Score of 15.0-barrels of annual oil consumption and 6.5-tons of CO2 emissions.

XT5 base pricing is $39,990 for front-wheel drive. All-wheel-drive can be added to mid-level trims for $2,495 more, but it comes standard with the $63,495 top-level Platinum. 

The 2017 Cadillac XT5 will have a hard time standing out in the crowded luxury crossover segment. But truth be told, the retiring SRX actually did quite well with what it had, and we think the XT5 will do even better. It provides more luxury, more tech, and yes, a much more satisfying driving experience. It should appeal equally to both long-time and first-time luxury buyers, and bodes well for a future full lineup of crossover Cadillacs.


  • Engine: 3.6 liter
  • Horsepower: 310
  • Torque: 271 lb-ft.
  • EPA: 19 mpg city/ 27 mpg highway
  • Energy Impact: 15.0 barrels of oil/yr
  • CO2 Emissions: 6.5 tons/yr
2024 PHEV Roundup 1

2024 PHEV Roundup

You Don’t Have To Go Full EV To Live The EV Lifestyle

Episode 4338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You’ve heard us say many times that PHEVs– plug-in hybrid electrics– rather than BEVs– pure battery electrics– are a sound choice for many folks thinking about owning an electric vehicle. Well, buyers do seem to have gotten the message, as while recent sales of all-electric BEVs are down, PHEVs are suddenly skyrocketing. So, we thought we’d give you a close look at the range of PHEVs that are available today.

An EV when you want it, a fuel-efficient hybrid when you don’t; that’s the reason that PHEVs are so appealing, and why we feel they’re the perfect starter vehicle for this time of transition from internal combustion to all-electric. So, buckle up for an alphabetical rundown of all the mainstream PHEVs that are currently available.

BMW has many plug-in options, starting around $46,000 with the 2.0-liter I4-based 330e sedan and its 22 miles of EV range. There’s also a 750e sedan with more than 30 miles of EV range, and an xDrive50e X5 utility with closer to 40 miles of EV range, plus a high-performance XM with 738 horsepower. For partner Mini, a small 1.5-liter I4-based setup is available in the Cooper SE Countryman ALL4 utility with 18 miles of EV range, going for around $42,000.

Ford has been in the plug-in game for some time, and currently gets a great 37 miles of EV range out of their 2.5-liter I4-based setup which is available in both the Escape for about $36,000, and in its upscale Lincoln Corsair counterpart which goes for around $55,000.

Hyundai offers a pair of plug-in SUVs, the Santa Fe priced at around $43,000 and the Tucson which goes for about $40,000; both use a 1.6-liter I4 turbo engine. It shares with their corporate cousins over at Kia. The Sorento, which starts around $51,000, and the Sportage, beginning at $40,000, along with Kia’s Niro at $35,000. All get more than 30 miles of EV Range.

For the high-rollers, Land Rover has a six-cylinder P550e plug-in option for both the Range Rover and Range Rover Sport with 51 miles of range, starting around $119,000.

Mazda is very new to the plug-in game, with their inline-six based setup just recently becoming available in the new CX-70 and CX-90 SUVs, both with 26 miles of electric-only range, starting at $41,000.

Mercedes-Benz has offered quite a few PHEVs over the years, though currently their lineup only consists of the $70,000 GLE450e SUV with a 2.0-liter I4 and 48 miles of EV range; and a $128,000 3.0-liter I6 S580e sedan with 46 miles of range. Though a high-performance 671 horsepower AMG C 63 S E Performance will be blasting onto the scene soon.

We’re very familiar with this second-gen Mitsubishi Outlander PHEV, having had both generations as part of our long-term fleet. The current Outlander PHEV goes for $41,000 and gets 38 miles of EV range from its 2.4-liter I4-based setup.

Stellantis has a wide array of PHEVs available across their many brands, starting with the 3.6-liter V6 Pentastar-packing Chrysler Pacifica Hybrid. It arrived way back in 2017 and currently delivers 32 miles of EV range for $40,000.

More recently, they’ve added the technology to the Jeep brand with 4Xe versions of the Jeep Wrangler for $52,000 and the Grand Cherokee at $61,000. And their most recent setup has just arrived in the compact crossover segment with 33 miles of battery in both the $45,000 Alfa Romeo Tonale and the $42,000 Dodge Hornet R/T.

All of this started with the Toyota Prius of course, which you can now get a Prime version of for $34,000 with a 2.0-liter I4 and 40 miles of range. The RAV4 Prime goes for $45,000 getting 42 miles. Plus, there’s a trio of Lexus PHEV’s rolling with bigger batteries on board, the NX450h+, the RX450h+, and the TX550h+, starting around $58,000.

Volkswagen PHEVs stick to their premium brands, starting with the $58,000 2.0-liter I4-based Audi Q5 55TFSI e quattro SUV with 22 miles of battery range.

Bentley adds electric-motor assistance to a 2.9-liter twin-turbo V6 for both the $206,000 Bentayga SUV, which gets 18 miles of EV range, and the $217,000 Flying Spur sedan, which stretches it to 21 miles. That same setup is available at Porsche in E-hybrid versions of both the $93,000 Cayenne SUV and $110,000 Panamera sedan, getting up to 19 miles on battery power.

Finally, Volvo has had a plug-in version of their turbocharged 2.0-liter I4 since the T8 arrived with the XC90 back in 2016. Now with a Recharge label, an updated version is available in just about every vehicle in their lineup; the S60 and S90 sedans, XC60 and XC90 SUVS, and yes even in the V60 wagon, starting around $53,000 with up to 40 EV miles.

So, there you have it, the Bs-to-Vs of PHEVs. They really are an easy way to live the EV lifestyle today, without going all the way.