2013 cadillac xts

2013 cadillac xts DEFAULT


Dead man walking, make way! Dead man walking! Actually, in the case of the 2013 Cadillac XTS sedan, it’s more like dead car, er, rolling. That’s because the XTS—it shares its bones with lesser GM sedans like the Buick LaCrosse and Chevrolet Impala—is expected to live for just a single generation. A proper Cadillac flagship riding on a new, premium rear-wheel-drive platform should eventually replace it. Why go through the effort of developing a car with a near-term death sentence? Seniors. The XTS positively drips with the geriatric-express stigma inherent in a V-6–powered, front-drive-based luxobarge, and that’s no bad thing for Cadillac’s bottom line. This car is intended to hold over DTS owners to finance Caddy’s eventual move to a BMW-like rear-drive-based car lineup.

We’ve already tested the all-wheel-drive XTS and pitted one against a Bentley Continental Flying Spur Speed (in a bang-for-buck-focused comparison test), but this is our first chance to strap our test gear to the front-wheel-drive model. So equipped, the XTS finds itself further conforming to the tastes of those who thought the (front-drive-only) DTS was for them. As a bonus, ditching the rear-end driveline gear saves some pounds—182, to be exact—plus some parts that take energy to move, improving fuel economy and saving buyers $2225 relative to AWD XTS Luxury, Premium, and Platinum models. A price-leader Standard trim level is available only in front-drive guise and runs $6840 less than the least-expensive AWD XTS.

A Little Stiff in Its Britches

The front-drive XTS’s driving experience is largely the same as the all-wheel-drive car’s, although the front-driver is noticeably quicker, taking just 6.6 seconds to reach 60 mph versus 7.2. As we’ve noted in other XTSs, the structure doesn’t feel as solid as one expects from a car in this price range. Harsh impacts can be heard and felt reverberating through the body, and it feels as though Cadillac hadn’t retuned the standard Magnetic Ride Control (MRC) magnetorheological dampers or the rear air suspension to account for the missing all-wheel-drive hardware. The ride is firm, and there’s little indication from your backside that the typically excellent MRC dampers are doing much to smooth out big road imperfections. On the upside, braking performance is impressive; we needed only 166 feet to halt the XTS from 70 mph.

The luxurious interior looks great and is a nice place to spend time—if you never need to change a radio station or adjust the climate-control setting. We covered the breadth of our complaints about Cadillac’s infuriatingly cumbersome, capacitive-touch-operated CUE system in our review of an all-wheel-drive XTS, but let us state again that it’s incredibly frustrating to use. We can only wonder how intimidating it is for Jitterbug-toting seniors to navigate. Outside, the XTS’s exterior styling is handsome and tasteful and wears its front-drive proportions well. It seems the rest of the preretirement-age public isn’t with us on this, though, and we failed to hear a single positive remark from anyone not eligible for social security.

Not Really a Flagship, but Actually Expensive

Which brings things back to the car’s upper-luxury appeal. The all-wheel-drive model could find fans in snowy northern states, but we’re not sure many folks besides former DTS customers will lust after this version. Its specifications (and those of its only true competitors, the front-drive Acura RLX and Lincoln MKS) read like those of a Toyota Avalon, Buick LaCrosse, Chevrolet Impala, or Hyundai Azera. Those cars offer similar drive layouts and levels of standard and optional equipment (minus the Caddy’s exotic MRC shocks, Brembo brakes, or air suspension) but carry base prices about $20,000 less than the $56,305 sticker price of our XTS Premium test vehicle. Even in base form, the Cadillac is still almost $45,000—a lot more scratch than for any of the aforementioned offerings, and more in line price-wise with rear-drive luxury sedans such as the Hyundai Genesis, Infiniti M37, and Lexus GS350.

Unless you need a black car, we’d suggest waiting for the rear-drive 2014 CTS sports sedan to hit dealerships or for the brand’s proper rear-drive flagship in a few years’ time. Next year, Caddy is adding a 420-hp twin-turbocharged V-6 to the all-wheel-drive XTS’s options sheet, which could make things interesting. Otherwise, the XTS’s same basic goodness can be had for far less money in the form of the 2014 Chevy Impala or Buick LaCrosse.


VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $56,305 (base price: $45,915)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 217 cu in, 3564 cc
Power: 304 hp @ 6800 rpm
Torque: 264 lb-ft @ 5200 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: 4116 lb

Zero to 60 mph: 6.6 sec
Zero to 100 mph: 16.9 sec
Zero to 130 mph: 36.5 sec
Rolling start, 5-60 mph: 6.8 sec
Top gear, 30-50 mph: 3.7 sec
Top gear, 50-70 mph: 4.5 sec
Standing ¼-mile: 15.2 sec @ 94 mph
Top speed (governor limited): 138 mph
Braking, 70-0 mph: 166 ft
Roadholding, 300-ft-dia skidpad*: 0.81 g

EPA city/highway driving: 17/28 mpg
C/D observed: 19 mpg



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Sours: https://www.caranddriver.com/reviews/a15114868/2013-cadillac-xts-fwd-premium-test-review/

Forget the snoozer STS and the phlegmatic DTS. The XTS now sits atop the Cadillac lineup as the brand’s new flagship (well, at least until the Mercedes S-class-targeting, über-luxury rear-drive sedan based on the upcoming Omega platform arrives a few years down the road). Sporting the latest interpretation of Cadillac’s Art and Science design theme, the XTS looks like a CTS in a Big & Tall suit. It rides on GM’s Epsilon II platform, shared with the Buick LaCrosse and upcoming Chevrolet Impala. Propping up those more modest underpinnings are goodies such as magnetorheological shocks, anti-torque-steer HiPer strut front suspension (also seen on the Buick Regal GS), and Brembo front brakes as part of an overall effort to elevate the XTS above the likes of American counterparts such as the Chrysler 300 and Lincoln MKS and into the loftier luxury realm occupied by the Audi A6, Mercedes-Benz E-class, and Infiniti M37/56. It’s an ambitious effort, and even though our test car came loaded up with modern luxury standards such as a driver safety suite (forward-collision alert, blind-spot warning, cross-traffic alert, attention monitoring, haptic safety alert seat, and so on) and all-wheel drive, the XTS doesn’t quite live up to its aspirations.

Our disappointment stems mostly from CUE (Cadillac User Experience), Cadillac’s great leap forward into the modern world of infotainment, highlighted by a center touch screen that serves as the central command for audio, navigation, phone, and climate settings. CUE so dominates our impressions of the new XTS that most of this review revolves around that system, due in equal parts to CUE’s notability and the XTS’s lack thereof.

Where Are the CUE Cards?

CUE is focused around the center stack, which includes the aforementioned touch screen (eight inches measured diagonally) with a set of capacitive-touch buttons below. The buttons—power, volume, a home-screen shortcut, and climate settings—are located on a floating panel that flips open to reveal a storage bin behind. Premium and Platinum trim models (including our all-wheel-drive Platinum test car) come standard with a beautiful, high-resolution, 12.3-inch reconfigurable instrument cluster.

The XTS interior is not just pretty, it’s distinctive—an important factor in Cadillac’s establishing itself as the definitive American luxury brand. But this is also a case of design over function. There are as many buttons as in a conventional car, but none of them works as well as an actual button or, god forbid, a dial. We’re just thankful the windows are actuated with real switches. Take the volume control as an example. It adjusts in large increments with a sliding motion and executes small adjustments with a tap. The sliding works, but it’s difficult to get a precise adjustment (which is easy using a knob). Tapping works, too, but with a frustratingly slow response time. It’s worth noting that Cadillac is not alone in this buttonless approach, and we have yet to fall in love with any such system, Ford’s MyFord Touch included. Cadillac is unique in the haptic feedback in the XTS (as well as the ATS sedan and SRX crossover), where a slight vibration gives a tactile response to inputs on the panel, which definitely helps the experience.

That haptic feedback is present on the touch screen as well, but the screen in our test car was woefully inaccurate, with a number of C/D staffers complaining about missed taps. The biggest culprit for that problem is the favorites, a row of buttons that are ever present on the bottom edge of the screen (similar to radio presets but programmable for any radio station, destination, or contact). Slip up a little when manually tuning the radio, for instance, and you’re suddenly dialing Aunt Judy. The touch screen’s inaccuracy is exacerbated by its distance from the driver. If you own a tablet, try working it with your arm half-extended and then at a full arm’s length. As the distance increases, it becomes correspondingly more difficult to make selections with pinpoint accuracy. In the XTS, the touch screen lies outside a comfortable distance for consistent usability.


VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $62,300 (base price: AWD, $51,835)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 217 cu in, 3564 cc
Power: 304 hp @ 6800 rpm
Torque: 264 lb-ft @ 5200 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: 4298 lb

Zero to 60 mph: 7.2 sec
Zero to 100 mph: 18.6 sec
Zero to 130 mph: 38.8 sec
Rolling start, 5-60 mph: 7.6 sec
Top gear, 30-50 mph: 4.2 sec
Top gear, 50-70 mph: 4.9 sec
Standing ¼-mile: 15.7 sec @ 91 mph
Top speed (governor limited): 137 mph
Braking, 70-0 mph: 173 ft
Roadholding, 300-ft-dia skidpad: 0.81 g

EPA city/highway driving: 17/26 mpg
C/D observed: 20 mpg


This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a15117254/2013-cadillac-xts-awd-platinum-test-review/
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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
$44,075N.A.N.A. / N.A.
$44,075N.A.N.A. / N.A.
$48,690N.A.N.A. / N.A.
$50,915N.A.N.A. / N.A.
$53,585N.A.N.A. / N.A.
$55,810N.A.N.A. / N.A.
$58,160N.A.N.A. / N.A.
$60,385N.A.N.A. / N.A.

Cadillac XTS Expert Review

Staff Writer

The 2013 model is the first showing for the full-size luxury Cadillac XTS. This model replaced the DTS and the STS within the lineup. The 2013 Cadillac XTS comes in three trim levels including Luxury, Premium, and Platinum. Categorized full size, it is actually somewhere in between full size and midsize exterior dimensions within the luxury classes, though the interior room is equal to or greater than most larger competitors. The styling is familiar for Cadillac, with its sharp angles and wedged design, definitely different than many of the more curvaceous models within the price range. The engine offers all of the acceleration and passing power most could want for day-to-day driving, again however within the price range, here the XTS falls behind a number of competitors. Handling is far more impressive according to most reviews, and drivers will feel confident handling curves and in most driving conditions.

Some of the areas where the 2013 has received positive reviews include its extremely spacious interior and ample room in all five seating positions, high quality materials used for the interior, advanced technologies throughout, and excellent handling. Some of the areas which critics have not been as impressed include the lack of a rear-drive version, buttons are replaced by a touch panel, acceleration is good but not competitive within its class, and the styling is familiar within the Cadillac lineup, despite this being the first year the XTS is introduced.

Cadillac offers drivers tons of trims to choose from, and each is available with a wide range of options. The base front wheel drive starts at $44,075, the W20 Livery Package FWD starts at $45,650, the W30 Coachbuilder Extended FWD starts at $47,285, the B9Q Coachbuilder Hearse FWD starts at $48,230, that V4U Coachbuilder Limousine FWD starts at $48,610, the Luxury FWD starts at $48,690, the Luxury AWD starts at $50,915, the BO5 Armored FWD starts at $49,575, the Premium FWD starts at $53,585, the Premium AWD starts at $55,810, the Platinum FWD starts at $58,160, and the Platinum AWD starts at $60,385.

The XTS replaces the discontinued DTS and STS. Built on a version of the front-drive Epsilon platform, with all-wheel drive likely as an option, it'll be more DTS than STS, retaining the former's plush luxury cruiser demeanor. The CTS' 3.6L V-6 will likely be the base engine; a hybrid may be offered as well.

It is recognizable for Cadillac's multifaceted surfaces and angular design compared to competitors. It has a forward leaning wedged shape and a wide stance. Features include the boat-tail rear, trunk lid spoiler with integrated brake lights, 3-D taillights, and standard nineteen-inch alloy wheels with 20-inch wheels optional. The upper trim levels get a real aluminum grille.

The 2013 Cadillac XTS has a very roomy interior, even more so than the exterior dimensions would hint at. It comes loaded with luxury and technology features. Some of the things that may be of note include the eight-inch touch-screen, controls on the steering wheel and dash, and leather throughout. Different materials are available in addition. All models come with a high-end sound system and upgrades are available.

Safety features on the 2013 Cadillac XTS include antilock brakes, electronic stability, front airbags, front side-impact airbags, and side curtain airbags all standard. Other features include blind spot warning, cross traffic alert, forward collision warning, automatic collision preparation, and lane departure warning. Front and rear automatic braking are optional.

The 2013 XTS has a 304-hp, 3.6-liter, V6 premium, flex, or E85 engine. This is paired with a six-speed automatic transmission with overdrive and auto-manual. Acceleration and passing capabilities at high speeds are solid but within its class may be lacking compared to some competitors. Handling is athletic and very capable compared to most models within its class however. The XTS offers a very smooth and comfortable ride in nearly any driving condition. It gets an EPA estimated 17/26 to 17/28 mpg city/highway.

Sours: https://www.motortrend.com/cars/cadillac/xts/2013/
2013 Cadillac XTS Start Up and Review 3.6 L V6


Cadillac xts 2013


This 2013 Cadillac XTS Premium is a much better car than it gets credit for


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