2014 Cadillac XTS vSport
In this modern era of platform sharing, the “bones” that make up any single vehicle are critically important to how it stacks up. One could say it was always thus, but just to get an idea of how important it is in our ultra-competitive age, a comparison of Cadillac’s CTS vSport (reviewed here) and the XTS vSport is enlightening.
The XTS is built on an older platform, shared with various front wheel drive Buicks and Chevrolets around the world. Albeit heavily modified for Cadillac duty, it is still a somewhat pedestrian proposition. It hides these humble origins quite well visually, though, with beautiful satin chrome detailing and huge wheels pushed right out to the edge of the bodywork.
Inside, the XTS (in Premium trim at least), is stunning. The lovely, contrasting color leather is a match for anything from Germany or England, the wood is real and there is less of the typical cost-cutting visible in plastic moldings than even some much more expensive competitors. Room is abundant front and rear, and the trunk harks back to the Mafia-era rides that helped give Cadillac its slightly sinister edge in decades past.
The only real issue inside is with the abysmal Cadillac User Experience infotainment system. CUE is slow to respond and inconsistent in how it reacts to inputs. Brief exposure to a more recently built Cadillac suggests that the software in the test XTS might be a generation or two behind, but the fact remains that there are better, safer ways to control the complex systems cars now have onboard. On the other hand, the XTS’ virtual instruments are much nicer to look at (and convey more info) than the systems from various—more expensive—Jaguars and Land Rovers.
Cadillac employs world-class development engineers and drivers; this shows in the major XTS controls, which are nicely calibrated in their responses. Steering feel is better than in a BMW 5-series, as an example, and brake modulation and power from the fixed calibers is terrific. Throttle sensitivity is well judged too.
Where we see the evidence of the XTS’ more humble origins is in its other dynamic attributes. As compared to the newer, more rigid yet lighter CTS structure, the bigger car feels less honed. Its handling is mediocre, with the sophisticated, magnetorheological shocks trying to tame body motions yet not really succeeding; large antiroll bars keep the Cadillac on a fairly even keel, but exact a price in ride quality, which suffers from “head toss,” a common side effect of such Band-Aids. And while the adjustable shocks smother some types of road detritus, large hits come right through to the seat of one’s trousers, along with shimmy and shudder through the less rigid XTS structure. In comparison, the CTS deals with these types of situations with more acumen than basically anything it competes against.
Both use basically the same engine, but with different power outputs: a 3.6-liter, twin-turbo V6 rated at 410hp and 369lb-ft in the XTS; the CTS has another 10 ponies and rather more important 61lb-ft of twist, along with two more gear ratios in its eight-speed gearbox. Combined with the latter’s 300 fewer pounds of mass and it runs over a half second faster to 60mph. The XTS is no slouch, hitting that benchmark in just over five seconds, but it never feels as fleet of foot as the newer, lighter car. In either car the engine sounds terrific: polished and expensive.
For a company trying to return to the “Standard of the World” level this Cadillac is slightly off the pace, and is a good illustration of the limitations of using a mainstream platform upon which to build a premium product. As may be; another way to look at the XTS vSport is in terms of value: it gives you BMW 7-series size (and amenities) for 5-series money, and for those who like its combination of pace, space and AWD ability, it could be just the right choice.
EPA ratings: 16/24mpg; 19mpg combined
Price as tested: $65,415
Here is what Cadillac has to say.
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