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adrenalineguide · 6 years

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XT4: Cadillac’s most affordable crossover

Text and photos by Michael Hozjan

With the rising growth of compact luxury sport utilities like the Audi Q5, BMW X3 and Lincoln MKC, it should come as no surprise that Cadillac has entered the lucrative niche. The XT4 is Cadillac’s smallest, most affordable and newest ride. Unlike the jelly-bean designs of its competitors, the Caddy clearly stands out whether at mall parking lot or on Crescent St. and, unlike Caddys of old, the XT4 isn’t a rebadged Chevy with added chrome trim, but an all new vehicle from the ground up.

On the outside the XT4 is unmistakably Cadillac with its signature hockey stick lamps fore and aft. LED lighting is standard all around and depending on your trim level choice you get either blacked out grill and body colored door handles or chrome units.

But it’s what’s under the body that counts, and indeed Cadillac engineers have been busy. In order to meet new fuel requirement standards, they’ve developed an all-new twin scroll turbocharged 2.0 litre 4-cylinder engine with cylinder de-activation, a sliding camshaft, and stop/start technology that according to Cadillac achieves 12% better fuel efficiency than the old 2.0L. And yes you read that right, cylinder de-activation on a four cylinder! And yes that means it can run on TWO cylinders, shutting off the power to the two inside cylinders when a minimal amount of power is required. The camshaft slides to operate the 2.0 liter’s valves at different heights for either maximum power or maximum fuel efficiency.

The engineers have addressed past mistakes with cylinder de-activation technology by adding an electric water pump and valves that divert coolant to heat or cool different areas of the engine as needed. The start/stop feature now has a deactivation button that allows the driver to keep the engine running at all times.

The little four doles out 237 horses with an impressive 258 lb-ft of torque at a low 1500 rpm, good for a whopping 3500 lb towing capacity. It’s mated to a smooth operating nine-speed automatic transmission that powers either the front wheels or a twin clutch all-wheel-drive system.

With the new 2.0L engine sitting on an all-new chassis fitted with the XT5’s multi-link coil rear suspension, and 9-speed transmission the XT4 is clearly poised to take Cadillac into the future. A future that will see fewer and fewer sedans offered in the corporation’s line up.

The Caddy’s cabin is inviting with a surprising amount of legroom for its size. Rear bench headroom however is tight for six footers. On the plus side, the rear outboard seats are heated. Behind the back seat there’s 22.5 cu.ft of cargo space that expands to 48.9 cu.ft. when the rear seatback is folded. Unlike some of its competitors, Cadillac has provided a space saver spare in lieu of Mickey Mouse repair kits. Thank you.

You get a choice of wood, metallic or carbon fibre interior trim. There’s plenty of niceties including the NFC or near field communication that allows you to hook up your Android phone with the XT4 by just tapping the NFC logo on the dash. That simple. The 8” CUE entertainment screen has been greatly improved from the previous iteration. The extendable sun visors were a hit with my girlfriend. On the downside, there’s no reclining seat backs for rear seat passengers, a surprise considering the niche. There’s a rear view camera that is integrated into the inside rear view mirror...nice. Why you ask? Well if your cargo area is loaded to the ceiling with Christmas presents you can still see what’s going on directly behind you. There’s also the regular camera giving you a 360-degree view through the infotainment screen.

In the “ someone was on vacation department “ is the redundancy of the center console mounted dial that duplicates the functions of the screen’s icons. In a strange move the volume dial is also moved to the console.

Prices start at $36,850 for the entry-level front-wheel-drive Luxury model. My tester, the AWD Sport’s base price came in at a reasonable $42,795. The options list included the $1,795 power dual pane sunroof, $1,595 Technology Package (8” infotainment screen, head-up display, ionizer, adjustable steering column, wireless charging) the Active Sport Suspension a t $1,395, navigation and stereo ($1,895), another $900 for the twilight blue metallic paint, $1,295 for the 20-inch wheels, towing package ($655), the $2,795 Comfort and Convenience package (leather, heated/vented/massage front buckets, hands free lift gate), the $800 for Driver Awareness Package (or as I like to call it the unaware driver package that includes lane keep assist, forward collision alert), the $1,295 Driver Assist Package (forward & reverse auto braking, adaptive cruise) and the $1,795 Enhanced Visibility Package (rear camera mirror washer, body coloured mirrors, auto parking assist, HD surround vision) brought the tally up to a hair over fifty-nine grand. That’s not counting destination charges, a/c tax …

On the road

Balancing luxury ride qualities with sporty nimble handling is a must in this segment, and the XT4 comes close. While the XT4 corners smoothly and its suspension flattens long swooping curves, on winding roads it lacks steering feel. Likewise, the all-new technology of electro-hydraulic brakes, whose drive by wire technology needs refinement with the modulation to instill the confidence of the more traditional brakes. The nine-speed trans, though not perfect, works far better than other nine speeds from the competitors with less hunting for the right gear.

Personally I’d opt for the standard 18” wheels to get a smoother ride and quicker acceleration and save the $1,295.

The all-wheel-drive can be disengaged by changing driving modes to Touring, reverting to the front axle to put the power to the ground and save a few bucks at the pumps.

The verdict

Is the XT4 the next big leap in luxury compact crossovers? Sadly no. But it is baby steps. Cadillac has come a long way from the gas guzzling Escalade and is on the right track, so yes the inaugural year of the XT4 shows it has a lot of potential to take on the competition, and I look forward to seeing the refinements come along. As it is there’s a lot of new engineering that’s gone into this wagon and I’d wait for the final tuning to be cleared up before I’d plunk by hard earned cash down. But I wouldn’t discount the XT4…by far.

I suspect most buyers will be cruising up and down the turnpike to the golf course and less so on twisty backcountry roads, and that’s where the Caddy shines. Cadillac is banking on luring young new buyers to the XT4, time will only tell.

If you’re in the market for a nimble crossover that won’t eat up your fuel bill, stand out in a crowd and attract a lot of attention wherever you go, stop by your local dealer and take a spin. You won’t be disappointed.

Price as tested: $61,205*

*Includes destination charges and A/C excise tax

#cadillac #xt4 #crossover #suv #cadillac xt4 #audi #lincoln mkc #bmw

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dipulb3 · 4 years

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2020 Volvo XC90 T8 review: Energetic, efficient and pretty extravagant

New Post has been published on https://appradab.com/2020-volvo-xc90-t8-review-energetic-efficient-and-pretty-extravagant/

2020 Volvo XC90 T8 review: Energetic, efficient and pretty extravagant

Especially in range-topping Inscription trim, the Volvo XC90 is one of the nicest three-row utility vehicles available today, with elegant design, impeccable quality and more refinement than a white-tie gala. The XC90 T8 builds on those laurels with an advanced powertrain that’s not only incredibly potent and refined, it’s impressively efficient to boot.

Interminable interior silence

Powerful drivetrain

Gorgeous interior

Solid efficiency

Don’t Like

Quirky Sensus infotainment system

The ride could be a touch better

Uninspired steering

Providing an advertised 18 miles of electric-only range is an 11.6-kilowatt-hour lithium-ion battery pack. This vehicle’s standard TurboCord allows you to charge it from 110- or 220-volt household outlets. Hook it to a standard 110-volt socket and it will take all night to charge. Tap into a 220-volt power source, however, and Volvo claims it can be fully juiced in as little as 2.5 hours. Thanks to its J1772-style connector, you can easily plug your XC90 into public charging stations for on-the-go replenishment.

Once its battery pack is depleted, the XC90 operates as a standard hybrid, which means it’s still impressively economical, returning an EPA-estimated 27 miles per gallon combined. When driving like a sane person and fully utilizing that electric-only range, I was able to average around 34 mpg during my time with this vehicle.

As in other Volvos, a turbo-and-supercharged four-cylinder engine is nestled under the hood. Displacing 2.0-liters and matched to an eight-speed automatic transmission, this unit delivers 313 horsepower and 295 pound-feet of torque, though it’s not working alone. A crankshaft-mounted starter-generator throws an additional 111 lb-ft of torque into the mix, while a separate, rear-mounted motor spins the aft tires, providing both all-wheel drive and 87 extra horses. Add everything up and the XC90 T8’s drivetrain is rated at 400 hp and 472 lb-ft, figures that compare favorably to the Volvo’s major rival, the Lincoln Aviator Grand Touring plug-in hybrid. The Lincoln is endowed with 494 hp and 630 lb-ft of torque, plus it offers an electric-only driving range of 21 miles. Other plug-in competitors include the Land Rover Range Rover Sport PHEV and the Porsche Cayenne E-Hybrid.

This Volvo’s got enough kibbles ‘n bits to hit 60 mph in the mid-5-second range, and it feels every bit that quick. Smooth and nearly silent, its electric motors provide a wallop of low-end torque to get things moving, though the engine is practically as refined. Incredibly quiet and nearly vibration free, Volvo’s 2.0-liter is an absolute gem. In fact, the same could be said about this entire powertrain, which is so seamless you won’t even realize it’s a hybrid. In comparison, the Aviator Grand Touring is nowhere near as nicely calibrated, herking and jerking at odd times.

Plug-in XC90s come with about half a dozen driving modes. These adjust its steering feel, braking performance, climate control system and more. Hybrid is the standard mode, which operates this vehicle as, you guessed it, a regular hybrid. The gasoline engine and electric motors work together to deliver good performance and efficiency. Click the elegant little roller switch on the center console over to Pure, and the XC90 will run solely on electricity, though there is a caveat. This setting further enhances efficiency by putting the climate control system in eco mode and lowering the air suspension, if equipped. What’s the catch? Well, in Pure mode the gasoline engine will kick on in certain situations, such as when you request more power than the electric motors can provide or if you exceed 78 mph. Avoid flat-footing the accelerator or ripping down the interstate and you will have no trouble keeping this Volvo running purely off the battery.

Underway, the XC90’s interior is tomb-like in its silence. Even at highway speeds this vehicle remains almost eerily hushed, which is ideal for the available Bowers and Wilkins sound system, a $3,200 extra. Crystal clear yet pounding, you can crank the volume up without any distortion or junky rattling sounds to detract from your favorite tunes.

This Volvo’s steering has some heft to it, but it’s regrettably uninvolving no matter which driving mode you select. Fortunately, the brake pedal feels natural, seamlessly switching from regenerative to friction braking as needed. It’s completely transparent and nicely weighted, being neither mushy nor grabby.

This powertrain is smooth, potent and economical. What more could you ask for?

Craig Cole/Roadshow

My top-shelf Inscription model is equipped with optional 21-inch wheels, an $800 extra. These rollers look great, but I don’t necessarily recommend them. Even when fitted with the available $1,800 height-adjustable air suspension, my XC90’s ride is not quite as smooth as it should be. No, it’s not brutal by any means, but there is a bit more impact harshness than I’d like, probably because those wheels are so heavy.

That slightly clopping ride is not the end of the world, but there are a couple other annoyances worth mentioning. For instance, those beautiful, leather-wrapped sun visors do not extend to cover the width of the front windows, a curious safety omission. This is a vehicle that will sound an alarm if you so much as have a dirty thought, but shielding taller drivers’ eyes from glare isn’t important? The XC90’s standard automatic high beams are not good… at all. On multiple occasions while driving at night I noticed the system switching on when a car was right in front of me and the beams failing to dip when oncoming traffic got much too close. Eventually, I just stopped using this feature. Finally, my tester is fitted with a crystalline shifter, which looks like a little piece of art mounted to the center console, though you still have to double-click it to select the gear you want, which is kind of silly.

Naturally, the XC90 T8 includes plenty of other driver-assistance technologies like blind-spot monitoring, automatic emergency braking and rear cross-traffic alert, to name a few. They all work well, including Pilot Assist, the automaker’s name for adaptive cruise control with lane centering. On the interstate at higher speeds, this system is rock solid, keeping the XC90 locked in the middle of its lane while smoothly adjusting speed to match surrounding traffic. Curiously, it’s far less confidence inspiring on two-lane roads, where it can ping-pong from one lane marker to the other.

There are far worse places to spend time than the XC90’s cabin.

Craig Cole/Roadshow

If you like lots of swiping and scrolling, you’ll probably love Volvo’s Sensus Connect infotainment system. This is not the worst multimedia offering available today, not by a long shot, but neither is it my favorite since it can lag from time to time and the menus are pretty confusing. I actually had to search the owner’s manual because I couldn’t remember how to save radio presets and it’s not obvious how you do that. At least there’s plenty of real estate on the 9-inch screen and Apple CarPlay and Android Auto are included.

As I alluded to earlier, the rest of this Volvo’s cabin is stunning. The overall design is super clean and elegant. The Nappa-leather upholstery is probably the nicest you’ll find this side of a Rolls-Royce and there’s lovely stitching everywhere. My tester’s gray-hued, open-pore ash-wood trim is beautiful to look at and touch.

Comfort in the XC90 is a bit of a mixed bag. The front chairs are absolutely throne-like, heated, ventilated, adjustable in more ways than you can count, and they’re even able to give you a massage. The second-row buckets are a bit on the narrow side and not nearly as cushy as the fronts, plus they’re quite difficult to tilt and slide for accessing the third row. Speaking of the XC90’s aft-most accommodations, they’re a tight squeeze for adults, which is no surprise, but oddly enough the lower cushion is at an excellent height and provides plenty of support, something that’s very unusual in this segment.

See? I told you the XC90 T8 was beautiful.

Craig Cole/Roadshow

The 2020 Volvo XC90 T8 is offered in three trims: entry-level Momentum, midrange R-Design and top-shelf Inscription. The base price is around $68,000, though my tester drove off the assembly line in Gothenburg, Sweden with an MSRP of $86,790, a total that includes a rather modest destination charge of $995 and $18,295 in options. If you crave this Volvo’s subtle design, tasteful interior and pleasant demeanor but are unwilling or unable to shell out nearly 90 grand don’t fret. You can get a non-hybrid T5 front-wheel-drive variant for about $50,000, which should deliver much of the same fundamental excellence if not quite as much opulence.

This Volvo is an absolutely lovely piece of work, one of the best of its breed available today. Luxury may be antithetical to environmentalism, but the XC90’s plug-in powertrain goes a long way to improving both the driving dynamics and, more importantly, fuel efficiency.

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poojaagrawal2902 · 4 years

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Mayfair's Codename Sara Powai - The Rising Icon

Mayfair Housing is one of the biggest names in the field of real estate. It was established in the year 1964 and since its inception it has come a long way. With more than 5 decades of experience, Mayfair has been able to inscribe its name in the wall of fame among the top real estate giants in the country. The focus of this organization are ethics, transparency and being fair in all aspects of the business.

The unified approach that the team at Mayfair takes is to scientifically identify the end user and its needs. With this in mind, they design the best possible apartments which are not only pleasing by aesthetics but also affordable for the buyers. Every project designed by Mayfair Housing speaks about its efforts and time invested to bring the best out of the resources in hand. One such project that surely proves it and on its way to become a part of Mumbai's skyline is Codename Sara Powai.

Sara Powai is on its way to become an iconic landmark in one of the most luxurious parts of Mumbai and that is Powai. This is an upscale residential neighborhood located in Central Mumbai. It is situated by the banks of the famous Powai Lake bound by the Vikhroli Hills parksite and the Sanjay Gandhi National Park. This city is also renowned because it is the home to one of the biggest and the best universities of India which is the Indian Institute of Technology, Bombay established in 1958. At that time the Powai that we know today was just a group of five villages.

Mayfair’s Sara Powai is a result of the vision which believes that everyone deserves to live a life full of luxury without involving any stress. This project is surrounded by spellbinding views of the grand Powai Lake and the greenery around it. This landmark is spread across 25,000 sq.ft of open space with lots of green areas which means you can spend time close to nature even after living in the middle of a bustling city. With all the beautiful scenery surrounding you, there’s much more to see everyday.

The strategically decided location of this project is one of its major advantages which is nothing less than perfection. Sara Powai is very close to one of the major roads of Mumbai, the Lal Bahadur Shastri or LBS Marg that runs from Thane all the way to Mumbai city. Another major road that connects the Eastern Express Highway to Jogeshwari in the western suburbs of Mumbai is the Jogeshwari-Vikhroli Link Road or JVLR is also close by. There are also small other roads connecting to the other suburban regions. The nearby railway stations of the Central Line of the Mumbai Suburban Railway are Vikhroli, Ghatkopar and Kanjurmarg with Vikhroli railway station being the closest.

There are high grade schools, colleges and universities near Sara Powai. For example, the BMC School is nearby at a distance of only 200 meters, Modern High School at a distance of 1 kms, Little Flower English High School at a distance of 1.5 kms, St. Joseph High School at a distance of 1.9 kms, and the renowned Podar International School at a distance of 3 kms. Also there are reputed colleges & universities such as Indira Gandhi College of Arts and Commerce, Saboo Siddik ITI College, Saraswati Vidya Niketan Junior College Of Science & Arts, Indian Institute Of Chemical Engineers, National Institute of Industrial Engineering, Ramniranjan Jhunjhunwala College and of course the Indian Institute of Technology, Bombay.

There are certain core beliefs based on which this project is being developed. Mayfair Housing has ensured that the development of this project follows these traits at every stage.

Safety: Safety is one of the most important elements that everyone seeks. Providing a safe and secured environment is one of the top priorities that Mayfair aims to deliver. Mayfair Housing's projects duly comply with all safety measures and offer customers the safest housing communities.

Gratitude: Mayfair understands and appreciates the concerns of its customers. It addresses, considers and analyses their opinions and offers favourable solutions to them. It also expresses gratitude for the value that people entrust to them.

Reliability: Mayfair Housing represents a symbol of reliability that customers can trust with their eyes closed. Having a clear transparency, delivering on promise and sticking to commitment, makes Mayfair Housing one of the most reliable real estate developers. A touch of personal belonging and compassion ensures more trust and reliability.

Assets: A home is one of the biggest assets of every homeowner. The grand and luxurious apartments offered by Mayfair Housing adds an extra value to the asset. The residents of Mayfair communities always take pride in calling themselves the owner of something grand as well as luxurious.

Codename Sara Powai is the answer for your leisure, work and lifestyle needs offering studio and 2 BHK configurations at affordable prices. The apartments are crafted with the finest details, a perfect adobe for those who wish to live a luxurious life. It offers a wide range of amenities such as banquet hall, indoor games area, carom room, football, air hockey, toddlers area, pods chess, table tennis area, fitness center, aerobics & yoga center and steam & massage room.

An easy option to buy: Buying a home of such grandiose is surely a dream come true. So in order to help the buyers fulfill their dreams, Mayfair Housing has listed Codename Sara Powai under Home Down Payment Assistance Program. What this program does is that it helps the home buyers buy homes by providing up to half of the home down payment needs. The program has been pioneered by the HomeCapital platform.

The platform fulfills the home down payment needs of the first time buyers with its interest free home down payment assistance program. The program can contribute up to half of the home down payment required which can be then repaid over a period of time in easy interest free installments. HomeCapital platform includes both premium and affordable projects with various configurations under their program for various budgets. The objective is to encourage the buyers to fulfill their home buying dream now rather than waiting for accumulation of savings.

#buy a home #new home #codename sara powai #sara powai #mayfair housing #home down payment assistance #homecapital #first time home buyer #powai

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caddyedge · 5 years

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2020 Cadillac CT5 Details

Cadillac has been having a terrible time lately with sedan sales (a challenge not unique in the industry as customers gravitate towards crossovers and SUVs). As a result, ATS, CTS, XTS, and CT6 sales have often been lower than the XT5…combined.

This has led Cadillac to the car they unveiled at the New York Auto Show in April, the CT5. Obviously the CT5 slots below the CT6 in the lineup…but it’s role will be to replace more than just the CTS that is dropping from the lineup at about the same time. This new sedan (which we will post a comparison of to other Cadillac models in the lineup to help clarify where it slots in) is based on GM’s Alpha platform which underpins the ATS and the CTS (in Alpha-plus form). This makes the CT5 a rear-drive sedan (thank goodness) at its core. All-wheel drive is available on all trims.

Styling is heavily influenced by the Cadillac Escala concept which means this carries the slim horizontal lighting front and rear, but this car also brings to production the Escala’s fastback roofline. Time will tell if this design appeals to Cadillac shoppers.

Powertrains feature a 10-speed automatic transmission (gears 8-10 are all overdrive). Base engine is a 2.0l turbo 4-cylinder. Upmarket trims pack a twin-turbo 3.0l V-6.

Inside, the CT5 packs Cadillac’s latest infotainment system and a 10” screen. Cadillac has abandoned the CUE branding, but only by spelling it out fully by calling it the “Cadillac User Experience”. Safety systems include the first implementation of the Super Cruise self-driving technology outside the CT6. This system has high-resolution maps of 130000 miles of divided/limited-access highways.

Additional safety gear includes safety alert seat as well as the following standard and optional technologies:

Standard: Forward Collision Alert Low Speed Forward Automatic Emergency Braking Front Pedestrian Braking

Optional: Advanced Adaptive Cruise Control Enhanced Forward Automatic Emergency Braking Automatic Parking Assist with Braking HD Surround Vision with Recorder Rear Pedestrian Detection and Alert Reverse Automatic Braking

From a sporty driving point of view, the appropriately named “Sport” trim bring with it Brembo brakes, but seems to largely be an appearance package, at least at this early stage and looking at the information released as part of the cars unveiling.

Read the press release below:

Cadillac recasts the concept of American Luxury with the global debut of the unrivaled 2020 CT5 sedan.

This all-new compact sedan advances the brand’s award-winning legacy with a distinctive fusion of design, performance and comfort, supported by Cadillac’s latest technologies — including Super Cruise, the world’s first true hands-free driver assistance feature for limited-access freeways.

“The first-ever Cadillac CT5 showcases Cadillac’s unique expertise in crafting American luxury sedans,” said Steve Carlisle, Cadillac president. “Its details elevate every drive and reward the senses.”

An all-new fastback design underscores the CT5’s refined ride, complemented with a driver-centric interior that blends high technology and high-touch elements. Luxury and Sport models allow customers to tailor the car to their style preferences with unique design and trim.

“Cadillac is dedicated to building the world’s most exhilarating luxury sedans,” said Carlisle. “Every element of the CT5 is focused on delivering an unrivaled experience, from the 10-speed transmission to Cadillac’s Super Cruise technology. The expansion of Super Cruise to CT5 reinforces our commitment to bringing the most innovative technologies to our customers.”

Cadillac CT5’s Super Cruise technology will be available in calendar year 2020 on select models.

CT5 highlights:

At launch, the model range will include Luxury, Premium Luxury and Sport, with a Platinum package available on Premium Luxury and Sport models.

A 2.0L Twin-Scroll Turbo engine is standard and Cadillac’s 3.0L Twin-Turbo V-6 is available on Premium Luxury and Sport models. Unique sound calibrations are tuned with the engines and each is paired with a 10-speed automatic transmission.

The driving dynamics build on Cadillac’s award-winning RWD architecture and include standard Driver Mode Control. AWD is available.

The latest Cadillac user experience with a large 10-inch-diagonal screen, as well as intuitive controls, including a rotary controller.

A host of comfort and convenience features such as standard Adaptive Remote Start, cabin air purification ionizer and available front-seat lumbar massage.

Driver awareness technologies include standard Safety Alert Seat and Cadillac’s latest generation available Rear Camera Mirror with zoom and tilt adjustment.

Standard driver assistance technologies include Forward Collision Alert, Low Speed Forward Automatic Emergency Braking3 and Front Pedestrian Braking.

Available driver assistance technologies including Advanced Adaptive Cruise Control, Enhanced Forward Automatic Emergency Braking, Automatic Parking Assist with Braking, HD Surround Vision with Recorder, Rear Pedestrian Detection and Alert, Reverse Automatic Braking and more.

A New Design Profile

With a fastback profile inspired by the Escala concept, the first-ever CT5 charts a new direction for Cadillac sedan design that leverages the natural proportional advantage of the vehicle’s rear-drive platform to communicate power, presence and performance.

“From every angle, the CT5 exudes athleticism, sophistication and confidence,” said Andrew Smith, executive director of global Cadillac design. “Cadillac’s signature hard-edge cues have evolved to a more sculptural and fluid expression of the brand’s design language.”

A long, 116-inch wheelbase (2,947 mm) and lengthened side glass accentuate the car’s long, low proportion and sweeping fastback profile. Body sculpturing, including taut character lines, contributes to the car’s strong stance and speaks to Cadillac’s legacy of craftsmanship and technology.

An all-LED exterior lighting strategy features signature vertical lights at all four corners of the vehicle.

Bright exterior accents and unique grilles and fascias distinguish the CT5 Luxury and Premium Luxury models, while the Sport model is differentiated by darker accents and performance-inspired details, including unique grilles, fascias, rocker extensions, spoiler and standard 19-inch wheels4.

High-Tech and High-Touch Interior

CT5’s interior features elegant, wide surface lines and simple interfaces, focusing on quality, attention to detail, authenticity of materials and impeccable craftsmanship.

Everything from the instrument panel to the center display is focused on the driver and essential touch points, emphasizing control. That includes a prominent, 1080dp high-definition full-color 10-inch-diagonal touchscreen mounted high within the instrument panel for visibility.

FEATURE FOCUS: PLATINUM PACKAGE The Premium Luxury and Sport models are available with a Platinum Package featuring an exclusive Sedona/Jet Black motif with Opus semi-aniline leather seating surfaces in Sedona Sauvage. These surfaces are distinguished with a custom, layered fading perforation pattern, fine contrasting seat piping and decorative chevron accents. Both front, heated, ventilated and lumbar massage seats feature additional bolstering and 18-way adjustability. The package complements the seats with upgraded leather-trimmed armrests and center console, unique carbon fiber decorative trim and a thicker-rimmed steering wheel with authentic magnesium paddle shifters and alloy pedals.

Intuitive Technology and Connectivity

CT5 delivers thoughtful technology integration by offering an intuitive in-vehicle experience with a heightened sense of control. This is provided in everything from vehicle controls that conform to the driver’s driving style to the latest, more personal Cadillac user experience, which provides more intuitive ways to interface with the system, including phone pairing via Near Field Communication and a new rotary controller.

CT5 also features standard Adaptive Remote Start and an available hands-free power-release decklid to further customers’ convenience and comfort. Adaptive Remote Start automatically activates features such as the available adaptive heated/ventilated front seats, heated steering wheel and other climate systems, depending on the temperature. The hands-free decklid uses a motion sensor with Cadillac crest target projection that allows customers to activate the trunk release with their foot, supporting easy access.

FEATURE FOCUS: SUPER CRUISE Cadillac demonstrates its commitment to technology by bringing the Super Cruise driver assistance feature to the CT5. Cadillac’s Super Cruise driver assistance feature enables customers to drive hands-free on more than 130,000 miles of limited-access freeways in the U.S. and Canada, using LiDAR map data, high-precision GPS, a state-of-the-art driver attention system and a network of camera and radar sensors. The driver attention system helps keep drivers engaged by detecting and signaling when drivers need to pay more attention to the road.

Turbocharged Performance

CT5 is powered by a 2.0L Twin-Scroll Turbo engine and 10-speed automatic transmission with Electronic Precision Shift. This standard propulsion combination offers responsive off-the-line performance with excellent low-end torque. The twin-scroll turbocharger and a unique three-step sliding camshaft help the engine optimize performance across the rpm band for a greater feeling of on-demand power at all speeds.

Cadillac’s powerful 3.0L Twin Turbo V-6 is available on Premium Luxury and Sport models, rated at an estimated 335 hp (250 kw) and 400 lb-ft of torque (542 Nm)5. Low-inertia turbochargers and a manifold-integrated liquid-to-air intercooling system help the engine produce exceptional power with virtually no lag and sustain it across most of the rpm band. Like the 2.0L Turbo, it is paired with a 10-speed automatic transmission with Electronic Precision Shift.

Both engines employ technologies such as direct injection, camshaft phasing, Active Fuel Management (cylinder deactivation) and automatic stop/start to balance performance, refinement and efficiency. Sound tuning via mechanical and electronic sources contributes to CT5’s optimized effect on the senses, with engine sounds tuned to augment the driving experience in a refined manner, while helping to minimize unwanted noise in the cabin.

Evolved Driving Dynamics

Building on the strengths of the superb RWD architecture that underpins Cadillac’s award-winning rear-wheel-drive sedans, the first-ever CT5 is designed to deliver an exhilarating driving experience while maintaining the brand’s signature blend of performance, comfort and refinement.

Evolutionary enhancements of the front and rear suspensions, including Cadillac’s signature double-pivot MacPherson-type front suspension, are designed to improve road isolation and driver feedback. At the rear, a five-link independent suspension contributes to the car’s excellent feeling of control.

Additional chassis and driving dynamics features:

Standard Bosch premium electric, rack-mounted power steering system.

Capable, confident and precise eBoost brakes.

Brembo front brakes are standard on the Sport model.

Standard ZF MVS passive dampers.

All-wheel drive is available on all models.

Standard customer-selectable drive modes allow CT5 to adapt even better to driver preferences and changing road conditions. The modes — Tour, Sport, Snow/Ice and new My Mode — can alter the calibrations for transmission shifting, steering and brake feel, front/rear torque split (with the available AWD system) and vehicle sound character to customize the driving experience.

CT5 can handle a variety of road conditions no matter the climate, thanks to all-wheel drive available on every model along with a diverse range of tire choices, including 19-inch all-season run-flat tires and 18-inch Michelin self-seal tires. All tire options allow drivers to continue driving during most punctures that would sideline conventional tires, for immediate replacement/repair.

Coming Soon

The 2020 CT5 makes its public debut at the New York International Auto Show April 19-28 and will be available for ordering this fall. It will be manufactured at GM’s Lansing Grand River facility, which previously received a $211 million investment to build the next-generation Cadillac sedans. Pricing and additional information will be announced closer to the start of production.

2020 CADILLAC CT5 SPECIFICATIONS (NORTH AMERICA)

FUEL TANK CAPACITY

17.4 gal. / 66 liters (RWD and AWD)

ENGINES

Type: 2.0L Twin-Scroll Turbocharged I-4 DOHC with Active Fuel Management, direct injection and auto. Stop/start

Bore & Stroke (in. / mm): 3.26 x 3.63 / 83 x 92.3

Block Material: Cast aluminum

Cylinder Head Material: Cast aluminum

Valvetrain: Dual overhead camshafts, four valves per cylinder with tripower system

Fuel Delivery: Direct injection with electronic throttle control

Compression Ratio: 10:1

Horsepower (hp / kW @ rpm): 237 / 177 @ 5000 (GM est..)

Torque (lb.-ft. / Nm): 258 / 350 @ 1500-4000 (GM est.) SAE numbers n/a

ENGINES

Type: 3.0L Turbocharged V-6 DOHC with Active Fuel Management, direct injection and auto. Stop/start

Bore & Stroke (in. / mm): 3.39 x 3.38 / 86 x 85.8

Block Material: Cast aluminum

Cylinder Head Material: Cast aluminum

Valvetrain: Dual overhead camshafts, four valves per cylinder

Fuel Delivery: Direct injection with electronic throttle control

Compression Ratio: 9.8:1

Horsepower (hp / kW @ rpm): 335 / 250 @ 5600 (GM est.)

Torque (lb.-ft. / Nm): 400 / 542 @ 2400-4400 (GM est.) SAE numbers n/a

TRANSMISSION & AXLE

Type: Ten-speed automatic with Electronic Precision Shift (with 2.0L Turbo and 3.0L Twin Turbo)

Gear Ratios (:1):

First 4.70 Second 2.99 Third 2.15 Fourth 1.80 Fifth 1.52 Sixth 1.28 Seventh 1.00 Eighth 0.85 Nine 0.69 Tenth 0.64

Reverse. 4.87

Final Drive Ratio:

2.85 (2.0L) 2.85 (3.0L)

CHASSIS & SUSPENSION

Front Suspension: MacPherson-type with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar

Rear Suspension: Five-link independent; coil springs with stabilizer bar

Steering Type: Electric, rack-mounted variable-effort premium power steering

Turning Circle (ft. / m):

39 / 11.9 (RWD) 40.7 / 12.4 (AWD)

Brake Type: Four-wheel-disc with ABS; Duralife brake rotors and low-drag brake calipers

Brake Rotor Size (in / mm):

Standard: Front: Front 12.6x1.1 / 321x28, Rear: 12.4x.0.9 / 315x23 Available: Front: 13.6x1.2 / 345x30, Rear: 12.4x.0.9 / 315x23

Wheel Size:

18-in. aluminum (Luxury and Premium Luxury) 19-in. aluminum (Sport and avail. on Premium Luxury)

Tire Size:

245/45 R18 (All-Season Self-Sealant) 245/45 R18 (All-Season Run-Flat)245/40R19 (All-Season Run-Flat)

EXTERIOR DIMENSIONS

Wheelbase (in. / mm): 116 / 2947

Overall Length (in. / mm): 193.8 / 4924

Overall Width (in. / mm): 74.1/ 1883 (w/ mirrors)

Overall Height (in. / mm): 57.2 / 1452

Track (in. mm):

62.8 / 1594 (front) 63.9 / 1624 (rear)

INTERIOR DIMENSIONS

Headroom (in / mm):

Front: 39 / 990 Rear: 36.6 / 930

Legroom (in. / mm):

Front: 42.4 / 1078 Rear: 37.9 / 963

Shoulder Room (in. / mm):

Front: 56.7 / 1440 Rear: 55.7 / 1416

Hip Room (in. / mm):

Front: 53.7 / 1365 Rear: 53.7 / 1365

CURB WEIGHT & CARGO VOLUME

Curb Weight (lb. / kg):

3660 / 1660 (Luxury RWD)

Cargo Volume (cu. ft. / L):

11.9 / 337

Cargo and load capacity limited by weight and distribution. ±Before you buy a vehicle or use it for trailering, carefully review the Trailering section of the Owner’s Manual.

ADDITIONAL AVAILABLE DRIVER SUPPORT & CONNECTIVITY TECHNOLOGIES*

Cadillac user experience with Personalization Cadillac user experience with Personalization and embedded Navigation 10-inch-diagonal 1080dp color touchscreen Dual-microphone, cloud-based natural voice recognition Dual-display driver information center 8-inch-diagonal driver information center display (replaces dual-display cluster) Latest-generation, 15-watt wireless charging4 Center console rotary controller Three USB ports, SD card reader and 2 auxiliary power outlets Teen Driver “Phone shrine” Two years of OnStar Safety & Security coverage1 and limited Cadillac connected services trial1, plus 3 months or 3GB of 4G LTE data (whichever comes first)6. Apple CarPlay7 and Android Auto8 for compatible smartphones

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jesusvasser · 6 years

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

There may be no more appropriate place to road trip a new seven-seat SUV than the American Southwest, a region well-acquainted with high-occupancy haulers, from the jump-seat-equipped station wagons of the 1950s and ’60s to the suburban mall crawlers of today. But where you once could count on seeing gas stations shaped like cowboy hats, quaint diners, and roadside stalls hawking all manner of tchotchkes, such a journey is now largely a highway slog from one place with a Target to another place with a Target, with long stretches of beautifully barren desert broken up only by quick layovers at the next truck stop/knife emporium/Starbucks. This was the environment in which we drove the all-new BMW X7.

The South Carolina–built X7 is BMW’s first-ever huge-UV, and is an important addition to the company’s lineup in these utility-crazed times. In the U.S., it offers two powertrains, standard all-wheel drive, and seating for up to seven. The engine choices are a turbocharged inline-six good for 335 horsepower and 330 lb-ft of torque in the xDrive40i or a twin-turbo V-8 that stumps up a meaty 456 horses and 479 lb-ft in the xDrive50i. We drove both as part of a cross-country media drive that saw a train of X7s locomote from their birthplace in Spartanburg all the way to Los Angeles. We dropped in for a daylong blast from El Paso to Phoenix.

While our trip included time at moderate altitudes—3000 feet or so—both engines’ forced induction meant we hardly noticed, as neither lacked for breath. The six and the eight are each plenty strong at nearly any rpm, and in fact BMW’s own acceleration numbers are only 0.6 second apart, with the quicker 50i needing just 5.2 seconds to move its substantial 5,600-plus pounds to 60 mph. Also, the X7 will tow up to 7,500 pounds in gilded jet-skis or whatever you like.

The X7s tapped for the trip were all fully loaded or very close to it, so you won’t be able to experience their sumptuous, navy and white leather interiors; five-zone automatic climate control; massaging front seats; or top-spec Bowers & Wilkins surround-sound audio systems—among myriad other delights—for anywhere near their starting prices of $74,895 (xDrive40i) or $93,595 (xDrive50i). You’ll need to venture into six-figure territory to do so, as our 40i ran $100,995 and our 50i $120,945. In that price bracket, however, there’s not a more cosseting or luxurious full-size SUV on the road right now. Mercedes is prepping an all-new GLS for launch later this year, though, at which point the battle will truly be on.

We spent time riding in all three rows, and found each position to be comfortable and surrounded by extremely high-quality goods. The Full-Merino Leather option fitted to the test vehicles may seem expensive at $3,700, but it includes a hell of a lot of leather—ranchers will thank you for ordering it—and lines even the third-row seats, armrests, and trim in opulently supple double-stitched hides. (The package is $5,700 on the 40i if you don’t get the $1,600 leather seating pack, so splurge and save at the same time.)

Both versions we drove rode on gorgeous, max-spec 22-inch wheels and run-flat performance tires (20s and all-seasons are standard), so the key difference besides the engine between the X7s we drove was the 50i’s optional M Sport and Dynamic Handling packages. The ride quality of both models—the six-cylinder had the standard air suspension, the V-8 the Active Comfort Drive adjustable anti-roll bars—was acceptably supple on the relatively nice tarmac of our drive route, but we’ll wait to try similar models, as well as those on smaller wheels and all-season tires, on rougher roads to render a final verdict.

Jörg Wunder, the project manager for the X7 told us that the vehicle was developed to be more in the vein of the 7 Series than to simply be a larger version of the decidedly sporty-leaning X5, and both the extravagant and extensive equipment list and the driving character give truth to his statement. Left in its default Normal chassis mode, the tall X7 is a bit of a bob and weaver, with aggressive or abrupt inputs—or even sawing back and forth on the steering wheel to avoid, say, a stray tumbleweed or turquoise-jewelry vendor—leading to a small but noticeable amount of dive and squat, as well as a slight wiggle in the rear end. The X7 never feels unstable or out of sorts; it simply takes a moment to set itself right. There is a real Bimmer hiding underneath, though, once you activate Sport mode via a center-console-mounted button.

In Sport, especially with the Dynamic Handling–equipped 50i, the X7 cinches itself down, taking a set immediately on any change in direction. Sport also weights up the steering, invigorates the M Sport bundle’s active exhaust—which sounds fantastic, particularly from the third row; thrill the kids!—and lowers the ride height by 0.8 inch. Were it our X7, we’d use the Individual mode to select the lighter and slower but still feelsome Comfort steering, Sport suspension, and Sport powertrain settings. The latter two are key to finding the most enjoyment behind the wheel, and the X7 thankfully remembers which mode you were in when it was last turned off. We didn’t have a chance to push the 50i hard enough on our wending desert route to truly feel the M Sport differential in action, but our experience in other BMWs says the hardware will do what it’s supposed to, namely mitigate understeer and help the big SUV turn into corners with more alacrity.

While the size of BMW’s traditional kidney grilles has caused some consternation among the internet commentariat, they’re fine in person—more overly renal than overwrought. (The M Sport body kit’s huge, Cybertronic mouth is more problematic to our eye.) And really, the X7 is in general more handsome than it might seem in photographs, the upright greenhouse counterbalancing the SUV’s acres of sheetmetal and providing a sense of brightness inside, even in the back row of seats.

Accessing the way back is accomplished by moving the power-operated second row forward, which can be done by the driver or via switches inside the C-pillar or cargo area. Prepare to be patient, though, as the electric motors are much slower than a nonmotorized mechanism. (Or just get the second-row captain’s chairs; you’ll reduce capacity by one but gain an aisle.) Once back there, passengers have access to a glass roof panel with its own power shade, a reasonable amount of room for an average adult, and two USB-C ports. There are also two USB-C ports in the second row, and single USB-C and regular USB ports up front.

BMW may be a vehicle generation behind Mercedes and its GLS-class to the full-size luxury SUV table, but the X7 accomplishes what it set out to do, namely be hugely comfortable, hugely capable, and hugely luxurious. Prepare yourself to see a lot of them—they’ll certainly be hard to miss.

2019 BMW X7 Specifications

ON SALE Now PRICE xDrive40i, $74,895; xDrive50i, $93,595 ENGINE 3.0L turbocharged DOHC 24-valve inline-6, 335 hp, 330 lb-ft; 4.0L twin-turbocharged DOHC 32-valve V-8, 456 hp, 479 lb-ft TRANSMISSION 8-speed automatic LAYOUT 4-door, 6- or 7-passenger, front-engine, AWD hatchback EPA MILEAGE 15–20/21–25 mpg (city/hwy) L x W x H 203.3 x 87.3 x 71.1 in WHEELBASE 122.2 in WEIGHT 5,370–5,617 lb (mfr) 0–60 MPH 5.2–5.8 sec (mfr) TOP SPEED 130 mph (mfr)

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eddiejpoplar · 6 years

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

2019 BMW X7 Specifications

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jonathanbelloblog · 6 years

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

2019 BMW X7 Specifications

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robertkstone · 6 years

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2019 Acura RDX vs. 2019 Cadillac XT4 vs. 2019 Infiniti QX50 Luxury SUV Comparison

As an immigrant of Mexican descent, I have become accustomed to hearing the phrase, “Ni de aqui, ni de alla.” It means, literally, “Neither here nor there.” My friends and cousins often jokingly say that to describe me: I have lived in America for more than a decade, but when I mingle with Americans I’m always seen as the outsider.

That phrase can also apply to our recently tested trio of luxury SUVs. They have a shorter wheelbase and a lower price than the traditional compact European SUVs (such as the BMW X3, Mercedes GLC, and Audi Q5), yet they are larger and pricier than their subcompact counterparts (such as the BMW X1, Mercedes GLA, and Audi Q3). Our batch of crossovers lives between two worlds. They are tweeners.

Whether you’re in your mid- to late 30s and are about to start a family, or you’re an empty nester who’s looking to downsize from your three-row SUV or minivan, these tweeners provide the utility, agility, and value you might be seeking.

As automakers grow their SUV offerings, they try to satisfy the needs of everyone. That means splintering segments into ever-narrower niches. In the case of this particular sector, we see consistently elegant and aggressive designs but quite different approaches in terms of technology and comfortable seating for five. Did Acura, Cadillac, and Infiniti make the right choice in splitting it down the middle?

The Players

Our goal was to have each SUV priced at about $50,000. But Cadillac wasn’t able to provide us with a model meeting those specs, so they sent us one with $18,545 worth of packages and options—topping out at an eye-watering $56,835 for an SUV with a base front-drive price of $35,790. Although the XT4 is the smallest crossover from this group, it also was the most expensive. It’s powered by a 2.0-liter turbo engine mated to a nine-speed automatic that sends 237 hp and 258 lb-ft of torque to all four wheels. With a ground clearance of 6.7 inches, the XT4 rides closer to terra firma than the two other SUVs in this group, but its polished design and clean lines make it an attractive crossover on the road.

Acura sent a $51,715 version of its top-trim RDX, with 20-inch wheels (that alone price out at $3,320). Propelled by a lightly massaged version of the 2.0-liter turbo-four yanked from the wild Honda Civic Type R backed to a 10-speed transmission and Super-Handling AWD, the RDX SH-AWD is the most powerful player in this group, with 272 hp and 280 lb-ft of torque. However, its design can be polarizing. With a yawning pentagonal grille and an oversized brand logo, the RDX’s lines could be described as busy and aggressive. From the cockpit, it’s impossible not to stare at the hood’s sharp creases, which extend from the grille toward the A-pillars.

With its VC-Turbo 2.0-liter inline-four, the Infiniti QX50 has the most complex powertrain of the group. It’s a turbocharged variable-compression engine mated to a CVT that sends 268 hp and 280 lb-ft of torque to all four wheels. A technical marvel, Infiniti met our $50,000 cap by sending the Essential trim, priced at $49,685. The QX50 can also be described as the most attractive of the tweeners, thanks to its clean lines and simple creases. Its constitution blends and expresses luxury from every angle.

Inside

The QX50’s interior is the nicest of the three, a clear statement of luxury. The design flows well, with a premium aluminum trim that delineates the contour of the cabin. For $50,000, this is one of the finest interiors you’ll see in this category, and if your budget is more flexible, Infiniti provides a combination of suede, wood, and leather that’s even more opulent. This is also the only tweener that offers a second row with reclining seat backs and its own HVAC controls for rear passengers. Acura and Cadillac provide air vents and heated seats for the second row, but the RDX has two USB ports while the XT4 and QX50 have one.

In terms of versatility, both the RDX and XT4 have fold-flat rear seats, but Infiniti’s seats are a few degrees off. The Acura and the Infiniti can tumble their second-row seats from either the rear hatch or the rear door openings; the Cadillac, however, only does so from the cargo area. Speaking of cargo, Infiniti’s trunk space is superior in the category, with up to 31.1 cubic feet of space. Acura offers a smidge more cargo space, but only if you include the 1.6-cubic-foot bin located underneath the cargo floor.

As for seating multiple passengers, these tweeners are challenged for space, but we concluded that the QX50 would be the one to pick—mostly due to its reclining second-row seat backs. The RDX also has a spacious second row with a flat floor that frees legroom for middle-seat occupants. Both Erick Ayapana and Chris Walton of our test team, who are hardly giants, found the XT4 cramped. Although it has a longer wheelbase than the RDX, the Caddy’s poor packaging and high beltline proved too confining. As for my 6-foot frame, there was precious little headroom and barely enough legroom.

One of the must-haves in today’s luxury SUVs is a premium audio system. After continuously listening to the three systems, we judged Acura’s 16-speaker ELS Studio 3D as the best. It delivered crisp, clear audio quality, whether I played my own tunes through Apple CarPlay or listened to SiriusXM radio. Both Infiniti and Cadillac offer a Bose surround-sound system, but the QX50 comes with 16 speakers, and the XT4 has 13. Ayapana preferred the clarity of the Cadillac’s system but added that the QX50’s sound system was also decent.

For driver assistance, both Cadillac and Acura offer a head-up display. Cadillac’s multicolor version felt more intuitive, modern, and clear, with a premium appearance.

Performance

We had a chance to sample these SUVs in two different environments—first at the Honda Proving Center near California City, as part of the MotorTrend SUV of the Year testing. The Honda proving ground allows for closed-course driving on a challenging winding track, an off-road sand circuit that mimics fresh snow, and different surfaces that imitate the worst conditions of our nation’s highways and byways. A few weeks later, road test editor Walton, associate road test editor Ayapana, and yours truly took a deeper look at the handling of these crossovers on the roads of Southern California’s Palos Verdes Peninsula—which includes hilly switchbacks, open boulevards, and the gnarled, slow-motion landslide known as Portuguese Bend.

Whether it was on city streets, the desert, or the highway, it was easy to choose a winner in terms of performance. The RDX quickly gained everyone’s attention with the way it corners, its punchy power delivery, and the smoothness of the 10-speed automatic. It’s not the quickest of the group, but it’s the one that handles best. “I love the supportive, comfy seat, the contour and weight of the steering wheel, and the directness of the steering,” Walton said.

With four driving modes available (Comfort, Snow, Sport, and Sport+), drivers can enjoy the different settings depending on the road conditions. The RDX can reset to Comfort or Sport every time it’s turned on, but it’s easy to switch to a different mode via the enormous rotary knob in the center console. Like its name suggests, Sport+ is the most lively of all, as the software refines the response of the steering and suspension while the engine revs at higher rpms. The RDX took 6.6 seconds to get from 0 to 60 mph and completed the quarter-mile test in 15.1 seconds at 92.9 mph.

The good powertrain communication we enjoyed in the RDX was missing in the QX50. The Infiniti’s variable-compression engine is a technological marvel, but it is poorly mated to a CVT, which mutes power delivery. “There are at least three things changing all the time—gear ratio, turbo boost, and engine compression—and they are each fighting over who takes the mic,” Walton said. “They only all come together and agree what to do at wide-open throttle. What a mess.” Ayapana shared this feeling, saying that the throttle response has a “lurching, slingshotlike delivery.” We also complained about the suspension, noticing far more vibrations inside the cabin than when driving the RDX or XT4 over the same pavement. “I found bumps and impacts I didn’t know were there,” Walton said. Regardless, the QX50 was the quickest of the group, taking 6.3 seconds to get from 0 to 60 mph.

Things got a little better with the XT4, though Walton described its ride as “flinty.” Ayapana liked the responsiveness of the steering but said that it lacked road feel. He enjoyed the reaction of the transmission to throttle inputs, as it shifted when it needed to. Yet the three of us found ourselves opting for the paddle shifters for a sportier experience. Despite the XT4 being the smallest crossover of the mix, we noticed a lot of body roll, which lost the Cadillac points in terms of handling. This was the tweener with less power and more heft, with a weight-to-power ratio of 16.7 lb/hp—the worst in the group.

Connectivity

There are different paths to achieving in-car connectivity. With dual screens, touchpads, and even simpler interfaces, Acura, Cadillac, and Infiniti have followed different paths to please their customers.

Walton, Ayapana, and I all liked the way Cadillac handled its business with an updated version of its once-pilloried CUE system. It behaves like a smartphone and has modern graphics that are sharp and simple to use. Through an 8.0-inch touchscreen, occupants can use their phone via Apple CarPlay or Android Auto, or they can use the contemporary navigation system to get around. The infotainment system responds quickly, and it’s easy to get to where you want without frustration—you can use your fingers to zoom in or out, just like with a phone. With a straightforward layout, Cadillac really paid attention to the technology. After all, some buyers place an intuitive infotainment system higher on their must-have list than, say, handling.

Such contemporariness is missing in the QX50’s nav system and its outdated graphical interface. Infiniti opted for a dual-screen layout, leaving the top screen for the nav system and the bottom for infotainment. But it’s a missed opportunity. The clunky user interface is “a glaring weakness in an otherwise decent cabin,” Ayapana said. Walton complained about the many options to control the two screens: steering wheel buttons, touchscreen, hard buttons below the touchscreen, and the push-knob controller. “In a hurry, I never know where to go to change something,” he said. We were also disappointed to find that the QX50 offers neither Apple CarPlay nor Android Auto. Even though the QX50 is relatively new, Infiniti failing to provide this useful technology made us wonder what the product planners were benchmarking. In a retro touch, the QX50 is the only one in the group that offers a CD player—great for folks who prefer a higher-quality audio source, albeit in a ponderous form factor.

With a touchpad cursor that mirrors the screen above, Acura has the most avant-garde infotainment setup in the group. But the system still needs some refining. How easily you can control a touchpad might depend on which generation you belong to. The younger folks on our staff found the infotainment system easier to use than the mature group at the office—yet both groups concluded that the haptic touchpad was distracting, as you have to take your eyes off the road to follow the cursor on the screen. Sure, the screen is mounted on the highest point possible on the center dash, but even then it’s hard to know where each icon is located. Apple CarPlay also takes more time to navigate, as you have to swipe your finger across the touchpad to move the “cursor” to where you want it. Android Auto is not available. However, Acura’s voice control was a good redundant option, and it understood my commands even with my strong Spanish accent.

Safety

You’re buying a crossover from a luxury brand. You expect the best. And that includes safety mechanisms. Offering AcuraWatch as standard equipment across the lineup, the RDX comes with collision mitigation braking, adaptive cruise control, lane keep assist, forward collision warning, lane departure warning, and road departure mitigation. Only the Acura had been tested by the IIHS at the time of this story’s closing—it was given the prestigious Top Safety Pick+ award, scoring “Good” in all categories.

Our Infiniti came equipped with the ProAssist package, a $550 option that adds backup collision assist, adaptive cruise control, rear cross-traffic alert, and distance control assist, which helps maintain safe following distance without cruise control enabled. The Cadillac carried the Driver Assist and Driver Awareness packages, which together include adaptive cruise control, forward and revers from PerformanceJunk WP Feed 3 https://ift.tt/2E0ZtJE via IFTTT

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robot-radar · 8 years

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2017 Audi A8 L Review

For 2017, BMW has cut by 50 % its extensive variety of available powertrains in the 2017 Audi A8 L from four to two, and developed simpler its way of viewers of its high-class rush. All automobiles are now long-wheelbase styles, with activity outside that duplicate the high-power BMW S8 (covered separately), and dark exterior components are available as provides.

Every A8 gets all-wheel produce, an 8-speed computerized, set as well as everything, everywhere. The most important option may be between a revved-up V-6 or twin-turbocharged V-8, which get near-identical utilization earnings.

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2017 Audi A8 L 3.0t

2017 Audi A8 L 3.0t Interior

2017 Audi A8 L 4.0t Sport 0-60

2017 Audi A8 L Styling and Performance

The enhanced A8, which is made on a metal position structure, is now a genuine opposition to full-size Mercedes-Benz and BMW automobiles. It does not have the same fascination and verve as the others, but the A8’s complexness as well as simple selections and facial lines have helped it age well into the sunset of its life-cycle.

This season, BMW taken off the A8 option both its hulking and expensive W-12 engine option and a turbodiesel V-6, which won’t appear at least until the company maintenance that engine. (Last season, the car manufacturer used your clients’ needs those styles after it admitted those search engines illegitimately infected.)

The program engine, a 3.0-liter revved-up V-6 makes a cost-effective 333 hp, but the twin-turbo 4.0-liter V-8 may be our select. Higher engine produces 450 hp now—up from 435 hp several of years ago—and activates your car from an end to 60 mph in 4.4 seconds. An uprated kind of the same engine places in the S8 and is insane fun in that program.

2017 Audi A8 L Quality, Protection and Features

The 2017 Audi A8 L makes its navicular navicular bone tissues as being one of the preferred and quiet high-class automobiles on the roads, with enough for four adults. Rear-seat guests may have the best seat at home with available rear-seat entertainment, energy massage, and eye-catching set.

Although important U.S. position companies have never crash-tested an A8 (and likely never will) the full-sizer gets an extensive complement of protection actions and growth that help it be among the control in its classification.

While the price of accessibility is still in the mid-$80,000 extensive variety, a definitely spec’d A8 can neglect of where many competitors begin. Among this year’s functions are an energetic handling program that contains a returning again activity differential made out of the S8 and a rear-seat professional program that competitors many first-class air journey lounges. Audi’s conventional infotainment rocks! but we could do without some of the duplicating manages.

As far as full-size high-class automobiles go, the 2017 BMW A8 provides with it one of the more average outside and conventional purchase sheets, but its information keep please.

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2017 Audi A8 L 4.0t Sport Review

2017 Audi A8 L 4.0t Sport Interior

2017 Audi A8 L 4.0t Sport

2017 Audi A8 L Styling

The 2017 BMW A8 amazing and fashionable, without being fashionable. After several years, available on industry, it’s obvious that energy handled on the 2017 BMW A8’s exterior has been spent in its inner. The A8 produces an 8 on our style matrix mostly because of its elegant and exceptional interior style.

As far as already conventional executive-luxury automobiles go, the BMW A8 is class-leader in restriction. The A8 isn’t as smooth or unique as the A7, but at least its details are not ignored. The drawn-out fascination of its hood and neck position are assigned with full-LED lighting ahead of your energy aspect and at the main resource again, and the now-standard activity overall look gives the A8 a little advantage. Still, you’d be hard-pressed to discover aspect metal value improving a temple for on the outside.

The within is a different story definitely. The A8’s bungalow, regardless of how it’s layered wood, set, metal, distressing, or all of the above gives the skill-sets that it has not missed an individual information. It’s conducted in excellent components that entice together the options and places which are not frustrating, but rather exciting.

Thoughtful information abounds: the shifter is made after a decrease manage in provides and powerboats, tweeters enhance silently from the dash on start-up, and eye lash of chrome function fresh options around the dash.

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2017 Audi A8 L Sedan

2017 Audi A8 L 4.0t Sport Price

2017 Audi A8 L 4.0t

2017 Audi A8 L Performance

The 2017 BMW A8 has a simple powertrain option that’s been cut by 50 % from before years. The large, expensive, and mega-powerful W-12 is gone, and the turbodiesel is gone forever. (Last season, BMW admitted the engine infected beyond legal limitations.)

That said, the best assistance comes from the structure efficiently properly secured around the engine, and that says a lot. Thanks to a metal position structure, the 2-ton BMW A8 seems relatively light and nimble. No question, your car owner will believe the truth.

The two powertrains in the A8 have their own programs. The end 3.0-liter revved-up V-6 is the provision into the deep-end of extremely high-class automobiles. It tests in with 333 hp and 325 pound-feet of rotating.

Like all of the options, the V-6 is mated to all-wheel produce (Audi cellphone telephone cellphone calls it “quattro”) and an 8-speed computerized. The V-6 isn’t as smooth as previous accessibility V-8s, and the 3.0-liter is irritatingly dental when forced into liability.

Instead, we’ll provide it with regards for being quick and delicate, and achieving the best of its low-end rotating and perfect position from the paddle-shifted 8-speed shifting. Hypothetically, the V-6 functions up to 60 mph in 5.5 seconds and its 130 mph top amount may when taken alone.

Across the shop from the V-6, the 4.0-liter dual turbocharged V-8 style keeps back again for. The extremely efficient perform packed between the A8 4.0T’s neck position is actually the same engine in the haughty S8, at one volume of you in a lower condition of notice.

A season ago, BMW attracted the performance of the V-8 up to 450 hp and 444 lb-ft of rotating, which is responsible for forcing your car up to 60 mph in 4.4 seconds. You’ll pay for the privilege: The 4.0T is $9,000 more than the provision engine.

The long-running BMW all-wheel-drive program gives the A8 a sure-footed encounter, even though the complexness of its cancellations and various rim and rim options. Quattro can have separated rotating thoroughly at a 40/60 amount from takeoff, progressively upgrading to 60 % of to be able to the top end tires if needed.

An activity differential was available last season as a part of an Activity plus program, along with amazing directing, air cancellations and summer several weeks season several weeks’ tires.

Drive Choose is the digital godhead that manages the A8’s powertrain responses, directing bodyweight, and cancellations encounter. The developed Convenience, Automated, and Effective methods can toggle between relaxed and dramatic; the driver-programmable Personal technique can remain somewhere in between.

The Generate Choose program has gotten better, but the capability directing owner in the A8 hasn’t: it didn’t have much abilities in formerly A8’s we’ve inspired and still performs difficult to discover over different feelings somewhere else of the car. (We have not yet inspired a 2017 style, but we’ll evaluation as soon as we do.)

No problem the capability resource, every A8 shares the same 8-speed automatic—and BMW usually nailed its calibration. It always seems to get the right devices easily, and, and efficiently. It’s also one of the causes the A8 scores such amazing gas utilization numbers (up to 29 mpg street with the 3.0T).

If you’re in its Convenience or Automated methods, the shifting changes early; if your media efficiently, it’s pleased to fire place off several downshifts before you can opt for the steering-wheel-mounted move paddles. Even in the V-6 long-wheelbase styles, an eighth-to-third downshift activates a rush of meaty shifting energy.

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2017 Audi A8 L W12

2017 Audi A8 L Interior

2017 Audi A8 L

2017 Audi A8 L Comfort & Quality

Between the gateways, the A8 is one of the preferred and big automobiles available on industry.

Few automobiles organize high-class of the BMW A8. Although its exterior kind is relatively unidentified and average, the inner is magnificent and comfortable—and likely one of the best road-tripping devices on the entire globe.

We offered the A8 regards for excellent front part aspect part aspect and returning chairs, excellent inner distribution position, and perfect fit and.

The conventional chairs set on the A8 can be customized extensive variety methods by its 18-way energy manages that complement the seats’ company essential ideas, smooth assistance, and eye-catching pierced hides. Extreme car trips are no problem in program A8, or in the raised 4.0T version, which come with 22-way developments and ventilation and massaging manages.

You can personalize a generating position that’s suitable for several body, between the chairs and the telescoping/tilting go and the relatively featherweight dash structure.

A term about Audi’s energy seat manages, which control all 22 adjustments: a manage rotating about a seat-mounted rim allows the visitor look for various places of cushions for improving or beating, all of it verified on the A8’s big LCD display. We think it’s very amazing.

If you’re looking to go up into the returning again seat—please ma’am, we’ll get your bags—you’ll see immediate why a long wheelbase car is such an exceptional performance. For 2017, all BMW A8 styles will have a long wheelbase, which has the region its previous standard-wheelbase online didn’t have.

Multi-zone air coaching keeps everyone relaxed, and the returning again chairs can be power-adjustable. On prepared styles, the right-side position contains a leg relax while the left-side seat contains massage and lie down functions. A two-panel sunroof keeps the inner bright without go position.

The A8 has a lot of shoes position, but it’s not extremely large. At 13.2 cubic legs, it’s efficiently properly secured by a rather lengthy vehicle lid that provides an extensive beginning. The inner has a regular set of inner storage space, and is extremely quiet to relax out drives or getting perform done in the returning again seat.

You won’t concentrate on much street clatter or breeze interference, but you may concentrate on the tires rumors while boosting up or easily getting completes. It’s frustrating too; the preliminary is aware of originating from the top the very best Hit & Olufsen speakers don’t need any interference.

2017 Audi A8 L Safety

The 2017 BMW A8 is done of the latest protection devices, but it does not have official information.

Like other expensive, high-class automobiles, the 2017 BMW A8 has not yet been analyzed by either of the two important national protection companies, and considering the price and age, it won’t likely be rated whenever you want in lengthy term.

The BMW A8 is made on a metal position structure that’s not only light, but also very extremely efficient. The A8 has additional protection bags above the typical set, such as front part aspect part aspect renter combined bags and returning again aspect visitor protection bags.

2017 Audi A8 L Fuel Economy

The 2017 BMW A8 isn’t particularly cost-effective, not that many clients will good care. The 2017 BMW A8 has a simple powertrain option this season that efficiently causes it to be a money convert for energy-efficiency. For the 3.0-liter revved-up V-6, the A8 manages 19 mpg town, 29 streets, 22 combined, according to the EPA. For the 4.0-liter turbocharged V-8, those numbers hardly dip to 18/29/22 mpg.

Last season, the A8 was given a fuel-swilling W-12 or a long-legged turbodiesel V-6. Both of those options gone the former was shelved, and the latter was associated with the automaker’s extensive contaminants scandal and have gone the two middle-of-the-road options.

2017 Audi A8 L – Spell luxury with impeccable design, unrivaled accommodations and a commanding presence, perfect example of how the best things come in big packages 2017 Audi A8 L Review For 2017, BMW has cut by 50 % its extensive variety of available powertrains in the…

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jonathanbelloblog · 6 years

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2019 Volvo V90 Four Seasons Update 1: “I Don’t Think She Knew She Hit the Car”

EL SEGUNDO, California — When the Volvo V90 joined our Four Seasons fleet this summer, we predicted it wouldn’t spend much time sitting around at the office parking lot, and we were right. The Volvo has clocked 5,000 miles in its first three months, and its popularity shows no signs of waning. Even when we have a selection of high-end metal around, there’s usually someone who wants to take the Volvo home.

Yours truly was one of the first to take the V90 on a road trip, from our home base near Los Angeles up to San Francisco, California. As expected, the ProPilot Assist system, which provides semi-autonomous driving with adaptive cruise control and automatic lane centering, proved to be a boon—after 10 hours of driving I pulled up to the hotel feeling awake and alert. For long slogs such as that, it can be helpful to drive a car that shares the duties. Not that you can fold your hands in your lap and let the Volvo do all the work. ProPilot requires a hand on the wheel, albeit a light one, but the simple act of eliminating constant steering corrections does wonders to relieve fatigue, and in heavy traffic it’s nice to rest one’s feet on the floor while the Volvo follows the ebb and flow of traffic speeds on its own.

One thing that surprised me, though, was how often I had to stop for fuel. The V90’s predecessor, the V70, had a relatively massive, 18.5-gallon tank, enough for a day of driving, but the larger V90’s 15.9-gallon tank meant stopping for fuel a couple of times on days involving lots of miles. That said, perhaps it isn’t entirely fair to castigate the V90, as its comfortable seats and automated driver assistance features invite extralong stints behind the wheel.

Shortly after the road trip, the V90’s roof rails—listed on the original sticker, but not delivered with the vehicle—showed up. We fit them to the car, curious to see if there were any major differences in fuel economy or noise. The answer to both: No. Fuel economy has remained fairly consistent, though our 21-mpg average falls well short of the 25-mpg EPA combined rating. Highway fuel economy has been in the mid-20s, though the EPA puts it at 31. We’re hoping the efficiency will improve as the Volvo gets more miles on it.

Given its 10,000-mile recommended service intervals, we figured the Volvo wouldn’t be seeing a dealership service bay any time soon. And yet our Volvo seems to be a magnet for trouble—though most of it is not the car’s fault. During the V90’s second week with us, an oldster in a Camry backed into it in a parking lot as senior editor Nelson Ireson watched. “She didn’t stop,” he said. “I don’t think she even knew she hit the car. She must be from Los Angeles.” We initially thought the damage was just a scuff, but a closer look revealed the ribbing beneath the plastic bumper showing through in bas relief. We’re pretty sure that means the bumper cover will need to be replaced at some point.

And if that wasn’t enough, as the V90 was coming back from its initial photo shoot, it caught a rock to the windshield. That was one repair that couldn’t wait. The cost of replacement it, including recalibration of the radar and cameras that live just behind the rearview mirror, ran a hefty $1,547.42.

The V90 did generate a little quiet drama of its own on my trip to San Francisco—quite literally. After stopping for lunch, I switched the car on and found there was no sound—no seatbelt chime, no stereo, no ticking from the turn signals. (Yep, those sounds come from the speakers nowadays.) Power-cycling the car didn’t solve the problem. 20 minutes of driving in silence was all I could stand, so I pulled over to contemplate the fuse map and find a likely culprit. No dice—but when I restarted the car, the sound was back. The problem has not recurred.

A couple of days later, the Tire Pressure Monitoring System alert lit up, saying that all four tires were critically low. A check with a tire-pressure gauge showed they were fine. Resetting the TPMS system made the message go away, and this problem hasn’t recurred either.

Since then the Volvo has managed to stay out of trouble, but we’re wondering if more glitches (or misfortune) will show up as we pile on the miles. The big wagon’s popularity among the staff shows no signs of waning, so we should know soon enough.

Our 2019 Volvo V90 T6 Inscription

MILES TO DATE 4,951 GALLONS OF FUEL 237.44 OBSERVED MPG 21 FUEL COST TO DATE $1,078.83 AVERAGE COST/GALLON $4.54 MAINTENANCE None WARRANTY REPAIRS None RECALLS AND TSBs None OUT OF POCKET Windshield replacement, $1,557.42 SPECIFICATIONS AS-TESTED PRICE $70,290 ENGINE 2.0-liter supercharged and turbocharged DOHC 16-valve I-4; 316 hp @ 5,700 rpm, 295 lb-ft @ 2,200 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD station wagon EPA MILEAGE 21/31 mpg (city/highway) LxWxH 194.3 x 74.0 x 58.1 in WHEELBASE 115.8 in WEIGHT 4,248 lb 0–60 MPH 5.8 sec (est) TOP SPEED 155 mph OUR OPTIONS Advanced Package, $2,500 20” Inscription wheels, $800 Massaging front seats, $600 Bowers and Wilkins audio, $3,200 Heated steering wheel, $300 115-volt outlet, $150 Rear air suspension, $1,200 Charcoal headliner, $200 Roof load bars, $250 Metallic paint, $645

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jesusvasser · 6 years

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2019 Volvo V90 Four Seasons Update 1: “I Don’t Think She Knew She Hit the Car”

Our 2019 Volvo V90 T6 Inscription

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robertkstone · 6 years

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2018 Audi S5 Sportback First Test: A Little More Indulgent

Somebody put it into our heads that it’s important to be well rounded. Surely the trait has its benefits; it’s one of the reasons we like the Audi A4 so much. But although we appreciate its fuel economy, composed handling, solid acceleration, and tech-happy interior, we lament the A4’s lack of distinct personality. Derived from the A4 but packing extra power and trunk space, the S5 Sportback gingerly shuts the door to balance and reaps the rewards.

Although you sacrifice fuel economy, the S5 Sportback is quicker and more powerful than the A4. Using a 3.0-liter V-6 engine, the rakish sedan makes 354 hp and 369 lb-ft of torque, and it comes standard with all-wheel drive. We clocked it hitting 60 mph in 4.3 seconds, ahead of the Audi A4, which we’ve recorded between 5.0 and 5.4 seconds when paired with all-wheel drive and a 252-hp turbo-four.

The Sportback suffers no real acceleration penalty compared to the regular S4, which reached 60 mph in 4.2 seconds. We haven’t yet tested one of the Sportback’s closest competitors, the BMW 440i Gran Coupe, but we did clock a 2017 Mercedes-AMG C 43 4Matic sedan reaching 60 mph in 4.2 seconds.

In the figure eight, the Audi S5 Sportback narrowly edged out the Mercedes. It recorded a time of 24.6 seconds at 0.78 g compared to the C 43’s 24.8 seconds at 0.77 g.

Where the Audi really stood out is its brake performance. The brakes bite down aggressively, but they work well, as our numbers proved. The S5 Sportback managed to come to a complete stop from 60 mph in just 105 feet, the same distance it took an Aston Martin DB11 we tested. In comparison, the C 43 took 111 feet. Our test team reported little dive and no signs of brake fading in the S5 Sportback.

The model excels at cornering. It stays planted through sharp curves on the road, hugging the turns with unwavering poise. The Audi has an engine note that almost always elicits some kind of vocal reaction from pampered passengers inside the cabin.

Yet the S5 Sportback suffers quite a bit of turbo lag from a cold start. It hesitates in the low gears, but when it launches, you really move. Upshifts are aggressive, particularly in the sport-minded Dynamic mode. Our model, which was equipped with the available sport adaptive damping suspension, felt confident over road imperfections. It isn’t the quietest luxury car on the market; some road noise made its way into the cabin, but not enough to taint the experience.

The Audi’s 21/30/24 mpg rating is nothing to write home about, but it’s superior to the C 43’s 20/27/23 mpg.

Testing Director Kim Reynolds pointed out that the car liked to be driven smoothly in our handling tests. “You have to release the brake and turn-in simultaneously and then smoothly arc it around the corner. If you pedal the throttle, it’ll find boost and get all wonky and with nonlinear lunges,” he said. “Exits beautifully—could use a little more power on the rear, I guess, but it’s pretty nice.”

Like its A4 sedan sibling, the “sportback” exhibits restrained steering. Although it’s accurate, the steering feel is light and just a tiny bit unsatisfying given its other athletic capabilities.

Any signs of roughness or rebellion are erased once you step inside the cabin of our top-trim Prestige. Here you’ll find massaging seats in a diamond quilted pattern, power sunroof, a 40/20/40 split-folding rear seatback, Bang & Olufsen sound system, the 12.3-inch Audi Virtual Cockpit digital instrument cluster, and full-color head-up display. Boasting crisp maps, the Google Earth–enabled navigation system is one of the best on the market, taking into account traffic time. One of my longtime favorite features is located on the center console. Drivers can input an address into the navigation system by writing letters with their fingers on a touchpad.

On top of these standard features for the Prestige, our test car tacked on $1,250 for Nappa leather, $2,500 for an S sport package with the special sport suspension, and $1,800 for adaptive cruise control, Audi active lane assist, high-beam assistant, and traffic sign recognition. After an extra $500 for Carbon Atlas interior trim accents, $800 for a 19-inch wheel package, $1,150 for dynamic steering, and $575 for a Tango Red exterior color, the S5 Sportback comes in at $68,350, competitive with a similarly equipped Mercedes C 43.

Unfortunately you won’t find too many storage cubbies up front near the cockpit. But there’s plenty of legroom front and back, as well as an incredibly deep trunk. It boasts 21.8 cubic feet behind the rear seats, instead of just 13 in the A4. The C 43 sedan has a paltry 12.6 cubic feet of space in the trunk.

Some of the best cars from Germany never make their way across the pond, and while Audi won’t grace us with an Avant wagon, it has treated us with the S5 Sportback. And a treat it is: The A4 may have a monopoly on well-rounded driving, but the S5 Sportback fulfills our desire to indulge.

2018 Audi S5 Sportback BASE PRICE $55,375 PRICE AS TESTED $68,350 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door hatchback ENGINE 3.0L/354-hp/369-lb-ft turbo DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,092 lb (57/43%) WHEELBASE 111.2 in LENGTH x WIDTH x HEIGHT 187.1 x 72.6 x 54.5 in 0-60 MPH 4.3 sec QUARTER MILE 13.0 sec @ 105.9 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 24.6 sec @ 0.78 g (avg) EPA CITY/HWY/COMB FUEL ECON 21/30/24 mpg ENERGY CONS, CITY/HWY 160/112 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.80 lb/mile

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jonathanbelloblog · 6 years

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First Drive: 2019 Kia K900

SEOUL, South Korea — Mike Floyd, our editor-in-chief, likes to remind us that every story should address the basics: Who, what, when, where, why and how. In the case of the 2019 Kia K900, the answers are pretty straight forward—all except the why.

Let’s start with the easy bits. Who: The 2019 Kia K900. What: Kia’s all-new value-priced large luxury sedan. When: This fall. Where: Your local Kia dealer—but for me; this test drive took place in Kia’s homeland of South Korea.

The how will take a bit longer, but I can sum it up by saying that the K900 does what it does pretty darn well. The new K900 is based on the same platform as Kia’s sporty Stinger, and as with its sibling, ex-BMW engineer Albert Biermann had a hand in its development. You can feel his influence from the first turn of the wheel: Where the old K900 was softly sprung and isolated—a sensible tune for traffic-choked Seoul—the new one feels noticeably stiffer and more buttoned down, though still comfortable and compliant. I purposely dive-bombed a series of potholes, looking for the clunks and rattles that belie deficient (or discount) engineering. Nothin’ doin’. The K900 delivers the kind of composure I’ve come to expect from German cars—and that I suppose I should now expect from Korean cars with German engineers in charge.

Seoul’s suburbs are not exactly a bastion of curvy roads, and what tantalizing turns I found were watered down by slow speed limits and slow-moving traffic. I couldn’t quite get the K900 on the boil, but I did get enough heat under it to experience its responsive and well-weighted steering and good body control. The relation to the Stinger is clear; the K900 feels like its older and more mature brother.

All 2019 K900s sold in the US will be powered the Stinger GT’s 365-hp 3.3 liter twin-turbo V-6, which comes paired with a home-grown eight-speed automatic transmission and all-wheel-drive. It’s the perfect powertrain for a large luxury car: Strong and confident with a Kia-timed 0-62 mph run of 5.6 seconds, a healthy soundtrack under power, and near-silence when cruising. The current K900’s naturally aspirated engines—a 3.8-liter V-6 and 5.0-liter V-8—will be offered in other markets, but we’re not really missing out. The V-8 supposedly shaves a third of a second off the 0-62 run, but I’m happy to trade that for the 3.3TT’s broad torque curve, and I doubt anyone here in the Land of Cheap Gas will miss the economy of the naturally aspirated V-6.

Of course, a luxury car ain’t a luxury car if there ain’t no luxury. Kia long ago mastered the art of high-quality switchgear and materials, and the 2019 K900 raises this to an even-higher level, with metal speaker grilles, detailed stitching on the door panels, and contrasting-color piping on the seats. Like many luxury cars, the K900’s dash features an analog clock, but Kia’s was designed by Maurice Lacroix. The overall impression is that the K900 is not a pretender. It is, as my British friends would say, properly posh.

While it may not have the technical wizardry of a top-end Benz or Bimmer, the new K900 certainly has its share of surprise-and-delight features. New to the K900 are reclining rear seats—just like you’ll find in the top-end Genesis G90—along with a 17-speaker Lexicon stereo. The infotainment system gets a hi-res 12.3” wide-screen display and the ambient lighting package offers 64 colors, seven of which were specially developed by Pantone. The video-screen instrument panel is terrific, with crisp graphics and silky-smooth animation (Jaguar, you should take notes). My favorite feature is the three separate gauge displays, each tuned to one of the K900’s three driving modes (Comfort, Eco, and Sport; there’s also a driver-programmable Custom mode). Transitions between gauge displays are made with eye-catching animations, and if you prefer one gauge set over the others, you can easily lock it in.

The IP also serves as the display for the K900’s nifty side-view cameras, which show a wide-angle view to the left or right (displayed on the corresponding side of the gauge panel) whenever you hit the turn signal. “Puts Honda’s LaneWatch to shame, doesn’t it?” one Kia exec said, and I agree that it does—though the Honda’s right-side-only camera displays on the center screen, along your eyes’ natural path as you look at the side mirror or over your right shoulder. The K900’s system is awkward to use, as one generally doesn’t (and probably shouldn’t) look down at the instrument panel when changing lanes.

Surprisingly, the K900 doesn’t offer a panoramic sunroof, an odd omission in a car that treats rear seat passengers so well. And I was surprised that the front seats don’t have a massage function, especially as they do have inflatable lumbar and side bolsters—the latter automatically tightening up when Sport mode is engaged.

Kia hadn’t announced pricing at the time of my test drive, but they said to expect a higher starting price and a lower top end than the current K900. That would put the new car in the mid-to-high 50s, a real bargain for a roomy luxury yacht with the comfort and composition of a Mercedes S-Class or a BMW 7-series. Bottom line: This is a fantastic luxury car, and pretty much unbeatable when it comes to value-for-money.

And that brings us to the most difficult question: Why? Because as good as it is, the Kia K900 makes absolutely no sense. None whatsoever.

For one thing, the current car isn’t selling. Kia moved just 834 K900s in 2016 and 455 in 2017, numbers so low they can be rounded to zero. (For comparison, Mercedes sold nearly 16,000 S-Class cars in 2017, and even Maserati managed to sell 1,700 Quattroportes.) Sure, the new K900 is a better car, but the old one was just fine. Its flagging sales have little to do with the product and everything to do with its position in the segment.

Kia is fielding the K900 as a value-priced luxury car, but I would argue that value is anathema to luxury. Everyone likes a bargain; you’d be nuts to pay $100,000 for a given Mercedes if you could get the same car for $90,000. But when it comes to buying luxury cars, most people are looking to pay for a name. They want to be noticed. And what’s wrong with that? If you’ve worked hard enough to afford a $100,000 Mercedes, you’ve earned a few jealous stares. Never mind what people might say in marketing clinics: Value-for-money is a not a primary purchase motivation for big, ostentatious luxury cars, and the moribund sales of the K900 prove that.

And then there’s the fact that the K900 is a major wrench in the works of Hyundai-Kia’s new luxury brand, Genesis, which features—you guessed it—high-value luxury cars. I can’t help but wonder about the level of corporate dysfunction it takes to allow this to happen. One could argue the benefits of internal competition. After all, consumer goods companies pit their brands against each another all the time. But what works for laundry detergent doesn’t work for cars. You won’t find Buick launching models that compete directly with Cadillac, and even the nearly identical Chevrolet and GMC pickups manage not to step on each other’s toes. It would be much better for the parent company if the Kia K900 were part of the Genesis lineup rather than competing against it.

It’s not like the K900 even fits Kia’s brand image. Over the past few years, Kia has established itself as a purveyor of youthful, sporty vehicles that contrast nicely with Hyundai’s more mature designs, which in turn stop well short of Genesis luxury. The K900 fits Kia like a harp fits a heavy metal band.

What kills me is that the time, money and effort wasted on bringing the K900 to the US could have been invested in federalizing a model we aren’t getting: The Kia Stonic. This oddly-named but handsomely-styled subcompact crossover would be a perfect foil for the Mazda CX-3, Honda HR-V, and Mini Countryman. It’s small enough not to compete directly with the Hyundai Kona and hip enough to complement the Soul and the Stinger. I’m sure the Stonic is nowhere near as profitable as the K900 on a per-unit basis, but small SUVs are one of the hottest segments in the biz, while the K900, good as it may be, is all but guaranteed to fail. I’m no financial whiz, but I bet Kia would make a lot more money selling 50,000 Stonics per year than a thousand or so K900s.

Worst of all, the K900 makes it impossible for me to do my job. Telling you the who, what, when, where and how of the 2019 Kia K900 is no problem. But why? Beats the ever-loving crap outta me. Sorry, Mike.

2019 Kia K900 Specifications

ON SALE Fall 2018 PRICE $55,000 (base, est) ENGINE 3.3L twin-turbo DOHC 24-valve V-6/365 hp @ 6000 rpm, 376 lb-ft @ 1,300-4,500 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 43195-passenger, front-engine, AWD sedan EPA MILEAGE N/A L x W x H 201.6 x 75.4 x 58.7 in WHEELBASE 122.2 in WEIGHT 4,500 lb (est) 0-60 MPH 5.5 sec (est) TOP SPEED N/A

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eddiejpoplar · 6 years

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First Drive: 2019 Kia K900

And that brings us to the most difficult question: Why? Because as good as it is, the Kia K900 makes absolutely no sense. None whatsoever.

2019 Kia K900 Specifications

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jesusvasser · 6 years

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First Drive: 2019 Kia K900

And that brings us to the most difficult question: Why? Because as good as it is, the Kia K900 makes absolutely no sense. None whatsoever.

2019 Kia K900 Specifications

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