Cadillac XTS Platinum Concept - Auto Shows
Cadillac finally gets its Epsilon on in the form of this big-overhang, all-wheel-drive, plug-in hybrid.
BY DAVID GLUCKMAN
January 2010
Cadillac is giving us a good look at its forthcoming bigger-than-CTS offering with the XTS Platinum concept debuting at the Detroit auto show. We’ve previously had a private showing of the upcoming XTS sedan and can tell you that what you see here hints strongly at the production model that will replace both the STS and the DTS. The concept is supposed to Evoq—er, evoke—the feeling of “a personal headquarters, built for efficiency, luxury, and connectivity.” We just see a Cadillac with extremely long overhangs and a nice interior.
Epsilon and On and On
General Motors began pumping out Epsilon-platform cars many, many years ago. Over the last decade, Epsilon and its variants gave rise to a couple of Chevy Malibus, the Saab 9-3, some Opels, a Saturn, and, most recently, a couple of Buicks. The XTS rides on a further evolution of the front-/all-wheel-drive Epsilon platform—the largest yet—and likely has the Buick LaCrosse as its closest relative. The XTS’s 111.7-inch wheelbase matches that of the LaCrosse, while its length of 203.5 inches is a substantial 6.5 inches longer than the already-long Buick’s. We expect the production Caddy’s dimensions to stay the same. Some of the details, however, will be lost in the traditional watering down that occurs between the design studio and the assembly line.
And the details are many. The XTS Premium concept pairs the direct-injected 3.6-liter V-6 from the LaCrosse with a plug-in hybrid system; total system output is estimated at 350 hp and 295 lb-ft of torque. As that power is too much for front-drive to handle, the concept uses an all-wheel-drive system that will certainly be offered on a production XTS if it doesn’t come standard. The hybrid powertrain is also likely to closely follow nonhybrid models out the factory door. The suspension gets adjustable magnetorheological shocks that should allow drivers to choose either a supple or sporty character for the ride and handling.
Big Looks, Big Luxury
While we’ve been told the design is supposed to hark back to the Cadillac Sixteen concept, it looks more like what it really is: a big front-driver stretched over the bones of a smaller sedan. The rear overhang is monstrous and the front is only slightly less so. We hear the production car may have an even longer rear overhang, if that's even possible without the car tipping back on its haunches with the front wheels clawing helplessly in the air. Cadillac is quick to bring up the Art and Science design theme, which makes itself evident in the vertical lighting elements, as well as the CHMSL-slash-spoiler in the rear.
The headlights are swiveling LED units. Wheels are 20-inchers and get concept-exclusive Bridgestone treads. GM product czar Bob Lutz believes that brightwork surrounding the side windows gives a car a more upscale look, so the XTS has a really thick, really long outline of satin-metal-look trim that stretches from the side mirrors back well aft of the rear wheels. Subtle it ain't, but it looks good and it's refreshing to see something other than hackneyed fender vents dressing up the side of a Caddy.
The interior of the concept is in the Imaj—make that image—of recent Cadillacs like the CTS and SRX, but takes the plushness up a notch. It’s probably spot-on for what will show up in Caddy dealerships in a couple of years. Light-colored leather is nicely complemented by darker tones and a wood-trimmed overhead console that spans both rows. Suede inserts in the seats and door panels have a retro-chic, laser-perforated texture evocative of 1960s-era computer punch cards. We’re also promised “a new approach to in-car electronics,” although few details are provided. Think something close to Ford’s Sync system and you’re probably not far off. Cadillac will attempt to do away with hard buttons and switches in favor of touch screens, similar to what we’re seeing with Ford’s new MyFord system. Organic-LED displays take the place of instruments in the gauge cluster and appear all black until activated, like those in the Mercedes S-class and BMW 7-series.
The Platinum name echoes Caddy’s Platinum series of vehicles, which are the top-spec models of the Escalade, STS, and DTS. Given the badge’s appearance on this concept, count on an eventual Platinum version of the production XTS, too, likely including some of the high-zoot features like LED headlights and laser etched suede-like interior fabrics. A production-spec XTS should appear for 2012 with assembly pegged for GM’s Oshawa, Ontario, plant, beginning in late 2011.
Cadillac has articulated a "no-tweeners" sizing strategy that does away with the current positioning of the CTS between the BMW 3-series and 5-series. Looking forward, an upcoming Cadillac ATS will compete with the BMW 3-series, the larger next-generation CTS plays against the 5-series, and ostensibly, this XTS is a 7-series competitor. Unlike the 7, though, the XTS's relatively narrow platform dictates potentially close quarters inside. Although the XTS concept is a couple of inches wider than the Buick LaCrosse on which it's based, we hear the production XTS might need to be narrower due to Epsilon platform limitations. Even assuming this is a car half as expensive as a 7-series, will current DTS buyers accept anything less than massive space? More to the point, can the Chevy Malibu platform really support Cadillac's flagship product? Time will tell.
Cadillac finally gets its Epsilon on in the form of this big-overhang, all-wheel-drive, plug-in hybrid.
BY DAVID GLUCKMAN
January 2010
Cadillac is giving us a good look at its forthcoming bigger-than-CTS offering with the XTS Platinum concept debuting at the Detroit auto show. We’ve previously had a private showing of the upcoming XTS sedan and can tell you that what you see here hints strongly at the production model that will replace both the STS and the DTS. The concept is supposed to Evoq—er, evoke—the feeling of “a personal headquarters, built for efficiency, luxury, and connectivity.” We just see a Cadillac with extremely long overhangs and a nice interior.
Epsilon and On and On
General Motors began pumping out Epsilon-platform cars many, many years ago. Over the last decade, Epsilon and its variants gave rise to a couple of Chevy Malibus, the Saab 9-3, some Opels, a Saturn, and, most recently, a couple of Buicks. The XTS rides on a further evolution of the front-/all-wheel-drive Epsilon platform—the largest yet—and likely has the Buick LaCrosse as its closest relative. The XTS’s 111.7-inch wheelbase matches that of the LaCrosse, while its length of 203.5 inches is a substantial 6.5 inches longer than the already-long Buick’s. We expect the production Caddy’s dimensions to stay the same. Some of the details, however, will be lost in the traditional watering down that occurs between the design studio and the assembly line.
And the details are many. The XTS Premium concept pairs the direct-injected 3.6-liter V-6 from the LaCrosse with a plug-in hybrid system; total system output is estimated at 350 hp and 295 lb-ft of torque. As that power is too much for front-drive to handle, the concept uses an all-wheel-drive system that will certainly be offered on a production XTS if it doesn’t come standard. The hybrid powertrain is also likely to closely follow nonhybrid models out the factory door. The suspension gets adjustable magnetorheological shocks that should allow drivers to choose either a supple or sporty character for the ride and handling.
Big Looks, Big Luxury
While we’ve been told the design is supposed to hark back to the Cadillac Sixteen concept, it looks more like what it really is: a big front-driver stretched over the bones of a smaller sedan. The rear overhang is monstrous and the front is only slightly less so. We hear the production car may have an even longer rear overhang, if that's even possible without the car tipping back on its haunches with the front wheels clawing helplessly in the air. Cadillac is quick to bring up the Art and Science design theme, which makes itself evident in the vertical lighting elements, as well as the CHMSL-slash-spoiler in the rear.
The headlights are swiveling LED units. Wheels are 20-inchers and get concept-exclusive Bridgestone treads. GM product czar Bob Lutz believes that brightwork surrounding the side windows gives a car a more upscale look, so the XTS has a really thick, really long outline of satin-metal-look trim that stretches from the side mirrors back well aft of the rear wheels. Subtle it ain't, but it looks good and it's refreshing to see something other than hackneyed fender vents dressing up the side of a Caddy.
The interior of the concept is in the Imaj—make that image—of recent Cadillacs like the CTS and SRX, but takes the plushness up a notch. It’s probably spot-on for what will show up in Caddy dealerships in a couple of years. Light-colored leather is nicely complemented by darker tones and a wood-trimmed overhead console that spans both rows. Suede inserts in the seats and door panels have a retro-chic, laser-perforated texture evocative of 1960s-era computer punch cards. We’re also promised “a new approach to in-car electronics,” although few details are provided. Think something close to Ford’s Sync system and you’re probably not far off. Cadillac will attempt to do away with hard buttons and switches in favor of touch screens, similar to what we’re seeing with Ford’s new MyFord system. Organic-LED displays take the place of instruments in the gauge cluster and appear all black until activated, like those in the Mercedes S-class and BMW 7-series.
The Platinum name echoes Caddy’s Platinum series of vehicles, which are the top-spec models of the Escalade, STS, and DTS. Given the badge’s appearance on this concept, count on an eventual Platinum version of the production XTS, too, likely including some of the high-zoot features like LED headlights and laser etched suede-like interior fabrics. A production-spec XTS should appear for 2012 with assembly pegged for GM’s Oshawa, Ontario, plant, beginning in late 2011.
Cadillac has articulated a "no-tweeners" sizing strategy that does away with the current positioning of the CTS between the BMW 3-series and 5-series. Looking forward, an upcoming Cadillac ATS will compete with the BMW 3-series, the larger next-generation CTS plays against the 5-series, and ostensibly, this XTS is a 7-series competitor. Unlike the 7, though, the XTS's relatively narrow platform dictates potentially close quarters inside. Although the XTS concept is a couple of inches wider than the Buick LaCrosse on which it's based, we hear the production XTS might need to be narrower due to Epsilon platform limitations. Even assuming this is a car half as expensive as a 7-series, will current DTS buyers accept anything less than massive space? More to the point, can the Chevy Malibu platform really support Cadillac's flagship product? Time will tell.
