Test Drive Review: 2014 Cadillac XTS-4 VSport Platinum

Today I picked up a new 2014 Cadillac XTS Vsport from one of our Sponsors, Crest Cadillac of Plano, for the weekend to test.  This model has the new twin-turbo 3.6L V6 with 410 hp, and all wheel drive, so it delivers on the Sport promise.

Click on any of the Gallery Images to zoom in:

Darin Partin setup the test drive for me, and Alex Beydoun of Crest Cadillac met me at Reception with the details and keys.  We looked at a custom ATS in the showroom (more on that in a future post) and then I headed out with the XTS.

My initial impression of the new power plant pulling out of Crest Cadillac was terrific — the XTS literally surged forward to merge smoothly into traffic and away.

The test XTS is a great selection — XTS Vsport Platinum, Crystal Red Tintcoat, and a compact spare with trunk mat are the only options needed or included.  It rings the till at $71K, but is the real deal — full luxury, all wheel drive, full power, fully customizable Cadillac. Those looking for a bit of economy with their XTS VSport could select the non-Platinum variant, which loses the ultraview sunroof, rear shades, chrome wheels, and driver assist package, but comes in $10K less.

I am looking forward to getting to know this model further this weekend.

 

Pricing the 2014 Cadillac CTS vs CTS Vsport

While I am thinking of it — C&D managed to price out a $65K 3.6L 321 hp CTS.

The 420 hp CTS Vsport starts at $59K. Yes, you can get a Vsport Premium for $69K, but for the money I would take a 420 hp twin-turbo CTS Vsport and $6k back over a 321 hp 3.6L normally aspirated CTS all day long, and you should too.

The Vsport premium highlights are that it adds full leather seats and the driver assist package over the ‘standard’ CTS Vsport. Seems pricey for $10K but when you want luxury…

Comparing the Cadillac ATS 2L Turbo Torque to the 3.6L V6

During our recent Cadillac Chat we debated which engine brings the most torque — the highly boosted 2L Turbo 4, or the 3.6L V6?

Here are the engine dyno curves, both for the Cadillac ATS:

2013_2.0L_(LTG)_CAD_ATS copy

This first graph is for the LTG, the 2L Turbo 4.  It hits a ‘shelf’ of 260 lb ft of torque at 1700 rpm and holds that level until over 5500 rpm.

13R_LFX_3.6L_ATS_081312 copy

The 3.6L VVT DI normally aspirated engine hits a  higher max torque at 4800 RPM of 275 lb ft.  It appears to slope up from around 240 lb ft to 275 lb feet and back to near 240 lb ft at redline.

After 5500 rpm the 3.6L heads on to peak HP while the Turbo is out of breath, so the V6 clearly has the ‘nod’ at redline.  My impression comparing the two charts by sight is that the 3.6L stays ahead all the way through the rpm band — what do you think?

Here is a layered comparison — the graphs are difficult to compare because they do not have constant x and y axes.  I used GIMP to stretch one to align with the other in order to give an apples to apples comparison:

Layered comparison with both engine dyno graphs on the same scale

Layered comparison with both engine dyno graphs on the same scale

This makes it harder to read the scales, but what it suggests is that below around 3500 rpm the LTG 2L Turbo makes more torque; after that the 3.6L normally aspirated LFX makes more torque.  With an automatic transmission and torque converter, the LFX likely stays above 3500 rpm at open throttle regardless.  With variable valve timing, the 3.6L manages a heroic torque curve down low and good power up high.

46_tc

Finally, as a nod to the V8 fans, here is a comparison between the two Northstar FWD variants, overlayed together, against the 3.6L RWD VVT V6.

layeredcomparison 3pt6 4pt6

What this shows is a) this is a messy way to discuss and b) the 4.6L Northstar in either variant pulls more torque, earlier, and holds an advantage until past 6K RPM when the smaller 3.6L V6 finally wins only at peak hp.

As a note, the Northstar graphs were not done to the same J1349 standard, which can effect the graphs slightly.