2016 Cadillac CT6

2016 Cadillac CT6

Episode 3550
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The 2016 Cadillac CT6 is indeed an all-new flagship sedan that doesn’t replace anything currently in the lineup, but rather looks to extend the range while raising the profile of the entire Cadillac brand. 

Slightly longer than an XTS, both the CT6’s overall length and 122.4-inch wheelbase are just shy of benchmark large luxury liners Mercedes-Benz S-class and BMW 7-series; but it’s much bigger than four-doors like the Acura RLX that straddle the midsize/fullsize line.

This car is clearly full-size and it is also beautiful; sleek and sophisticated, far more gorgeous going down the street than it ever looked on an auto show stand. 

Yet it still appears very American, and there are plenty of traditional Caddy cues.  Proportions are just right.

Standard 2.0-liter turbo 4-cylinder power might be a stretch for a large global sedan, but its 265-horsepower is certainly adequate.  And most Cadillac owners never know what’s under the hood anyway. 

A 335-horsepower 3.6-liter V6 is the next step up, but the hot ticket for now, is our test car’s twin-turbo 3.0-liter V6.  Horsepower here is 404, accompanied by 400 lb-ft. of torque.  We imagine a V8 will appear sometime in the future.

8-speed automatic transmissions for all. 
More significant is the return of a rear-wheel-drive architecture. Of course, all-wheel-drive is available as well. 

And consider our minds blown when we checked the rearview mirror only to see it’s actually a wide video display from the rear mounted camera.  It takes a little getting used to as you lose your normal frame of reference, but you can always switch back to a normal mirror. 

Applying lessons learned with the ATS, lots of aluminum is involved in keeping weight down, more mid-size than full at just over 4,000–lbs. with the turbo-6; and you certainly feel it. 

Highway ride is quite plush, yet nowhere near bloated; and it doesn’t go to pieces when pushed hard through corners.

It’s actually impressively solid, stays almost flat thanks to magnetic ride control, and has a joyous bit of oversteer at the limit.

Steering is very direct with a performance sedan feel and excellent feedback.

Things actually do get sporty in sport mode, and the car seems to shrink as you push harder; yet it remains incredibly smooth. 

Off the line it certainly feels like 400-horsepower, with a quick leap to 60 in 5.4-seconds.  With all-wheel-drive, there was gobs of traction and plenty of bold power laid down. 

The engine revs quickly, and automatic shifts come on just as fast; but the car remains super stable at speed, hitting 105 at the end of the ¼, after 13.7-seconds.

The interior is a huge step up for the brand, nicer than the XTS, and even more inviting than the XT5 crossover that we’ve also recently spent a lot of time in.  Most materials like wood and chrome are excellent. The leather-work, not so much. And, there are still a lot of different materials and surfaces going on in here.   

Most of us aren’t fans of having strictly touch controls, though things have come a long way since the original CUE interface; we could live with this setup. 

CT6 front seat comfort is truly spectacular; and, with almost a foot more wheelbase than the XTS, rear seat room very plentiful, as is trunk space. 

Every safety system you could expect is available including night vision and automatic braking, which waits until the absolute last possible second before aggressively taking over and bringing you to a safe stop. 

Government Fuel Economy Ratings are 18-City, 26-Highway, and 21-Combined.  We averaged a good 22.8 miles-per-gallon of Premium. 

For an average Energy Impact Score of 15.7-barrels of oil consumed and 7.0- tons of CO2 emitted yearly, 

Style and sophistication come with hefty price tags, but Cadillac does seem to have a CT6 for everyone from a base CT6 at $54,490 to Platinum trim with twin-turbo V6 at $88,460

So does the 2016 Cadillac CT6 really have what it takes to compete with the world’s best luxury sedans?  Well, it’s close with only a few details that need addressing. Still we think the CT6 easily exceeds its traditional buyers’ expectations, while giving new converts won over with the CTS and ATS a car to aspire to. It is a bold move up in style, stance, and interior features; and worthy of its flagship banner.  It’s also clearly the best ever from Cadillac, and an effort we gladly praise.

Specifications

  • Engine: 3.0 liter twin turbo V6
  • Horsepower: 404
  • Torque: 400 lb-ft.
  • 0-60 mph: 5.4 seconds
  • 1/4 mile: 13.7 seconds @ 105 mph
  • EPA: 18 mpg city / 26 mpg highway
  • Energy Impact: 15.7 barrels of oil/yr
  • CO2 Emissions: 5.0 tons/yr
  • Transmission: 8 spd automatic
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW