2016 Cadillac CT6 Release Date, Price and Specs – Roadshow

When most people think Cadillac, they think of massive, classic luxury sedans with boat-like handling and super smooth rides — or they think of the behemoth Escalade. Either way, Cadillac usually equals big.

When most people think Cadillac, they think of massive, classic luxury sedans with boat-like handling and super smooth rides — or they think of the behemoth Escalade. Either way, Cadillac usually equals big. Which is why it’s weird that the brand’s newest flagship is so compact.

Make no mistake, the 2016 Cadillac CT6 is still a large sedan in every sense of the word, but its 122.4-inch wheelbase sits about 2 to 4 inches below the BMW 7 series and Mercedes-Benz S-Class. Meanwhile, the Caddy’s 3,657 to 4,700 pound curb weight is hundreds of pounds lighter than its direct competitors and more in line with the smaller5-Series and E-Class models. Straddling classes like it is, either Caddy’s carved out a unique niche for its flagship or it is making excuses for being the runt of the litter.

I spent a few days with the new CT6 to figure out which is more likely.

The driven: back seat comfort and amenities

My experience started in the backseat with a chauffeured ride from the Los Angeles airport in a fully-loaded CT6 Platinum.

The sedan offered plenty of leg and headroom on the second row and was equipped with the Platinum model’s optional recline and massage rear seats. Of course, the right rear bucket is the best seat in the house when so equipped, thanks to there usually being more legroom for reclining behind the unoccupied front passenger seat in a chauffeur situation. There’s ample space, but this is no Maybach S600, so you probably won’t be getting the full recliner experience. Think premium cabin or exit row seat on an airliner, but not quite first class.

Cadillac has stated that it has no intentions of building a long wheelbase CT6 to compete with the longer variants of its competitors, so it will be interesting to see if the brand will eventually add an even larger luxury flagship later or commit to this more compact Caddy.

While being driven, I was treated to the optional rear seat entertainment system with dual power retractable seatback screens with tilt controls. Wireless Bose headphones provide discrete audio to the second row or wired connections lets passengers bring their own cans. A Blu-Ray player up front can be tapped as a rear seat video source as well as a rear HDMI input.

I didn’t bring my Blu Ray box set of Fast and Furious movies along, but someone at Cadillac was clever enough to have outfitted my car with a Google Chromecast. You see, in addition to the HDMI input, the CT6 is also equipped with about 6 powered USB ports for gadgets and a standard 4G LTE-enabled in-car WiFi network. Plug a $35 Chromecast into the HDMI and USB, connect it to the car’s WiFi and the rear seat entertainment suddenly becomes a streaming media hub. Cadillac has no official partnership with Google — it just wanted to demonstrate the sort of things a passenger could do with the tech onboard. The Amazon Fire Stick also confirmed to work and, in theory, so would an Apple TV or any other streaming device that can use Wi-Fi and HDMI.

Cadillac claims that the CT6’s aluminum and steel construction techniques make this the stiffest and quietest Cadillac ever.

I noticed that the CT6’s ride is firm, but not uncomfortable. The bumps and potholes of downtown Los Angeles made themselves apparent during my ride and were pronounced enough that I found it difficult to make written notes. However, there was no edge to the bumpiness and no discomfort; I’d call the ride firm, but controlled. My assumption was that the CT6 was striking some balance between handling and comfort, but from the rear seat I wasn’t able to confirm. To be fair, it’s possible that my driver for this segment had the Magnetic Ride Control in its Sport setting rather than the more compliant Touring, but I neglected to ask. With my notes messily made, I queued up some YouTube clips and settled in for the ride.

The driver: handling and performance

On day two, I found myself in the the driver’s seat on twistier roads and could better experience the balance of handling and comfort. I enjoyed the responsiveness of the suspension and the steering, the latter being helped by the presence of rear wheel steering.

Cadillac’s Active Rear Steering turns the rear wheel up to 3.5 degrees opposite to the fronts to tighten the turning circle by a claimed 3-feet — Caddy claims the CT6 will match the BMW 5 Series’ turning radius despite being about 8-inches longer. At high speeds, the rears steer up to 2.75-degrees in concert with the fronts to reduce yaw during lane changes and increase highway stability. Through rear steering, Cadillac claims that it can offer the nimbleness of a much shorter car and the high speed stability of a long wheelbase while keeping the CT6’s physical length in a sweet spot that is urban-friendly.

Active Rear Steering works in concert with the optional Magnetic Ride Control adaptive suspension, the optional all-wheel drive system, transmission and power steering systems — featuring sport and touring drive mode settings that change the attitude of the vehicle at the touch of a toggle. Put all of that under a lightweight, stiff chassis and things start looking good for the big Caddy.

In practice, however, blitzing a series of switchbacks on a mountain road is not really the aim of this or any big luxury sedan. Thankfully, Caddy’s done a good job of managing the inherent handling limitations of a car this big and delivered a great ride, all things considered.

The sedan handles a corner much better than I expected it to. The CT6 settles into sweeping bends nicely and offers quite good grip. On tighter, more technical bends I was able to push just a little bit harder than would be proper for a vehicle of this size before it started to push back and I was impressed by the responsiveness and seat of the pants feedback.

The power: two turbocharged engine options

The new CT6 is available with three different engine options. At the entry point is 2.0-liter turbocharged four-cylinder engine that is, frankly, surprising to see in a vehicle of this size. Outputting 265 horsepower and 295 pound-feet of torque to the rear wheels via an 8-speed automatic transmission, the CT6 2.0T is also the lightest configuration.

I was totally prepared to be underwhelmed, but was pleased to find that this little engine more than exceeded my performance expectations. The throttle is very responsive and the transmission always seems to be in just the right gear to deliver respectable levels of torque for passing and accelerating. Coming in at about 3,800 pounds with me in the driver’s seat, I was also able to best experience the CT6’s excellent handling in this configuration. With sweeping curves and little traffic, I really appreciated the 2.0T’s midrange torque, quiet operation and off-the-line responsiveness. However, the engine started to feel a bit taxed during a steep uphill climb, which made me wonder if I’d be having nearly as much fun with a full compliment of passengers and luggage.

Next in line is the midrange 3.6-liter V-6, a naturally aspirated engine that features an anti-idling auto stop-start system and variable displacement tech. That last bit means that the engine can deactivate two of its cylinders during light-load operation, such as highway coasting downhill, and effectively operate as a V-4 engine to save fuel. I was not able to test this 335 horsepower, 285 pound-foot configuration, opting to jump to the top trim for the final leg of the trip.

I dare say that this is the most Audi-like Cadillac that I’ve ever driven

The top trim is a 404 horsepower, 400 pound-foot twin-turbocharged V-6 option displacing 3.0-liters. This engine is mated with an 8-speed automatic transmission that sends torque to the road via Cadillac’s all-wheel drive system. Around town, this engine just feels more confident and effortless than the four-banger and has a slightly more pronounced exhaust note that is much more pleasing to the ear. The additional weight of the all-wheel drive system is noticeable when cornering and doesn’t really add much to the handling.

However, the all-wheel drive does aid in making sure that the 404 ponies reach the road as efficiently as possible. Stomp the right-pedal and the sedan simply launches. What I like most about the 3.0TT is that its performance is accessible and immediate. The 8-speed automatic’s downshifts are lightning quick, allowing the CT6 3.0TT to go from cruising to passing in a heartbeat and into triple-digit speeds if you’re not careful. Whether in the automatic Sport mode or while fingering the manual paddle shifters, I was able to have some real fun with so much power on tap. All the time, the CT6 felt stable and safe; its handling light and surprisingly nimble, but never squirrelly.

The 3.0TT also features the same auto stop-start fuel saving tech as the 3.6-liter and the first implementation of variable cylinder management on a twin-turbo engine.

The tech: Cue’s new touchpad

We’ve already talked about the OnStar 4G LTE data connectivity, in-car Wi-Fi network and optional rear seat entertainment.

The CT6’s dashboard also features a large color touchscreen for its Cue infotainment system. We’ve seen Cue in action on the latest generations of Caddy’s CTS and ATS models and it’s thankfully just as good here. While I’m not a fan of the aesthetics, I loved that the system is well organized with shortcuts to the major functions ever-present at the top of the screen and customizable “presets” along the bottom that can be programmed to call up radio stations, audio sources, destinations for navigation and more with a single tap.

This generation of Cue debuts a new touchpad controller located on the center console. It operates a bit like Lexus’ Remote Touch controller and even offers haptic feedback in the form of vibration when the onscreen cursor snaps to a button or icon. I wasn’t a fan of Lexus’ pad and I’m also not loving Caddy’s; I find both of them weird and frustrating to use. Cadillac says that the trackpad will keep drivers from having to stretch to reach the touchscreen, but I didn’t find that the main display was so far away that I needed to use the pad and defaulted to just touching the screen or using steering wheel controls for the vast majority of my interaction.

Cue also supports Apple CarPlay when connected to an iPhone for those who’d prefer to bring their own apps into the dashboard. Android Auto is said to be coming soon, but we’ve no concrete timeline.

The sound: Bose Panaray audio

The crown jewel of the CT6’s infotainment tech offerings is a new Bose Panaray audio system, custom designed for the CT6’s cabin. This system uses 34 speakers in 19 location to deliver a seriously immersive listening experience. The Panaray rig is loud and very clear, but what it really brings to the table is excellent staging for every seat in the house.

Up front, four 70 mm high excursion, horizontally-opposed woofers beneath the floor add a tactile nature to the bass that you can feel in the soles of your feet. A mix of direct and cross-firing tweeters and mid-range drivers provide solid stereo separation for both front seat passengers and enveloping sound. Drivers hidden in the headrests — similar to those we saw on the Mazda MX-5 Miata — help with immersion.

Out back, the rear passengers get their own direct and cross-firing tweeters and a dedicated center fill for the second row located on the center console. A powered subwoofer on the rear parcel shelf provides bass you can feel in the cavity of your chest. Typically, the staging for the rear seat listening experience is overwhelmed by the drivers behind your head, but Bose has created a system that gives the same great front and center listening experience for the rear passengers. Close your eyes and you can hear the lead singer ahead of you and the instruments around, rather than feeling like you’re sitting with your back to the stage. I was thoroughly impressed.

At about $3,500-ish bucks, I was also impressed by the price of this system. It’s certainly not cheap, but in a world where luxury audiophile car audio systems from Naim, Bang, Bowers or Burmester can push into the $10,000 territory, the Panaray rig is a steal.

The Audi of Cadillacs

I was impressed with the Cadillac CT6 from the moment I laid eyes on its sharply creased sheetmetal. It’s a car that wears its size well and isn’t afraid to do things differently and the logical evolution of the new Cadillac that we saw birthed with the new CTS and ATS models.

There is a phrase “The Cadillac of…” When a salesman says that you’re buying the Cadillac of mattresses, she means you’re getting the biggest, softest bed in the building. A beach cruiser is the Cadillac of bicycles, it’s big and heavy, lumbering but comfortable.

That was the old Cadillac. The new 2016 Cadillac CT6 is lighter and smaller than convention would dictate. It’s powered by two excellent turbocharged engine options and makes good use of innovative technologies such as rear steering, all-wheel drive and magnetic suspension to enhance its performance. It’s cabin is connected to the web and features the well sorted tech that its drivers and passengers will actually want to use.

Now that I think about it, this is the most Audi-like Cadillac that I’ve ever driven and I mean that in a very good way.

CNET accepts multi-day vehicle loans from manufacturers in order to provide scored editorial reviews. All scored vehicle reviews are completed on our turf and on our terms. However, for this feature, travel costs were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. The judgements and opinions of CNET’s editorial team are our own and we do not accept paid editorial content.

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