Best Car Madle 2016 Cadillac CT6

Did they succeed? Well, when the  the design was criticized as somewhat bland. But auto-show turntables don’t tend to flatter cars that make their statement with proportions rather than glitzy adornment. The CT6 is best appreciated in the real world, preferably in motion, whether it be catching the reflections of downtown L.A. skyscrapers or charging along one of California’s challenging mountain roads. The broad, shield-shaped grille and long hood make the CT6 instantly identifiable as a Cadillac, while the signature LED lamps running up the sides serve to make this already-wide car appear even wider. Most other styling elements are restrained, from its straight, crisp surfaces to the minimal chrome trim to the decidedly plain taillamps. Even the CHMSL has been reduced to a narrow strip of LEDs above the rear window.

Given the CT6’s full-size dimensions and long list of standard equipment, its claimed base curb weight of 3657 pounds—within 17 pounds of a comparable CTS—is astonishingly low. (For our part, we predict curb weights between 3750 and 4300 pounds.) Cadillac further claims to have made the aluminum-intensive CT6 even stiffer than the smaller ATS and CTS—and boasts it’s the quietest Cadillac in history. As with the CTS, the base powertrain for the CT6 is a 2.0-liter turbocharged four-cylinder with 265 horsepower and rear-wheel drive. Spendier (or speedier) customers can opt for the available 335-hp 3.6-liter V-6 or the all-new 404-hp twin-turbocharged 3.0-liter V-6, both of which bring all-wheel drive. Every CT6 engine is paired with an eight-speed automatic transmission that can be controlled via shift paddles. Later on, a powertrain will appear to broaden the car’s appeal.
Unfortunately, program logistics prevented us from sampling the featherweight four-cylinder CT6. We spent plenty of time in a 3.6-liter model with the standard suspension and in a twin-turbo V-6 model equipped with the $3300 Active Chassis package that includes Magnetic Ride Control, active rear steering, and 20-inch wheels. The 3.6 is perfectly competent, mostly silent but with deep buckets of power in its higher reaches. For a more customized experience, all CT6s offer Tour, Sport, and Snow/Ice driving modes that adjust throttle, transmission, and steering effort, as well as shock stiffness and rear-steering parameters on models with Active Chassis Control (ACC). The modes also shift the torque split on all-wheel-drive examples from 40/60 front/rear in Tour mode to 20/80 in Sport and 50/50 in Snow/Ice. In some cars, driving modes are a gimmick but the CT6’s are legit: In the default Tour mode the CT6 is genteel and smooth, but Sport mode sets the powertrain into a considerably more excited state, with the transmission especially eager to play, holding gears and summoning throttle-blipped downshifts more readily than a number of so-called sports sedans we can think of.