Latest news with #XT4
ArabGT
09-04-2025
- Automotive
- ArabGT
The Cadillac XT6 Is Nearing the End of Its Journey
The Cadillac XT6 will officially exit the brand's lineup in 2025, marking the end of a relatively short chapter for the three-row luxury SUV. Despite the continued strength of the SUV market, General Motors has decided to phase out the XT6 without a direct successor. While automakers typically retire sedans or niche models when cutting back due to weak sales, Cadillac is taking a different approach by discontinuing one of its mainstream SUVs. The XT6's departure is notable not only for its timing but also for the lack of a clear replacement. Cadillac's midsize XT6 SUV is heading toward the end of its production life. Originally introduced in 2019, the XT6 has served as a gasoline-powered, three-row luxury option in Cadillac's portfolio. Production will officially cease later this year, with the smaller XT4 to follow shortly thereafter. In 2024, Cadillac sold 20,225 units of the XT6 in the U.S., representing a 5.8% increase over the previous year. Despite the growth, this figure still pales in comparison to the much larger Escalade, which continues to dominate the brand's SUV sales. Though its sales figures were comparable to Cadillac's CT4 and CT5 sedans combined, the XT6 never reached the brand-defining status enjoyed by other models in the range. In a highly competitive segment, the XT6's five-year run now seems relatively brief. General Motors confirmed the decision, telling Reuters that the XT6 no longer fits into Cadillac's long-term strategy. A spokesperson noted, 'Cadillac has introduced six new products in under a year that reflect the future of our brand. We'll continue refining our lineup to support growth across our core luxury segments.' The XT6 isn't the only SUV facing retirement. Cadillac's XT5 is also expected to be discontinued by the end of 2026. Like the XT4 and XT6, the XT5 is produced in China through a joint venture between GM and SAIC. Although the XT5 has received updates tailored for the Chinese market, it's unlikely to return to U.S. showrooms, with plans already in place to end production by late 2025. Cadillac has been ramping up its activity over the past year, particularly in the EV space. The company has introduced several electric models recently, including the Optiq, Vestiq, Lyriq V, and the high-end Escalade IQL. However, despite these EV launches, Cadillac is not committing to an all-electric lineup just yet. The 2025 Escalade, for example, received a comprehensive redesign but remains powered by a traditional gasoline engine. Cadillac has also walked back its earlier pledge to go fully electric after 2030, signaling a more gradual transition that includes continued internal combustion offerings well into the next decade.
Yahoo
13-03-2025
- Automotive
- Yahoo
Sleek 2025 ADX is the subcompact SUV Acura lovers have waited for
SAN DIEGO — Acura's got a hit on its hands, if I'm any judge of the 2025 ADX subcompact SUV that rolls into the luxury brand's dealerships in late March. The five-passenger ADX shares its platform, development team and basic philosophy with the sporty Integra sedan that revived enthusiastic drivers' passion for Honda's luxury brand when it debuted as a 2023 model. The ADX checks the boxes on shoppers' lists in four key areas. There also are a couple of improvements I'd like to see. Americans love SUVs of all sizes, but Acura has never offered a subcompact. True, not all luxury brands offer SUVs this small ― Infiniti dropped the spunky EX30 and Cadillac stopped building the roomy XT4 ― and even fewer match the ADX's sleek looks. The ADX arrives with great credentials, using the same architecture and drivetrain as Acura's award-winning Integra compact sport sedan. It comes with either front- or all-wheel drive. A 1.5L turbocharged four-cylinder engine produces 190 horsepower and 179 pound-feet of torque. A continuously variable automatic transmission is standard. Up to 50% of the engine's torque can go to the rear wheels. The Integra outsold key competitors like the Audi A3, BMW 2-series and Mercedes CLA last year, and I predict the ADX will be one of Acura's top sellers. The ADX's controls are easy to use and understand. A 9-inch touch screen rises from the dash in easy reach of the driver, and the 10.2-inch digital cluster is sharp and clear. There are physical dials and buttons for climate control. More buttons and a toggle on the center console select drive modes, brake hold, hill descent control, parking brake and other features. The shifter is a simple lever rising from the center console. No obscurely placed buttons or stalks on the steering column for Acura. The satellite controls on the steering wheel are also simple buttons, toggles and rollers. An angled wireless charging pad holds devices secure in eager driving. Wireless CarPlay and Android Auto are standard, and pairing is easy. More: 2025 Hyundai Ioniq 5 XRT EV makes a leap with new battery, features customers asked for The interior looks and feels good. In addition to the seemingly mandatory red-and-black trim, the pleasant 'Orchid' color scheme combines white leather and ocean blue suede. Other goodies: 15-speaker Bang & Olufsen audio, with four speakers in the headliner Active noise cancellation 18- or 19-inch wheels Dual exhaust tips LED head, tail and daytime lights Three years' service of Google built-in virtual assistant The ADX isn't a speed demon, but it's a satisfying vehicle to drive on twisting mountain roads. The variable-ratio steering is precise, with good feel. The suspension holds the SUV stable and upright around tight corners, with very little lean or body roll. The brakes are outstanding, and the suspension matches them by minimizing squat and dive when accelerating and braking. The front seats are comfortable and have plenty of storage. Rear legroom is good, but the sleek profile limits rear headroom. Power: The ADX looks low, wide and fast, but it doesn't live up to those looks. It needs more power and better acceleration. 'Yeah, yeah, yeah,' you're saying, 'You car guys always want that.' That's true, but Acura must address the issue if it wants to ADX to be a true stablemate to the fun delightfully responsive Integra. The AWD ADX A-Spec I drove weighed 461 pounds ― 14.6% more than an Integra A-Spec but had 5% less horsepower and 6.7% less torque. That's a big deal, and you feel and hear the difference every time you leave a traffic light or pull out to pass. The ADX needs at least the base Integra's 200-hp/192 pound-feet 1.5L engine. The 320-hp/310 pound-feet 2.0L engine in the Integra Type S would be better. Noise: It's also subject to a lot of engine and road noise for a vehicle that aspires to luxury. Execs praise the SUV's active noise cancellation and acoustic insulation, but it could use more of both. Audi Q3 BMW X1 Buick Encore GX Lexus UX Lincoln Corsair Mercedes-Benz GLA Volvo XC 40 ADX FWD: $35,000 ADX AWD: $37,000 ADX A-Spec FWD: $38,000 ADX A-Spec AWD: $40,000 ADX A-Spec FWD with Advance package: $42,000 ADX A-Spec AWD with Advance package: $44,000 Prices exclude $1,350 destination charge The ADX is comfortable and attractive, with good cargo space, a fine audio system and plenty of other appealing features available at lower prices than in many less attractive competitors. It could use more power, but the well-tuned steering and suspension enable enthusiastic driving. Front- or all-wheel drive five-seat subcompact luxury SUV Base price: $35,000 (All prices exclude $1,350 destination charge) On sale late March Model tested: AWD A-Spec with Advance package Price as tested: $45,540 Engine: Turbocharged 1.5L four-cylinder Output: 190 hp @ 6,000 rpm; 179 pound-feet of torque @ 1,700-5,000 Transmission: Continuously variable automatic Estimated fuel economy: 25 mpg city/30 highway/ 27 combined. 91 octane premium gasoline recommended Wheelbase: 104.5 inches Length: 185.8 inches Width: 72.5 inches Height: 63.8 inches Ground clearance: 7.3 inches Passenger volume: 97.3 cubic feet Cargo volume: 24.4 cubic feet behind rear seats: 55.1 cubic feet behind front seats Curb weight: 3,611 pounds Weight distribution: 57/43 Assembled in Celaya, Mexico Contact Mark Phelan: 313-222-6731 or mmphelan@ Follow him on Twitter mark_phelan. Read more on autos and sign up for our autos newsletter. Become a subscriber. This article originally appeared on Detroit Free Press: Sleek 2025 ADX is the subcompact SUV Acura lovers have waited for
Times of Oman
06-03-2025
- Automotive
- Times of Oman
OTE unveil exclusive Ramadan offers across luxury fleet
Embodying the spirit of Ramadan, OTE is bringing the joy of luxury driving to more automotive enthusiasts with exceptional offers on selected Cadillac models. Whether it's the iconic Escalade or the sophisticated XT4, customers can enjoy flexible payment plans, and benefits designed to elevate their ownership experience. This Ramadan, the Omani community can take advantage of an exclusive offer on select Cadillac models. Customers purchasing the Escalade or the XT4 will receive a gift voucher of OMR 200 value, along with first-year registration, window tinting, and 3M polishing, ensuring their vehicle remains pristine*. Those selecting the iconic Escalade will also benefit from an extended 5-year or 100,000 km warranty, 5-year service and maintenance and 5-year roadside assistance delivering confidence in every drive*. Customers can experience these exclusive Ramadan offers by visiting OTE showrooms in Wattayah, Muscat or calling 8005 0002. Offers are valid until April 15, 2025. For over 34 years, OTE has been redefining automotive excellence in Oman, offering cutting-edge performance and advanced technologies from Cadillac that continue to raise the bar in the luxury space. FOR MORE INFORMATION, please visit
Zawya
03-03-2025
- Automotive
- Zawya
GM's electric gains face critical test as Trump targets EV subsidies
DETROIT - General Motors has spent billions over decades trying to blaze an electric trail, releasing pioneering EVs and hybrids that ultimately failed to achieve mass-market sales before being scrapped. This time might be different. Last year, the U.S. auto-sales leader boosted electric vehicle sales and seized market share from the likes of Tesla despite slowing demand as its customers increasingly chose EVs over comparable GM gas-powered models. The progress - driven by an expanding EV lineup that will soon include a dozen models - signals that GM could for the first time convince more mainstream buyers to go electric, four industry analysts said. GM's fourth-quarter share of U.S. EVs hit 12% - double a year earlier and second only to Tesla at 44.4%, according to auto services specialist Cox Automotive. Sales of GM's Cadillac Lyriq EV tripled last year to 28,402, outpacing each of its XT4, XT5 and XT6 gasoline SUVs. Sales of its lower-priced Chevrolet Equinox and Blazer EVs accounted for 22% and 40% respectively of total fourth-quarter deliveries under the same model name. The growth underscores GM's stubborn commitment to EVs, despite heavy losses and a trend among rivals including Ford and Toyota to prioritize gas-electric hybrids. Analysts credited GM's EV surge to its growing number of competitive models - from entry-level to premium - giving its customers more electric options than rivals. Tesla, for example, has five models and only two volume sellers. GM global markets chief Rory Harvey cited the same reason in an interview with Reuters. "We've got the broadest lineup out there, and we definitely have momentum," he said. "And we all know that the automotive industry is a momentum game." ACID TEST Aggressive pricing also played a role in the form of low-payment leases that often made GM EVs cheaper than its comparable fuel-powered vehicles, according to industry analysts and two GM dealers. Such cheap EV leases, common industry-wide, were made possible largely by a $7,500 subsidy that U.S. President Donald Trump is expected to end along with a host of other pro-EV policies. GM would also be vulnerable to Trump's threatened 25% tariffs on Canada and Mexico because it makes hundreds of thousands of cars in Mexico - including the Blazer and Equinox EVs. Industry experts said political and EV market headwinds will make 2025 an acid test for whether GM can sustain its momentum and hit a tipping point in its long and expensive history of electrification efforts. One pivotal moment will come later this year as GM launches the next-generation Bolt, expected to be its most affordable EV at about $30,000. "This year is critical for them," said Paul Waatti, industry analysis director at research firm AutoPacific. GM has historically been first out the gate with innovative electrified cars only to stumble in launches dating back to its 1997 EV1, a futuristic pill-shaped two-door. GM also introduced the first mass-produced plug-in hybrid, the 2011 Volt, and followed up with the all-electric 2017 Bolt, the only relatively affordable EV at the time. All were discontinued without achieving volume sales. Despite its recent progress, GM still faces immense challenges in delivering on CEO Mary Barra's past pledge of an all-electric fleet by 2035. EVs only comprised about 6% of GM's overall fourth-quarter sales, which continue to rely on large trucks and SUVs that are among the hardest vehicles to electrify, industry experts say. PROGRESS TOWARD PROFIT Instead of just one Volt or Bolt, GM now offers 10 models, from the affordable Equinox crossover to six-figure SUVs. Cadillac just launched its Optiq compact electric SUV, which will be followed soon by a three-row Vistiq and lower-priced electric pickups. GM says it's also getting closer to making EV profits. CFO Paul Jacobson has said GM plans to narrow EV losses by about $2 billion in 2025, without disclosing total annual losses. That estimate, however, depends on continued EV sales growth, which could prove hard if Trump guts EV purchase and lease subsidies. Losing the $7,500 incentive could tank EV sales unless automakers cut prices, said Ivan Drury, director of insights for automotive research firm Edmunds. "We know what happens if you don't provide it," he said of EV subsidies and discounts. "You don't sell." GM said it had not decided whether to lower prices if the subsidies end and that it would wait to assess consumer and competitor reactions. GM nonetheless takes a "very long-term view" of its EV commitment, said spokesman Jim Cain. A $7,500 EV lease incentive has been key to low-payment deals to persuade skeptical EV shoppers. More than 70% of EVs were leased last year at dealerships, including 55% of GM's electric vehicles, Edmunds data shows. "It's really the lease offer that makes the big difference," said Jeff Laethem, at Detroit's Ray Laethem Motor Village, which includes a Buick and GMC store. For some premium models, it's a $700 monthly payment for a $100,000 vehicle, he said. EVS OVER HYBRIDS GM continues to bet big on EVs at a time when rivals such as Ford and Toyota have focused more on hybrids - a decision that has paid off for them as consumers turn to hybrids in droves to avoid the cost and charging hassles of EVs. Toyota has long dominated the hybrid market and sells few EVs, arguing that EV technology isn't yet advanced or affordable enough for most customers. Hybrids represented more than 40% of Toyota's 2.3 million U.S. deliveries last year. Ford's hybrid sales jumped 40% to about 187,000, nearly double its EV sales of some 98,000. GM, by comparison, sold 114,432 EVs. The automaker plans to offer plug-in hybrids for 2027 as a short-term strategy to meet emissions regulations but has no plans to make traditional hybrids, which cost less and don't need charging. "Ultimately, we believe that EVs are going to be the way forward," GM's Harvey said, "complemented with some hybrids." At a New York industry conference in February, CEO Barra called hybrids an interim solution, arguing that developing a vehicle with two propulsion systems - gas and electric - is an inefficient use of capital. GM might be better off sticking to EVs in part because it would now take substantial investment in hybrid powertrains to steal sales from entrenched competitors, said David Whiston, an automotive stock strategist at Morningstar Research. "It would be hard for GM to compete head-on with Toyota in hybrids," he said. GM officials argue it's not missing out on sales in the hybrid boom because it offers other fuel-saving technologies, such as diesels and small, turbocharged gasoline engines. THE TRUCK DILEMMA The biggest obstacle to GM's all-electric ambitions, however, might be its own lucrative business in full-sized pickups and SUVs. GM's ambitions for a rapid electric truck transition have so far clashed with the challenges of making them affordable and capable enough to sell in large volumes. In 2022, GM planned annual capacity for 600,000 electric trucks at its Detroit Factory Zero plant and another factory it planned to reopen in nearby Orion Township. It has repeatedly delayed the Orion reopening, now scheduled for mid-2026. GM started delivering the Silverado EV RST First Edition, priced at $94,500, in mid-2024. But it sold just 9,000 electric Silverado and Sierra pickups last year out of about 900,000 total. Rivals' electric trucks introduced before last year - Ford's F-150 Lightning and Tesla's Cybertruck - had about 33,000 and 39,000 sales in 2024, respectively, but the overall electric truck segment remains tiny. This year, GM hopes to boost sales with two new trim levels starting at about $57,000 and $73,000. One drag on EV pickup sales is the fact that carrying or towing heavy payloads can dramatically reduce their driving range, requiring constant recharging. Seeking more range, automakers have added larger batteries, but that makes EV trucks extremely expensive, said Sam Abuelsamid, vice president of market research for Telemetry Insights. GM's highly profitable truck-and-SUV business has been pivotal in helping GM finance money-losing forays into EVs and autonomous vehicles. But it will struggle to squeeze the same profits from electric trucks, Abuelsamid said. "For the foreseeable future," he said, "they're probably not going to be able to get the same margins - not unless we have some major breakthrough on the battery front." (Reporting by Kalea Hall in Detroit; Editing by Brian Thevenot and David Clarke)
Yahoo
01-03-2025
- Automotive
- Yahoo
Tesla faces challenges as GM gains ground in EV race
By Kalea Hall DETROIT (Reuters) - General Motors (GM) has spent billions over decades trying to blaze an electric trail, releasing pioneering EVs and hybrids that ultimately failed to achieve mass-market sales before being scrapped. This time might be different. Last year, the U.S. auto-sales leader boosted electric vehicle sales and seized market share from the likes of Tesla (TSLA) despite slowing demand as its customers increasingly chose EVs over comparable GM gas-powered models. The progress - driven by an expanding EV lineup that will soon include a dozen models - signals that GM could for the first time convince more mainstream buyers to go electric, four industry analysts said. GM's fourth-quarter share of U.S. EVs hit 12% - double a year earlier and second only to Tesla at 44.4%, according to auto services specialist Cox Automotive. Sales of GM's Cadillac Lyriq EV tripled last year to 28,402, outpacing each of its XT4, XT5 and XT6 gasoline SUVs. Sales of its lower-priced Chevrolet Equinox and Blazer EVs accounted for 22% and 40% respectively of total fourth-quarter deliveries under the same model name. The growth underscores GM's stubborn commitment to EVs, despite heavy losses and a trend among rivals including Ford and Toyota to prioritize gas-electric hybrids. Analysts credited GM's EV surge to its growing number of competitive models - from entry-level to premium - giving its customers more electric options than rivals. Tesla, for example, has five models and only two volume sellers. GM global markets chief Rory Harvey cited the same reason in an interview with Reuters. "We've got the broadest lineup out there, and we definitely have momentum," he said. "And we all know that the automotive industry is a momentum game." Aggressive pricing also played a role in the form of low-payment leases that often made GM EVs cheaper than its comparable fuel-powered vehicles, according to industry analysts and two GM dealers. Such cheap EV leases, common industry-wide, were made possible largely by a $7,500 subsidy that U.S. President Donald Trump is expected to end along with a host of other pro-EV policies. GM would also be vulnerable to Trump's threatened 25% tariffs on Canada and Mexico because it makes hundreds of thousands of cars in Mexico - including the Blazer and Equinox EVs. Industry experts said political and EV market headwinds will make 2025 an acid test for whether GM can sustain its momentum and hit a tipping point in its long and expensive history of electrification efforts. One pivotal moment will come later this year as GM launches the next-generation Bolt, expected to be its most affordable EV at about $30,000. "This year is critical for them," said Paul Waatti, industry analysis director at research firm AutoPacific. GM has historically been first out the gate with innovative electrified cars only to stumble in launches dating back to its 1997 EV1, a futuristic pill-shaped two-door. GM also introduced the first mass-produced plug-in hybrid, the 2011 Volt, and followed up with the all-electric 2017 Bolt, the only relatively affordable EV at the time. All were discontinued without achieving volume sales. Despite its recent progress, GM still faces immense challenges in delivering on CEO Mary Barra's past pledge of an all-electric fleet by 2035. EVs only comprised about 6% of GM's overall fourth-quarter sales, which continue to rely on large trucks and SUVs that are among the hardest vehicles to electrify, industry experts say. Instead of just one Volt or Bolt, GM now offers 10 models, from the affordable Equinox crossover to six-figure SUVs. Cadillac just launched its Optiq compact electric SUV, which will be followed soon by a three-row Vistiq and lower-priced electric pickups. GM says it's also getting closer to making EV profits. CFO Paul Jacobson has said GM plans to narrow EV losses by about $2 billion in 2025, without disclosing total annual losses. That estimate, however, depends on continued EV sales growth, which could prove hard if Trump guts EV purchase and lease subsidies. Losing the $7,500 incentive could tank EV sales unless automakers cut prices, said Ivan Drury, director of insights for automotive research firm Edmunds. "We know what happens if you don't provide it," he said of EV subsidies and discounts. "You don't sell." GM said it had not decided whether to lower prices if the subsidies end and that it would wait to assess consumer and competitor reactions. GM nonetheless takes a "very long-term view" of its EV commitment, said spokesman Jim Cain. A $7,500 EV lease incentive has been key to low-payment deals to persuade skeptical EV shoppers. More than 70% of EVs were leased last year at dealerships, including 55% of GM's electric vehicles, Edmunds data shows. "It's really the lease offer that makes the big difference," said Jeff Laethem, at Detroit's Ray Laethem Motor Village, which includes a Buick and GMC store. For some premium models, it's a $700 monthly payment for a $100,000 vehicle, he said. GM continues to bet big on EVs at a time when rivals such as Ford and Toyota have focused more on hybrids - a decision that has paid off for them as consumers turn to hybrids in droves to avoid the cost and charging hassles of EVs. Toyota has long dominated the hybrid market and sells few EVs, arguing that EV technology isn't yet advanced or affordable enough for most customers. Hybrids represented more than 40% of Toyota's 2.3 million U.S. deliveries last year. Ford's hybrid sales jumped 40% to about 187,000, nearly double its EV sales of some 98,000. GM, by comparison, sold 114,432 EVs. The automaker plans to offer plug-in hybrids for 2027 as a short-term strategy to meet emissions regulations but has no plans to make traditional hybrids, which cost less and don't need charging. "Ultimately, we believe that EVs are going to be the way forward," GM's Harvey said, "complemented with some hybrids." At a New York industry conference in February, CEO Barra called hybrids an interim solution, arguing that developing a vehicle with two propulsion systems - gas and electric - is an inefficient use of capital. GM might be better off sticking to EVs in part because it would now take substantial investment in hybrid powertrains to steal sales from entrenched competitors, said David Whiston, an automotive stock strategist at Morningstar Research. "It would be hard for GM to compete head-on with Toyota in hybrids," he said. GM officials argue it's not missing out on sales in the hybrid boom because it offers other fuel-saving technologies, such as diesels and small, turbocharged gasoline engines. The biggest obstacle to GM's all-electric ambitions, however, might be its own lucrative business in full-sized pickups and SUVs. GM's ambitions for a rapid electric truck transition have so far clashed with the challenges of making them affordable and capable enough to sell in large volumes. In 2022, GM planned annual capacity for 600,000 electric trucks at its Detroit Factory Zero plant and another factory it planned to reopen in nearby Orion Township. It has repeatedly delayed the Orion reopening, now scheduled for mid-2026. GM started delivering the Silverado EV RST First Edition, priced at $94,500, in mid-2024. But it sold just 9,000 electric Silverado and Sierra pickups last year out of about 900,000 total. Rivals' electric trucks introduced before last year - Ford's F-150 Lightning and Tesla's Cybertruck - had about 33,000 and 39,000 sales in 2024, respectively, but the overall electric truck segment remains tiny. This year, GM hopes to boost sales with two new trim levels starting at about $57,000 and $73,000. One drag on EV pickup sales is the fact that carrying or towing heavy payloads can dramatically reduce their driving range, requiring constant recharging. Seeking more range, automakers have added larger batteries, but that makes EV trucks extremely expensive, said Sam Abuelsamid, vice president of market research for Telemetry Insights. GM's highly profitable truck-and-SUV business has been pivotal in helping GM finance money-losing forays into EVs and autonomous vehicles. But it will struggle to squeeze the same profits from electric trucks, Abuelsamid said. "For the foreseeable future," he said, "they're probably not going to be able to get the same margins - not unless we have some major breakthrough on the battery front." Sign in to access your portfolio
