REVIEWS AND ROAD TESTS

We All Make Mistakes

Let ’ s face it, the Seville does not live up to its promise as Cadillac ’ s latest pride and joy. Far too heavy and cumbersome, the Seville must resort to gadgetry to win us over. The fact remains that this front-wheel drive vehicle can not compete in a sector where rear wheel propulsion is the norm. Having realised their mistake, Cadillac is putting the final touches on the next-generation Seville, which doesn ’ t stray nearly as far from the competition.The interior is a sight for sore eyes. Impeccable leather upholstery, complemented by wood and chrome inserts, an attractive and unique combination.

Strangely, the cabin lacks the roominess suggested by the exterior, and with three people in the back seat, there ’ s little room to spare. The trunk, however, is spacious enough to accommodate four golf bags and more.

The Seville ’ s weak point is, without a doubt, the meagre quality of the interior workmanship, which is decidedly sub-par for its class. Poorly fitted or loose upholstery is not uncommon for the Seville, which is simply unacceptable.

Its strong point, however, is the engine at the heart of this deluxe sedan, which deserves the greatest accolades. Launched in 1992, the Northstar engine is now in its third incarnation, and people continue to throw flowers at its feet. And that ’ s no surprise, for this latest version runs much more quietly than ever before. It ’ s linked to an electronic, automatic transmission that operates like a semi-automatic but with a powerful computer changing the gears, there ’ s no need to shift manually. It operates very well, as does the variable suspension, which automatically adjusts the level through dampers at each corner. The new Seville is also equipped with the Stabili-Trak system, which helps prevent the vehicle from skidding out of control.The Seville is a fun car to drive, but purists are right to point out that much of the enjoyment derives from technological toys aboard the vehicle, which may help distract drivers from concerns about the car ’ s reliability and the high cost of replacement parts. The purists also turn their noses up at the fact that the Seville is a front-wheel drive, which means that you can feel the torque during hard accelerations. What ’ s more, its handling is not as smooth as its rear-wheel drive rivals. In fact, the Seville fares poorly in practically all points of comparison (acceleration, speed recovery, braking, roadholding), expect perhaps for fuel consumption. The Seville does score points in northern climes, however, where front traction is an unquestioned plus.

PROS
High-performance engine
Attractive interior
Four-season sport sedan

CONS
Torque steer in hard accelerations
Many technological distractions

REVIEWS AND ROAD TESTS

From Home Depot to the Ritz Carlton

While the Blackwood edition is reserved to the American market because of its poor adaptation to our climate (rear-wheel drive only), the Escalade EXT comes with all-wheel drive and will not fear our road conditions. Some 1,000 units should be roaming around the province within the next year.

Who will agree to spend that much money for driving this strange pick-up truck, sport utility and sedan amalgamation? Architects and contractors, quite unconvincingly reply GM ’ marketing. Two things are for sure, though: the Escalade EXT will make Cadillac more popular among young and female drivers, not the usual Cadillac crowd, and the Escalade may also find a parking place in the two-door garage of luxury sedan owners whose second vehicle is a light truck.The Escalade EXT ’ s versatility is aimed at the rich and famous (broke nobodies can always get their hands on an Avalanche). This Cadillac looks just as good in a Home Depot parking lot as in front of the Ritz Carlton.

Faithful to the brand ’ s new signature, the Escalade features vertically mounted headlights that allow for the huge wafer-like grille. As opposed to the Avalanche, the Escalade ’ s side panels are exempt from grey plastic Rubbermaid bottom panels. It features more sober paneling, including overlapped triangle pillars behind the cabin, painted to match the body.

As opposed to traditional light trucks that, for obvious drivability reasons, must often feature a bin too short to be of any use, Escalade EXT owners can benefit from a long and flat cargo floor that can accommodate a 4 ’ X 8 ’ plywood sheets.
How is that possible? With GM ’ s Convert-A-Cab system: engineers have designed a partly or entirely foldable rear back seat and a rear window that can be quickly removed (but careful not to drop it!) to expand cargo space. This way, the Escapade can hold grandma ’ s couch, or all the snowboards in the neighbourhood. It ’ s magic! For more formal outings, the bin can be covered with three rigid panels (than can be stored in a convenient bag inside the bin ’ s side panels) that can withstand as much as 113.4 Kg (250 lbs). For additional versatility, two locked storage bins have been built in the cargo space. They look good, but eventually, you may become weary (like myself after our test drive) of packing and unpacking all these elements. Are you that organized?

Inside the cabin, there are very few surprises. The Escalade EXT features the same furniture as the Avalanche, that is, a correctly executed interior whose main controls are conveniently labelled and accessible. Differences? Plastic, of course, is less present. Wood trims, plush carpet and leather upholstery make for a warmer atmosphere. Chrome-rimmed, user-friendly instruments and a long list of accessories will appeal to all five people taking place under its roof.Although derived from the Avalanche, the Escalade EXT combines unique attributes. Like the integral drive, more sophisticated than the one bolted under the Avalanche. A torque converter dispatches power unevenly (38% in front and 62% in the rear) for controlling frantic slip on low-adhesion surfaces or with an empty cargo bin, especially with the help of Cadillac ’ s anti-slip system. The system does not impair towing capacity, and this Escalade EXT can easily pull 3,628.7 Kg (or 8,000 lbs). But the integral drive train features no transfer box (low range), a must for muddy trail drives. The Escalade EXT features a 6.0-litre V8 instead of the 5.3-litre found under the Chevrolet ’ s hood. This may not be state-of-the-art mechanical engineering, but the 345 hp and 380 lb.-ft. torque are more than enough to pull this heavy vehicle from 0 to 100 km/h in less than 9 seconds, to offer convincing pick-ups and an electronically limited top speed of 174 km/h. This flexible and willing big- league engine is especially pleasing at low and mid range. We must admit the engine is very well backed with a perfectly stepped four-gear automatic transmission (the only one offered.)

But everyone knows for a fact that such qualities come at a price, especially at the fuel pump. The fuel tank needle moves quickly towards the E, despite the huge 117-litre capacity of the fuel tank.

Let ’ s now summarize differences in specifications between the Escalade EXT and the Avalanche. We already mentioned the engine, the anti-slip and the drive train; there are also electronic driving aids, like the Stabilitrak stability system that minimizes if not eliminates excessive driver brashness (and distraction.) This system, already found on the brand ’ s sedans for a few years, corrects trajectory when differing from the driver ’ s intention. The Escalade also features a two-tier (soft and firm) valve-equipped suspension system.

On windy Californian roads, the Escalade EXT proved remarkably nimble in spite of its humongous size (no less than 5,623 mm long). It is surprisingly comfortable as well, when driven smoothly. The interior is undisturbingly quiet. It must beт reminded that the Escapade, like the Avalanche, rests on a utility platform (Suburban) rather than on a truck chassis (Silverado). Peanuts, you think? Well, the cabin is not detached from the bin, like on a regular pick-up. This one-piece configuration bring exceptional rigidity (no torsion nor rattles) and allows for surprising road handling. But in urban conditions, the Escalade ’ s long turning radius (14 m) makes the word cumbersome an understatement. Parking this vehicle is a demanding task. Fortunately, it comes with a standard parking radar that emits a warning before imminent contact. What more can be said if not that this first contact has proven very positive.

PROS
Versatility
Powerful, proven mechanics
Road handling

CONS
Cumbersome size
Large turning radius
Heavy fuel consumption

REVIEWS AND ROAD TESTS

The finished copy

Born prematurely some three years ago as General Motors’ response to the phenomenal and dazzling popularity of the Lincoln Navigator, Cadillac’s first utility was disappointing in almost every way. But it couldn’t be otherwise, with such a minimal development time. .

So GM cleaned the slate and started over again. In a few weeks, the Escalade will be launched again, this time in a brand new dress. This more modern version is the finished copy of the work model previously issued.

For those interested, the Escalade started with the old CK/Sierra pickup truck platform. GM likes to share components (and expenses), so the Escalade shares the new platform developed for these trucks as well as one of their powerful engines.

Before climbing (the word applies) inside this Cadillac, a quick look at the name and appearance. Physically, the Escalade is roughly the same size as its predecessor. But as opposed to the Tahoe/Yukon from which it derives, the Escalade lacks no esthetic refinement (the Yukon/Tahoe’s front end mocks that of the Silverado/Sierra) and its front grille and headlights somehow remind us of the Evoq, a concept car recently presented by Cadillac. But the Escalade’s inside dress is directly picked from the Yukon/Tahoe modest wardrobe. To climb aboard this truck, a step is necessary. Once inside leather-clad seats welcome you to this warm plush-carpeted and wood-trimmed environment. Without being totally original, the result is a very good execution (complete and legible instrument panel, studied ergonomics, comfortable driving position, etc.) That is a big change from the obsolete furniture that equipped the previous edition. This version is also sunnier (larger windows, optional sun roof - the only option offered). The sunroof switch must be kept depressed to open or close, just like all windows except the driver’s.

In fact, what has to be noticed is the third bench (without heating) like on the Navigator. But just as on it ’ s archrival, access to the third seat is hectic, and although the bench is roomier than that of the Navigator, it seems reserved for child-size passengers. Objectively, a half-half foldable third row of seats is a nice attention, but it limits cargo space that quickly become inadequate for all the passengers’ luggage. But it is always possible to remove all rear seating to maximize cargo space. This is no easy task, though, despite the handles and the wheels that equip the heavy benches. The 800 platform (its code name at GM) that many models share is modular enough to accommodate many types of expectations. And since the Escalade is unlikely to carrying hay bails, its designers have been savvy enough to soften the rear suspension by shedding the traditional blade suspension for a multi-lever, coil spring and stabilizer system. The Stabilitrak system, with its electronic captors, helps the driver in case the vehicle starts skidding. For added sophistication, another electronic module monitors shock absorbance (all four shock absorbers are managed independently) to maximize comfort and stability on roads of any condition.

Now, use a stepladder if you need to, but come and take a look at the only engine offered on this Cadillac. Open the hood on a 6-0litre V8 capable of 345hp and 380 lb-ft torque. I feel like I’m reading your mind: yes, it is more energetic (0-100km/h in 9 seconds) and economic (but still 18 L/100 km) than the Expedition and even the Durango.

The Escalade’s drive train is all-wheel drive that shares power in a 38% front/ 62% rear ratio. Interestingly enough, this all-wheel drive system is equipped with anti-skid. In Canada, only one engine and one drive train are offered (a two-wheel drive is offered South of the border). Only one transmission is proposed: an automatic whose best quality is to go unnoticed.

And on the road? Steering is pleasant and firmer, transmitting the front wheels reaction accurately. The Escalade has an excellent turning radius that compares to that of a mid-size car, which means much shorter than that of Lincoln’s Navigator. Comfort is smooth as silk and body movements are stable and reassuring. Weight distribution is optimal, which certainly contributes to this surprising road behavior. The previous edition wasn’t even close to that level of refinement. The four-wheel disk brakes prove efficient and remarkably steady. The pedal is firm and easily modulated. .

The Escalade is superior to the Navigator, the top selling model in this category. It is definitely an option is the price/size/fuel efficiency equation is no object to you.

PROS
Stiff chassis
Strong motor

CONS
Thirsty V8
Steep price
A Cadillac SUV ?

REVIEWS AND ROAD TESTS

Farewell

While the Eldorado’s future is increasingly clear, the same holds true for the current generation, whose days are numbered. A note to collectors: you have only a few months to add this magnificent coupe to your fleet.A few strokes of the Eldorado design weren’t entirely clear. For example, not only do its huge roof pillars lack finesse, they block the rear corner view. And don’t count on the minuscule side view mirrors to help you out here. The interior tries to seem plush and refined, but the fake wood on the dash and console is in dubious taste. In any case, only four people at a time can inspect such details because space is limited in front and back (once you’ve managed to crawl in) — particularly in terms of headroom. We were comfy in the bucket seats, but wished they had offered a bit more support at the first turn. While it may not be very good at preventing you from being jostled about, the driver’s seat does have the merit of providing the occasional massage, as long as you choose the electric lumbar support option, which on demand shifts into a sustained up and down rolling movement to soothe your aching back. The trunk gives plenty of space for your golf bag to sprawl out in.No need to put the pedal to the metal to appreciate an Eldorado’s performance. The 300-horse V8 Northstar that propels it proved powerful, easily manageable, discreet — and a real hog, naturally, since an Eldorado Touring Coupe consumes an average 15 litres per 100 km. The electromagnetic variable assist speed-sensitive steering (the Magnasteer) is astoundingly precise and brakes do their fair share to make you feel in complete control of the car, a trait that was lacking in the past.

PROS
Well balanced chassis
Powerful engine
Original accessories

CONS
Fuel consumption
Model scheduled for withdrawal
Limited headroom

REVIEWS AND ROAD TESTS

Now, don ’ t laugh

We know how much you loved the squarish and classic lines of the previous generation, the very same one that never gave the slightest bit of feedback on road conditions and had suspensions so soft they could make you seasick on the highs and lows typical of our roadways. Poor Granddad! The new De Ville is so very far from a sleeping pill on wheels. Good-bye chrome- laden controls, plush carpeting and velveteen bench seat.

With its ergonomic passenger compartment, high-tech accessories and inspired handling, this newcomer has resolutely turned its back on an entire era.

There is no question that dear old Granddad is bound to feel left out in the cold, along with a number of the make’s dealerships. After all, even if it was an automotive dinosaur, the old De Ville sold well. So shed a tear and turn the page, Granddad.The assignment given to Cadillac’s designers was challenging: reconcile the apparently irreconcilable. Still, the final result shows that where there’s a will, there’s a way. Even if the De Ville is nothing extraordinary to look at, it is nevertheless very elegant and very contemporary.

Its roof design can easily accommodate the padded vinyl cover and big buttons so dear to Granddad. Bad news: the chrome crown that used to perch on the very end of the hood, the better to let him gauge distances before running into somebody, is gone. But don ’ t worry, Granddad, there are alternative solutions.

There was a time that to truly appreciate a ride aboard a De Ville, your best bet was to opt for the rear seat. But before trying to stretch out back there, be warned that the new De Ville is shorter (read: easier to park) and narrower than the model it’s replacing. This being said, note that the wheelbase is longer, which means that the interior is as roomy as it always was.

The dashboard sports brilliant ergonomics and detailed instrumentation, although some indicators aren’t as easy to read as we ’ d like. On the other hand, night driving is as easy as can be since this Cadillac is the first automobile in the world to feature a Night Vision system. An infrared camera installed in the grille detects the presence of objects (or people) along its trajectory based on the heat they emit, providing a range that goes far beyond the range provided by headlights. Ingenious and efficient!

Loyal to the American tradition, depending on which version you choose the De Ville comes equipped with an imposing bench seat, but despite all of the efforts made to improve its lumbar and lateral support, it fails to live up to the standards set by the two nice-looking bucket seats featured on the DTS version.By definition, an American luxury car used to be an unparalleled jumble of equipment, where ride is an abstract notion. Quote, unquote.

No wonder I was reluctant to set out on a jaunt over long and winding roads. Behind the wheel of a Corvette, maybe — but a De Ville? Of course, all I had in mind was the boat- like handling typical of previous generations. Surprise: the De Ville — at least in the DTS version — proved me wrong.

The steering system is astonishingly responsive compared to what it used to be and compared to some of this model’s main Japanese and North American rivals. This car takes all kinds of corners very well and the electronic suspension on our test vehicle had a lot to do with the De Ville’s reassuring handling capabilities. Roadholding is impeccable and while the De Ville does show some tendency to roll, the drawback is only minor. The Touring suspension and 16-inch tires featured on the LHS make for very neutral read ability, with no negative effect on comfort. Coupled with ABS, the all disc braking is efficient and resists overheating very well. And if you’re a bit careless, much like Granddad can be at times, not to worry — you’ll be able to stop before getting into any real trouble.

There’s no question that you have to go out onto the highway to really appreciate this car. The ride is quiet, except for some wind and tire noise, the latter more obvious on the DTS, which is equipped with high-performance tires.

Under the hood is a 4.6-litre V8 Northstar engine. The base and DHS versions have a 275-hp output, while the sportier DTS has 25 more (yes, that makes 300 horses). Regardless of the configuration (275 or 300 horses), the De Ville’s front wheels are driven by a perfect four-speed automatic transmission. And despite its weight, the De Ville fares very well when it comes to pick-up and fuel consumption.

Cadillac’s objective was to make this luxury sedan more driveable and the result is a bull’s-eye. At a time when there are many choices available to potential buyers, the De Ville has got what it takes to sway consumers. Even if he is 85 or so, even good old Granddad may decide that this is his best option.

PROS
Powerful engine
Superb technology
Roomy interior

CONS
Unproven technological reliability
Make’s tarnished image

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: * * * *