As early as the first encounter with him, he evidently adopts Cadillac’s
design language, sharp, aggressive, very American lines in their presence. Even with a darkened silhouette, the XT4 can be easily identified. He must stand out because his competition is very dense, and attendance and prominence is sometimes the ticket to the hottest gig in town right now. The XT4 has two submissions, the first is called Sport and the second is Premium. The main differences between the two are in the exterior appearance, different alloy rims, the premium has chrome strips in door handles, doorsteps, roof rails and grills – in sport they are glossy black. The taillights are translucent in sports and red in the premium for ties and more. One other difference is in the propulsion system but we will get to that later. Like his older brother, his prominent XT5 is not only evident in design, but also in dimensions. With 460 cm from end to end it is well above the “standard” of its competitors, much closer to those of the group above it like the Audi Q5 or Lexus NX. The same applies to the 278 cm wheelbase, where the gap is between 8 and 10 cm from most of its competitors and the significance here is a real gap in the back seat space. Seal its dimensions Trunk 637 liters are already 100 to 200 liters above its competitors. All this American affluence also has a price, and like many Americans It weighs in at 1,767 kg, it is also heavier than its European competitors at 100 to 200 kg and is also close to the model weights in the segment above. The first thing that strikes you in the passenger compartment of the XT4 is the dizzying abundance of equipment here. It’s not just the list, it’s also the thing that no competitor offers these things even as an option, not even at the higher finish levels. We can play long minutes here in a game where you will think of a luxury armature item and I will only answer “yes”. Want to try? Come on;
20-inch hoops? Is there, split climate control? Is there a transmission from the steering wheel? Remote propulsion? Electric seats and steering wheel? panoramic window? Wireless charging surface? BOSE audio system with noise cancellation? Colorful upper view? Massage, heating and ventilation for the leather seats? A mirror that projects the rear camera? Setting a driver profile including radio stations? Electric trunk door with foot swing opening? The word “yes” will answer all these and many others.
There is also a mobile phone coupling here via NFC, so all you have to do is snap the laptop to the cube on the dashboard and the mobile is in sync, lacking menus and settings. Safety systems here, too, are a very long list and include automatic braking, adaptive cruise control with stopper status, cross-traffic warning with braking, correction of deviation from lane, vehicle warning in “dead area”, vibration in seats at various alerts – these are only noticeable, but there are Everything. In short, nothing stays out of the basket. The vast majority of these systems are very easy to understand and operate on, there is a wealth of information that is easily and clearly displayed, the multimedia system responds quickly. Even those who shy away from all this sophistication and want only the basic functions will be very easy to get to know. This also helps physical button set in addition to controlling the large touch screen. On-screen reflection is minimal unless you travel with the panoramic roof open at noon.
The interior materials are mostly good quality, though here and there, especially in the lower part of the compartment. This is most noticeable due to the gap. It’s either high-quality, stretchy leather, a chubby conceit that delights in grip or simple plastic. There is almost no middle or middle point. The back seat is not physically large and its structure is flat. But the leg spacing is excellent, in fact it is even more excellent and one of the most generous that I encountered in its segment. The panoramic roof eliminates much of the headspace. There are also air-conditioning ports, heated seats, a standard USB socket and a C-type for faster charging.
The huge trunk, 637 liters is plenty of space and with seats that fold up to the height of the trunk floor get very high loading capacity. The key is good, the threshold height is slightly challenging to hoist a heavyweight oatmeal or heavy wagon, but not exceptionally for this type of vehicle. Another spot on the trunk concerns the Cadillac’s cooler feature – opening the trunk door, which can be done by waving the leg, is easily performed here thanks to a special illumination that radiates the company logo on the ground, exactly at the point where the foot should move. Which of course saves the silly dance of trying to score a sensor. What I liked less is that it is located in the back left corner of the car, which can cause people to turn it on as they stand to the left of the car, within the traffic lane of the passing cars.
Under the hood is a brand new 2.0-liter engine, 237 hp at 5,000 rpm and 35.7 rpm at 1,500 rpm. There is also a two-cylinder disconnection system for fuel savings. It is connected to a 9-speed planetary automatic transmission. In the premium and premium versions it is with front propulsion, in the sports versions it is with front propulsion and with the possibility of dual propulsion.
As in dimensions, as in accessories, the horse gap here is also very large compared to its competitors except the Volvo XC40 in the T5 version. The result is a fairly agile vehicle, although the official 7.2 seconds to 97 mph is not really noticeable at strong exits, intermediate speeds and the mountain roads we were driving, it certainly showed a very good pace. Stops between gears and finds the one that fits you easily. In terms of comfort, the seats themselves deserve a very good grade, even excellent plus. They are wide on the one hand and on the other allow tuning of the body embrace on the sides to support it, this is good not only for turns, but also because it loads less on the back muscles and shoulder blades in long leadership. In contrast, two other components of comfort – the shock and noise isolation do not meet this standard. The ride is quite stiff, especially on urban disruptions and at high speeds. One could probably assume that this is the case with 20-inch hoops that also come in section 45 if you add a crime. The noise canceling system overcomes most frequencies, except for the engine noise under load, where it penetrates and is not the most stimulating sound, after all, four cylinders. Its urban maneuverability is simple, not clumsy, the combination of angular carriage and high seating position make it very easy to understand where its corners are and where to go. For those who are not enough comes a set of new studio cameras with every possible view, forward, back, sides, view, wide or narrow, there is even a display of rims to make sure you do not rub them in the pavement. Another camera transmits what happens from behind to the rear view mirror. It’s a solution we’ve seen in Cadillac with the CT6 before. I don’t like it, they are still not high enough and the display requires getting used to the wide angle of photography. It can be used in normal mode, but then it is too dark due to the fact that it is actually a screen and not a real sight. Its main advantage for me is for situations where the back seat is full or the trunk is cluttered and blocking visibility back in the conventional mirror. On the winding road I am, on the one hand, not surprised to discover a good looking Cadillac. After the ATS you already know they can build a chassis and calibrate racks very well. Relative to the crossover
or small SUV, it is strikingly responsive to the steering wheel, its direction changes quick and the body roll control excellent. He has almost no trace of swinging in weight transfers and can be driven very quickly. Because of the high capabilities of the chassis, the dual paddle combination and the sporting state in general has a pretty minor effect on the end result, it mainly improves its ability to translate gas pressure on its exit to a power that drops to the ground, but not much more. Want to say, you can dress someone in tennis clothes, it won’t turn him into Novak Jokovic in a moment. The one that completely destroys all this excellent impression is the containment system. The initial feeling from her is a hard pedal that requires a strong squeeze, but later on in her move she becomes too soggy, it’s really stressful at first and just frustrating later. The first impression was that it was a brake failure and it was only after checking the braking intensity that I realized it was not there, but something else. This is due to an electro-hydraulic braking system and not one such vacuum-based braking amplifier as in the vast majority of cars. What you get is savings in assemblies and a few percent fuel, whatever it takes, this is the possibility of dosing the braking intensity or emotion and feedback from the pedal. The bottom line is that, in my opinion, Cadillac has brought out a non-baked braking system here in terms of its refinement. I can understand compromises in the steering or suspension in the SUV, I find it difficult to get these at the containment level. Again, objectively the vehicle stops and stops very well, but that’s the feeling missing and in a system like brakes you want confidence in feedback from them.
Fuel consumption in test conditions that included quite a bit of fast and dynamic driving alongside cruising and traffic jams was 8.8 kilometers per liter, not very impressive, but also not a powerful and heavy SUV. Again, this is a test condition. These are easy. The SUV Cadillac?
Alongside all the compliments the XT4 deserves, making it the perfect choice for a customer looking for the best deal for a shekel in segment segment. I also criticize the level of refinement and uneven material quality, some of its technology systems (like the mirror camera) are a bit too much technology even for me, but more than any of its braking system that has to be experimented well before deciding whether to go for it.
It is true that only the comparative test done below will allow him to have a more accurate assessment of his competitors, but even after this, bottom-line, as a whole, the Cadillac XT4 has all the components to be a very serious headache for its competitors, and a proposal that no potential customer should skip. Going back to the article opening question, about a change and a new target audience, the Cadillac XT4 is a great answer. Because it combines strengths identified with historic Cadillac as generous dimensions and equipment to a great extent at Granny’s Friday levels. Modern Cadillac strengths like good dynamic behavior and also a very long list of safety equipment. Really, nothing in the small SUV category can come close to a deal that starts at NIS 265,000 per premium, goes up to NIS 285 in premiums and up to NIS 300,000 to the sports car-level test car. First driving: Skoda Superb remake
The ministerial car is going through a series of updates, will we see the hybrid version here? How does the Reno Forum reveal the true nature of Skoda Superb? And why did our reporter want to leave her and go on foot? So how will this election end? Amidst all the dust clouds of party and file struggles, we sometimes miss the main causes of deep value rivalry between all right and left parties, religious, secular, Arab and Jewish, immigrants and descendants. We miss the fact that at the moment, in the home of dozens of Israelis, nail-biting to see if they can get their hands on a ministerial or MK vehicle, or having to settle for a car they own at home. With the Ministers of Israel (and MKs, officers, police officers and other senior officials) – Superb. What does this refresh include, what has changed and how does it all look in reality? It seems best to start with one surprising statistic.
A singing car, we said. And state officials must be driving a unique luxury car, right? So get the following figure: In 2018, the distribution of Superb sales worldwide was 18% for private customers and 82% were fleet customers. The Israeli government may soon become one of the largest in the government, in terms of the number of ministers, so maybe that is just fine. Awake conversations with the navigation system
The thing that springs to mind first of all in the facelift – is not the exterior design, which has not changed significantly. But the smart safety system, and in particular, Fitcher, who is not expected to arrive in Israel in the meantime, and I’m talking about a system that came from a science fiction movie.
The Skoda Superb adaptive cruise control is expected to reach us, but in different countries (including Austria, where the car was launched), the car knows how to communicate with the navigation system. Sound just a technical matter? Accept: You set a destination for the system, which will navigate you like any other navigation system. But not only, first, your cruise speed, will you follow exactly the speed limit, information you get from both automatic reading of speed signals and information from the navigation system. But it’s a feature that exists in other cars too, here’s the twist.
I drive at 80 km / h and approach a sharp turn on the road. Before deciding how much to brake, the car prepares for a turn, slows down and even declares the recommended speed for a bend. Approaching a traffic circle? Red doesn’t know how to stop yet, the car gets on its own
And this is becoming even more extreme: in the middle of the interurban road, my turn is on the way to the destination. A regular active cruise control system will just keep going and I will have to unplug it (by pressing the brake, for example), but here the car simply slows down for the requested turn in the navigation system. All of these, of course, fit into the natural behavior of an adaptive cruise control system.
This semi-autonomous system just works wonderfully in the Superb. We are pleased that the general system is coming here and wish for the day to be synchronized with fine navigation software in Israel. Try and understand. Anyone who likes to drive can unplug the system and operate it when it wants to be less concerned about synchronizing its operations between navigation system requirements and road conditions.