Specs-wise, the
2013 Cadillac XTS4 and the newly released 2014 Acura RLX almost are
twins. Each sedan is powered by a midsize, 24-valve V-6 mated to a
six-speed automatic. The Acura's wheelbase is a mere half-inch longer
than the Caddy's, while exterior dimensions are within inches of each
other. (The XTS is a bit longer and wider.) Comparably equipped, both
cars wear stickers just above $60K. Yet in execution and character, the
Cadillac and the Acura turn out to be surprisingly different machines,
each offering a decidedly different take on what a sport-luxury
four-door should be. So which one best delivers? With a full battery of
track-test results in hand, executive editor Ron Kiino and yours truly
spent a full day gunning back-to-back through the serpentine mountain
byways above Malibu to find out.
Shapes Up
Acura's now-defunct flagship, the RL, embodied the word "bland." You
could park one in a warehouse full of toasters and never find it again.
Thankfully for Acura devotees, the new RLX represents a step up in
exterior appeal. Still well short of what anyone would call "bold," the
RLX is nonetheless edgier, crisper, with dramatic "jewel-eye" LED
headlamps and standard 18-inch, seven-spoke alloy wheels. (Our test car,
with the Advance package, wore 19s.) For Acura, the RLX represents a
stylistic step in the right direction -- albeit not a very big one.
No such concerns for Cadillac: The XTS is a
stunner. With its broad stance, muscular wheels, sharp body-side
creases, and chiseled headlamps, the XTS radiates drama and athleticism.
"Very upscale, refined, modern look," noted Kiino. "The edgy Art &
Science design language translates well to a biggish, long car." Indeed,
comparing the XTS with the RLX is like holding a pair of Manolo Blahnik
pumps alongside a pair of Hush Puppies.
Advantage: Cadillac
Inside Story
Step into either car and you know you're living large. Both the RLX and
the XTS are jammed full of luxury appointments, convenience features,
and cutting-edge tech. Again, though, each car follows its own
philosophy.
The Acra is handsome and inviting, if unadventurous. "Beautiful
interior materials [our test car had the optional super-soft Milano
leather], but a bit boring," said Kiino. "Still, I do appreciate the
simplified center stack, a big improvement over the RL's layout." While
Acura has once again gone old school on the interior design side, the
same can't be said of its willingness to incorporate a bounty of
gadgets. Included with the available Advance package are six-level
heated/ventilated front seats; a 450-watt, 14-speaker audio system by
renowned maker Krell; two large color display screens; navigation with
real-time traffic and rerouting; and the next generation of AcuraLink,
which offers a suite of live concierge services and the ability to
interact with the RLX using your smartphone. The safety features in the
Advance package include adaptive cruise control with low-speed follow
(the RLX can automatically brake to a stop if the car ahead does the
same) and lane-keeping assist that gently nudges the wheel if you begin
to stray from the center of your lane. Given the bounty of hardware on
tap, Acura's conservative styling approach actually pays off here. The
RLX trades some interior-styling excitement for functionality -- the
right call.
Cadillac has taken a bolder approach to cockpit
design, but while the XTS is beautiful inside, with sumptuous leather
covering the dash, in real-world use many of its artful touches detract
from the driving experience. For instance, the metallic bars that
operate the audio and climate-control systems look cool, neatly arrayed
as they are in the center stack, but using them is an exercise in
frustration. Changing volume means sliding a finger up or down the bar;
sometimes it works, often it doesn't. "Extremely annoying and
frustrating," wrote Kiino of the touch controls. "Sensitivity is all
wonky." And what's with the bizarre warning system built into the Driver
Awareness Package? Begin to stray from your lane, for instance, and the
XTS alerts you not with a chime or a gentle thrum of the steering
wheel, but a sharp buzz to your gluteus maximus. That's right: your very
own 21st-century whoopee cushion.
Compared with the RLX, the rear seat of the XTS
is equally roomy, but the Acura scores with superior comfort. "The RLX
seats are enveloping," logged Kiino. "The Caddy's are stiff and
comparatively cold." And while the high beltline and thick pillars of
the XTS contribute to the racy exterior shape, they make the cabin feel
darker and almost claustrophobic compared with the RLX. For the business
of driving, we'll take user-friendliness over high fashion every time.
Advantage: Acura
Handling: The Truth
The RLX benefits from a new suspension consisting of control arms up
front and a multilink setup at the rear, plus Amplitude Reactive Dampers
that reduce damping forces over small bumps and road imperfections to
enhance the ride. More significant is the new Precision All-Wheel Steer
system that's standard on all models. Acura says it's the first such
system able to independently adjust the toe angles on each rear wheel.
For sharper maneuvering, the rears can steer in the same direction as
the fronts; during cornering, the rears can rotate opposite the fronts
for quicker turn-in. Said Kiino, "Especially when making speedy turns
from a stop, it feels like the back end is stepping out. Cool!
Especially for a front-drive car." And, indeed, the RLX bested the XTS
at the track, delivering superior objective numbers in lateral grip and
our figure-eight test.
In our real-world driving, though, we far preferred the XTS. With its
superb Magnetic Ride Control shocks, which read the road every
millisecond and adjust in real time, the Cadillac felt unfailingly
composed even over rough asphalt. "More composed and
confidence-inspiring than the RLX," said Kiino. While the Acura is
"smooth as butter" on the freeway, on undulating pavement it tends to
float and bounce. The Caddy's steering is superior, too. Kiino: "Firmer
on-center feel and more organic feedback throughout the arc of the
wheel." Our XTS test car also featured the available all-wheel-drive
system, which in concert with an optional electronic limited-slip did a
superb job of putting down power. (Acura will offer an all-wheel-drive
RLX later this year.) The Caddy's drawback: It's roughly 300 pounds
heavier than the RLX -- and feels it.
Advantage: Cadillac
Power Play
The direct-injection, 3.5-liter six in the RLX is a beauty, making 310
hp and delivering a delicious growl as the revs build. Shifts are
smooth, and the transmission's computer brain generally does an
excellent job of finding the appropriate gear. At the dragstrip, it's no
contest: The RLX is a full second quicker to 60 mph than the Caddy, and
retains that edge through the quarter mile. The RLX is always lively
and ready to run, whereas the 286-pound heavier XTS tends to bog a bit
coming out of slower corners. Compounding that weight problem is the
Cadillac's slight (8-lb-ft) torque disadvantage and gearing that
averages 20 percent taller than the Acura's. Despite the XTS wearing big
Brembo brakes, the RLX bettered it in stopping performance.
Not surprisingly, the RLX delivers significantly
better fuel efficiency than the XTS. EPA city/highway figures are 20/31
mpg versus 17/26, and in our back-to-back real-world driving our
observed figures were even more disparate: 21.6 mpg for the Acura and
just 15.9 for the Cadillac.
Advantage: Acura
We Have A Winner
In the end, we scored this one of the closest comparo finishes in recent
memory. These are two fine sedans: roomy, loaded with high-tech
wizardry, and almost equally capable of pampering driver and passengers
for even the longest drives.
The XTS shines in physical presence and handling
prowess, but takes a big hit because of its clunky user interface and
relatively poor performance at the pump. The new RLX might lack the
Cadillac's dramatic sheetmetal and doesn't hustle through the twisties
with the same athleticism, but it delivers outstanding comfort, a creamy
ride, a brilliant combo of speed and frugality, outstanding refinement
(at highway speeds its cabin is as quiet as a tomb), and a boatload of
technology that's far more accessible on a daily basis.
By the narrowest of margins, the 2014 Acura RLX takes home the gold.
Article and image courtesy of MotorTrend.
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