2014 Acura RLX vs. 2013 Cadillac XTS4 Elements of Style

-->

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 Acura 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.

	2014 Acura RLX P-AWS	2013 Cadillac XTS4 (Platinum)
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT	Front-engine, FWD	Front-engine, AWD
ENGINE TYPE	60-deg V-6, aluminum block/heads	60-deg V-6, aluminum block/heads
VALVETRAIN	SOHC, 4 valves/cyl	DOHC, 4 valves/cyl
DISPLACEMENT	211.8 cu in/3471 cc	217.5 cu in/3564 cc
COMPRESSION RATIO	11.5:1	11.5:1
POWER (SAE NET)	310 hp @ 6500 rpm	304 hp @ 6800 rpm
TORQUE (SAE NET)	272 lb-ft @ 4500 rpm	264 lb-ft @ 5200 rpm
REDLINE	6800 rpm	6500 rpm
WEIGHT TO POWER	12.8 lb/hp	14.0 lb/hp
TRANSMISSION	6-speed automatic	6-speed automatic
AXLE/FINAL-DRIVE RATIO	4.25:1/2.36:1	2.77:1/2.05:1
SUSPENSION, FRONT; REAR	Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar	Struts, coil springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar
STEERING RATIO	13.9:1	15.3:1
TURNS LOCK-TO-LOCK	2.5	2.6
BRAKES, F;R	12.3-in vented disc; 12.2-in disc, ABS	13.6-in vented disc; 12.4-in vented disc, ABS
WHEELS	8.0 x 19-in, cast aluminum	8.5 x 20-in, cast aluminum
TIRES	245/40R19 98W M+S Michelin Primacy MXM4	245/40R20 95V M+S Bridgestone Potenza RE97AS
DIMENSIONS
WHEELBASE	112.2 in	111.7 in
TRACK, F/R	64.3/64.2 in	62.3/62.5 in
LENGTH x WIDTH x HEIGHT	196.1 x 74.4 x 57.7 in	202.0 x 72.9 x 59.4 in
TURNING CIRCLE	40.5 ft	38.7 ft
CURB WEIGHT	3967 lb	4253 lb
WEIGHT DIST., F/R	61/39 %	58/42 %
SEATING CAPACITY	5	5
HEADROOM, F/R	37.6/36.9 in	40.1/37.8 in
LEGROOM, F/R	42.3/38.8 in	45.8/40.0 in
SHOULDER ROOM, F/R	59.6/57.0 in	57.9/56.3 in
CARGO VOLUME	15.1 cu ft	18.0 cu ft
TEST DATA
ACCELERATION TO MPH
0-30	2.2 sec	2.6 sec
0-40	3.2	3.7
0-50	4.4	5.3
0-60	5.9	6.9
0-70	7.5	9.0
0-80	9.5	11.8
0-90	12.0	14.6
0-100	14.6	17.7
PASSING, 45-65 MPH	2.9	3.3
QUARTER MILE	14.4 sec @ 99.0 mph	15.3 sec @ 92.6 mph
BRAKING, 60-0 MPH	112 ft	116 ft
LATERAL ACCELERATION	0.84 g (avg)	0.83 g (avg)
MT FIGURE EIGHT	26.8 sec @ 0.67 g (avg)	27.6 sec @ 0.63 g (avg)
TOP-GEAR REVS @ 60 MPH	1800 rpm	1600 rpm
CONSUMER INFO
BASE PRICE	$49,345	$61,305
PRICE AS TESTED	$61,345	$64,695
STABILITY/TRACTION CONTROL	Yes/Yes	Yes/Yes
AIRBAGS	Dual front, front side, f/r curtain, driver knee	Dual front, f/r side, f/r curtain, front knee
BASIC WARRANTY	4 yrs/50,000 miles	4 yrs/50,000 miles
POWERTRAIN WARRANTY	6 yrs/70,000 miles	6 yrs/70,000 miles
ROADSIDE ASSISTANCE	4 yrs/50,000 miles	6 yrs/70,000 miles
FUEL CAPACITY	18.5 gal	20.0 gal
EPA CITY/HWY ECON	20/31 mpg	17/26 mpg
ENERGY CONS., CITY/HWY	169/109 kW-hrs/100 miles	198/130 kW-hrs/100 miles
CO2 EMISSIONS	0.82 lb/mile	0.96 lb/mile
MT FUEL ECONOMY	21.6 mpg	15.9 mpg
RECOMMENDED FUEL	Unleaded premium	Unleaded regular