Gallery
Pros
Cons
Most people are likely aware that Cadillac has a spacious three-row SUV in its lineup called the Escalade.
It’s become a household name since it launched prior to the turn of the century, and now there’s even an entirely electric version. But the most prestigious brand in the General Motors (GM) portfolio also offers a midsize three-row called the XT6; and despite this being its sixth year on the market, it’s made a far smaller splash than the brand probably expected.
After spending a week with the 2025 Cadillac XT6, we have a clearer understanding why it has been largely forgotten.
Styling 8 / 10
The best part of the XT6 is its styling. Finished in sparkling Stellar Black Metallic paint, our tester looked as if it was dressed up for a night at a gala. The front end is especially appealing, with its familial visage bearing plenty of resemblance to other Cadillac models, including the Escalade. The grille isn’t grotesquely oversized, as can be the case with some cartoonish competitors, and the black mesh treatment is broken up only by the modernized version of the brand’s crest.
The profile breaks no new stylistic ground, but neither does it offend, looking restrained and well-proportioned (if not overly original). The Cadillac crest is repeated in monotone on the fender, while the only other flourish is a subtle chrome strip along the bottom of the doors. The hindquarters are also tastefully understated, and the XT6 is rolling proof that when stylists don’t follow fickle trends their designs age more successfully.
Similarly, the cabin has aged well. Instead of vast expanses of digital screens, our tester’s dashboard featured a broad swath of carbon fibre trim that faded from a bronze shade to black. Other panels were draped in soft black leather, and the overall look is a premium one. Still, there are a few places where the materials are surprisingly low-rent in look and feel, diminishing the overall impact of the interior design.
Comfort 7.5 / 10
Occupants in the front and second-row bucket seats are treated to spacious and comfortable accommodations. The seats are supportive and cozy, being neither too firm nor too squishy, plus the ones up front are heated and cooled (the second-row seats are heated). Competitive models from Lincoln and Genesis offer massaging seats, which aren’t offered here.
The third row is more cramped than many of the key competitors, with the XT6 offering modest leg- and shoulder room, although headroom is decent.
The XT6 is very quiet with wind, road, and engine noise all well-isolated, and while ride quality is OK, it’s not as supple and luxurious as expected. Namely, it’s the Sport trim’s 20-inch wheels that are the problem, clearly announcing potholes and expansion joints in the pavement. (Smaller 18-inch wheels are standard on the base Luxury trim, while the Premium Luxury also rides on 20-inch alloys.)
Features 7 / 10
Although lacking the massage functionality and adjustability expected in this segment, the semi-aniline leather upholstery on the seats makes them decidedly decadent. The XT6 Sport has a large dual-pane sunroof and features like a hands-free power tailgate and rear seats that fold electrically. Otherwise, there’s little the XT6 offers that isn’t found elsewhere in the segment. Even the upgraded 14-speaker stereo falls well short of the excellent systems found in the Lincoln Aviator or Acura MDX.
Our XT6 was optioned with SuperCruise, the hands-free driving system that will smoothly motor down select highways, changing lanes and maintaining safe speeds, without driver intervention. It’s one of the better systems of its kind on the market today. And while this XT6 had a head-up display, like so many systems like it, it’s invisible while wearing polarized sunglasses.
Safety 7 / 10
Our XT6 tester was equipped with advanced driver aids including automatic emergency braking front and rear, plus pedestrian detection, and even night vision, but many of these features are part of costly option groups.
The United States National Highway Traffic Safety Administration (NHTSA) has given the XT6 a five-star rating, while updated moderate overlap front and side collision testing by the not-for-profit Insurance Institute for Highway Safety (IIHS) produced “Poor” ratings. The pedestrian crash avoidance system also received a “Marginal” rating from the IIHS.
User-Friendliness 8 / 10
With the XT6 essentially unchanged since its introduction six years ago, its controls look and feel rather dated. In many respects, this is a positive, since it isn’t as dependent on controls that have been incorporated in touchscreens, as is increasingly the case. This means there’s still a traditional gear selector stalk, a volume knob, and even switches for temperature control.
Similarly, the instrument display features large, round dials for the traditional tachometer and speedometer, and the primary infotainment screen is large enough to be usable without dominating the entire dashboard. Wireless CarPlay worked reliably during our test, and while we appreciate there being the option of navigating the infotainment screen via a console-mounted dial, the screen itself is very responsive to touch inputs.
The seating position in relation to the steering wheel and controls is good, with lots of adjustability, and outward visibility is decent, although all the headrests, pillars, and tinted windows combine to increase the need for careful blind-spot checks.
Power 7 / 10
The XT6 in its entry-level Luxury trim comes with a turbocharged 2.0L four-cylinder engine. Our Sport trim uses a naturally-aspirated 3.6L V6 engine that’s been a fixture in several GM products over the years. Generally, it’s a smooth, agreeable engine with decent power and a nice-sounding snarl that moves the XT6 along swiftly. However, several competitors offer turbocharged versions of their V6s that make considerably more output, and generate their thrust with far fewer revs, making them feel much livelier around town and when passing.
A nine-speed automatic is the only transmission offered across both engines. When climbing up through the gears, it shifts cleanly and smoothly, but downshifts — especially when going from off-throttle to moderate acceleration — were often met with hesitation and a clunky gear change during this test.
Driving Feel 7 / 10
All Canadian units come with all-wheel drive, although it’s a front-drive-biased system that lets the driver select a normal driving mode that’s front-wheel-drive only. This is done in the interest of reducing drivetrain friction and improving fuel efficiency. The problem is that when extra traction is needed, the driver has to consciously select all-wheel drive, which can add an extra level of anxiety to an already stressful driving scenario. Conversely, nearly every other modern all-wheel-drive system is fully automatic, taking the onus off the driver.
Despite riding on a car-like platform, the XT6 often feels heavy and truck-like when driving around town. The steering has a strange, non-linear, and very artificial weight to it, and offers virtually no road feel. Handling is competent for a crossover this size, but there’s enough body roll to make it feel somewhat nautical. The standard Michelin touring tires provided an alarming lack of steering and braking in our test week’s snowy conditions, reinforcing a definite need for proper winter rubber.
Fuel Economy 7 / 10
Driving around as much as possible in front-wheel drive, the observed consumption rate of 11.4 L/100 km was in line with the official Combined figure — not bad considering the wintery driving mix of both urban and rural routes. The XT6 is rated to burn 13.1 L/100 km in the city and 9.5 on the highway.
Practicality 7 / 10
Practicality is one of the main reasons crossovers have become so popular, and the XT6 is no exception. While overall passenger space and cargo room might be down a bit compared to others in the segment, there’s still a decent amount of space behind the third row for a few bags, while the cargo hold becomes gargantuan with both the second- and third rows folded flat.
The XT6 Sport is rated to tow 1,815 kg (4,000 lb), which is notably less than most key competitors.
Value 7 / 10
Starting at $66,199 — including a non-negotiable freight charge of $2,600 — for the Luxury trim, the XT6 is one of the cheapest premium crossovers this size. Moving up to either the Premium Luxury or Sport trim increases the pre-tax price to $71,599, but this tester was equipped with more than $17,000 in options, driving the price up to $89,000.
A fully-specced Genesis GV80 is a more engaging vehicle with notably more power and a more luxurious, feature-rich interior, but it commands $95,500, while the Infiniti QX60 Autograph has a properly decadent interior, but less power and a lower price. The XT6’s closest competitor is the Lincoln Aviator that, in Reserve trim, offers similar luxury with a more contemporary design, features, and performance.
The real elephant in the XT6’s room is sitting right across the showroom floor. The Buick Enclave Avenir is constructed on a more spacious version of the same platform; and while it doesn’t offer the Cadillac’s V6, its turbocharged 2.5L is more powerful. What’s more, the Enclave uses GM’s latest cockpit layout with more tech and a much bigger set of screens. Even with SuperCruise added, the Avenir is about $10,000 cheaper.
The Verdict
One of the option groups Cadillac lists for the XT6 is a Livery package, indicating the best use case for this machine: as an airport limo. It offers enough prestige in its appearance, and nice finishes to appeal to the needs of a livery service,whose occupants won’t be bothered by the XT6’s dated drivetrain or features.
This segment is a very crowded one, with several excellent alternatives offering a better drive experience and value. The 2025 Cadillac XT6 is expected to leave the Cadillac lineup after this year and, for most, it won’t be missed.
