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These are the fastest-selling new cars of 2024

Automakers finally appear to be back on their feet after a few years of severe instability, but that hasn’t helped all of them in the sales department. iSeeCars recently released its study on the fastest- and slowest-selling new vehicles and found that some companies are moving vehicles off dealersÂ’ lots at more than twice the pace of others. Toyota was the fastest-selling new car brand between October 2023 and March 2024, moving vehicles in an average of 39.6 days. Surprisingly, Alfa Romeo came second, averaging 41.8 days on the market. Last year, we saw a list of the fastest-selling individual nameplates overall, as opposed to this study that's ranked by brand. Fastest-selling new cars of 2024 Toyota: 39.6 days on the market Alfa Romeo: 41.8 Cadillac: 43.4 Honda: 44.2 Jaguar: 44.4 Kia: 47 Hyundai: 47.1 Subaru: 49 BMW: 49.1 Mazda: 53.1 The brands moving inventory the fastest show a strong value and desirability for buyers. iSeeCars executive analyst Karl Brauer noted, “Fast-selling brands like Toyota and Honda represent mainstream consumers seeking maximum value for their new-car dollar. Conversely, high-ranking luxury, low-volume brands like Alfa Romeo, Cadillac, and Jaguar reflect both their limited supply as well as high demand from affluent buyers willing to snap these models up shortly after they arrive on dealer lots.” Of course, there is no light without darkness, and on the other side of the list are a handful of brands struggling to move inventory. Lincoln was the slowest-selling new car company, with an average of 82.6 days to sell. Infiniti was close behind at 79.8 days, and Buick took an average of 79 days to move units. iSeeCars noted that new EVs take much longer to sell than their hybrid counterparts, at an average of 70.6 days on the market in March 2024, compared to just 49.5 for hybrids. Some of the fast-selling new brands also made the used car list. Used Hondas sold the fastest, only sitting on dealersÂ’ lots for an average of 26.1 days. LexusÂ’ used cars sat for 26.3 days, and Toyota moved its used inventory in an average of 27.4 days. By the Numbers Green Alfa Romeo Cadillac Toyota Car Buying

2018 Cadillac XTS V-Sport Drivers' Notes Review | Cruise missile

The XTS is a standout in Cadillac's current lineup. It's a throwback to the automaker's cars of the '90s and early 2000s. It's big, comfy and packs a punch under the hood, but there's only a slight pretense of sportiness, despite the V-Sport moniker. If you want a Cadillac that handles, buy a CTS or ATS. Still, there's nothing wrong with being a big, slightly soft cruiser. Not everyone is out to conquer the Nurburgring. Some people just want comfy seats and a half-mile of wheelbase. Our tester is the range-topping Platinum V-Sport trim. At $73,040, it's not exactly cheap. That said, you do get a hell of a lot for your money. This car has heated and cooled massaging front seats with 22-way power adjustment, a heated steering wheel, heads-up display, the latest version of Cadillac's infotainment system, Bose surround sound, LED headlights and adaptive cruise control. That's not including all the V-Sport goodies like Brembo brakes, magnetic ride and a howling 3.6-liter twin-turbo V6. Senior Editor, Green, John Beltz Snyder — Hopping in the Cadillac XTS, the familiar surroundings created a certain set of expectations. Like judging a book by its cover, it's an easy trap to judge a Cadillac by its interior (they all feel the same to me). Some of what I expected, I got: a smooth ride, hearty pep, robust driver assist and fussy audio and HVAC controls. What surprised me was just how urgent this motor is. On paper, that should come as no surprise. The V-Sport's 3.6-liter twin-turbo V6, making 410 horsepower and 369 pound-feet of torque, is bound to pack a punch. You almost forget what that should feel like, though, until you put your right foot down. There's no lag, and despite the all-wheel drive, there's even a little torque steer. The lightness of the steering means it's no difficult task to account for it, though. Speaking of steering, I actually enjoyed bending this through tight corners. It's a breeze to saw the tiller back and forth, and the car communicates the interaction between the tires — especially up front — with the road. I'd like to take this Caddy to the track. Associate Editor Reese Counts: I liked this car way more than I thought I would. I was expecting a DTS or STS with a fresh face and a bit more punch. In a way, that's what this is, but I don't mean that as a knock. I don't need every car I drive to be able to put down hot laps. Sometimes I want something with soft seats (that massage!) and a big engine to get me home quickly.

Cadillac Rear Camera Mirror | 2017 Autoblog Technology of the Year Finalist

We give Cadillac a lot of credit for being the first to make good on the promise to replace mirrors with cameras and displays. That was good enough to earn the Cadillac Rear Camera Mirror a place on our 2017 Technology of the Year awards shortlist for new features. The idea behind this system is relatively simple; what perhaps took more doing was getting the regulations in place to allow a video feed to replace the government-mandated mirror. The hardware and that rules compliance starts with what looks like a normal rearview mirror – because it defaults to being a mirror until you switch on the display or in the event the system somehow fails. Flip the little toggle at the bottom of the mirror – the one normally used to switch from day to night mode – and the reflection is replaced by a very crisp feed from a camera at the back of the vehicle. This live stream gives you a wide-angle view of what's behind, without obstruction from back-seat passengers, headrests, or any bodywork. The camera is even shielded from weather and has a coating to shed water. What you see doesn't exactly look like a normal reflection, but the quality is good enough and you see more than you would normally with something aimed through today's small rear windows. But because it isn't actually a reflection, you have to make some adjustments. When your eyes are focused down the road, glancing at a mirror gives you a view the same distance away but in the rear. With the rear camera mirror, a glance back requires your eyes to first refocus on the display, which takes a moment. And unlike a normal mirror, which you look through at an angle, this display is angled toward the driver but projecting an image that looks straight back – no matter how you move it, the image doesn't change like a mirror's would. And because it's an image and not a reflection, you can't choose what's in focus and lose your sense of depth perception. It's not clear whether objects in mirror are closer or farther than they appear. And there are other limitations. For instance, while the display balances bright lights and dark surroundings well at night, it is tricked by LED headlights, which flicker at a rate faster than the camera shoots. The result is a distracting strobe effect like you get when you point a smartphone camera at any LED light source. For those with migraine sensitivity, this kind of fast flashing can cause real problems.