Cadillac XLR-V News **Full Test by C&D (page 5)**
03-23-2005, 10:21 AM
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Cadillac XLR-V News **Full Test by C&D (page 5)**
2006 Cadillac XLR-V - - Source: Autoweek
The Cadillac XLR V-Series is the third V from General Motors' Performance Division-and we're told the best so far. XLR-V gets the same 4.4-liter, 440-hp, 425-lb-ft supercharged V8 that first appeared in the STS V-Series last fall, along with a rear-mounted six-speed automatic transmission and a host of chassis upgrades. Engineers tell us to expect a combination of luxury roadster refinement and Nürburgring-burning handling and power. XLR-V goes on sale by spring 2006.
03-23-2005, 10:22 AM
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Wide-Open V: GM pumps up Caddy XLR roadster - - By BOB GRITZINGER - - Source: Autoweek
2006 CADILLAC XLR V-SERIES
ON SALE: Early 2006
BASE PRICE: $85,000 (est.)
POWERTRAIN: 4.4-liter, 440-hp, 425-lb-ft supercharged V8; rwd, six-speed automatic
CURB WEIGHT: 3804 lbs
0 to 60 MPH: 4.9 seconds (mfr.)
We probably wouldn’t blame General Motors if it axed the Cadillac XLR, given sales of the $76,000 luxury roadster since its introduction 18 months ago haven’t come close to expectations. That would be the usual GM thing to do—take a look at the short-term bottom line and overreact accordingly.
But in yet another refreshing sign from GM and its reborn Cadillac division, rather than dropping XLR, the formerly stodgy codgers at Cadillac are upping the ante by producing the V-Series performance version.
Making good on rumors we first heard back when XLR was introduced in summer 2003, XLR V-Series was unveiled at the New York auto show, complete with the supercharged Northstar powerplant we were promised oh so long ago.
As the third V-Series in the Cadillac line, XLR is the beneficiary of a considerably longer gestation period between introduction of the standard car and the presentation of the performance model, compared to V versions of CTS and STS. Besides allowing for more time to engineer the car, XLR-V also gets a lot more attention to handcrafted touches, such as leather on the upper steering wheel and the rollover hoops and above the instrument panel.
“We were able to do a lot more,” says Dave Hill, chief engineer and vehicle line executive for GM Performance Cars. “It’s a total car—we’d put it up against anything for sophisticated performance at a really high level.”
At the heart of the XLR-V is the same 4.4-liter, 440-hp, 425-lb-ft supercharged V8 that first appeared in the STS V-Series last fall. The engine is boosted by a helical Roots-type rotor set with four tubular intercoolers built into GM’s patented integral supercharger-intake manifold. Toss in variable intake and exhaust timing, which produces refined power along with strong top-end performance, and Cadillac says its boosted roadster will easily meet the V-Series goal of a sub-5.0-second 0-to-60-mph time.
Power routes to the rear wheels through a new rear-mounted, six-speed automatic transmission that incorporates some of GM’s best features, such as Performance Algorithm Shifting, which prevents upshifts in high-lateral acceleration maneuvers even if the driver lifts off the accelerator, and Performance Algorithm Liftfoot, which minimizes upshifts during closed-throttle driving and cornering to prevent unnecessary shifting.
XLR-V also gets a host of chassis modifications, including an upgrade to the 13.4-inch front/13-inch rear brakes used on the Z51 Corvette, larger front and rear antiroll bars, stiffer rear lower control-arm bushings, larger 19-inch Pirelli run-flat tires, and a recalibrated Magnetic Ride Control. As the only V-Series model with MR, Hill says XLR gets the best of both worlds—a comfortable around-town ride quality combined with a seamless transition to stiffer suspension control under aggressive driving conditions.
Styling modifications to the Tom Peters-designed XLR were directed by GM Performance design chief Kip Wasenko, who is steeped in XLR styling from his experience bringing the conceptual XLR, the Evoq, to life. Wasenko’s changes reinforce the V’s performance abilities, while retaining its elegance and refinement. Many mods were necessitated by performance upgrades, such as the bulging power dome in the hood to provide space for the supercharger beneath, and added intakes and louvers to direct more cooling air to the engine, power steering, supercharger, oil and transmission coolers, and the brakes.
Though Hill has long been associated with Corvette engineering, he assures XLR-V is no Z06 clone. XLR-V is a luxury sports car, with more mass and sound-deadening materials, which boosts its weight by several hundred pounds over the Z06, Hill notes. But the differences go beyond that in terms of distinctly unique driving qualities, he says.
“We’ve got enough tools in our kit to make completely different cars,” says Hill. “It’s like the difference between a Porsche Turbo and a Mercedes SL roadster.”
XLR-V goes on sale in the first quarter of 2006. Pricing hasn’t been announced, but Hill promises an “attractive” price for the segment. We suppose that’s another way of saying it ain’t going to be cheap.
ON SALE: Early 2006
BASE PRICE: $85,000 (est.)
POWERTRAIN: 4.4-liter, 440-hp, 425-lb-ft supercharged V8; rwd, six-speed automatic
CURB WEIGHT: 3804 lbs
0 to 60 MPH: 4.9 seconds (mfr.)
We probably wouldn’t blame General Motors if it axed the Cadillac XLR, given sales of the $76,000 luxury roadster since its introduction 18 months ago haven’t come close to expectations. That would be the usual GM thing to do—take a look at the short-term bottom line and overreact accordingly.
But in yet another refreshing sign from GM and its reborn Cadillac division, rather than dropping XLR, the formerly stodgy codgers at Cadillac are upping the ante by producing the V-Series performance version.
Making good on rumors we first heard back when XLR was introduced in summer 2003, XLR V-Series was unveiled at the New York auto show, complete with the supercharged Northstar powerplant we were promised oh so long ago.
As the third V-Series in the Cadillac line, XLR is the beneficiary of a considerably longer gestation period between introduction of the standard car and the presentation of the performance model, compared to V versions of CTS and STS. Besides allowing for more time to engineer the car, XLR-V also gets a lot more attention to handcrafted touches, such as leather on the upper steering wheel and the rollover hoops and above the instrument panel.
“We were able to do a lot more,” says Dave Hill, chief engineer and vehicle line executive for GM Performance Cars. “It’s a total car—we’d put it up against anything for sophisticated performance at a really high level.”
At the heart of the XLR-V is the same 4.4-liter, 440-hp, 425-lb-ft supercharged V8 that first appeared in the STS V-Series last fall. The engine is boosted by a helical Roots-type rotor set with four tubular intercoolers built into GM’s patented integral supercharger-intake manifold. Toss in variable intake and exhaust timing, which produces refined power along with strong top-end performance, and Cadillac says its boosted roadster will easily meet the V-Series goal of a sub-5.0-second 0-to-60-mph time.
Power routes to the rear wheels through a new rear-mounted, six-speed automatic transmission that incorporates some of GM’s best features, such as Performance Algorithm Shifting, which prevents upshifts in high-lateral acceleration maneuvers even if the driver lifts off the accelerator, and Performance Algorithm Liftfoot, which minimizes upshifts during closed-throttle driving and cornering to prevent unnecessary shifting.
XLR-V also gets a host of chassis modifications, including an upgrade to the 13.4-inch front/13-inch rear brakes used on the Z51 Corvette, larger front and rear antiroll bars, stiffer rear lower control-arm bushings, larger 19-inch Pirelli run-flat tires, and a recalibrated Magnetic Ride Control. As the only V-Series model with MR, Hill says XLR gets the best of both worlds—a comfortable around-town ride quality combined with a seamless transition to stiffer suspension control under aggressive driving conditions.
Styling modifications to the Tom Peters-designed XLR were directed by GM Performance design chief Kip Wasenko, who is steeped in XLR styling from his experience bringing the conceptual XLR, the Evoq, to life. Wasenko’s changes reinforce the V’s performance abilities, while retaining its elegance and refinement. Many mods were necessitated by performance upgrades, such as the bulging power dome in the hood to provide space for the supercharger beneath, and added intakes and louvers to direct more cooling air to the engine, power steering, supercharger, oil and transmission coolers, and the brakes.
Though Hill has long been associated with Corvette engineering, he assures XLR-V is no Z06 clone. XLR-V is a luxury sports car, with more mass and sound-deadening materials, which boosts its weight by several hundred pounds over the Z06, Hill notes. But the differences go beyond that in terms of distinctly unique driving qualities, he says.
“We’ve got enough tools in our kit to make completely different cars,” says Hill. “It’s like the difference between a Porsche Turbo and a Mercedes SL roadster.”
XLR-V goes on sale in the first quarter of 2006. Pricing hasn’t been announced, but Hill promises an “attractive” price for the segment. We suppose that’s another way of saying it ain’t going to be cheap.
03-23-2005, 10:51 AM
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Source: Autoweek
INFORMATION SUPPLIED BY GENERAL MOTORS
2006 CADILLAC XLR-V: ULTRA-LUXURY, UNDER-5 PERFORMANCE
· 440-horsepower Supercharged Northstar V-8 Engine
· Rear-Mounted Hydra-Matic Six-Speed Automatic Transmission
· Handcrafted Leather-wrapped Interior
· Adaptive Forward Lighting System
· V -Series Design Cues Throughout
NEW YORK – The 2006 Cadillac XLR-V – the newest addition to the luxury nameplate’s growing family of high-performance V-Series vehicles – establishes a new benchmark for the ultra-luxury class of high-performance roadsters in power, performance and personal amenities.
Like its mainstream XLR sibling, the XLR-V combines distinctively bold styling with contemporary luxury, ingenious technologies, rear-wheel-drive performance, and near 50/50 weight distribution for enhanced balance and vehicle dynamics – yet it does so on an entirely different level:
· Equipped with a supercharged Northstar engine and rear-mounted six-speed automatic transmission, the high-performance luxury roadster effectively delivers 0-to-60 performance in under 5 seconds;
· Exterior and interior appointments clearly identify the two-seater as a V-Series family member, including application of a signature wire-mesh grille, larger 19-inch wheels at all four corners, and ebony wood and aluminum accents throughout the interior;
· Chassis refinements enable surefootedness on the street or the track and include larger brakes, stabilizer bars, wheels and tires, a performance-calibrated Magnetic Ride Control (MR) system;
· An Adaptive Forward Lighting system, a first-time application on a Cadillac, which automatically adjusts headlamp direction up to 15-degrees for improved night driving vision.
Like XLR, the XLR-V will be built at GM’s state-of-the-art, award-winning Bowling Green assembly center.
Supercharged Northstar engine
At the heart of the XLR-V is the new, 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger. The dual overhead cam (DOHC) V-8 engine delivers the highest horsepower rating of any Cadillac engine to date.
Called the Northstar V-8 SC (supercharged), the engine produces 440 horsepower (328 kW) at 6400 rpm and 425 lb.-ft. (576 Nm) torque at 3600 rpm (power and torque figures estimated) – and the engine’s power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm.
The Northstar V-8 SC generates 120 horsepower (90 kW) and 115 lb.-ft. (156 Nm) of torque more than its naturally aspirated counterpart, while its specific output of 100-horsepower-per-liter makes it one of the world’s highest specific output production V-8 engines.
However, the Northstar V-8 SC used in the XLR-V is more than just power and torque. The DOHC engine includes variable valve timing that enables outstanding top-end performance while maintaining the expected refinement and quality associated with a luxury marque.
The aggressive torque curve enabled by the choice of a supercharged engine gives the XLR-V acceleration capable of placing it firmly in the under-5-second-club for 0-to-60 time – a signature capability of V-Series vehicles.
The refined shift feel is enabled by careful electronic calibration of both the engine and transmission. During shifts, power is instantaneously lowered, then ramped back up carefully to make gear changes virtually unnoticeable.
Air induction & exhaust
The air induction system on the XLR-V was redesigned to address packaging needs created by the larger engine and addition of the supercharger.
These modifications increased the flow of air to the engine by 30 percent, funneling it from the front air intake over the radiator and to the supercharger via two ducts, which converge into one prior to reaching the supercharger so only one mass air flow sensor is required.
The system was designed to be as free flowing as possible, bringing in the maximum amount of air to the supercharger. Each duct has been carefully tuned to minimize supercharger whine and resonance in order to achieve the most pleasing intake sound quality.
The exhaust system features a unique muffler design, which effectively combines the construction of a more conventional muffler with a high-performance flow-through design. In order to keep sound levels at a pleasant, throaty pitch during everyday driving on streets and expressways, the exhaust is routed through a series of internal chambers that muffle sound levels . During more aggressive driving, a vacuum-actuated Pierburg valve in the muffler opens to allow straight exhaust flow-through. There are some perforations in the pipe to allow some dissipation into the other muffler chambers, but the overall effect is to reduce backpressure and increase power.
Six-speed automatic transmission
The Northstar V-8 SC is mated to the all-new Hydra-Matic 6L80 six-speed automatic transmission – the first use of General Motors’ new six-speed automatic in a rear-mounted configuration.
The 6L80 – the only transmission offered on the XLR-V – is one of the most technologically advanced automatic transmissions in the industry, using clutch-to-clutch operation and an advanced integrated 32-bit transmission controller to deliver smooth and precise shifts. In addition, a wide 6.04:1 overall ratio spread enhances performance and fuel economy.
The 6L80 also incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC).
PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with the release of the torque converter clutch for smooth powering up when the throttle is reopened. PAL minimizes transmission upshifts during closed throttle driving and cornering to maintain the correct gear and alleviate “busyness.” Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.
Performance-tuned chassis systems
Chassis modifications found on the XLR-V when compared to its mainstream sibling include larger brakes; recalibrated Magnetic Ride Control (MR); larger front stabilizer bar and the addition of a rear stabilizer bar; stiffer rear lower control arm bushings; larger wheels and tires; a power steering fluid cooler; and a higher-capacity fuel pump.
The most noticeable change is in the braking system to assure strong stopping power and smooth, confident brake operation, coinciding with the increased power and handling capabilities of the XLR-V.
To achieve this, chassis engineers turned to J55 brakes, essentially the same application used in the Z51 Corvette with larger cross-drilled rotors and high-performance brake lining. Front rotors are 13.4-inches (340.4 mm) in diameter; rear rotors are 13.0-inches (330.2 mm). The thickness of the rotor cheeks on both the front and rear has been increased for added thermal capacity. The brake system incorporates dual-piston front calipers, and single-piston rear calipers.
Magnetic Ride Control on the XLR-V has been recalibrated to account for the enhanced handling characteristics the roadster’s surpercharged performance demands. The system seeks to keep the body on an even plane at all times, giving drivers a comfortable ride by dramatically reducing disturbances to the vehicle body.
The MR recalibration – combined with a stiffer front stabilizer bar, the addition of a rear stabilizer bar, and stiffer rear control arm bushings – subtly changes the driving characteristics of the XLR-V when compared to the standard XLR. Another V-Series staple is a four channel/four-selection mode chassis control system (StabiliTrak), enabling the driver to switch between four stability settings, including a "less-governed" performance mode for the performance enthusiast.
Wheels and tires have been increased in size for enhanced sure-footedness, to 235/45R-19 on the front and 255/40R -19 rear. The tires are Pirelli run flats.
Cooling strategies for high performance
To meet the increased demands of the XLR-V powertrain and power steering systems, a number of enhancements were made in the cooling systems to assure the vehicle can realize its full performance potential while meeting all the expectations for refinement and sophistication expected in an ultra-luxury roadster. These enhancements include:
· Auxiliary engine oil cooler (EOC);
· Auxiliary transmission oil cooler (TOC);
· Large auxiliary cooler inlet and outlet openings;
· Dedicated supercharger radiator;
· Power steering fluid cooler, which consists of a tube wrapped with wire bristles, giving it an appearance similar to a hairbrush. Unlike more traditional finned coolers, the bristle design allows air to flow through the cooler from all directions, creating more efficient and effective cooling;
· Louvers have been added in the wheel liners behind the auxiliary coolers to exit air from the coolers and to help improve brake cooling.
V -Series styling modifications
Styling modifications have imparted a more aggressive character to the XLR-V in keeping with its enhanced performance capabilities, while retaining an aura of refined elegance. Exterior and interior design refinements include:
· Polished wire mesh upper and lower front grilles, a V-Series signature;
· Aggressively sculpted hood instantly marking the XLR-V as a supercharged-powerhouse. While the dome is enclosed and does not bring additional air into the engine, its function is to make room for the supercharger;
· New 10-spoke aluminum wheel design with sterling silver finish;
· Unique V-Series and Supercharged badging that subtly proclaims the XLR-V’s pedigree, including “XLR-V” and “Supercharged” badges on the front fenders, doors and deck lid;
· Four polished stainless steel exhaust tips;
· Black finish brake calipers with machined V-Series logo;
· Three exterior color offerings: Infra Red, Black Raven and Light Platinum;
· Zingana Wood, an ebony-hued wood with a distinctive grain, is used on the shifter knob, cup holder area, steering wheel, and on portions of the door and center console;
· The upper portion of the interior is ebony with either shale or ebony as the dominant lower color, maintaining a sense of quiet, restrained elegance;
· Ebony leather with French stitching wraps interior components throughout, from the top of the IP, and roll hoops to the door trim, arm rests, center console and steering wheel;
· The soft, supple leather seats with French stitching are either all ebony or shale with matching perforated suede fabric inserts on both the seats and accent trim on the door panels;
· Aluminum accent pieces throughout the interior, from the sill plates to the center stack trim plate surrounding the radio and steering wheel accents, are in a new Kinetic pattern;
· V -Series badging highlights the instrument cluster and passenger side dash.
Adaptive Forward Lighting
The XLR-V is the first Cadillac to be equipped with AFS, an advanced forward lighting system that uses sensors to determine speed and steering wheel angle input in determining how fast and how far to turn the headlamps for improved night driving vision.
Using a stepper motor and controller, the system is capable of turning the headlamps from straight ahead to 15-degrees inboard and 5-degrees outboard on each lamp, which work in tandem.
SPECIFICATIONS: 2006 CADILLAC XLR-V
All specifications preliminary
Overview
Model: 2006 Cadillac XLR-V luxury roadster
Body style / driveline: 2-door high-performance hardtop convertible with rear-wheel-drive
Construction: hydroformed perimeter frame, structural center tunnel, aluminum cockpit frame
Manufacturing location: Bowling Green, Ky.
Key competitors: Mercedes Benz SL 55 AMG Roadster, Lexus SC Convertible, Jaguar XKR Convertible
Engine
Type: Northstar V-8 SC
Configuration: supercharged 4.4L DOHC V-8
Installation: longitudinal RWD
Bank angle: 90-degrees
Displacement (cu in / cc): 267 / 4371
Bore & stroke: 91 mm x 84 mm
Bore spacing: 102 mm
Engine mass (lb / kg): 504.2 / 228.7
Block material: upper – sand-cast 319 T7 aluminum lower – die-cast aluminum
Cylinder head material: 319 T7 semi-permanent mold cast aluminum alloy
Supercharger / intake: · GM patented integral design · GM specific helical roots rotor set, cast aluminum case · four integrated tubular (Laminova style) intercoolers · displacement: 2.0 L / 122 ci · 2.1:1 pulley ratio · modulated by pass
Exhaust manifold material: cast nodular iron
Crankshaft material: forged steel with rolled fillets
Camshaft material: cast nodular iron
Connecting rod material: powder metal, heat treated
Connecting rod length: 151 mm
Valvetrain: roller follower DOHC, 4 valves per cylinder, variable valve timing
Valve lift: 10.5 mm / .413 in (intake), 10.0 mm / .394 in (exhaust)
Ignition system: coil-on-plug with extended-life dual platinum-tipped spark plugs
Throttle body diameter (in / mm) 3.1 / 80
Fuel delivery: returnless, electronic sequential fuel injection
Compression ratio: 9.0:1
Firing order / rotational direction 1 – 2 – 7 – 3 – 4 – 5 – 6 – 8 clockwise
Horsepower (hp / kw @ rpm): 440 / 328 @ 6400 rpm (estimate)
Torque (lb-ft / Nm @ rpm): 425 / 576 @ 3600 rpm (estimate) 90-percent of peak torque available between 2200 and 6000 rpm
Recommended fuel: 91 octane minimum (premium) required
Maximum engine speed (rpm @ fuel shutoff): 6700
Emissions controls: · BIN8/EURO 4 compliant · close-coupled catalytic converters · EGR and AIR not required · meets Federal, California , and LEV2 evaporative emissions standards
Additional features: · intake and exhaust continuously variable valve timing · piston spray cooling · polished exhaust ports · friction washers at front of crankshaft provide robust join retention
Transmission
Type: Hydra-Matic 6L80 six-speed, rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture with integral electro/hydraulic control module
Engine range: 4.4L
Maximum engine torque: 425 lb-ft (576 Nm)
Maximum gearbox torque: 664 lb-ft (900 Nm)
Gear ratios:
First: 4.03
Second: 2.36
Third: 1.53
Fourth: 1.15
Fifth: 0.85
Sixth: 0.67
Reverse: -3.06
Maximum shift speed: 6500 rpm
Final drive: 2.56
7-position quadrant: P,R,N,D, DSC (Driver Shift Control)
Case material: die cast aluminum
Shift pattern: (2) three-way on/off solenoids
Shift quality: five variable bleed solenoids
Torque converter clutch: variable bleed solenoid
Converter size: 258 mm
Fluid type: DEXRON VI
Transmission weight: 96.7 kg (wet) / 213.19 lb.
Fluid capacity (approximate): 6.2 L / 6.5qt.
Pressure taps available: line pressure
Chassis/Suspension
Front: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Rear: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Traction control system: full-range
Stabilizer bar: front: hollow, 28.6 by 4.5 mm wall thickness rear: hollow, 23.6 by 3.5 mm wall thickness
Steering type: Magnasteer power-assisted rack-and-pinion
Steering wheel turns, lock-to-lock: 2.9
Turning circle, curb-to-curb (ft / m): 39 / 11.9
Brakes
Type: heavy duty with cross-drilled rotors and high-performance brake linings, dual-piston front calipers and single-piston rear calipers. power-assist with 4-channel ABS front and rear.
Rotor diameter x thickness (in / mm): front: 13.4 in. (340.4 mm) x 1.3 (32mm) rear: 13.0 in. (330.2 mm) x 1.0 (26mm)
Wheels/Tires
Wheel size and type: front: aluminum, 19 x 8.5 rear: aluminum, 19 x 8.5
Tires: front: P235/45R-19 – Pirelli Run Flat rear: P255/40R-19 – Pirelli Run Flat
Dimensions
Exterior
Length (in / mm): 177.7 / 4513
Width (in / mm): 72.3 / 1836
Height (in / mm): 50.4 / 1279
Overhang front (in / mm): 49.3 / 1252
Overhang rear (in / mm): 50.6 / 1285
Wheelbase (in / mm): 105.7 / 2685
Angle of approach @ GVMR (deg.): 16 to fascia
Angle of departure @ GVMR (deg.): 18 to muffler
Tread - front (in / mm) (C/L of at ground): 61.63 / 1564.4
Tread - rear (in / mm) (C/L of at ground): 62.13 / 1578.16
Interior
Seating capacity (front / rear): 2 / 0
Head room (in / mm): 37.6 / 955
Leg room (in / mm): 42.6 / 1083
Shoulder room (in / mm): 54.3 / 1380
Hip room (in / mm): 53 / 1346
Capacities
Fuel tank (gal / L): 18 / 68.1
Engine oil (qt / L): 7.5 / 7.1
Seating capacity (front / rear): 2 / 0
Curb weight (lb / kg) estimated: 3804/1726
2006 CADILLAC XLR-V: ULTRA-LUXURY, UNDER-5 PERFORMANCE
· 440-horsepower Supercharged Northstar V-8 Engine
· Rear-Mounted Hydra-Matic Six-Speed Automatic Transmission
· Handcrafted Leather-wrapped Interior
· Adaptive Forward Lighting System
· V -Series Design Cues Throughout
NEW YORK – The 2006 Cadillac XLR-V – the newest addition to the luxury nameplate’s growing family of high-performance V-Series vehicles – establishes a new benchmark for the ultra-luxury class of high-performance roadsters in power, performance and personal amenities.
Like its mainstream XLR sibling, the XLR-V combines distinctively bold styling with contemporary luxury, ingenious technologies, rear-wheel-drive performance, and near 50/50 weight distribution for enhanced balance and vehicle dynamics – yet it does so on an entirely different level:
· Equipped with a supercharged Northstar engine and rear-mounted six-speed automatic transmission, the high-performance luxury roadster effectively delivers 0-to-60 performance in under 5 seconds;
· Exterior and interior appointments clearly identify the two-seater as a V-Series family member, including application of a signature wire-mesh grille, larger 19-inch wheels at all four corners, and ebony wood and aluminum accents throughout the interior;
· Chassis refinements enable surefootedness on the street or the track and include larger brakes, stabilizer bars, wheels and tires, a performance-calibrated Magnetic Ride Control (MR) system;
· An Adaptive Forward Lighting system, a first-time application on a Cadillac, which automatically adjusts headlamp direction up to 15-degrees for improved night driving vision.
Like XLR, the XLR-V will be built at GM’s state-of-the-art, award-winning Bowling Green assembly center.
Supercharged Northstar engine
At the heart of the XLR-V is the new, 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger. The dual overhead cam (DOHC) V-8 engine delivers the highest horsepower rating of any Cadillac engine to date.
Called the Northstar V-8 SC (supercharged), the engine produces 440 horsepower (328 kW) at 6400 rpm and 425 lb.-ft. (576 Nm) torque at 3600 rpm (power and torque figures estimated) – and the engine’s power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm.
The Northstar V-8 SC generates 120 horsepower (90 kW) and 115 lb.-ft. (156 Nm) of torque more than its naturally aspirated counterpart, while its specific output of 100-horsepower-per-liter makes it one of the world’s highest specific output production V-8 engines.
However, the Northstar V-8 SC used in the XLR-V is more than just power and torque. The DOHC engine includes variable valve timing that enables outstanding top-end performance while maintaining the expected refinement and quality associated with a luxury marque.
The aggressive torque curve enabled by the choice of a supercharged engine gives the XLR-V acceleration capable of placing it firmly in the under-5-second-club for 0-to-60 time – a signature capability of V-Series vehicles.
The refined shift feel is enabled by careful electronic calibration of both the engine and transmission. During shifts, power is instantaneously lowered, then ramped back up carefully to make gear changes virtually unnoticeable.
Air induction & exhaust
The air induction system on the XLR-V was redesigned to address packaging needs created by the larger engine and addition of the supercharger.
These modifications increased the flow of air to the engine by 30 percent, funneling it from the front air intake over the radiator and to the supercharger via two ducts, which converge into one prior to reaching the supercharger so only one mass air flow sensor is required.
The system was designed to be as free flowing as possible, bringing in the maximum amount of air to the supercharger. Each duct has been carefully tuned to minimize supercharger whine and resonance in order to achieve the most pleasing intake sound quality.
The exhaust system features a unique muffler design, which effectively combines the construction of a more conventional muffler with a high-performance flow-through design. In order to keep sound levels at a pleasant, throaty pitch during everyday driving on streets and expressways, the exhaust is routed through a series of internal chambers that muffle sound levels . During more aggressive driving, a vacuum-actuated Pierburg valve in the muffler opens to allow straight exhaust flow-through. There are some perforations in the pipe to allow some dissipation into the other muffler chambers, but the overall effect is to reduce backpressure and increase power.
Six-speed automatic transmission
The Northstar V-8 SC is mated to the all-new Hydra-Matic 6L80 six-speed automatic transmission – the first use of General Motors’ new six-speed automatic in a rear-mounted configuration.
The 6L80 – the only transmission offered on the XLR-V – is one of the most technologically advanced automatic transmissions in the industry, using clutch-to-clutch operation and an advanced integrated 32-bit transmission controller to deliver smooth and precise shifts. In addition, a wide 6.04:1 overall ratio spread enhances performance and fuel economy.
The 6L80 also incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC).
PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with the release of the torque converter clutch for smooth powering up when the throttle is reopened. PAL minimizes transmission upshifts during closed throttle driving and cornering to maintain the correct gear and alleviate “busyness.” Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.
Performance-tuned chassis systems
Chassis modifications found on the XLR-V when compared to its mainstream sibling include larger brakes; recalibrated Magnetic Ride Control (MR); larger front stabilizer bar and the addition of a rear stabilizer bar; stiffer rear lower control arm bushings; larger wheels and tires; a power steering fluid cooler; and a higher-capacity fuel pump.
The most noticeable change is in the braking system to assure strong stopping power and smooth, confident brake operation, coinciding with the increased power and handling capabilities of the XLR-V.
To achieve this, chassis engineers turned to J55 brakes, essentially the same application used in the Z51 Corvette with larger cross-drilled rotors and high-performance brake lining. Front rotors are 13.4-inches (340.4 mm) in diameter; rear rotors are 13.0-inches (330.2 mm). The thickness of the rotor cheeks on both the front and rear has been increased for added thermal capacity. The brake system incorporates dual-piston front calipers, and single-piston rear calipers.
Magnetic Ride Control on the XLR-V has been recalibrated to account for the enhanced handling characteristics the roadster’s surpercharged performance demands. The system seeks to keep the body on an even plane at all times, giving drivers a comfortable ride by dramatically reducing disturbances to the vehicle body.
The MR recalibration – combined with a stiffer front stabilizer bar, the addition of a rear stabilizer bar, and stiffer rear control arm bushings – subtly changes the driving characteristics of the XLR-V when compared to the standard XLR. Another V-Series staple is a four channel/four-selection mode chassis control system (StabiliTrak), enabling the driver to switch between four stability settings, including a "less-governed" performance mode for the performance enthusiast.
Wheels and tires have been increased in size for enhanced sure-footedness, to 235/45R-19 on the front and 255/40R -19 rear. The tires are Pirelli run flats.
Cooling strategies for high performance
To meet the increased demands of the XLR-V powertrain and power steering systems, a number of enhancements were made in the cooling systems to assure the vehicle can realize its full performance potential while meeting all the expectations for refinement and sophistication expected in an ultra-luxury roadster. These enhancements include:
· Auxiliary engine oil cooler (EOC);
· Auxiliary transmission oil cooler (TOC);
· Large auxiliary cooler inlet and outlet openings;
· Dedicated supercharger radiator;
· Power steering fluid cooler, which consists of a tube wrapped with wire bristles, giving it an appearance similar to a hairbrush. Unlike more traditional finned coolers, the bristle design allows air to flow through the cooler from all directions, creating more efficient and effective cooling;
· Louvers have been added in the wheel liners behind the auxiliary coolers to exit air from the coolers and to help improve brake cooling.
V -Series styling modifications
Styling modifications have imparted a more aggressive character to the XLR-V in keeping with its enhanced performance capabilities, while retaining an aura of refined elegance. Exterior and interior design refinements include:
· Polished wire mesh upper and lower front grilles, a V-Series signature;
· Aggressively sculpted hood instantly marking the XLR-V as a supercharged-powerhouse. While the dome is enclosed and does not bring additional air into the engine, its function is to make room for the supercharger;
· New 10-spoke aluminum wheel design with sterling silver finish;
· Unique V-Series and Supercharged badging that subtly proclaims the XLR-V’s pedigree, including “XLR-V” and “Supercharged” badges on the front fenders, doors and deck lid;
· Four polished stainless steel exhaust tips;
· Black finish brake calipers with machined V-Series logo;
· Three exterior color offerings: Infra Red, Black Raven and Light Platinum;
· Zingana Wood, an ebony-hued wood with a distinctive grain, is used on the shifter knob, cup holder area, steering wheel, and on portions of the door and center console;
· The upper portion of the interior is ebony with either shale or ebony as the dominant lower color, maintaining a sense of quiet, restrained elegance;
· Ebony leather with French stitching wraps interior components throughout, from the top of the IP, and roll hoops to the door trim, arm rests, center console and steering wheel;
· The soft, supple leather seats with French stitching are either all ebony or shale with matching perforated suede fabric inserts on both the seats and accent trim on the door panels;
· Aluminum accent pieces throughout the interior, from the sill plates to the center stack trim plate surrounding the radio and steering wheel accents, are in a new Kinetic pattern;
· V -Series badging highlights the instrument cluster and passenger side dash.
Adaptive Forward Lighting
The XLR-V is the first Cadillac to be equipped with AFS, an advanced forward lighting system that uses sensors to determine speed and steering wheel angle input in determining how fast and how far to turn the headlamps for improved night driving vision.
Using a stepper motor and controller, the system is capable of turning the headlamps from straight ahead to 15-degrees inboard and 5-degrees outboard on each lamp, which work in tandem.
SPECIFICATIONS: 2006 CADILLAC XLR-V
All specifications preliminary
Overview
Model: 2006 Cadillac XLR-V luxury roadster
Body style / driveline: 2-door high-performance hardtop convertible with rear-wheel-drive
Construction: hydroformed perimeter frame, structural center tunnel, aluminum cockpit frame
Manufacturing location: Bowling Green, Ky.
Key competitors: Mercedes Benz SL 55 AMG Roadster, Lexus SC Convertible, Jaguar XKR Convertible
Engine
Type: Northstar V-8 SC
Configuration: supercharged 4.4L DOHC V-8
Installation: longitudinal RWD
Bank angle: 90-degrees
Displacement (cu in / cc): 267 / 4371
Bore & stroke: 91 mm x 84 mm
Bore spacing: 102 mm
Engine mass (lb / kg): 504.2 / 228.7
Block material: upper – sand-cast 319 T7 aluminum lower – die-cast aluminum
Cylinder head material: 319 T7 semi-permanent mold cast aluminum alloy
Supercharger / intake: · GM patented integral design · GM specific helical roots rotor set, cast aluminum case · four integrated tubular (Laminova style) intercoolers · displacement: 2.0 L / 122 ci · 2.1:1 pulley ratio · modulated by pass
Exhaust manifold material: cast nodular iron
Crankshaft material: forged steel with rolled fillets
Camshaft material: cast nodular iron
Connecting rod material: powder metal, heat treated
Connecting rod length: 151 mm
Valvetrain: roller follower DOHC, 4 valves per cylinder, variable valve timing
Valve lift: 10.5 mm / .413 in (intake), 10.0 mm / .394 in (exhaust)
Ignition system: coil-on-plug with extended-life dual platinum-tipped spark plugs
Throttle body diameter (in / mm) 3.1 / 80
Fuel delivery: returnless, electronic sequential fuel injection
Compression ratio: 9.0:1
Firing order / rotational direction 1 – 2 – 7 – 3 – 4 – 5 – 6 – 8 clockwise
Horsepower (hp / kw @ rpm): 440 / 328 @ 6400 rpm (estimate)
Torque (lb-ft / Nm @ rpm): 425 / 576 @ 3600 rpm (estimate) 90-percent of peak torque available between 2200 and 6000 rpm
Recommended fuel: 91 octane minimum (premium) required
Maximum engine speed (rpm @ fuel shutoff): 6700
Emissions controls: · BIN8/EURO 4 compliant · close-coupled catalytic converters · EGR and AIR not required · meets Federal, California , and LEV2 evaporative emissions standards
Additional features: · intake and exhaust continuously variable valve timing · piston spray cooling · polished exhaust ports · friction washers at front of crankshaft provide robust join retention
Transmission
Type: Hydra-Matic 6L80 six-speed, rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture with integral electro/hydraulic control module
Engine range: 4.4L
Maximum engine torque: 425 lb-ft (576 Nm)
Maximum gearbox torque: 664 lb-ft (900 Nm)
Gear ratios:
First: 4.03
Second: 2.36
Third: 1.53
Fourth: 1.15
Fifth: 0.85
Sixth: 0.67
Reverse: -3.06
Maximum shift speed: 6500 rpm
Final drive: 2.56
7-position quadrant: P,R,N,D, DSC (Driver Shift Control)
Case material: die cast aluminum
Shift pattern: (2) three-way on/off solenoids
Shift quality: five variable bleed solenoids
Torque converter clutch: variable bleed solenoid
Converter size: 258 mm
Fluid type: DEXRON VI
Transmission weight: 96.7 kg (wet) / 213.19 lb.
Fluid capacity (approximate): 6.2 L / 6.5qt.
Pressure taps available: line pressure
Chassis/Suspension
Front: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Rear: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Traction control system: full-range
Stabilizer bar: front: hollow, 28.6 by 4.5 mm wall thickness rear: hollow, 23.6 by 3.5 mm wall thickness
Steering type: Magnasteer power-assisted rack-and-pinion
Steering wheel turns, lock-to-lock: 2.9
Turning circle, curb-to-curb (ft / m): 39 / 11.9
Brakes
Type: heavy duty with cross-drilled rotors and high-performance brake linings, dual-piston front calipers and single-piston rear calipers. power-assist with 4-channel ABS front and rear.
Rotor diameter x thickness (in / mm): front: 13.4 in. (340.4 mm) x 1.3 (32mm) rear: 13.0 in. (330.2 mm) x 1.0 (26mm)
Wheels/Tires
Wheel size and type: front: aluminum, 19 x 8.5 rear: aluminum, 19 x 8.5
Tires: front: P235/45R-19 – Pirelli Run Flat rear: P255/40R-19 – Pirelli Run Flat
Dimensions
Exterior
Length (in / mm): 177.7 / 4513
Width (in / mm): 72.3 / 1836
Height (in / mm): 50.4 / 1279
Overhang front (in / mm): 49.3 / 1252
Overhang rear (in / mm): 50.6 / 1285
Wheelbase (in / mm): 105.7 / 2685
Angle of approach @ GVMR (deg.): 16 to fascia
Angle of departure @ GVMR (deg.): 18 to muffler
Tread - front (in / mm) (C/L of at ground): 61.63 / 1564.4
Tread - rear (in / mm) (C/L of at ground): 62.13 / 1578.16
Interior
Seating capacity (front / rear): 2 / 0
Head room (in / mm): 37.6 / 955
Leg room (in / mm): 42.6 / 1083
Shoulder room (in / mm): 54.3 / 1380
Hip room (in / mm): 53 / 1346
Capacities
Fuel tank (gal / L): 18 / 68.1
Engine oil (qt / L): 7.5 / 7.1
Seating capacity (front / rear): 2 / 0
Curb weight (lb / kg) estimated: 3804/1726
03-23-2005, 06:23 PM
#7
Senior Moderator
needs more power
Trending Topics
03-23-2005, 06:35 PM
#8
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Originally Posted by fsttyms1
needs more power
I think 0-60 in 4.6-4.7sec is fast enough.
03-23-2005, 09:56 PM
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Originally Posted by TypeSAddict
THat interior is nice. However, for $85k it needs to be more than nice.
03-23-2005, 10:07 PM
#14
Burn some dust here
Originally Posted by Beltfed
Every surface of that interior is covered in leather, aluminum, and wood, and has plenty of fancy electronics...what else would you like? Give you BJs why you drive?
And don't forget the Suede in the middle
03-24-2005, 09:34 AM
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Originally Posted by Beltfed
Every surface of that interior is covered in leather, aluminum, and wood, and has plenty of fancy electronics...what else would you like? Give you BJs why you drive?
Actualy, that wouldnt be a bad idea at all!
03-24-2005, 09:39 AM
#17
Outnumbered at home
That thing looks like a winner.
Problem will be getting people spending that much on that kind of car to even realize Caddy has something to offer. I bet if we asked 100 people on the street if caddy had a 2 door coupe 90 of them would say no.
Problem will be getting people spending that much on that kind of car to even realize Caddy has something to offer. I bet if we asked 100 people on the street if caddy had a 2 door coupe 90 of them would say no.
03-25-2005, 11:20 AM
#18
The sizzle in the Steak
Originally Posted by Beltfed
Every surface of that interior is covered in leather, aluminum, and wood, and has plenty of fancy electronics...what else would you like? Give you BJs why you drive?
Same materials as the Caddy, but a superior design.
03-25-2005, 11:42 AM
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Originally Posted by Crazy Sellout
How is the "base" XLR selling?
I only seen two, in black it looks very sleek. IMO
I only seen two, in black it looks very sleek. IMO
Not well at all. Production has been cut recently.
03-25-2005, 06:28 PM
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Originally Posted by Moog-Type-S
It may be made out of nice materials, but the design is not sporty at all. Here is a sport designed interior:
Same materials as the Caddy, but a superior design.
Same materials as the Caddy, but a superior design.
Would go with the XLR-V over the standard SL any day of the week.
Agreed though, the SL is a more polished car and the design overall certainly has a one upmanship over the XLR.......even though the XLR in most cases will get more attention on the road.
04-12-2005, 06:33 PM
#22
Not Asian
$100k Caddy?
$100K Caddy?
Forbes
April 12, 2005
By Dan Lienert
Right now, Cadillac's V-Series of high-performance cars might seem to the average buyer like nothing more than an interesting idea. After all, the only V-Series model one can buy is the CTS-V sedan -- which is fast but not terribly opulent inside, giving the V-Series the potential to seem half-baked.
In fact, the V-Series is merely in its infancy. By early 2006, two new V-Series models will arrive, and both will be more luxurious and powerful than the CTS-V. Cadillac introduced one of these two new models, the STS-V sedan, at January's North American International Auto Show in Detroit and the other, the XLR-V convertible, at the recent New York International Auto Show.
The XLR-V will be the fastest Cadillac in history. It is also likely to be the most expensive -- by a long shot. With a manufacturer's suggested retail price of $76,650, the XLR, upon which this edition is based, already boasts that distinction, but the XLR-V will be even pricier. Using the price differential between the $30,885 base price of the CTS and its $50,185 V-series doppelganger as a yardstick, if the XLR-V also cost as much as 62% over the base model, it would sticker at around $124,173.
But Cadillac will give more than just some token offerings in the high-performance arena to justify this price. The new XLR-V's performance credibility begins with its supercharged, 4.4-liter V-8 engine, which has 440 horsepower and 425 pound-feet of torque.
Ferocious acceleration will be available at nearly any point, as the V-8 will be able to deliver 90% of its peak torque between 2,200 and 6,000 rpm. Cadillac said in a recent statement that the XLR-V will be able to accelerate from zero to 60 mph in under five seconds.
For this vehicle, Cadillac has made significant modifications to the XLR, the convertible on which the XLR-V is based. The XLR-V will have larger brakes, an upgraded suspension and larger wheels and tires.
Parent company General Motors likes to identify high-performance or special-edition cars by installing a wire-mesh grille, and the XLR-V is no exception. The car's special wheels and ebony and aluminum interior accents also help identify it as a V-Series model.
The introduction of the XLR-V will give Cadillac a bona fide luxury hot-rod brand in the V-Series, not just a curiosity. A strong hot-rod brand can attract customers and generate handsome revenues. Just ask DaimlerChrysler which owns Mercedes-Benz and its profitable line of AMG performance cars.
It remains to be seen, though, if Cadillac can build and price a car that can compete in this rarefied automotive world. For one thing, test drives of the regular XLR have demonstrated to us that Cadillac is expecting a lot from its customers if it thinks it has a car on its hands that is as desirable as a Porsche 911 or a Mercedes SL-Class.
Presumably, patriotism and memories of glorious Cadillacs of old have driven more than a few XLR sales. For another, we're not thrilled to learn that an automatic transmission will be the only option on the new XLR-V.
I drove the XLR a couple of years ago with the car's chief engineer in the passenger's seat and mentioned that manual transmissions seem more appropriate on sports cars. He countered by saying I could not execute gear changes as quickly as a modern, sophisticated, automatic transmission can -- but that's not the point. Throwing a stick shift provides a visceral, exciting connection with a car. I feel like I'm driving with a stick shift, as opposed to being driven, as I feel with an automatic.
The engineer also pointed out that the XLR was not designed as a sports car, but rather as a "gentleman's express" -- a comfortable, quiet touring car. This may not bode well for the model's potential appeal as a performance car. So far, sales haven't exactly exploded for the XLR either. Since it was introduced in September 2003, it has sold an unimpressive 5,507 cars. In contrast, for the first three months of this year Porsche sold 2,301 911s, and for the same period Caddy sold 967 XLRs.
The XLR-V may go against the purpose of the XLR, but it at least makes the V-Series a big-time player against such rivals as AMG and BMW's M cars. Nice to see an American answer to those vehicles.
The V-series is so named because Cadillac was the first company to mass-produce a V-8, as well as the first to build a V-12 and a V-16.
In another first, the XLR-V will be the first Cadillac equipped with adaptive forward lighting, a system that uses sensors to determine speed and steering-wheel angle in determining how fast and how far to turn the headlamps for improved night vision.
Forbes
April 12, 2005
By Dan Lienert
Right now, Cadillac's V-Series of high-performance cars might seem to the average buyer like nothing more than an interesting idea. After all, the only V-Series model one can buy is the CTS-V sedan -- which is fast but not terribly opulent inside, giving the V-Series the potential to seem half-baked.
In fact, the V-Series is merely in its infancy. By early 2006, two new V-Series models will arrive, and both will be more luxurious and powerful than the CTS-V. Cadillac introduced one of these two new models, the STS-V sedan, at January's North American International Auto Show in Detroit and the other, the XLR-V convertible, at the recent New York International Auto Show.
The XLR-V will be the fastest Cadillac in history. It is also likely to be the most expensive -- by a long shot. With a manufacturer's suggested retail price of $76,650, the XLR, upon which this edition is based, already boasts that distinction, but the XLR-V will be even pricier. Using the price differential between the $30,885 base price of the CTS and its $50,185 V-series doppelganger as a yardstick, if the XLR-V also cost as much as 62% over the base model, it would sticker at around $124,173.
But Cadillac will give more than just some token offerings in the high-performance arena to justify this price. The new XLR-V's performance credibility begins with its supercharged, 4.4-liter V-8 engine, which has 440 horsepower and 425 pound-feet of torque.
Ferocious acceleration will be available at nearly any point, as the V-8 will be able to deliver 90% of its peak torque between 2,200 and 6,000 rpm. Cadillac said in a recent statement that the XLR-V will be able to accelerate from zero to 60 mph in under five seconds.
For this vehicle, Cadillac has made significant modifications to the XLR, the convertible on which the XLR-V is based. The XLR-V will have larger brakes, an upgraded suspension and larger wheels and tires.
Parent company General Motors likes to identify high-performance or special-edition cars by installing a wire-mesh grille, and the XLR-V is no exception. The car's special wheels and ebony and aluminum interior accents also help identify it as a V-Series model.
The introduction of the XLR-V will give Cadillac a bona fide luxury hot-rod brand in the V-Series, not just a curiosity. A strong hot-rod brand can attract customers and generate handsome revenues. Just ask DaimlerChrysler which owns Mercedes-Benz and its profitable line of AMG performance cars.
It remains to be seen, though, if Cadillac can build and price a car that can compete in this rarefied automotive world. For one thing, test drives of the regular XLR have demonstrated to us that Cadillac is expecting a lot from its customers if it thinks it has a car on its hands that is as desirable as a Porsche 911 or a Mercedes SL-Class.
Presumably, patriotism and memories of glorious Cadillacs of old have driven more than a few XLR sales. For another, we're not thrilled to learn that an automatic transmission will be the only option on the new XLR-V.
I drove the XLR a couple of years ago with the car's chief engineer in the passenger's seat and mentioned that manual transmissions seem more appropriate on sports cars. He countered by saying I could not execute gear changes as quickly as a modern, sophisticated, automatic transmission can -- but that's not the point. Throwing a stick shift provides a visceral, exciting connection with a car. I feel like I'm driving with a stick shift, as opposed to being driven, as I feel with an automatic.
The engineer also pointed out that the XLR was not designed as a sports car, but rather as a "gentleman's express" -- a comfortable, quiet touring car. This may not bode well for the model's potential appeal as a performance car. So far, sales haven't exactly exploded for the XLR either. Since it was introduced in September 2003, it has sold an unimpressive 5,507 cars. In contrast, for the first three months of this year Porsche sold 2,301 911s, and for the same period Caddy sold 967 XLRs.
The XLR-V may go against the purpose of the XLR, but it at least makes the V-Series a big-time player against such rivals as AMG and BMW's M cars. Nice to see an American answer to those vehicles.
The V-series is so named because Cadillac was the first company to mass-produce a V-8, as well as the first to build a V-12 and a V-16.
In another first, the XLR-V will be the first Cadillac equipped with adaptive forward lighting, a system that uses sensors to determine speed and steering-wheel angle in determining how fast and how far to turn the headlamps for improved night vision.
07-29-2005, 11:33 AM
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STS-V Hits 469 HP - - Source: The Car Connection
Cadillac has released the final horsepower quotes for its upcoming STS-V sedan - and the supercharged four-door will sport 469 horsepower when it goes on sale early in 2006. The STS-V's 4.4-liter supercharged V-8 also will spin out 439 pound-feet of torque under the new guidelines for measurement adopted recently by the Society of Automotive Engineers (SAE). The STS-V will be the most powerful Cadillac ever, and will accelerate to 60 mph in less than 5.0 seconds, GM promises.
The same engine will be used in the XLR-V roadster but in that vehicle, it will produce slightly less horsepower: 443 hp and 414 lb-ft of torque.
The same engine will be used in the XLR-V roadster but in that vehicle, it will produce slightly less horsepower: 443 hp and 414 lb-ft of torque.
07-30-2005, 11:47 AM
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Originally Posted by ali.ahmed
has anyone driven the xlr? how does it feel?
I have. Twice in a closed course at a Lexus event.
It feels pretty raw for a luxury car. The engine feels stronger than 320HP and sounds better than any competitor in the class or price segment I drove. The interior needs a TON of work both in quality as well as ergonomics. I turned off the TC and it turned its tail without much of an effort. That's when I got one strike-two you're out from the event coordinator. Believe it or not though, the SC430 felt more nimble and a lot more refined.
10-11-2005, 03:17 PM
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Cadillac Wants $100,000 for XLR-V - - Source: The Car Connection
The sportiest Cadillac convertible in history will wear the GM division's largest pricetag in history as well. GM said this week that the Cadillac XLR-V roadster will be priced at $100,000 when it arrives in showrooms early next year. The roadster sports a 443-hp, supercharged version of the Cadillac Northstar V-8 and retains the XLR's hardtop convertible mechanism. The XLR-V will be a limited-edition vehicle, GM says, and a few will be exported to markets outside the U.S. to draw attention to Cadillac's new lineup. The XLR-V's pricetag includes destination charges.
10-11-2005, 03:56 PM
#30
The sizzle in the Steak
$100k 
They can keep it!
They can keep it!
10-11-2005, 05:32 PM
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(meeting at the exotic car lot)
salesman, pulling up: ''Ford GT, meet your fellow overpriced American car, the Cadillac XLR-V''
Who the hell is going to buy a $100k Cadillac? Bad enough the regular XLR is about $75k, no one's going to buy this car at that price. And while we're at it, no one's going to buy the STS-V for $75k, either. They're all going to opt for the M5 or E55 AMG.
salesman, pulling up: ''Ford GT, meet your fellow overpriced American car, the Cadillac XLR-V''
Who the hell is going to buy a $100k Cadillac? Bad enough the regular XLR is about $75k, no one's going to buy this car at that price. And while we're at it, no one's going to buy the STS-V for $75k, either. They're all going to opt for the M5 or E55 AMG.
10-11-2005, 05:57 PM
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What were you people expecting, if anything its overpriced by about $5k or so.
An SL500 is just about $100k nicely equipped, thanks I'll take the XLR-V.
GM is only building around 700 of them for the first year, so I don't think they'll have a problem selling them all.
An SL500 is just about $100k nicely equipped, thanks I'll take the XLR-V.
GM is only building around 700 of them for the first year, so I don't think they'll have a problem selling them all.
DETROIT – The 2006 Cadillac STS-V and XLR-V take the performance and luxury attributes of the brand’s growing V-Series lineup to their fullest extent. Debuting in late-2005 (STS-V) and early-2006 (XLR-V), these new supercharged Cadillac’s represent an historic combination of performance technology and hand-crafted elegance.
The 469-horsepower 2006 STS-V is the most powerful Cadillac ever offered.
The STS-V is capable of exceptional performance for an automobile of its size, while also providing a high degree of hand-crafted interior luxury. Manufacturer’s Suggested Retail Price (MSRP) will be $77,090, including destination. Production of the STS-V will be limited to ensure its exclusivity in the marketplace.
The 443-horsepower XLR-V is the quickest and most agile Cadillac ever offered, while also providing a very high degree of hand-crafted interior luxury. Cadillac announced today that the MSRP for the XLR-V in the U.S. market will be $100,000, including destination. Like the STS-V, production of the XLR-V will be very limited to ensure exclusivity. Both the STS-V and XLR-V will be exported to international markets in 2006, with details on pricing in markets outside the U.S. forthcoming.
“These additions to the V-Series lineup mark a new phase of Cadillac’s ongoing renaissance,” says Jim Taylor, Cadillac general manager. “With an elite level of driving performance, and an added element of hand-crafted elegance, STS-V and XLR-V present a new alternative for the most discerning consumers.”
Both the STS-V and XLR-V combine advanced technology with hand craftsmanship that harkens back to Cadillac’s origins as a custom luxury coach builder. The Supercharged Northstar V-8 engine powering the STS-V and XLR-V is hand assembled to exacting standards at GM’s Performance Build Center in Wixom , Mich. Each engine is built from start to finish by a single expert craftsman.
The interiors of both cars feature extensive use of leather wrapped surfaces, created by craftsmen who cut, wrap and sew leather around components individually. The 2006 STS-V and XLR-V marks the initial phase of a new approach to vehicle interiors for Cadillac. In this first incarnation, the existing luxury interiors of the STS sedan and XLR roadster are significantly enhanced for the limited-production V-Series variants.
Kinetic aluminum accents adorn the steering wheel and instrument panel. STS-V features deep-tinted Olive Ash Burl wood accenting the center stack and door trim. XLR-V uses exotic Zingana wood trim.
“Creating vehicles such as STS-V and XLR-V adds an element of exclusivity and customization that is highly valued by luxury consumers,” Taylor says. “These vehicles are an opportunity for Cadillac to extend the performance and elegance of our product range, exploring the full potential of our vehicles.”
Both STS-V and XLR-V feature the new 4.4-liter Supercharged Northstar V-8 engine, paired with a new 6-speed automatic transmission with Driver Shift Control. This powerful combination enables 0-to-60 (mph) acceleration in less than five seconds. Both the STS-V and XLR-V include numerous chassis enhancements providing outstanding overall performance, developed and tuned at some of the world’s most demanding environments.
Cadillac’s limited production V-Series was founded by the CTS-V, a 400-hp version of Cadillac’s sport sedan launched to wide acclaim in 2004. Cadillac’s V-Series products are designed to be fully competitive with the world’s finest high-performance luxury cars, at prices thousands less than comparable entries.
The 469-horsepower 2006 STS-V is the most powerful Cadillac ever offered.
The STS-V is capable of exceptional performance for an automobile of its size, while also providing a high degree of hand-crafted interior luxury. Manufacturer’s Suggested Retail Price (MSRP) will be $77,090, including destination. Production of the STS-V will be limited to ensure its exclusivity in the marketplace.
The 443-horsepower XLR-V is the quickest and most agile Cadillac ever offered, while also providing a very high degree of hand-crafted interior luxury. Cadillac announced today that the MSRP for the XLR-V in the U.S. market will be $100,000, including destination. Like the STS-V, production of the XLR-V will be very limited to ensure exclusivity. Both the STS-V and XLR-V will be exported to international markets in 2006, with details on pricing in markets outside the U.S. forthcoming.
“These additions to the V-Series lineup mark a new phase of Cadillac’s ongoing renaissance,” says Jim Taylor, Cadillac general manager. “With an elite level of driving performance, and an added element of hand-crafted elegance, STS-V and XLR-V present a new alternative for the most discerning consumers.”
Both the STS-V and XLR-V combine advanced technology with hand craftsmanship that harkens back to Cadillac’s origins as a custom luxury coach builder. The Supercharged Northstar V-8 engine powering the STS-V and XLR-V is hand assembled to exacting standards at GM’s Performance Build Center in Wixom , Mich. Each engine is built from start to finish by a single expert craftsman.
The interiors of both cars feature extensive use of leather wrapped surfaces, created by craftsmen who cut, wrap and sew leather around components individually. The 2006 STS-V and XLR-V marks the initial phase of a new approach to vehicle interiors for Cadillac. In this first incarnation, the existing luxury interiors of the STS sedan and XLR roadster are significantly enhanced for the limited-production V-Series variants.
Kinetic aluminum accents adorn the steering wheel and instrument panel. STS-V features deep-tinted Olive Ash Burl wood accenting the center stack and door trim. XLR-V uses exotic Zingana wood trim.
“Creating vehicles such as STS-V and XLR-V adds an element of exclusivity and customization that is highly valued by luxury consumers,” Taylor says. “These vehicles are an opportunity for Cadillac to extend the performance and elegance of our product range, exploring the full potential of our vehicles.”
Both STS-V and XLR-V feature the new 4.4-liter Supercharged Northstar V-8 engine, paired with a new 6-speed automatic transmission with Driver Shift Control. This powerful combination enables 0-to-60 (mph) acceleration in less than five seconds. Both the STS-V and XLR-V include numerous chassis enhancements providing outstanding overall performance, developed and tuned at some of the world’s most demanding environments.
Cadillac’s limited production V-Series was founded by the CTS-V, a 400-hp version of Cadillac’s sport sedan launched to wide acclaim in 2004. Cadillac’s V-Series products are designed to be fully competitive with the world’s finest high-performance luxury cars, at prices thousands less than comparable entries.
10-11-2005, 07:23 PM
#39
Moderator Alumnus
Join Date: Jan 2001
Location: Communist, NY
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Yeah, SLs are so exciting......great living in the tri-state area and seeing one on every other corner.
Real exclusive, nothing better than spending $100k+ on a car and being just another SL.
Real exclusive, nothing better than spending $100k+ on a car and being just another SL.
