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Cadillac XLR and XLR-V

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Comments

  • player4player4 Posts: 362
    U do kno theres already some spypics of this car right??

    image

    image
  • dlydrvrdlydrvr Posts: 18
    Can Cadillac compete with Mercedes?

    Not with a blown 4.6L Northstar.
    That would be the equivalent of Mercedes slapping
    a supercharger on their 5.0L V8 in the SL.
    Instead, Mercedes added a supercharger to a hand built
    5.5L V8 from AMG, and they also offer a V12.
    It's about time for Cadillac to build a new high end engine.
    It's time for a V12.
  • thegriffonthegriffon Posts: 12
    GM is setting up a new facility to build the supercharged engines for the V-Series and other low-volume performance engines such as the V12 for the Escalade. Power from the Supercharged Northstar is much higher than most reports have indicated, and truly competitive with the new 5.0 L V10 BMW and Audi engines and AMG's new 6.3 L V8
  • dlydrvrdlydrvr Posts: 18
    One benefit of the supercharged Northstar is that the XLR will maintain it's big weight advantage over BMW 6 Series and Mercedes SL55 and SL600. However, Cadillac will have a tough time changing the minds of potential Mercedes SL customers with a supercharged 4.6L Northstar. They would have a better chance with a more exclusive motor. Cadillac will still find enough sales for this venture to be profitable.
  • mbukukanyaumbukukanyau Posts: 200
    I always thought it to be a question of how many horses they can get out of the engine. I suspect they could get up to 500 from the North star. But soon they will have to up the Ante on the displacement to something like 5.2 Liter or more to stay competitive.
    Cadillac also has a lot of work to do developing new transmissions with 6 and 7 speed applications, different from the vette’s 6 speed application now used in the CTS V.
    Otherwise they will be like the under appreciated S type R.
  • michomicho Posts: 1
    YO, i need sum info on da XLR 2006..
    i heard that it was called the XLR Type-R 2006 with over 500 hp and V10 not V8 more powerfull than the 2004, 2005 XLR's so i would like some info on that cuz i donno how many hp's it is so plz could sum one email me on micho187@hotmail.com to inform me about the info i need cuz im getting one for sure :-) im in love with the XLR its ma Girl Friend ;) thanx y`all...
  • Hi micho,
    Since this is a message board format, we don't encourage response via e-mail. That defeats the purpose of this board.

    Also, posting your e-mail address on a public message board guarantees that you'll get more spam!

    kirstie_h
    Roving Host & Future Vehicles Host

    Need help navigating? kirstie_h@edmunds.com - or send a private message by clicking on my name.

  • merc1merc1 Posts: 6,081
    The bigger wheels/tires really do help the look out a whole lot. This might be what the XLR lineup needs. Watch that price though.

    M
  • Kirstie@EdmundsKirstie@Edmunds Posts: 10,676
    My e-mail to you bounced. Please update the address in your profile to a valid e-mail address per our membership agreement. Thanks!

    Need help navigating? kirstie_h@edmunds.com - or send a private message by clicking on my name.

  • diemakerdiemaker Posts: 6
    Just like GM to take a loser like this and rather than admit that it is another overpriced Allante, they add more horses and much more dollars to create a Gigante Allante. When Oh when will they ever learn?
  • gohuskiesgohuskies Posts: 40
    After looking at that thing I can understand why GM stock is in a downward spiral, their bonds are close to being junk rated and they have huge vehicle inventories on hand. Compete with Benz, Lexus and BMW-a joke.
  • merc1merc1 Posts: 6,081
    I never thought I'd say this, but I think you all are being to hard on GM. The XLR-V is at least a decent try.

    M
  • xkssxkss Posts: 722
    image

    press release

    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 reca
  • xkssxkss Posts: 722
    from motorsportscenter.com

    "The supercharged Northstar V8: 4.4 liters, 440 hp, 430 lb-ft of torque - 90% of which is available from 2200 to 6000rpm, and VVT. This supercharger is worthy of special note - engineers were happy to tell us that this blower operates with some 30% less drag than the Ford GT's supercharger, and the intercooler has 50 cooling fins per inch length of the pipeline."

    image
  • laurasdadalaurasdada Posts: 2,487
    The V will probably be ridiculously overpriced!

    '13 Jaguar XF, '11 BMW 535xi, '02 Lexus RX300

  • xkssxkss Posts: 722
    Have you driven the Cadillac XLR or the new XLR-V?

    It will outperform the Jaguar XKR convertible and Mercedes-Benz SL500. The next Jaguar XK will use the new XJ's aluminum chassis and it will have to comply with new European pedestrian safety regulations.

    Here is the press release of the 2006 Cadillac XLR-V

    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 GMs 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 engines 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 worlds 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
  • laurasdadalaurasdada Posts: 2,487
    No, I haven't driven either. I have no doubt it's a great ride, and I do like the (exterior) styling. However, I believe that the market agrees with my assesment of the pricing as evidenced by the sales numbers and the fact GM has cut back production significantly. That does not make it a bad car (Allante), just some bad marketing decisions. Caddy has yet to earn such premium pricing. IMHO, they should have priced the XLR a bit above the 'Vette convertible and just below the Lexus SC430, say $59,995 (the interior of the XLR a la the CTS does not justify the price point. Make the XLR the $76k+ version. And stop trying to make the center stack look like a PC, it is not elegant! Study the SC430 interior, gorgeous. But not with the light maple wood!).
    Of couse if GM didn't really care about sales and just wanted an expensive "halo" car, that's different. Although I don't think the XLR has had a "halo" effect.
    Anyway, I'd consider an XLR if shopping for premium convertibles. I really like the idea of hardtop convertibles.

    XKSS: Do you own an XLR? Your moniker makes one think you are a Jag fan.

    '13 Jaguar XF, '11 BMW 535xi, '02 Lexus RX300

  • xkssxkss Posts: 722
    Sales of the SC430 have fallen since it came out.

    I don't own an XLR.

    Yes, I really like the 1957 Jaguar XKSS. It was a road-going version of the D-Type which won the 24 Hours of Le Mans in 1955, 1956, and 1957. Steve McQueen had one.
  • laurasdadalaurasdada Posts: 2,487
    Okay, just to try and keep the XLR thread alive...

    SC430 sales my be falling but the interior still puts the XLR (and most cars) to shame for significantly less money! But again, not with the lighter wood/ecru leather, in the black and saddle leather iterations.

    Now, with the Employee Pricing gimmick (which still makes the XLR about $10k too steep) are there any (new) owners out there that would like to comment on their car? Did you get a good deal? Has it been reliable? Probably a silly question, but how's it in the snow? No, really!

    Well, if this thread goes "Read Only" at least I'll have the last post...

    '13 Jaguar XF, '11 BMW 535xi, '02 Lexus RX300

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