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Cadillac XLR and XLR-V
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Can Cadillac compete with Mercedes?
http://www.edmunds.com/future/2006/cadillac/xlrv/100401893/previe- w.html?tid=edmunds.f.mmindex.content.num4.0.cadillac*
Can Cadillac compete with Mercedes?
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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.
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.
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
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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
"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."
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
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
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.
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
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.
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...
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
An XLR using stabilitrak will work fairly well in snow. It would probably make sense to change the tires.
I'm no sociologist, but somehow I think the lack of XLR owner posters here has more to do with the personality of the owners. Type A people just do not seem to spend a whole lot of time in chat rooms.
When the buff mags start doing XLRv comparos, you should see posting here increase.
The SL was nice, but not nearly nice enough given its premium over the other, so it was quickly elimiated from consideration. Too much $ for nout enough difference.
The SLK was great and a nice package for a good price. However, several owner's forums had much discussion about engine problems. On top of that, it's a brand new model for 05 yet is already outdated (e.g. the Nav is not touchscreen, no Bluetooth, etc.). It was thus eliminated.
The SC430 is, well, it's a Lexus. It's nice but nothing thrilling about it. Someone said the SC430 puts the XLR and other to shame, well that's just not true. The SC430 interior is well crafted and luxurious, but after sitting in the XLR, SL and SLK, the SC430 interior feels extremely dated. The XLR looks much "fresher" and modern. The SC430 does not have the same amount of zip as the XLR. The SC430 does not handle as well as the XLR. Head to head, the XLR is clearly a superior car, with the exception of reliability (the XLR is too new to tell about reliability while the SC430 benefits from Lexus typical superior reliability).
We chose the XLR after shopping the entire bunch of hardtop luxury convertibles. It's got the best combination of looks, performance, and modern features.
My favorite combination is black/black or silver/black.
The black leather contrasts sharply with the anodized aluminum and light eucalyptus wood. It makes the car really nice.
What price did you guys get, was it the employee discount?
Congradulations on the car!
Anyway, yes, please share more details of your purchase if you don't mind. Purchase price, reliability so far, mpg. I'm interested in the real world ownership experience (vicariously for now, not in a position to own one...).
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
Just agreed to the deal so nothing in the driveway yet to provide extended driving experience feedback. Price was the advertised GM employee price, $69k and change. Crimson Red with shale interior. Window tint is being done prior to pickup, nothing too dark just a moderate level to keep it cooler.
I actually have sat in all three (last Nov., New England Intl. Auto Show). Watched the XLR roof (and Saab convertible just a few yards away) go up and down a few times. Cool. Also, wife has a Lexus RX300, so I've been in the SC many times at the local Lexus shop. Gorgeous.
Anyway, I just couldn't get over the feeling that the XLR interior was not suitable to a $76k car. Not as bad as the CTS interior which I find dreadful, but again, the SC outclasses it by a lot. I also found the STS sub-par with the SRX a little better. But again, GM (among other improvements) just needs to work on their interiors. And with Caddy, lower the prices (MSRP I mean as with inevitable rebates and the new "Employee" pricing, prices do always come down).
Enjoy the XLR, let us know your ownership impressions.
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
I hope you and your wife really enjoy the car.
I am certain many of us here will appreciate photos and impressions if you have the chance.
The XLR-V's 4.4 liter Supercharged Northstar V-8 was recently rated at 443 hp at 6,400 rpm and 414 lb-ft of torque at 3,900 rpm.
Would you?
Please don't get on here dissing the XLR-V because you can't afford it.
No Cadillac is worth 100K. They aren't built to that standard. That said I do admire their guts in overstepping Lexus' SC in price, but 100K, thats nuts for anything made by GM. I just wish the XLR didn't look like some type of fighter plane. It has no elegance or style, just flat and square looking to my eye, though the XLR-V looks better.
The XLR-V can forget competing with the V10 BMW M6, the XLR-V probably won't even match the SL55 in performance either so it should cost less than either.
M
I find all their interiors lacking for the price of admission, which I believe is one of the reasons the SRX, XLR and STS aren't selling as well as hoped for (at least I've read they're not selling that well). Price is the other factor. The MSRP is way off base. Of course, that's why Detroit invented rebates, both known and unkonwn to the general consumer...
Yes the SC430 pales in the "sport" arena, but Lexus has never marketed it under the guise of sport. Grand Tourer is its reason to be, with imho the most luxurious interior in both design, build and materials in the segment of Sport/Luxury convertibles. Probably the most reliable, too.
Shore up the interior of the XLR, lower the msrp to the "Employee Pricing" (~$69,000k) to allow negotiating to SC430 pricing range and maybe they'll sell more? Not to mention the slew of hard-top convertables scheduled to be released in the next couple of years. That won't help the XLR (or the SC).
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
I do agree the XLR-V is pretty overpriced. A Corvette Z06 is way faster and probably has better handling too, and it is only around 75K. The XLR-V should be between 85=90K.
The new Jaguar XK and BMW M6 will give it some stiff competition, plus we already have Porsche 911.....
That said I don't want to see Cadillac lower the price of the XLR to compete with the SC430. Neither car has anything in the way of style, but the Cadillac is the better driver's car of the two.
M
Yeah its very tacky and contrived looking. They were trying too hard to create some type of ambience. They failed. Though the control layout in nearly flawless it just looks overwrought.
The M6 isn't competiton for the XLR-V it will likely demolish the XLR-V. It really isn't a fair comparo imo. The BMW is much more focused and peformance biased with its V10 and SMG tranny.
M
Throw an SC430 Saddle or Black leather interior (darker wood) into an XLR, drop the price (a lot) and I'm interested! Although in a couple of years maybe I'll be looking to pick up an '05 or '06 for half the MSRP?!
Re: Caddy styling, off the top of my head the only design that ever caught my eye in, say the last 20 years, was the (I think) '92 version of the Seville STS. Very muscular, angular aggressive look. I thought they softened the folloup generation too much, although nice interior. The current STS? Bland... The Allante was nicely styled, too but most other Caddy's were just rebadged GMs. I thought the last Eldo was ghastly. But, too each...
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
This is true, but I think we're closer that you think. The Allante was interesting for an 80's car I guess. Yeah the last Eldo had some huge hips. The best looking STS to me was that 1992-1997 or the 1998-2004 model, not sure which one I liked better.
M
As for the XLR, I'm curious: Has any owner tried raising or lowering the roof after a rainstorm (when there's rain on the trunk)? All the other cars on the market with metal fold-away roofs have the trunk lid tipping back so an residual water would fall behind the car. The XLR, with it's tilt forward design, appears to dump the water in the trunk.
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IMO the XLR-V is overpriced. Many people harbor dislike for GM cars and to price one for $100K is a bit too much. This is the only GM product to his the $100K mark. Cadillac should bring it down to $85K and then they have a chance. Think, about it, a Z06 Corvette can smoke an XLR-V, and its under $70K. Why bother with it then?
Anyway, at least it is cheaper than the SL55 AMG.
BMW M6 pricing
The "supercharged Northstar" was easily beaten in every speed contest in a recent STS-V/CLS55/M5 comparo.
M
I like the XLR a lot but still maintain it needs a better interior and lower price.
'21 Dark Blue/Black Audi A7 PHEV (mine); '22 White/Beige BMW X3 (hers); '20 Estoril Blue/Oyster BMW M240xi 'Vert (Ours, read: hers in 'vert weather; mine during Nor'easters...)
Im not sure why you would say that. First of all the Z06 has way more power, with the 7.0L LS7 engine putting out 505hp. It's acceleration times are below 4 seconds. The Cadillac's 4.4L V8 only puts put 443hp.
"Not much comparison in power, the Cadillac is beyond a doubt the fastest car from 0 to 60 for a production model"
That's totally false. I haven't read a test of the XLR-V yet, but I dont think it's 0-60 time will be better than 4.5 seconds.
I still stand by what I said, The XLR-V is a fine vehicle, however I wouldn't pay $100K for one, and I doubt others would either, especially with other alternatives being out there, like the M6, Jaguar XK, Porsche 911, Corvette etc.