The Cadillac XLR boats the latest and best version of
the 4.6-liter Northstar V8. It's smooth and quiet, and powerful.
With double overhead-cams, variable valve timing and electronic
throttle control, it produces 320 horsepower and 310 pounds-feet
of torque. The XLR can go from 0 to 60 in 5.8 seconds and
do the quarter-mile in 14.2 seconds, making it faster than
its main opponents, because it's lighter and more powerful.
The XLR's 320 horses only have to drag 3647
pounds; the
Mercedes-Benz SL
500 is 302 hp and 4220 lbs.;
Lexus SC430 is 300 hp and 3893 lbs.; and the
Jaguar XK8 is 294 hp and 3991 lbs.
Its big torque numbers aside, the engine is very
thrilling when it comes on strong at higher revs, all the
way to redline at 6500 rpm. Once, when we floored it in
second gear, we had to ask ourselves, "Where's the
torque?" because the car didn't accelerate quickly.
The torque is mostly up there at 4400 rpm. The transmission
was in manual mode, and it didn't kick down because we hadn't
shifted it. One especially pleasant feature is that the
manual mode (called Driver Shift Control) for the new five-speed
automatic transmission is true, and doesn't override the
driver; again, this is refreshing and unlike German thought.
When the electronic transmission is left to its own algorithmic
designs, it sometimes shifts back and forth in the leisurely
40-mph range.
In the handling department, the XLR was halfway home
when it was mounted on the superb
Corvette chassis, which is very strong and light; in fact, the XLR
is assembled at the Corvette plant in Kentucky. New aluminum
subframes were
built to accommodate the XLR body, lengthening the wheelbase
by one inch; alongwith the low stance, good weight distribution
and lightweight aluminum suspension components, this edges
the car in the direction of great handling. The XLR has
a longer wheelbase and wider track than the SL500, SC430
and XK8.
The electronic active suspension is unique, and works exceptionally
well. It's rocket science: Like the Corvette, it uses transversely
mounted composite leaf springs front and rear with wishbone
control arms. The monotube shock absorbers contain fluid
with magnetic particles whose alignment controls the stiffness.
Sensors read the road 1000 times per second and vary those
magnetic fields.
In short, the XLR offers tenacious grip and excellent
handling. It charges down rippled curvy roads and takes
smooth sweepers flat out. If there are any hard edges to
the ride we haven't felt them. It feels big, somewhat like
the Corvette, but tighter, fast and quick.
|
|
books |
sponsored links |
The Michelin Z-rated run-flat tires measure 235/50ZR18
on 8-inch rims, not particularly wide for 320 horsepower.
That helps the ride but not the braking
distance. We gave the brakes a good panic stop and, as with
all Cadillacs, the ABS worked especially well. Recently
we tested a V12
Mercedes-Benz SL
600 roadster ($125,950), and the XLR's anti-lock brakes seem
smoother.
The faster the car went the better the speed-sensitive
rack-and-pinion power steering felt. The high-speed chassis
balance was impressively neutral. The StabiliTrak electronic
stability control made corrections to regain traction, but
wasn't as intrusive as the Mercedes SL600 and SL500.
