Detroit launches the automotive equivalent of a North Korean missile test
By Christian Wardlaw
|
August 3, 2006
Introduction
Today’s marketers covet the kind of advertising that flows freely from the mouths and keyboards of influential demographic groups that cut through the clutter and sway purchase decisions through personal, educated recommendations. No matter the claims made by companies in print, television, or online advertising, knowledgeable bloggers everywhere will substantiate or refute them in detail on a heavily trafficked forum somewhere in cyberspace, effectively neutralizing any manufacturer that chooses to stretch the limits of truth-in-advertising laws. Smart consumers search this commentary out, compare it to what the experts are saying, and when a common thread emerges will make an informed purchase decision. Don’t believe it? Check out Epinions.com and tell us that a new day has not dawned.On the vehicular landscape, car enthusiasts are the mouthpieces that the manufacturers frequently wish to reach. Everyone knows a car geek who is consumed with all things automotive – we’ve got them at the office, in our social network, and in our families. When the time comes to buy a new set of wheels, it is this person whom we turn to for advice about what to buy, where to buy, and how to buy it. If a manufacturer, such as Cadillac, is building cars and trucks that have captured the enthusiast’s attention, then the enthusiast will recommend that manufacturer to the consumer. Or so the theory goes, anyway. You know, Cadillac is cool these days. You should definitely check them out.
It is this theory that, in part, sparked the creation of Cadillac’s V-Series lineup in 2005. V-Series – it has a German ring to it, no? This is not surprising, given that BMW’s Motorsport and Mercedes-Benz’s AMG performance-tuned models served as the mold from which Cadillac V-Series was cast. Cadillac V-Series cars get more power, more torque, sportier suspensions, bigger brakes, better interiors, and big, fat, whopping price tags to ensure that they remain exclusive. Car freaks dream of owning them, and because they have the credentials that every motorhead uses to determine whether that coveted enthusiast-approved cachet should be bestowed, the rest of the Cadillac lineup benefits.
We decided to get acquainted with the Cadillac V-Series cars, factory-tuned performance versions of the CTS (the entry-level model), the STS (the Euro-style sport-luxury sedan), and the XLR (the convertible with the retractable hardtop), to see if GM’s luxury division has the goods to take on BMW M and Mercedes AMG cars, not to mention tweaked sets of wheels wearing Audi RS and Jaguar R badges. What we discovered during a week of driving all over Southern California might surprise you. It sure surprised us.
V-Series Overview
Cadillac CTS-V:
Cadillac’s CTS debuted for 2003, signaling a dramatic shift in philosophy and direction for the moribund American luxury nameplate. Wire wheel covers and fake convertible roofs were ditched for creased, polarizing styling and truly European road manners, and today the CTS looks better than ever thanks to an edgy design that has not gone out of style.
Because the foundation is already sound, it is relatively easy for Cadillac to create the CTS-V. Key ingredients include a 6.0-liter V8 engine making 400 horsepower and 395 lb.-ft. of torque. A six-speed manual transmission equipped with a dual-mass flywheel and a heavy-duty prop shaft transfers the power to the rear wheels, where a limited-slip differential and a 3.73 gear ratio help ensure a claimed acceleration time of 4.6 seconds to 60 mph and a quarter-mile time of 13.1 seconds at 109 mph . If you dare, the Cadillac CTS-V will top out at 163 mph.
To help the Cadillac CTS-V handle all this power and performance, it gets suspension modifications including unique front suspension bushings, Nivomat load leveling rear shocks, and thicker front and rear stabilizer bars. Performance-tuned steering guides special 18-inch alloy wheels wearing Goodyear Eagle F1 245/45R18 run-flat tires. Brembo vented brake discs with four-piston front and rear calipers scrub speed, and when you get in over head with this muscular luxury sedan there’s a stability control system to save your sorry ass.
Additional tweaks that help to justify the $52,115 sticker price (including the $720 destination charge) include stainless steel mesh grilles, special bumper covers with brake cooling ducts in front, side sill extensions, and snazzy V-Series badges. Inside, the gauges are unique, satin chrome trim livens up the cabin, suede seat inserts hold occupants still while driving hard, and the center armrest is lowered to stay out of the way when shifting.
Cadillac STS-V:
Cadillac’s recent alpha naming convention might fluster loyal buyers and consumers alike, but the name STS actually means something. Dating back to 1989, STS stands for Seville Touring Sedan. Originally a cleaned up version of the chrome-encrusted standard Seville that was designed to appeal to people defecting in droves to Audi, BMW, and Mercedes-Benz, the STS ultimately became the top Seville trim level with the most powerful engine and the greatest amount of technology. When it was most recently redesigned for 2005, the STS moniker replaced the name Seville, and the car became the clear alternative to the traditionally-flavored front-drive DTS (previously the DeVille) at the top of Cadillac’s food chain.
To create the V-Series version of the new STS, engineers dropped a supercharged 4.4-liter V8 into the engine bay, a heavily massaged motor making 469 horsepower and 439 lb.-ft. of torque, 90 percent of which peaks between 2,200 and 6,000 rpm. For those keeping score, this power output makes the STS-V the most powerful production Cadillac in history. An all-new six-speed automatic transmission sends the power to the rear wheels, producing acceleration to 60 mph in less than five seconds. Other hardware modifications include a swap from the STS Sport’s magnetic ride control suspension to performance-tuned front and Nivomat self-leveling rear shocks, revised stabilizer bars, quicker steering, Brembo four-piston brakes and larger staggered wheels running Pirelli Eufori extended mobility tires sized 255/45R18 up front and 275/40R19 in the back.
Like the CTS-V, the STS-V gets stainless steel mesh grille inserts, brake ducts for cooling the front discs, revised front and rear fascias, flangeless 10-spoke alloy wheels, a bulging hood to clear the engine’s supercharger, and a revised rear spoiler. Inside, the Cadillac STS-V is decked out in hand-wrapped leather trim for the dash and door panels, Olive Ash Burl wood, aluminum accents, and suede seat inserts. Cadillac even offers a Tango Red accent color. The price tag is $77,090, including the $720 destination charge and $2,100 gas guzzler tax.
Cadillac XLR-V:
Cadillac commands a cool $100,000 for the XLR-V, including the $815 destination charge and $1,700 gas guzzler tax, vividly illustrating the transformation that has occurred at GM’s luxury division during the first half of this decade. Five years ago, a six-figure Caddy would have been a cruel punchline, but today it raises an eyebrow and a request for more information.
The Cadillac XLR arrived for 2004, a new wreath-and-crest icon loosely based on the redesigned Chevrolet Corvette platform but powered by a Cadillac Northstar V8 and engineered for added luxury and ride quality rather than outright performance. The creased-and-folded bodywork included a slick power retractable hardtop, and the car sold in low volumes to ensure exclusivity.
Supercharging the XLR meant adding a new 4.4-liter version of the Northstar V8, the same powerplant that’s rocking the STS-V. However, because of the XLR’s reduced hood clearance, it makes 443 horsepower and 414 lb.-ft. of torque in this roadster. Peak torque is spread across a plateau in the powerband that runs from 2,200 to 6,000 rpm, ensuring a 4.6-second acceleration time to 60 mph. The same six-speed automatic transmission as found in the STS-V does duty in the XLR-V, similarly equipped with technology dubbed Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC). Additionally, the Cadillac XLR-V is outfitted with bigger brakes, a modified magnetic ride control suspension, and larger 19-inch wheels shod with run-flat Pirelli Eufori tires measuring 235/45 up front and 255/40 in the back.
As with its V-Series brethren, the XLR-V receives a wire mesh grille, special badges, and unique wheels that are, in this case, handsome 10-spokers. The hood bulges to make space for the supercharger, the brake calipers are black with a machined V-Series logo, and the exhaust outlets are polished stainless steel. Inside, French-stitched leather covers the interior panels and the seat bolsters, while the seat inserts are suede. Aluminum accents and Zingana wood trim cover the remainder of the XLR-V’s cabin.
Cadillac CTS-V
Cadillac CTS-V – Thom Blackett’s Opinion:
Despite ponying up fewer horses than either of the other V-Series rides, the Cadillac CTS-V was the most raw and aggressive of the bunch. Fitted with a 400-horsepower naturally-aspirated V8 mated to a six-speed manual transmission, the CTS-V blended edgy Cadillac styling with a muscle car’s bark and the oh-so-politically-incorrect but oh-so-freakin’-fun ability to drop the clutch and cook the rear Goodyear Eagles. Whereas the STS-V and XLR-V derive power from supercharged engines, the CTS-V uses a good ol’ fashioned meaty V8 with immediate throttle response and a delightful exhaust note all the way up to redline. Clutch effort was dead-on, but the gearbox was a bit sloppy, and the annoying skip-shift feature borrowed from the Chevrolet Corvette has to go.
Same goes for the oversized steering wheel used on the ‘Vette and various other GM models, including the CTS-V. Handling was among one of the CTS-V’s strong points, though like the other V models, the car’s software programmed proved a bit more cautious that I would have liked. The ride felt a bit soft compared to the STS-V and XLR-V, due in large part to the CTS-V using Goodyears instead of Pirelli Eufori rubber.
Cadillac CTS-V – Brian Chee’s Opinion:
The CTS-V is the only Caddy in this group without a supercharger, and the only one I would buy. Its visceral feel and modern interior make the CTS-V most likely to appeal to folks who would buy a performance European luxury sedan. In fact, they might prefer the CTS-V, really, for the feel of this mighty engine is empowering – its snarl and growl lets you know that this, my friend, is a naturally-aspirated brute, with no whiny and annoying supercharger spinning up into a big tantrum.
Handling falls a bit short, with a tendency to oversteer, but you pay the ticket, you take the ride, and this one’s rear-wheel-drive, baby – whoohaa! Stability control helps, but you are aware of it when it kicks in and slaps you down. The CTS-V driving experience is really defined by three things: the rubber shifter, the straight-ahead power of the engine, and an interior that is way more hip than a Caddy oughta be. Overlook the fit-and-finish problems, if you can, because the style is contemporary, from the vents to the seats – though I wish those seats were a little sportier, with better bolstering and grip. The shifter is a love-hate thing: Rubbery as a chicken neck, but it’s placed correctly and feels good in hand. Point is, there’s a clutch at the other end, and that beats the heck out of all those lame auto shifters. Hey – what’s that underfoot? It’s a clutch pedal! Hooray! So Cadillac does more than make old men feel good. It can actually make young men, getting old, feel strong.
Cadillac CTS-V – Christian Wardlaw’s Opinion:
This was my favorite car of the V-Series trio, and though it’s a little rough and raw around the edges, it’s clearly the one to buy unless you absolutely must have an automatic transmission. The 6.0-liter V8 is a thing of beauty, notes of classic Americana emanating from beyond the firewall and from the exhaust pipes. Getting the CTS-V underway, however, can be tricky. The shifter is fine, but the clutch is abrupt. Once this stealthy sedan is moving, with fantastic alacrity I might add, it makes a terrific 7/10ths kind of car. Pushing the CTS-V to its limits takes bigger stones than have I, because the steering is a bit light, vague, and slow; body roll and motions are greater than expected; and the stability control gets active too early in the dance.
Comfort is king inside the CTS-V, thanks to spacious and supportive front seats with plenty of leg room, but on longer trips fatigue sets in because the center armrest is too low and the driver’s door panel is too far away. A telescopic steering wheel would be helpful, but it’s not available. I like the design inside and out, despite alloy wheels that could use a dose of character and an interior that needs improved materials. Given how close the CTS and the STS are in terms of size, I can’t figure out why they co-exist, or why they are such completely different animals.
Price is a problem, especially considering how unrefined the CTS-V is. The car’s sticker is higher than both the Chrysler 300 SRT-8 and the Dodge Charger SRT-8, which share the Caddy’s mission in life. Each of these models has its merits, but I like driving the CTS-V more than the SRT products. It certainly isn’t because it’s got a manual transmission – in fact, I wish it had an automatic like the Chrysler and Dodge – but I can’t quite put my finger on it except to say that the Cadillac strikes me as the four-wheeled equivalent of Teddy Roosevelt. It speaks softly and carries a big stick, while its two Detroit 3 competitors do exactly the opposite. As for competing against the Audi S4, the BMW M3, or the Mercedes-Benz C55 AMG, Cadillac better head back to the Nurburgring, and bring the competition with it for benchmarking purposes.
Cadillac STS-V
Cadillac STS-V – Thom Blackett’s Opinion:
Positioned as the middle man of the Cadillac V series, the STS-V sedan is an extremely powerful sedan that seems unsure of its purpose in this world. With a price eclipsing the smaller CTS-V’s by roughly $25,000 it would be safe to assume improvements across the board from the STS-V, yet that’s not the case. The supercharged, 469-horsepower V8 is mighty hungry for speed, though the transmission needs to be set to sport mode and manually shifted if the STS-V’s driver wants to realize the full potential of the engine. That’s what I was forced to do in an effort to keep up with the CTS-V and XLR-V on a winding mountain road. The result was improved performance – for a few miles. However, soon the STS-V was alerting me to its hot-under-the-collar radiator, desperately requesting an idle stop for a few minutes of cool down. This was on a 90-degree day. Interestingly, when we flogged four $20,000 sport compact cars on a 100-degree test track a few weeks prior to the Cadillac drive, this kind of unscheduled trip to the pits was not required. With this little hiccup behind me, I continued on with the transmission taking care of gear changes, albeit in a delayed fashion. While waiting for the shift and accompanying lower revs, the STS-V offers up plenty of supercharger whine but not enough V8 growl.
Similarly, the Cadillac STS-V's handling was a bit spotty. In most cases, the front pushed in the corners unless the driver downshifted, forcing a jump in revs and allowing for some fun throttle steer (until the evil electronic stability police show up). On smooth roads, the ride was stiff, while bumps forced the STS-V to become unsettled as it was jostled from side to side. Braking was excellent, offering more response, or at least less pedal travel than the XLR-V. Steering, on the other hand, was too light at slow speeds with a subtle grinding noise emitted when the wheel was turned at idle; the steering provided desired heft in corners.
Cadillac STS-V – Brian Chee’s Opinion:
There we were, screaming down California’s Interstate 15 in a supercharged Cadillac STS – the “V”, don’t you know – and one shiny, simple moment put the car into perspective. A regular STS of similar vintage, cruising down the same road up ahead, came into view. It was dirty. It looked old, and not well-loved. And there was a Rascal motorized wheelchair on the back. The relevance of the car we were driving hit me between the eyes: there, tooting along in that old maroon STS, clogging the left lane, was an old guy who secretly wanted the most powerful production Cadillac ever assembled.
Okay, maybe not. But after driving the STS-V, it’s hard to imagine Euro-sedan enthusiasts moving over to the STS-V. Who, then, will want all that supercharged power? That’s 469 horsepower, bubba, mated to a six-speed automatic transmission, a revised and sporty (maybe too sporty) interior, bigger wheels, and tuned-up brakes and suspension. The STS-V has StabiliTrak, which is a great way to keep those old hot roddin’ geezers on the road and out of the ditch. Which would be possible, given the STS-V’s size and power, though unlikely. The vehicle, while no match for its V-Series brothers on canyon roads, nonetheless comports itself with dignity – and speed – around turns, if not stick it to the ground and howl like a wolf. As with all the Vs, the powertrain is impressive. This one suffers through red leather inserts, however, so it’s a bit garish on the inside, and handling manners that would tip a Rascal in no time flat.
Cadillac STS-V – Christian Wardlaw’s Opinion:
Cadillac’s STS-V strikes me as half-baked, especially since it is ostensibly gunning for the Audi S6, BMW M5 and Mercedes-Benz E55 AMG, and our week-long driving experience did little to convince me that it should be taken seriously as a world-class luxury sport sedan. The modified Northstar V8 certainly produces plenty of power, but you’ve really gotta get on it to extract maximum juice, which is accompanied by the signature whine of a supercharger. When pushing it hard on a mountain road in 90-degree temperatures, however, it began to run hot and had to be parked for a spell to cool down – this despite a “Performance Cooling Package” that comes standard. The transmission in the STS-V was better sorted than the schizophrenic unit in our sample XLR-V, but why would Cadillac put the manual shift gate on the right side in this car and on the left side in the roadster? I didn’t like the suspension, which managed bob and float about as well as Andrew Fastow did Enron’s finances. I didn’t like the brake pedal, which felt too stiff and offered a limited range of travel, characteristics than made it difficult to modulate. I didn’t like the steering, which required too much effort off-center and which continually adjusted between heavy and light effort in high-speed sweepers.
Had the STS-V’s interior been more pleasing, perhaps some of the mechanical flaws could be overlooked. The car feels smaller from the driver’s seat than the CTS-V, and though the materials are a huge improvement over Cadillac’s entry-level sedan and I found the combination of Olive Ash wood and Tango Red trim compelling, the STS-V didn’t make me want to spend a day driving it. The stereo is the same as the one in the Escalade, complete with cheap-looking buttons all squashed together. The headliner was attached to the roof with magnets, and was easy to pull down. The center armrest was higher than the one on the door panel. The gauges didn’t match those found in the CTS and the XLR. I dunno, maybe it’s me, but I expected to see some continuity from one V-Series vehicle to the next, something more than a checkered-flag badge. At least the CTS and STS look the same on the outside – almost indistinguishable to the untrained eye.
This would be a great car at $60,000, but not at $77,000 and change. If you like the Cadillac STS-V, consider waiting a year or two for someone else to take the hit on depreciation. Or just buy the CTS-V.
Cadillac XLR-V
Cadillac XLR-V – Thom Blackett’s Opinion:
No, 443-horsepower luxury convertibles aren’t entirely necessary, but hot damn they’re fun. Unlike the STS-V sedan, the 2006 Cadillac XLR-V wraps itself around paved curves like a second skin, the steering offering extreme responsiveness and plenty of road feel, and equipped with a firm suspension setup that seems wholly unfamiliar with the concepts of body roll and understeer. Indeed, the only way to get the XLR-V to slide loose is to turn off the traction control, and even then the wayward tail is afforded a hair’s width of extra latitude – appreciated for runs alongside mountain cliffs, but not so much when trying to roast the Pirelli Eufori 19s in a controlled drift.
Exemplary handler though it may have been, our XLR-V test car was not free of faults. The brakes proved effective and reliable after plenty of aggressive driving, but they felt soft compared to the STS-V and required a bit more pedal travel. And, like the STS-V, we had an overheating problem while running this supercharged Caddy through the mountains east of San Diego. Were it my $100,000 that just bought this performance luxury convertible, I’d be boiling over right along with my radiator. Also shared with the STS-V was the XLR-V’s automatic transmission with a sport mode and delayed shift points, and overwhelming supercharger whine. The XLR-V’s exhaust has been tuned to open wide for a throaty sound when driven hard, though it’s hard to enjoy without enough road for high speeds and elevated rpms. That’s with the top down – close things up tight and you can add interior rattles and faint wind noise into the mix.
Though perfection is out of the Cadillac XLR-V’s reach, there are a few more positive points worthy of mention. Drivers are treated to a heads-up display like that used in the Chevrolet Corvette, providing information on speed, gear (if in manual mode), and radio settings without having to take your eyes off of the road. Cowl shake is almost entirely obliterated thanks to the stiff body structure and retractable hard top, and visibility is surprisingly good thanks to narrow C-pillars and small but useful side mirrors.
Cadillac XLR-V – Brian Chee’s Opinion:
I once said that the Cadillac XLR is the ultimate gold-chain car. And, so, the V-Series version is the same – it’s just got a bigger medallion – or maybe that’s a smaller medallion. I also wondered about the point of it all when this vehicle was debuted at the 2005 New York Auto Show. Frankly, I still do. For around $25,000 more than the regular Cadillac XLR, you get one initial, one second – and all the same lousy fit-and-finish. That’s it – about one second separates the XLR and the XLR-V in 0-60 times, according to published reports. Sure, one second can be a big deal, but the importance fades when you’re going from under six seconds to under five seconds. Heck, if you’re over-compensating that much, move back in with Mommy. She’ll understand why you had to shell out so much cash for what amounts to a supercharged car with big brakes and big wheels – one that’s based on perhaps the best sporting deal around yet somehow takes the donor Corvette’s amazing balance of power, sport and value and turns it into a sucker punch.
And it even overheats.
We thought it was just us, but with a little digging we found a Technical Service Bulletin regarding this problem, courtesy of the National Highway Traffic Safety Administration – so buyers beware.
In case you still care about the driving experience, it’s fun, real fun – for $75,000 – thanks to that God Almighty power, those big wheels and some nice brakes. Straight ahead and on corners, the XLR-V delivers a sporting ride with such a deep well of power, that, well, you can’t help dipping in time and again. You’ll also look good driving around in the XLR-V, and the oh-so-soft leather interior is like wearing a silk shirt. There’s a fair amount of room inside, the top works well up or down, and is quite amusing to watch what with all the arms and levers flying hither and dither.
Like that silk shirt, at the right time – meaning when it’s not overheating – the XLR-V can be fun to put through the paces, all those horsepower under all that gorgeous sheet metal. Really, it’s a beautiful symbol of conspicuous consumption during our consumption-challenged times – just try to keep your friends from looking too closely at the wide gaps and ill-fitting body parts, such as the hood (yikes), light clusters and fascias.
Overall, the Cadillac XLR-V is fast, fun to look at and fun to drive, proving that there’s something good to said about old man bling – though the less the better. Want our advice? Buy the Corvette, look smart, save some dollars and buy your Mom some flowers.
Cadillac XLR-V – Christian Wardlaw’s Opinion:
Oh, Cadillac, you had me until the trip up Palomar Mountain near San Diego. There I learned that the XLR-V’s transmission doesn’t respond fast enough to upshifts, letting the engine redline. There I discovered that the baffled exhaust system – which first blows and then blats – grates on the driver’s nerves. There I realized that the Pirelli Eufori run-flat tires can’t absorb bumps and get greasy at speed. There I found out that the braking system doesn’t possess that meaty, unflappable, easily finessed feel of competing German machinery. More than any of these things, however, it was there that I confirmed that the Cadillac XLR has a tendency to overheat.
This is the second Cadillac XLR we’ve had that has overheated during hard driving in the mountains when temperatures are between 90 and 100 degrees. On the afternoon we tackled Palomar Mountain Road, according to the XLR-V’s display, the temperature was in the low 90s. I had finally given up on getting the XLR-V’s machinery to collaborate enough to produce an epiphany remotely close to what one experiences in a BMW when I glanced down at the gauge cluster and saw the frantic warning scrolling about imminent overheating across the message center. Off to the side of the highway, hood raised, steam rising, fluid leaking, I decided that anyone who spent $100,000 on a high-performance roadster allegedly designed to take on the best from Europe would be infuriated rather than mildly peeved. I was mildly peeved, but then I hadn’t just spent the hundred grand, it wasn’t my car, and I had a colleague driving a comfortable, air-conditioned CTS-V in which I could wait for help. By the way, the STS-V was nowhere in sight when this happened. It, too, had begun to melt down, and was idling on the shoulder further down the mountain, waiting for the temperature gauge to return to normal.
It’s too bad, really, because the Cadillac XLR-V is a stunning automobile. People of every age and gender took notice of our Infrared test sample, no matter where I drove it. As a cruiser, the XLR-V excels, with a compliant yet communicative ride quality, comfortable seats, and the convenience of a weatherproofed interior thanks to the retractable hardtop. There were fit-and-finish issues with our XLR-V, and some of the materials didn’t match the expectation of a six-figure sticker price, but the Bulgari-designed gauges are gorgeous, and the striking car looks like nothing else on the road whether the top is up or down.
For the select few who value style completely and substance not at all, the Cadillac XLR-V is worth a long, close look.
Advice
Cadillac V-Series – Thom Blackett’s Advice:
It wasn’t long ago that I thought of Cadillac as nothing more than the nicer Buick. That was before seat time in the CTS-V, STS-V, and XLR-V. Though I’m not exactly sure where the idea for a 400-horsepower Cadillac sedan with a manual tranny came from, or how it got the green light, I’m glad it’s here. As a single 33-year-old guy, the brute power and ability to interact with the CTS-V via its gearbox make it one of my top two choices – the $50,000 price is high, but big-boy toys don’t come cheap. Positioned in the middle of my personal lineup is the STS-V, an enjoyable driver but not one I’d choose even if $75,000 was literally burning a hole in my pocket. The right pieces are there – chrome exterior trim, mesh grille, sporty seats – but the overall design looks soft compared to other V models, and the feel behind the wheel, while engaging, is too much like a big Caddy with a few performance tweaks. And then there’s my favorite, the XLR-V. With two seats and a $100,000 price tag, this ride is ridiculously priced and almost completely devoid of any practicality. Screw it – it looks hot, goes like stink, and grabs the pavement like a lonely empty nester. However, there are a few points that would at least cause me pause before handing over all those greenbacks: my XLR-V sure as hell better not overheat; that factory-tuned exhaust would need to be tweaked, allowing it to growl at lower revs; and the transmission shift points would need to be made crisper. Better yet, how about a manual option?
Cadillac V-Series – Brian Chee’s Advice:
If you want performance, American-style, buy the Cadillac CTS-V. It’ll give you a great time on the road – 0-60 in 4.6 seconds, good handling and major attitude – but one heckuva headache at the gas station. As far as the STS-V and the XLR-V, leave those very-fast but very-flawed vehicles off your shopping list, unless you need to ferry Mom and her friends to their weekly bridge game (STS-V) or just met the most fascinating 18-year-old yoga instructor (XLR-V).
Cadillac V-Series – Christian Wardlaw’s Advice:
Going into this test drive, I had high hopes. A native Detroiter, I admit a soft spot for domestic iron and a long road trip in a Cadillac CTS-V two years ago left a favorable impression of GM’s effort to create an in-house, high-performance division similar to what the well-regarded European brands have done. However, after spending a week in all three of the Cadillac V-Series models, the best thing I can say is: “nice try.” All three of these cars need additional development if they want to compete with, let alone beat, the best from BMW and Mercedes-Benz – especially the STS-V and the XLR-V. My favorite V-Series car continues to be the least expensive, the simplest, and the most comfortable of the trio – the CTS-V. It made me smile every time I fired up its 6.0-liter V8. The XLR-V made me smile until I drove it the way Cadillac intended and it left me stranded on the side of the road. The STS-V left me wondering if Cadillac had ever driven a BMW M5 or Mercedes-Benz E55 AMG, much less a 550i or E500 with sport packages.
Specifications
CADILLAC CTS-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac CTS-V
Price of Test Vehicle: $52,115 (including the $720 destination charge)
Engine Size and Type: 6.0-liter V8
Engine Horsepower: 400 at 6,000 rpm
Engine Torque: 395 lb.-ft. at 4,400 rpm
Transmission: Six-speed manual
Curb weight, lbs.: 3,850
EPA Fuel Economy (city/highway): 16/25 mpg
Observed Fuel Economy: 14.0 mpg
Length: 191.5 inches
Width: 70.6 inches
Wheelbase: 113.4 inches
Height: 57.3 inches
Leg room (front/rear): 42.4/37.0 inches
Head room (front/rear): 39.0/36.9 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 12.5 cu.-ft.
Competitors: Audi S4, BMW 550i Sport, Chrysler 300 SRT-8, Dodge Charger SRT-8, Infiniti M45 Sport, Mercedes-Benz C55 AMG
CADILLAC STS-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac STS-V
Price of Test Vehicle: $77,090 (including $720 destination charge and $2,100 gas guzzler tax)
Engine Size and Type: 4.4-liter Supercharged V8
Engine Horsepower: 469 at 6,400 rpm
Engine Torque: 439 at 3,800 rpm
Transmission: Six-speed automatic with manual shift feature
Curb weight, lbs.: 4,295
EPA Fuel Economy (city/highway): 14/20 mpg
Observed Fuel Economy: 14.7 mpg
Length: 197.6 inches
Width: 72.6 inches
Wheelbase: 116.4 inches
Height: 58.2 inches
Leg room (front/rear): 42.6/38.3 inches
Head room (front/rear): 38.7/37.9 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 13.8 cu.-ft.
Competitors: Audi S6, BMW M5, Chrysler 300 SRT-8, Jaguar S-Type R, Mercedes-Benz E55 AMG
CADILLAC XLR-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac XLR-V
Price of Test Vehicle: $100,000 (including the $720 destination charge and $1,700 gas guzzler tax)
Engine Size and Type: 4.4-liter Supercharged V8
Engine Horsepower: 443 at 6,400 rpm
Engine Torque: 414 lb.-ft. at 3,600 rpm
Transmission: Six-speed automatic with manual shift feature
Curb weight, lbs.: 3,804
EPA Fuel Economy (city/highway): 15/22 mpg
Observed Fuel Economy: 17.4 mpg
Length: 177.7 inches
Width: 72.3 inches
Wheelbase: 105.7 inches
Height: 50.4 inches
Leg room (front): 42.6 inches
Head room (front): 37.6 inches
Max. Seating Capacity: Two
Max. Cargo Volume: 12 cu.-ft.
Competitors: BMW Z4 M Coupe, BMW Z4 M Roadster, Chevrolet Corvette Z06, Chrysler Crossfire SRT-6, Dodge Viper SRT-10, Ford Shelby Cobra GT500, Jaguar XKR, Mercedes-Benz SL55 AMG, Mercedes-Benz SLK55 AMG, Porsche 911 Carrera
Cadillac CTS-V:
Cadillac’s CTS debuted for 2003, signaling a dramatic shift in philosophy and direction for the moribund American luxury nameplate. Wire wheel covers and fake convertible roofs were ditched for creased, polarizing styling and truly European road manners, and today the CTS looks better than ever thanks to an edgy design that has not gone out of style.
Because the foundation is already sound, it is relatively easy for Cadillac to create the CTS-V. Key ingredients include a 6.0-liter V8 engine making 400 horsepower and 395 lb.-ft. of torque. A six-speed manual transmission equipped with a dual-mass flywheel and a heavy-duty prop shaft transfers the power to the rear wheels, where a limited-slip differential and a 3.73 gear ratio help ensure a claimed acceleration time of 4.6 seconds to 60 mph and a quarter-mile time of 13.1 seconds at 109 mph . If you dare, the Cadillac CTS-V will top out at 163 mph.
To help the Cadillac CTS-V handle all this power and performance, it gets suspension modifications including unique front suspension bushings, Nivomat load leveling rear shocks, and thicker front and rear stabilizer bars. Performance-tuned steering guides special 18-inch alloy wheels wearing Goodyear Eagle F1 245/45R18 run-flat tires. Brembo vented brake discs with four-piston front and rear calipers scrub speed, and when you get in over head with this muscular luxury sedan there’s a stability control system to save your sorry ass.
Additional tweaks that help to justify the $52,115 sticker price (including the $720 destination charge) include stainless steel mesh grilles, special bumper covers with brake cooling ducts in front, side sill extensions, and snazzy V-Series badges. Inside, the gauges are unique, satin chrome trim livens up the cabin, suede seat inserts hold occupants still while driving hard, and the center armrest is lowered to stay out of the way when shifting.
Cadillac STS-V:
Cadillac’s recent alpha naming convention might fluster loyal buyers and consumers alike, but the name STS actually means something. Dating back to 1989, STS stands for Seville Touring Sedan. Originally a cleaned up version of the chrome-encrusted standard Seville that was designed to appeal to people defecting in droves to Audi, BMW, and Mercedes-Benz, the STS ultimately became the top Seville trim level with the most powerful engine and the greatest amount of technology. When it was most recently redesigned for 2005, the STS moniker replaced the name Seville, and the car became the clear alternative to the traditionally-flavored front-drive DTS (previously the DeVille) at the top of Cadillac’s food chain.
To create the V-Series version of the new STS, engineers dropped a supercharged 4.4-liter V8 into the engine bay, a heavily massaged motor making 469 horsepower and 439 lb.-ft. of torque, 90 percent of which peaks between 2,200 and 6,000 rpm. For those keeping score, this power output makes the STS-V the most powerful production Cadillac in history. An all-new six-speed automatic transmission sends the power to the rear wheels, producing acceleration to 60 mph in less than five seconds. Other hardware modifications include a swap from the STS Sport’s magnetic ride control suspension to performance-tuned front and Nivomat self-leveling rear shocks, revised stabilizer bars, quicker steering, Brembo four-piston brakes and larger staggered wheels running Pirelli Eufori extended mobility tires sized 255/45R18 up front and 275/40R19 in the back.
Like the CTS-V, the STS-V gets stainless steel mesh grille inserts, brake ducts for cooling the front discs, revised front and rear fascias, flangeless 10-spoke alloy wheels, a bulging hood to clear the engine’s supercharger, and a revised rear spoiler. Inside, the Cadillac STS-V is decked out in hand-wrapped leather trim for the dash and door panels, Olive Ash Burl wood, aluminum accents, and suede seat inserts. Cadillac even offers a Tango Red accent color. The price tag is $77,090, including the $720 destination charge and $2,100 gas guzzler tax.
Cadillac XLR-V:
Cadillac commands a cool $100,000 for the XLR-V, including the $815 destination charge and $1,700 gas guzzler tax, vividly illustrating the transformation that has occurred at GM’s luxury division during the first half of this decade. Five years ago, a six-figure Caddy would have been a cruel punchline, but today it raises an eyebrow and a request for more information.
The Cadillac XLR arrived for 2004, a new wreath-and-crest icon loosely based on the redesigned Chevrolet Corvette platform but powered by a Cadillac Northstar V8 and engineered for added luxury and ride quality rather than outright performance. The creased-and-folded bodywork included a slick power retractable hardtop, and the car sold in low volumes to ensure exclusivity.
Supercharging the XLR meant adding a new 4.4-liter version of the Northstar V8, the same powerplant that’s rocking the STS-V. However, because of the XLR’s reduced hood clearance, it makes 443 horsepower and 414 lb.-ft. of torque in this roadster. Peak torque is spread across a plateau in the powerband that runs from 2,200 to 6,000 rpm, ensuring a 4.6-second acceleration time to 60 mph. The same six-speed automatic transmission as found in the STS-V does duty in the XLR-V, similarly equipped with technology dubbed Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC). Additionally, the Cadillac XLR-V is outfitted with bigger brakes, a modified magnetic ride control suspension, and larger 19-inch wheels shod with run-flat Pirelli Eufori tires measuring 235/45 up front and 255/40 in the back.
As with its V-Series brethren, the XLR-V receives a wire mesh grille, special badges, and unique wheels that are, in this case, handsome 10-spokers. The hood bulges to make space for the supercharger, the brake calipers are black with a machined V-Series logo, and the exhaust outlets are polished stainless steel. Inside, French-stitched leather covers the interior panels and the seat bolsters, while the seat inserts are suede. Aluminum accents and Zingana wood trim cover the remainder of the XLR-V’s cabin.
Cadillac CTS-V
Cadillac CTS-V – Thom Blackett’s Opinion:
Despite ponying up fewer horses than either of the other V-Series rides, the Cadillac CTS-V was the most raw and aggressive of the bunch. Fitted with a 400-horsepower naturally-aspirated V8 mated to a six-speed manual transmission, the CTS-V blended edgy Cadillac styling with a muscle car’s bark and the oh-so-politically-incorrect but oh-so-freakin’-fun ability to drop the clutch and cook the rear Goodyear Eagles. Whereas the STS-V and XLR-V derive power from supercharged engines, the CTS-V uses a good ol’ fashioned meaty V8 with immediate throttle response and a delightful exhaust note all the way up to redline. Clutch effort was dead-on, but the gearbox was a bit sloppy, and the annoying skip-shift feature borrowed from the Chevrolet Corvette has to go.
Same goes for the oversized steering wheel used on the ‘Vette and various other GM models, including the CTS-V. Handling was among one of the CTS-V’s strong points, though like the other V models, the car’s software programmed proved a bit more cautious that I would have liked. The ride felt a bit soft compared to the STS-V and XLR-V, due in large part to the CTS-V using Goodyears instead of Pirelli Eufori rubber.
Cadillac CTS-V – Brian Chee’s Opinion:
The CTS-V is the only Caddy in this group without a supercharger, and the only one I would buy. Its visceral feel and modern interior make the CTS-V most likely to appeal to folks who would buy a performance European luxury sedan. In fact, they might prefer the CTS-V, really, for the feel of this mighty engine is empowering – its snarl and growl lets you know that this, my friend, is a naturally-aspirated brute, with no whiny and annoying supercharger spinning up into a big tantrum.
Handling falls a bit short, with a tendency to oversteer, but you pay the ticket, you take the ride, and this one’s rear-wheel-drive, baby – whoohaa! Stability control helps, but you are aware of it when it kicks in and slaps you down. The CTS-V driving experience is really defined by three things: the rubber shifter, the straight-ahead power of the engine, and an interior that is way more hip than a Caddy oughta be. Overlook the fit-and-finish problems, if you can, because the style is contemporary, from the vents to the seats – though I wish those seats were a little sportier, with better bolstering and grip. The shifter is a love-hate thing: Rubbery as a chicken neck, but it’s placed correctly and feels good in hand. Point is, there’s a clutch at the other end, and that beats the heck out of all those lame auto shifters. Hey – what’s that underfoot? It’s a clutch pedal! Hooray! So Cadillac does more than make old men feel good. It can actually make young men, getting old, feel strong.
Cadillac CTS-V – Christian Wardlaw’s Opinion:
This was my favorite car of the V-Series trio, and though it’s a little rough and raw around the edges, it’s clearly the one to buy unless you absolutely must have an automatic transmission. The 6.0-liter V8 is a thing of beauty, notes of classic Americana emanating from beyond the firewall and from the exhaust pipes. Getting the CTS-V underway, however, can be tricky. The shifter is fine, but the clutch is abrupt. Once this stealthy sedan is moving, with fantastic alacrity I might add, it makes a terrific 7/10ths kind of car. Pushing the CTS-V to its limits takes bigger stones than have I, because the steering is a bit light, vague, and slow; body roll and motions are greater than expected; and the stability control gets active too early in the dance.
Comfort is king inside the CTS-V, thanks to spacious and supportive front seats with plenty of leg room, but on longer trips fatigue sets in because the center armrest is too low and the driver’s door panel is too far away. A telescopic steering wheel would be helpful, but it’s not available. I like the design inside and out, despite alloy wheels that could use a dose of character and an interior that needs improved materials. Given how close the CTS and the STS are in terms of size, I can’t figure out why they co-exist, or why they are such completely different animals.
Price is a problem, especially considering how unrefined the CTS-V is. The car’s sticker is higher than both the Chrysler 300 SRT-8 and the Dodge Charger SRT-8, which share the Caddy’s mission in life. Each of these models has its merits, but I like driving the CTS-V more than the SRT products. It certainly isn’t because it’s got a manual transmission – in fact, I wish it had an automatic like the Chrysler and Dodge – but I can’t quite put my finger on it except to say that the Cadillac strikes me as the four-wheeled equivalent of Teddy Roosevelt. It speaks softly and carries a big stick, while its two Detroit 3 competitors do exactly the opposite. As for competing against the Audi S4, the BMW M3, or the Mercedes-Benz C55 AMG, Cadillac better head back to the Nurburgring, and bring the competition with it for benchmarking purposes.
Cadillac STS-V
Cadillac STS-V – Thom Blackett’s Opinion:
Positioned as the middle man of the Cadillac V series, the STS-V sedan is an extremely powerful sedan that seems unsure of its purpose in this world. With a price eclipsing the smaller CTS-V’s by roughly $25,000 it would be safe to assume improvements across the board from the STS-V, yet that’s not the case. The supercharged, 469-horsepower V8 is mighty hungry for speed, though the transmission needs to be set to sport mode and manually shifted if the STS-V’s driver wants to realize the full potential of the engine. That’s what I was forced to do in an effort to keep up with the CTS-V and XLR-V on a winding mountain road. The result was improved performance – for a few miles. However, soon the STS-V was alerting me to its hot-under-the-collar radiator, desperately requesting an idle stop for a few minutes of cool down. This was on a 90-degree day. Interestingly, when we flogged four $20,000 sport compact cars on a 100-degree test track a few weeks prior to the Cadillac drive, this kind of unscheduled trip to the pits was not required. With this little hiccup behind me, I continued on with the transmission taking care of gear changes, albeit in a delayed fashion. While waiting for the shift and accompanying lower revs, the STS-V offers up plenty of supercharger whine but not enough V8 growl.
Similarly, the Cadillac STS-V's handling was a bit spotty. In most cases, the front pushed in the corners unless the driver downshifted, forcing a jump in revs and allowing for some fun throttle steer (until the evil electronic stability police show up). On smooth roads, the ride was stiff, while bumps forced the STS-V to become unsettled as it was jostled from side to side. Braking was excellent, offering more response, or at least less pedal travel than the XLR-V. Steering, on the other hand, was too light at slow speeds with a subtle grinding noise emitted when the wheel was turned at idle; the steering provided desired heft in corners.
Cadillac STS-V – Brian Chee’s Opinion:
There we were, screaming down California’s Interstate 15 in a supercharged Cadillac STS – the “V”, don’t you know – and one shiny, simple moment put the car into perspective. A regular STS of similar vintage, cruising down the same road up ahead, came into view. It was dirty. It looked old, and not well-loved. And there was a Rascal motorized wheelchair on the back. The relevance of the car we were driving hit me between the eyes: there, tooting along in that old maroon STS, clogging the left lane, was an old guy who secretly wanted the most powerful production Cadillac ever assembled.
Okay, maybe not. But after driving the STS-V, it’s hard to imagine Euro-sedan enthusiasts moving over to the STS-V. Who, then, will want all that supercharged power? That’s 469 horsepower, bubba, mated to a six-speed automatic transmission, a revised and sporty (maybe too sporty) interior, bigger wheels, and tuned-up brakes and suspension. The STS-V has StabiliTrak, which is a great way to keep those old hot roddin’ geezers on the road and out of the ditch. Which would be possible, given the STS-V’s size and power, though unlikely. The vehicle, while no match for its V-Series brothers on canyon roads, nonetheless comports itself with dignity – and speed – around turns, if not stick it to the ground and howl like a wolf. As with all the Vs, the powertrain is impressive. This one suffers through red leather inserts, however, so it’s a bit garish on the inside, and handling manners that would tip a Rascal in no time flat.
Cadillac STS-V – Christian Wardlaw’s Opinion:
Cadillac’s STS-V strikes me as half-baked, especially since it is ostensibly gunning for the Audi S6, BMW M5 and Mercedes-Benz E55 AMG, and our week-long driving experience did little to convince me that it should be taken seriously as a world-class luxury sport sedan. The modified Northstar V8 certainly produces plenty of power, but you’ve really gotta get on it to extract maximum juice, which is accompanied by the signature whine of a supercharger. When pushing it hard on a mountain road in 90-degree temperatures, however, it began to run hot and had to be parked for a spell to cool down – this despite a “Performance Cooling Package” that comes standard. The transmission in the STS-V was better sorted than the schizophrenic unit in our sample XLR-V, but why would Cadillac put the manual shift gate on the right side in this car and on the left side in the roadster? I didn’t like the suspension, which managed bob and float about as well as Andrew Fastow did Enron’s finances. I didn’t like the brake pedal, which felt too stiff and offered a limited range of travel, characteristics than made it difficult to modulate. I didn’t like the steering, which required too much effort off-center and which continually adjusted between heavy and light effort in high-speed sweepers.
Had the STS-V’s interior been more pleasing, perhaps some of the mechanical flaws could be overlooked. The car feels smaller from the driver’s seat than the CTS-V, and though the materials are a huge improvement over Cadillac’s entry-level sedan and I found the combination of Olive Ash wood and Tango Red trim compelling, the STS-V didn’t make me want to spend a day driving it. The stereo is the same as the one in the Escalade, complete with cheap-looking buttons all squashed together. The headliner was attached to the roof with magnets, and was easy to pull down. The center armrest was higher than the one on the door panel. The gauges didn’t match those found in the CTS and the XLR. I dunno, maybe it’s me, but I expected to see some continuity from one V-Series vehicle to the next, something more than a checkered-flag badge. At least the CTS and STS look the same on the outside – almost indistinguishable to the untrained eye.
This would be a great car at $60,000, but not at $77,000 and change. If you like the Cadillac STS-V, consider waiting a year or two for someone else to take the hit on depreciation. Or just buy the CTS-V.
Cadillac XLR-V
Cadillac XLR-V – Thom Blackett’s Opinion:
No, 443-horsepower luxury convertibles aren’t entirely necessary, but hot damn they’re fun. Unlike the STS-V sedan, the 2006 Cadillac XLR-V wraps itself around paved curves like a second skin, the steering offering extreme responsiveness and plenty of road feel, and equipped with a firm suspension setup that seems wholly unfamiliar with the concepts of body roll and understeer. Indeed, the only way to get the XLR-V to slide loose is to turn off the traction control, and even then the wayward tail is afforded a hair’s width of extra latitude – appreciated for runs alongside mountain cliffs, but not so much when trying to roast the Pirelli Eufori 19s in a controlled drift.
Exemplary handler though it may have been, our XLR-V test car was not free of faults. The brakes proved effective and reliable after plenty of aggressive driving, but they felt soft compared to the STS-V and required a bit more pedal travel. And, like the STS-V, we had an overheating problem while running this supercharged Caddy through the mountains east of San Diego. Were it my $100,000 that just bought this performance luxury convertible, I’d be boiling over right along with my radiator. Also shared with the STS-V was the XLR-V’s automatic transmission with a sport mode and delayed shift points, and overwhelming supercharger whine. The XLR-V’s exhaust has been tuned to open wide for a throaty sound when driven hard, though it’s hard to enjoy without enough road for high speeds and elevated rpms. That’s with the top down – close things up tight and you can add interior rattles and faint wind noise into the mix.
Though perfection is out of the Cadillac XLR-V’s reach, there are a few more positive points worthy of mention. Drivers are treated to a heads-up display like that used in the Chevrolet Corvette, providing information on speed, gear (if in manual mode), and radio settings without having to take your eyes off of the road. Cowl shake is almost entirely obliterated thanks to the stiff body structure and retractable hard top, and visibility is surprisingly good thanks to narrow C-pillars and small but useful side mirrors.
Cadillac XLR-V – Brian Chee’s Opinion:
I once said that the Cadillac XLR is the ultimate gold-chain car. And, so, the V-Series version is the same – it’s just got a bigger medallion – or maybe that’s a smaller medallion. I also wondered about the point of it all when this vehicle was debuted at the 2005 New York Auto Show. Frankly, I still do. For around $25,000 more than the regular Cadillac XLR, you get one initial, one second – and all the same lousy fit-and-finish. That’s it – about one second separates the XLR and the XLR-V in 0-60 times, according to published reports. Sure, one second can be a big deal, but the importance fades when you’re going from under six seconds to under five seconds. Heck, if you’re over-compensating that much, move back in with Mommy. She’ll understand why you had to shell out so much cash for what amounts to a supercharged car with big brakes and big wheels – one that’s based on perhaps the best sporting deal around yet somehow takes the donor Corvette’s amazing balance of power, sport and value and turns it into a sucker punch.
And it even overheats.
We thought it was just us, but with a little digging we found a Technical Service Bulletin regarding this problem, courtesy of the National Highway Traffic Safety Administration – so buyers beware.
In case you still care about the driving experience, it’s fun, real fun – for $75,000 – thanks to that God Almighty power, those big wheels and some nice brakes. Straight ahead and on corners, the XLR-V delivers a sporting ride with such a deep well of power, that, well, you can’t help dipping in time and again. You’ll also look good driving around in the XLR-V, and the oh-so-soft leather interior is like wearing a silk shirt. There’s a fair amount of room inside, the top works well up or down, and is quite amusing to watch what with all the arms and levers flying hither and dither.
Like that silk shirt, at the right time – meaning when it’s not overheating – the XLR-V can be fun to put through the paces, all those horsepower under all that gorgeous sheet metal. Really, it’s a beautiful symbol of conspicuous consumption during our consumption-challenged times – just try to keep your friends from looking too closely at the wide gaps and ill-fitting body parts, such as the hood (yikes), light clusters and fascias.
Overall, the Cadillac XLR-V is fast, fun to look at and fun to drive, proving that there’s something good to said about old man bling – though the less the better. Want our advice? Buy the Corvette, look smart, save some dollars and buy your Mom some flowers.
Cadillac XLR-V – Christian Wardlaw’s Opinion:
Oh, Cadillac, you had me until the trip up Palomar Mountain near San Diego. There I learned that the XLR-V’s transmission doesn’t respond fast enough to upshifts, letting the engine redline. There I discovered that the baffled exhaust system – which first blows and then blats – grates on the driver’s nerves. There I realized that the Pirelli Eufori run-flat tires can’t absorb bumps and get greasy at speed. There I found out that the braking system doesn’t possess that meaty, unflappable, easily finessed feel of competing German machinery. More than any of these things, however, it was there that I confirmed that the Cadillac XLR has a tendency to overheat.
This is the second Cadillac XLR we’ve had that has overheated during hard driving in the mountains when temperatures are between 90 and 100 degrees. On the afternoon we tackled Palomar Mountain Road, according to the XLR-V’s display, the temperature was in the low 90s. I had finally given up on getting the XLR-V’s machinery to collaborate enough to produce an epiphany remotely close to what one experiences in a BMW when I glanced down at the gauge cluster and saw the frantic warning scrolling about imminent overheating across the message center. Off to the side of the highway, hood raised, steam rising, fluid leaking, I decided that anyone who spent $100,000 on a high-performance roadster allegedly designed to take on the best from Europe would be infuriated rather than mildly peeved. I was mildly peeved, but then I hadn’t just spent the hundred grand, it wasn’t my car, and I had a colleague driving a comfortable, air-conditioned CTS-V in which I could wait for help. By the way, the STS-V was nowhere in sight when this happened. It, too, had begun to melt down, and was idling on the shoulder further down the mountain, waiting for the temperature gauge to return to normal.
It’s too bad, really, because the Cadillac XLR-V is a stunning automobile. People of every age and gender took notice of our Infrared test sample, no matter where I drove it. As a cruiser, the XLR-V excels, with a compliant yet communicative ride quality, comfortable seats, and the convenience of a weatherproofed interior thanks to the retractable hardtop. There were fit-and-finish issues with our XLR-V, and some of the materials didn’t match the expectation of a six-figure sticker price, but the Bulgari-designed gauges are gorgeous, and the striking car looks like nothing else on the road whether the top is up or down.
For the select few who value style completely and substance not at all, the Cadillac XLR-V is worth a long, close look.
Advice
Cadillac V-Series – Thom Blackett’s Advice:
It wasn’t long ago that I thought of Cadillac as nothing more than the nicer Buick. That was before seat time in the CTS-V, STS-V, and XLR-V. Though I’m not exactly sure where the idea for a 400-horsepower Cadillac sedan with a manual tranny came from, or how it got the green light, I’m glad it’s here. As a single 33-year-old guy, the brute power and ability to interact with the CTS-V via its gearbox make it one of my top two choices – the $50,000 price is high, but big-boy toys don’t come cheap. Positioned in the middle of my personal lineup is the STS-V, an enjoyable driver but not one I’d choose even if $75,000 was literally burning a hole in my pocket. The right pieces are there – chrome exterior trim, mesh grille, sporty seats – but the overall design looks soft compared to other V models, and the feel behind the wheel, while engaging, is too much like a big Caddy with a few performance tweaks. And then there’s my favorite, the XLR-V. With two seats and a $100,000 price tag, this ride is ridiculously priced and almost completely devoid of any practicality. Screw it – it looks hot, goes like stink, and grabs the pavement like a lonely empty nester. However, there are a few points that would at least cause me pause before handing over all those greenbacks: my XLR-V sure as hell better not overheat; that factory-tuned exhaust would need to be tweaked, allowing it to growl at lower revs; and the transmission shift points would need to be made crisper. Better yet, how about a manual option?
Cadillac V-Series – Brian Chee’s Advice:
If you want performance, American-style, buy the Cadillac CTS-V. It’ll give you a great time on the road – 0-60 in 4.6 seconds, good handling and major attitude – but one heckuva headache at the gas station. As far as the STS-V and the XLR-V, leave those very-fast but very-flawed vehicles off your shopping list, unless you need to ferry Mom and her friends to their weekly bridge game (STS-V) or just met the most fascinating 18-year-old yoga instructor (XLR-V).
Cadillac V-Series – Christian Wardlaw’s Advice:
Going into this test drive, I had high hopes. A native Detroiter, I admit a soft spot for domestic iron and a long road trip in a Cadillac CTS-V two years ago left a favorable impression of GM’s effort to create an in-house, high-performance division similar to what the well-regarded European brands have done. However, after spending a week in all three of the Cadillac V-Series models, the best thing I can say is: “nice try.” All three of these cars need additional development if they want to compete with, let alone beat, the best from BMW and Mercedes-Benz – especially the STS-V and the XLR-V. My favorite V-Series car continues to be the least expensive, the simplest, and the most comfortable of the trio – the CTS-V. It made me smile every time I fired up its 6.0-liter V8. The XLR-V made me smile until I drove it the way Cadillac intended and it left me stranded on the side of the road. The STS-V left me wondering if Cadillac had ever driven a BMW M5 or Mercedes-Benz E55 AMG, much less a 550i or E500 with sport packages.
Specifications
CADILLAC CTS-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac CTS-V
Price of Test Vehicle: $52,115 (including the $720 destination charge)
Engine Size and Type: 6.0-liter V8
Engine Horsepower: 400 at 6,000 rpm
Engine Torque: 395 lb.-ft. at 4,400 rpm
Transmission: Six-speed manual
Curb weight, lbs.: 3,850
EPA Fuel Economy (city/highway): 16/25 mpg
Observed Fuel Economy: 14.0 mpg
Length: 191.5 inches
Width: 70.6 inches
Wheelbase: 113.4 inches
Height: 57.3 inches
Leg room (front/rear): 42.4/37.0 inches
Head room (front/rear): 39.0/36.9 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 12.5 cu.-ft.
Competitors: Audi S4, BMW 550i Sport, Chrysler 300 SRT-8, Dodge Charger SRT-8, Infiniti M45 Sport, Mercedes-Benz C55 AMG
CADILLAC STS-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac STS-V
Price of Test Vehicle: $77,090 (including $720 destination charge and $2,100 gas guzzler tax)
Engine Size and Type: 4.4-liter Supercharged V8
Engine Horsepower: 469 at 6,400 rpm
Engine Torque: 439 at 3,800 rpm
Transmission: Six-speed automatic with manual shift feature
Curb weight, lbs.: 4,295
EPA Fuel Economy (city/highway): 14/20 mpg
Observed Fuel Economy: 14.7 mpg
Length: 197.6 inches
Width: 72.6 inches
Wheelbase: 116.4 inches
Height: 58.2 inches
Leg room (front/rear): 42.6/38.3 inches
Head room (front/rear): 38.7/37.9 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 13.8 cu.-ft.
Competitors: Audi S6, BMW M5, Chrysler 300 SRT-8, Jaguar S-Type R, Mercedes-Benz E55 AMG
CADILLAC XLR-V SPECIFICATIONS:
Test Vehicle: 2006 Cadillac XLR-V
Price of Test Vehicle: $100,000 (including the $720 destination charge and $1,700 gas guzzler tax)
Engine Size and Type: 4.4-liter Supercharged V8
Engine Horsepower: 443 at 6,400 rpm
Engine Torque: 414 lb.-ft. at 3,600 rpm
Transmission: Six-speed automatic with manual shift feature
Curb weight, lbs.: 3,804
EPA Fuel Economy (city/highway): 15/22 mpg
Observed Fuel Economy: 17.4 mpg
Length: 177.7 inches
Width: 72.3 inches
Wheelbase: 105.7 inches
Height: 50.4 inches
Leg room (front): 42.6 inches
Head room (front): 37.6 inches
Max. Seating Capacity: Two
Max. Cargo Volume: 12 cu.-ft.
Competitors: BMW Z4 M Coupe, BMW Z4 M Roadster, Chevrolet Corvette Z06, Chrysler Crossfire SRT-6, Dodge Viper SRT-10, Ford Shelby Cobra GT500, Jaguar XKR, Mercedes-Benz SL55 AMG, Mercedes-Benz SLK55 AMG, Porsche 911 Carrera
Photos by Ron Perry