It takes a serious set of wheels to turn heads in Beverly Hills. The average valet attendant has seen more Ferraris than a Maranello gas station, and unless you just won an Oscar or were recently indicted by Elliot Spitzer, a Porsche or BMW isn't going to get you too many looks either.
So it was with great surprise, and a hint of patriotic satisfaction, that we observed the constant head swinging and finger pointing that accompanied the XLR as it rolled through some of L.A.'s most pretentious locales. Whether it was the gleaming ruby red color or the origamilike creases of its low-slung body, Cadillac's new flagship convertible drew the kind of attention typically reserved for the world's most exclusive roadsters.
Of course, such fawning begs the question: Is the XLR worthy of the attention that its striking lines so easily attract? Our initial impressions were a resounding yes, but after spending the better part of a week behind the wheel, we realized that while the XLR has a look that sets it apart from the crowd, it still has a ways to go before it can match its European rivals when it comes to delivering a complete package of style, performance and refinement.
The XLR is essentially a production version of the Evoq concept car that debuted in 1999 at the North American International Auto Show. For those who don't spend their post-holiday weekends in downtown Detroit, we'll refresh your memory. It was the Evoq that introduced the world to the look of the 21st-century Cadillac. Instead of big, broad and bland, the Evoq was long, low and seemingly chiseled out of a solid block of iron with its sharp edges and flat surfaces. In effect, it didn't look like a Cadillac, but it was daring and distinctive and a clear sign that GM's luxury brand was headed in a new direction.
In its transformation from concept car to showroom centerpiece, the XLR incurred relatively minor styling and dimensional changes. Its body rides on a slightly shorter wheelbase, but its overall length of nearly 178 inches has it stretching roughly 10 inches longer than the concept. Compared to the Mercedes-Benz SL and Lexus SC 430, the XLR is bigger in both its length and wheelbase. Lest you get the impression that it's just another oversized Cadillac cruiser, bear in mind that the XLR utilizes the same chassis that underpins the 2005 Corvette so its performance credentials are sound.
Like the Corvette, the XLR requires a little ducking and sliding to get in, but most will find its ease of entry acceptable. The seat and steering wheel open up wide to smooth out the entry process, with both returning to your preset position once you're situated. A keyless entry and ignition system allows you to enter the car and fire it up without ever having to take the key fob out of your pocket. It takes some getting used to, but once you've gotten accustomed to the process, it becomes second nature and quite convenient. Most drivers will find plenty of room to stretch out, but if you're on the tall side, the limited seat travel may present a problem.
A quick look around the cabin reveals a relatively simple design, but lavish materials throughout give it the upscale ambience of a true luxury roadster. A mix of Eucalyptus wood trim and anodized aluminum adorns the console, dash and door panels, while the gauge cluster bears the mark of world-renowned jeweler Bulgari who lent a hand in its design. A touchscreen navigation display sits front and center with a set of easily adjustable climate controls just below. Supple leather covers the seats, steering wheel and just about every other surface that isn't already adorned with wood or aluminum.
Opinions were mixed on how well the look and feel of the interior reflects the car's $75,000 price tag. The rich color of the wood trim looks as good as anything you might find in a Lexus, but the aluminum accents aren't quite as convincing, as some of the metallic panels look more like snapped-on covers than integrated pieces of a cohesive design. Switchgear quality is good but not great, and even the conspicuously branded gauges failed to generate much enthusiasm. "The mere presence of the Bulgari branding isn't the problem," one editor wrote. "It's the fact that the name adorns a cluster so thoroughly unremarkable in its design that makes it look ridiculous."
The debate continued as we settled in and became more familiar with the feel of the XLR on the road. Press the ignition button and GM's Northstar V8 rumbles to life with a familiar sound. At idle it registers a barely audible murmur, but a poke of the throttle generates a throatier rasp that hints at its considerable output. Now in its second-generation of development, the Northstar engine uses advanced engine technologies like variable valve timing and electronic throttle control to give it robust power while retaining the kind of refinement expected in a car of its caliber.
With 320 horsepower and 310 pound-feet of torque, the 4.6-liter V8 measures up favorably with its peers. A five-speed automatic transmission is the only gearbox available, but there is a manual-shift gate that allows you to manipulate the gears yourself. Measured against the clock at the test track, the XLR turned in a 0-to-60-mph run of 5.9 seconds, a time that placed it a tick faster than the last SL 500 we timed. It leaves the line with a tame lunge forward (it proved unable to break the tires loose), but builds speed quickly once the Northstar hits its stride. Full throttle shifts result in little hesitation and the sound of the engine at full song is as good or better than any V8 in its class.
As fast as the XLR is when pushed, those expecting a Corvette in Cadillac clothing will be disappointed. Not only does the XLR return less enthusiastic responses to the throttle than its corporate cousin, its soft suspension tuning results in considerable body roll during hard cornering and plenty of nose dive under heavy braking. Magnetic Ride control (MR) shocks are standard equipment, but even with their split-second adjustability, the XLR still feels less willing to tackle the turns than an SL. An overly large steering wheel makes it feel all the more ponderous, but at least the level of steering assist isn't overly aggressive. Regardless, whether we were threading through the slalom at the test track or knifing through our favorite canyons, the XLR seemed out of its element.
In order to truly appreciate the XLR's best qualities, one only has to seek out roads that are long, straight and preferably drenched in sunshine. For it's in these types of conditions that the XLR shines, as its pliable suspension, willing motor and convertible hardtop coalesce to deliver a formidable grand touring car that devours miles at a furious pace.
The suspension that's overly forgiving in the turns makes for an undisturbed ride on the highway and the precise steering tracks well at all speeds. Smooth downshifts and an abundance of available power allow effortless passing that takes the drama out of making time on two-lane roads. Dropping the convertible hardtop takes just 20 seconds, and given the fact that it was designed by the same company that built the folding roof for Mercedes' SL, it's no surprise that it opens and closes with similar precision.
With the hardtop in place, the XLR is dashing in its profile and whisper-quiet inside. Road and wind noise is minimal, although one passenger complained of feeling claustrophobic with the roof closed. Dropping the top solved that problem in a hurry, but introduced another one in the form of excessive wind buffeting. Refreshing at best and annoying at worst, swirling cabin winds are one of the XLR's few faults when it comes to long-distance cruising.
Gusty winds aside, the XLR's supportive seats, powerful audio system and extensive array of standard features keep you comfortable and well entertained. Unlike some of its competitors, the XLR comes fully loaded, with satellite radio being the only option. Among the many features are an adaptive cruise control system, a DVD-based navigation system and a head-up display that projects vehicle information onto the windshield to help keep your eyes on the road.
While some luxury cars often overdo it with overly technical systems that are confusing to use, the XLR's various technologies are easy to master. The touchscreen navigation controls are laid out in an easily recognizable manner, and even the head-up display was considered useful by most. The adaptive cruise control system worked as advertised, keeping a consistent distance (easily adjustable with a button on the steering wheel) between the XLR and the car in front of it without feeling like it was in the way. A few of the radio controls are confusing and the main screen washes out in direct sunlight, but for the most part we considered the XLR's numerous luxury features desirable enhancements instead of frustrating distractions.
The ease with which the XLR goes about its purpose results in a luxury roadster that will put a smile on the face of any Cadillac fan. It looks fast, goes fast and turns heads everywhere it goes, faithfully delivering on the promise of the long-forgotten Evoq. As impressive as it is, however, the XLR is not quite the world standard just yet. The performance is there, the technology is there, but next to an SL, it's still the runner-up. If you're looking for nothing more than a little attention, the XLR will do the trick, but if you want the best luxury roadster, you won't find it at a Cadillac dealer just yet.
So it was with great surprise, and a hint of patriotic satisfaction, that we observed the constant head swinging and finger pointing that accompanied the XLR as it rolled through some of L.A.'s most pretentious locales. Whether it was the gleaming ruby red color or the origamilike creases of its low-slung body, Cadillac's new flagship convertible drew the kind of attention typically reserved for the world's most exclusive roadsters.
Of course, such fawning begs the question: Is the XLR worthy of the attention that its striking lines so easily attract? Our initial impressions were a resounding yes, but after spending the better part of a week behind the wheel, we realized that while the XLR has a look that sets it apart from the crowd, it still has a ways to go before it can match its European rivals when it comes to delivering a complete package of style, performance and refinement.
The XLR is essentially a production version of the Evoq concept car that debuted in 1999 at the North American International Auto Show. For those who don't spend their post-holiday weekends in downtown Detroit, we'll refresh your memory. It was the Evoq that introduced the world to the look of the 21st-century Cadillac. Instead of big, broad and bland, the Evoq was long, low and seemingly chiseled out of a solid block of iron with its sharp edges and flat surfaces. In effect, it didn't look like a Cadillac, but it was daring and distinctive and a clear sign that GM's luxury brand was headed in a new direction.
In its transformation from concept car to showroom centerpiece, the XLR incurred relatively minor styling and dimensional changes. Its body rides on a slightly shorter wheelbase, but its overall length of nearly 178 inches has it stretching roughly 10 inches longer than the concept. Compared to the Mercedes-Benz SL and Lexus SC 430, the XLR is bigger in both its length and wheelbase. Lest you get the impression that it's just another oversized Cadillac cruiser, bear in mind that the XLR utilizes the same chassis that underpins the 2005 Corvette so its performance credentials are sound.
Like the Corvette, the XLR requires a little ducking and sliding to get in, but most will find its ease of entry acceptable. The seat and steering wheel open up wide to smooth out the entry process, with both returning to your preset position once you're situated. A keyless entry and ignition system allows you to enter the car and fire it up without ever having to take the key fob out of your pocket. It takes some getting used to, but once you've gotten accustomed to the process, it becomes second nature and quite convenient. Most drivers will find plenty of room to stretch out, but if you're on the tall side, the limited seat travel may present a problem.
A quick look around the cabin reveals a relatively simple design, but lavish materials throughout give it the upscale ambience of a true luxury roadster. A mix of Eucalyptus wood trim and anodized aluminum adorns the console, dash and door panels, while the gauge cluster bears the mark of world-renowned jeweler Bulgari who lent a hand in its design. A touchscreen navigation display sits front and center with a set of easily adjustable climate controls just below. Supple leather covers the seats, steering wheel and just about every other surface that isn't already adorned with wood or aluminum.
Opinions were mixed on how well the look and feel of the interior reflects the car's $75,000 price tag. The rich color of the wood trim looks as good as anything you might find in a Lexus, but the aluminum accents aren't quite as convincing, as some of the metallic panels look more like snapped-on covers than integrated pieces of a cohesive design. Switchgear quality is good but not great, and even the conspicuously branded gauges failed to generate much enthusiasm. "The mere presence of the Bulgari branding isn't the problem," one editor wrote. "It's the fact that the name adorns a cluster so thoroughly unremarkable in its design that makes it look ridiculous."
The debate continued as we settled in and became more familiar with the feel of the XLR on the road. Press the ignition button and GM's Northstar V8 rumbles to life with a familiar sound. At idle it registers a barely audible murmur, but a poke of the throttle generates a throatier rasp that hints at its considerable output. Now in its second-generation of development, the Northstar engine uses advanced engine technologies like variable valve timing and electronic throttle control to give it robust power while retaining the kind of refinement expected in a car of its caliber.
With 320 horsepower and 310 pound-feet of torque, the 4.6-liter V8 measures up favorably with its peers. A five-speed automatic transmission is the only gearbox available, but there is a manual-shift gate that allows you to manipulate the gears yourself. Measured against the clock at the test track, the XLR turned in a 0-to-60-mph run of 5.9 seconds, a time that placed it a tick faster than the last SL 500 we timed. It leaves the line with a tame lunge forward (it proved unable to break the tires loose), but builds speed quickly once the Northstar hits its stride. Full throttle shifts result in little hesitation and the sound of the engine at full song is as good or better than any V8 in its class.
As fast as the XLR is when pushed, those expecting a Corvette in Cadillac clothing will be disappointed. Not only does the XLR return less enthusiastic responses to the throttle than its corporate cousin, its soft suspension tuning results in considerable body roll during hard cornering and plenty of nose dive under heavy braking. Magnetic Ride control (MR) shocks are standard equipment, but even with their split-second adjustability, the XLR still feels less willing to tackle the turns than an SL. An overly large steering wheel makes it feel all the more ponderous, but at least the level of steering assist isn't overly aggressive. Regardless, whether we were threading through the slalom at the test track or knifing through our favorite canyons, the XLR seemed out of its element.
In order to truly appreciate the XLR's best qualities, one only has to seek out roads that are long, straight and preferably drenched in sunshine. For it's in these types of conditions that the XLR shines, as its pliable suspension, willing motor and convertible hardtop coalesce to deliver a formidable grand touring car that devours miles at a furious pace.
The suspension that's overly forgiving in the turns makes for an undisturbed ride on the highway and the precise steering tracks well at all speeds. Smooth downshifts and an abundance of available power allow effortless passing that takes the drama out of making time on two-lane roads. Dropping the convertible hardtop takes just 20 seconds, and given the fact that it was designed by the same company that built the folding roof for Mercedes' SL, it's no surprise that it opens and closes with similar precision.
With the hardtop in place, the XLR is dashing in its profile and whisper-quiet inside. Road and wind noise is minimal, although one passenger complained of feeling claustrophobic with the roof closed. Dropping the top solved that problem in a hurry, but introduced another one in the form of excessive wind buffeting. Refreshing at best and annoying at worst, swirling cabin winds are one of the XLR's few faults when it comes to long-distance cruising.
Gusty winds aside, the XLR's supportive seats, powerful audio system and extensive array of standard features keep you comfortable and well entertained. Unlike some of its competitors, the XLR comes fully loaded, with satellite radio being the only option. Among the many features are an adaptive cruise control system, a DVD-based navigation system and a head-up display that projects vehicle information onto the windshield to help keep your eyes on the road.
While some luxury cars often overdo it with overly technical systems that are confusing to use, the XLR's various technologies are easy to master. The touchscreen navigation controls are laid out in an easily recognizable manner, and even the head-up display was considered useful by most. The adaptive cruise control system worked as advertised, keeping a consistent distance (easily adjustable with a button on the steering wheel) between the XLR and the car in front of it without feeling like it was in the way. A few of the radio controls are confusing and the main screen washes out in direct sunlight, but for the most part we considered the XLR's numerous luxury features desirable enhancements instead of frustrating distractions.
The ease with which the XLR goes about its purpose results in a luxury roadster that will put a smile on the face of any Cadillac fan. It looks fast, goes fast and turns heads everywhere it goes, faithfully delivering on the promise of the long-forgotten Evoq. As impressive as it is, however, the XLR is not quite the world standard just yet. The performance is there, the technology is there, but next to an SL, it's still the runner-up. If you're looking for nothing more than a little attention, the XLR will do the trick, but if you want the best luxury roadster, you won't find it at a Cadillac dealer just yet.
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