Cadillac XLR
Casey Williams, www.car-data.com
My first review was about the 1993 Cadillac Allante, which I drove as an undergrad on thefactory test track in Detroit. Based on the front-drive Seville/Eldorado platform, it was nevergoing to be much more than a shortened luxury roadster. Yet, its Pininfarina-designed Italianbodywork was well-done and influenced most of the ’90s Cadillacs (evident in the STS). During thecar’s last year, Cadillac installed its new 32-valve Northstar V8 and made it the sportster italways should have been. By then, it was too late and production ceased by summer.
Cadillac learned a few things from the Allante adventure. Putting chassis on 747s, flying themto Italy for the installation of their bodies, and returning the whole affair to Detroit for finalassembly was an outrageously costly way to build an automobile. Sheet metal stamping machines workjust fine in Detroit and can be configured for almost any shape. The front-drive architecture wasnever designed to compete with the Mercedes SL or Jaguar XK. Expensive and beautiful as it was, theAllante was never up to the challenge and didn’t live up to its nearly-$70,000 price tag. Which iswhy the XLR held so much promise.
Debuting as the Evoq concept in 1999, the razor-edged Cadillac roadster shocked showgoers. Fromanywhere on Earth, you would have known it was a Cadillac, but it looked nothing like any other.Stacked headlamps, eggcrate grille, V-shaped decklid, and thin vertical taillamps hit all thestyling hot spots, combining next-century excitement with historic elements. It is the car thatinspired the CTS, STS, DTS, Escalade, and all of the other great Cadillacs that followed.
When GM became serious about actually producing the XLR, it knew exactly where to start: BowlingGreen, KY. Chevrolet was already building a two-seat performance roadster, second to none.Designers and engineers began with the Corvette’s integral frame, modified the electronicsuspension system for a softer ride, replaced the pushrod V8 with a Northstar, and enveloped thewhole thing in edgy bodywork, luxurious interior, and with a folding hardtop. This was no Allante.The XLR had the foundation to kick Mercedes into the weeds.
What GM found again is that Mercedes buyers are really loyal and most people open to purchasinga GM model were likely to choose the less-expensive and more-capable Corvette. So, GM announcedthat 2009 would be the final year for its fabulous folding-hard topped roadster.
New front and rear facias, fender vents, and three additional paint colors (Black Cherry, GrayFlannel, and Radiant Silver) distinguish the last run. Platinum editions wear new 18′ wheels. XLR-Vmodels come with Alcantara’ (suede) headliners. Leather-wrapped upper dash panels, heated steeringwheel, and Bluetooth connectivity add class and convenience.
Ample acceleration comes from either a 320-horsepower 4.6-litre 32-valve Northstar V8 or443-horsepower supercharged 4.4-litre V8 (XLR-V only). Both engines are routed to the rear wheelsthrough five-speed automatic transmissions. A revised version of Cadillac’s Magnetic Ride Controlsystem smoothes out bumps while firming up for spirited curve carving. Especially when pushed tothe limits, the XLR shows its Corvette heritage. It is balanced, controlled, and fast as a demonchasing souls. Hearing the supercharger whine when under heavy foot is one of life’s great joys.
There’s no doubt that Cadillac, and Corvette’s engineers, build one of the world’s bestperformance cars. It will be a classic for future generations, or those lucky enough to buy one inits final year. However, what the XLR did for Cadillac’s image, performance, and design will be itslegacy. While the Allante was just another Italian beauty, the XLR changed Cadillac’s entire game.It is a great car, showing the way to all that Cadillac became.
Cadillac Escalade Hybrid
Kelly Foss, www.car-data.com
The Cadillac Escalade has become the class leader of luxury full size SUV’s. This remains quitean accomplishment considering the competition. As of late, with unpredictable fuel prices, largeSUV’s have lost some of their luster in the public eye. Notwithstanding, there remains a sizeablemarket that either needs or really wants such machines and General Motors has done their part tomake the experience more palatable.
For several years GM has been developing what it calls a 2 Mode Hybrid drive. This technology issimilar to the combined gas and electric propulsion that we’ve seen in other hybrids but GM hasfocused on bigger vehicles where larger gains in fuel economy can be harvested. This year, hybridswill be available on all the large SUV’s and pickup trucks that GM produces.
The Escalade is a gorgeous machine. It delivers all the accoutrements that you expect from anexpensive luxury vehicle. Its forte is the way that it combines luxury and large SUV performance inone offering. The hybrid version of the Escalade takes the package one step further. With nocompromise in luxury and while maintaining similar levels of performance, the Escalade Hybrid nowadds dramatically increased fuel economy and reduced vehicle emissions.
Hybrids operate by adding the power of high-torque electric motors to the traditional gas engine. The vehicle carries a 300 volt rechargeable battery pack on board and the electric motor takepower from the battery and helps propel the vehicle. Electricity is generated while the vehicle ismoving and braking. The more you can use the electric motor, the less you need the gas engine whichreduces fuel consumption and emissions. The hybrid version of the Escalade is eerily quiet. Itdrives just like any other Escalade meaning it starts and you put it in gear and step on the gas togo and the brake to stop. Everything else seamlessly goes on in the background.
A typical gas version of the Escalade has an EPA rating of 12 city and 19 highway miles pergallon of fuel economy. The Escalade Hybrid gets 20 city and 21 highway. Note that city fueleconomy increases in the city by over 60% and highway by 10%, plus emission are decreased with theHybrid model.
The Escalade Hybrid presents an interesting alternative to the full size luxury SUV market.
2008 Cadillac CTS
By Chris Jackson, www.car-data.com
The new Cadillac CTS really surprised me. I suppose I should have seen it coming; with thesuccess of mid-sized luxury/sport sedans from overseas, the Big Three have been trying to crack themarket for a long time. Lincoln’s effort, the MKZ, is quite a long way off- base, possibly theright vehicle for Lincoln but not the best way to get the attention of the sport-luxury public, soto speak. The previous generation CTS was a nearer miss, with good driving dynamics and a uniquelyAmerican look. An overly plasticky cabin, so-so drivetrain and average build quality were the onlyelements out of place.
The redesigned 2008 model addresses these points without losing the CTS’ good elements, and hitsthe target straight on. It’s got impressive performance, high technology, and excellent buildquality, wrapped up with design and materials that are first-rate and will make the naysayers takenotice. In short, like the similarly sized offerings from BMW, Audi, Lexus and others, the CTS isvery much the “real deal.”
That’s a good thing for the CTS, because the sport-sedan market has never been a place forposeurs or pretenders and that’s never been truer than in 2008. The CTS communicates its intentwith evolutionary, expressive styling that’s similar to that of the larger Cadillac STS. The CTS’edgy, bladed look is unmistakably Cadillac, and upgrades like a more upright and deeply contouredchrome grille in place of the conservative body-colored unit boost the baby Cadillac’s curbpresence. It’s familiar and fresh at the same time.
Chromed air extractors on the front fenders look like the latest styling trend, but they alsohelp link the CTS to the Escalade and other Cadillacs.
The car’s silhouette is more like a coupe’s than a sedan’s, and there’s an availabledouble-paned sunroof that opens the entire interior up to the sky.
And of course it wouldn’t be a Cadillac without the tall, narrow vertical taillights.
The interior’s even better, with sharp angles that match the exterior and top-class materialsthat even impressed interior designers.
Nothing in the CTS feels cheap. Cadillac makes good use of hand-cut, -stitched and -sewnmaterials, while leather and nickel trim, just a hint of chrome and carbon fiber-like appliqu’s allwork together to create a dash that’s subtle and striking at the same time. Sapele wood interiortrim is also available. The seats are comfortable enough for long drives but firm enough to holdeveryone in place for hard drives. A cool two-mode information screen shows radio settings whenlowered, then raises to become a full-screen GPS display. In addition to impressing passengers,this allows the CTS’ dashboard to carry its extremely contoured design all the way into the consolewithout a break for a large flat information screen.
At night, carefully placed LED lighting adds drama to the interior, and the heated and cooledfront seats are decorated with an elegant V-shaped piece of chrome. Other available featuresinclude heated washer fluid, adaptive headlights, a 10-speaker Bose 5.1 surround-sound audio systemand a remote start.
These days, it’s hard for a luxury car to get anyone’s attention if it hasn’t got impressivemoves on the road, so Cadillac has yanked out the underwhelming six-cylinder that powered theprevious CTS and replaced it with an all-new 3.6 liter direct-injection gasoline V6.
This 304 horsepower engine is responsive and powerful as well as more efficient, as theinjector-less fuel delivery system provides more precise combustion and reduced emissions.Variable valve timing improves midrange response. A conventional 3.6 liter V6 making 263horsepower is the standard engine. The CTS is rear-wheel drive as well, so it offers anentertaining ride when the road permits. A choice of short-throw six-speed manual or automatictransmissions is offered. The six-speed automatic has a clutchless manual shift mode, controlledwith steering wheel paddles. Left in full-automatic mode, it can be slow to downshift and seems tobe calibrated more for comfort than luxury, but rear-drive and a manual transmission are a recipebound to make driving enthusiasts smile, especially with over three hundred horses to motivate thepackage. An all-wheel drive CTS is also available, just to challenge Audi’s AWD dominance.
Planted, confident athleticism is the name of the game when it comes to handling. Lightweightsuspension components front and rear reduce unsprung weight and improve response. The CTS isavailable with a choice of suspension settings as well, offering three ride-quality options. Awider track and standard strut tower brace provide improved roadholding.
StabiliTrak stability control and anti-lock brakes are standard. Out on the road, the CTS iseasily as responsive as any competitive Lexus or Acura, and with a great deal more personalitybesides.
Back in the 1980s, Cadillac practically ruined its good name by introducing a compact car thatdidn’t match up to the brand’s standards. It has clearly learned from that mistake; the CTS may bethe junior member of the Cadillac family, but it’s got the luxury and the performance to gohead-to-head with the best from Germany and Japan. CTS pricing starts at a highly competitive $34,545. My test car was equipped with additional performance and infotainment options, and went outthe door for $42,090.
Specifications:
All specs are for the 2008 Cadillac CTS.
Length: 191.6 in.
Width: 72.5 in.
Height: 58.0 in.
Wheelbase: 113.4 in.
Curb weight: 3874 lb.
Cargo space: 13.6 cu.ft.
Base price: $34,545
Price as tested: $42,090
Engine: 3.6 liter DOHC direct-injection V6
Drivetrain: six-speed automatic, rear-wheel drive
Horsepower: 304 @ 6300
Torque: 273 @ 5200
Fuel capacity: 18.0 gal.
Est. mileage: 17/26
Cadillac Escalade Hybrid – Cadillac’s Electric Flagship
By Casey Williams, www.car-data.com
When Mercedes-Benz or Lexus dish out helpings of their latest technology, they serve it up intheir flagship sedans. Although a full-size SUV happens to be the flagship of Cadillac, GM’spremiere division still gives it the best dish. As the S-Class and LS are two of the mosttechnologically advanced vehicles on earth, so is the 2009 Cadillac Escalade.Hybrid.
It’s safe to say the world’s impression of Cadillac has changed dramatically over the pastdecade. What I think is great is how designers and engineers kept the comfort and style for whichCadillac is famous, but imbued the driving experience with agility and technology that shouldastonish the top German and Japanese makes. The Escalade Hybrid is from a new generation of GMSUVs that are both capable and efficient.
Providing the basis for a whoosh of power is a 6.0-litre V8 engine that produces 332 horsepower.To conserve fuel, the engine can shut off four cylinders when full power is not required. Uponcoming to a stop, the engine automatically shuts off and starts again while initially moving awayon electricity. With the hybrid system in play, the SUV can run on four cylinders more often,saving the maximum amount of fuel. All of this is a very smart strategy to save gas whereverpossible.
To make more savings a reality, GM partnered with Chrysler, BMW, and Mercedes to develop a2-Mode Hybrid system (similar to that employed on the Dodge Durango and Chrysler Aspen Hybrids, aswell as GM’s own full-size hybrids). Around town and at low speeds, the Escalade acts much like aToyota Prius, making the most of a 300-volt nickel-metal hydride battery pack, electricallyvariable transmission (EVT), and regenerative brakes (turn momentum into battery charge) to movethe vehicle with little gasoline. When more power is needed, like when towing up to 5,700 lbs, thecomputer optimizes the electric system and gas engine for the best performance. In town, theEscalade Hybrid’s fuel economy is comparable to a mid-size sedan, hitting 21/22-MPG city/highway.
It sounds like a lot of complexity to achieve higher gas mileage, but as with the Toyota Prius,everything works so smoothly that the only feeling drivers have is one of elation. After startingthe SUV, and stepping on the throttle, one hears a slight whir as the big wagon glides quietly away. All Escalades run smoothly, but there is something even more refined and modernly elegant aboutthe Hybrid. Ask for more power at cruise and you hear a slight whine, not unlike a faintsupercharger, as the electric system adds power. StabiliTrak electronic stability programming andfour-wheel anti-lock brakes ensure the SUV will go in its intended direction.
Interior accommodations are as sumptuous as in any Escalade. The cabin is available with Ebonyor Cashmere Nuance leather seats that are heated, cooled, and power adjusted in more directionsthan a pigeon poops.
Gauges feature white needles with blue light inlays – all glowing in white LED backlighting.Leather-covered door trim and center console, woodgrain trim, power running boards, and a powerrear liftgate add luxury, as do automatic climate control, three rows of seating, and a stellarBose audio system with XM Satellite Radio.
Only badges betray the fact that the Escalade is a hybrid, but its grille, taillamps, and chromedetailing make it clear that it is from the current generation of Cadillacs. As with the CTS andSTS, styling was based on the Sixteen Concept Car from 2003 and features stacked headlamps, razorthin taillamps (behind wide lenses), chrome fender vents, and a smooth flowing shape. Chrome issparingly applied by traditional Cadillac standards.
Said Cadillac general manager, Jim Taylor, “Escalade, already the sales and style leader amonglarge luxury SUVs, now adds the desirability of a fuel-saving, technically advanced hybrid system.No other manufacturer offers a hybrid that can seat eight luxuriously while simultaneously carryingor trailering lots of cargo comfortably. And no hybrid delivers the dramatic presence that issynonymous with Escalade.”
On all fronts, Cadillac is determined to meet and beat the world’s top automakers. Across theAtlantic and Pacific, drivers may know Cadillac for its land yachts, but the Escalade Hybrid takesit to the world’s flagships – all while giving Americans the comfort and capability they want.
This is no Prius. And, that is a very fine thing.
