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.
