For well-off Boomers who can’t dispose of six figures fast enough, several automakers are happy to help. The longtime benchmark in the luxury convertible segment is, of course, the Mercedes SL, but others want in on the action too from Aston Martin to Lexus to (not surprisingly) Cadillac.
Following the disappointment and mercy killing of their Allanté, Cadillac sat on the sidelines licking their wounds for a few years before taking another run at the luxury class. In 2004, the XLR debuted on GM’s Y-body platform, shared with the Corvette. Not only was it one of the boldest cars to ever wear the wreath and crest, it was worthy of serious consideration against the hallowed imports. To buoy interest and remain competitive with higher-performance offshoots of the imports, the supercharged XLR-V was introduced for 2006, and the model has managed to make it to a 2008 upgrade.
So now that we’re two years into the model, how is it holding up? It's time for a look at the car, to evaluate it based on its relative luxury and practicality against its peers. Fifty total points are possible in each category, for a potential 100 points. Will it make it? Some dismiss this as a Corvette in a prom dress, others feel it beats the Benz at its own game. We think it fits somewhere in-between, and that’s perfectly fine by us.
The luxury ride
As the division has suggested in recent TV spots (with celebs ranging from a purring Kate Walsh to a snarling Gary Sinise), you ought to associate Cadillac with performance, not the last car you’ll legally drive. Then again, the XLR-V’s capabilities could lead to a hiatus of your driving privileges. Thanks to the supercharged, 32-valve, 4.4-liter Northstar DOHC V8s 443 horses at 6,400 rpm, and 414 lb-ft of torque at 3,900 rpm, you’ll “break through” 60mph from a standstill in 4.6 seconds. The party’s electronically capped at 155 mph, but most owners will settle for far less wind through their weaves. The variable valve timing (VVT) and available 12 pounds of blower boost make this a flexible powerplant too, with nice midrange response.If you want to throw the XLR-V through the curves -- not advisable with just any Caddy -- it complies for a while, capable of .94 g on the skidpad before the multi-mode StabiliTrak shrugs and the 19-inch Pirellis come unglued. Handling is well-balanced on this 3,810-pounder, with muted hints that it’s built on the Corvette platform. The speed-sensitive Delphi Magnasteer is nicely weighted, but provides little to no feedback. Same story for the brakes; they work well enough, but don’t talk to your foot. A six-speed automatic is your one and only gearbox, unfortunately. It has manual mode on the console shifter but no paddles to play with. We’re not sure the average buyer will miss it, anyway.
Outside, the crisp lines that some found jarring a few years ago look perfectly contemporary and still seem fresh. We’re less enthused about the look with the top up, but it is a slick power unit that does its thing in under 30 seconds and seals well. Inside the cabin, there are blessedly few hints of the Corvette kinship with the XLR’s requisite level of appointments. Aluminum, wood, leather, and suede are tastefully applied, befitting the car without getting carried away on a designer tangent. The stereo and six-disc changer sound crisp and clean through the nine-speaker Bose setup, and the navigation system will comply with playing your favorite DVDs (but only with the car in Park). Ahead of the driver, the Bulgari-labeled analog gauges are straightforward and easy to reference, though digital impulses can be satisfied with the (thankfully, controllable) heads-up display.
The verdict
Others have criticized the XLR-V for not having exotic car performance, but that’s not the idea. When compared to its competition and considering the intended audience, this is not a bad choice. OK, it stops short of total refinement; it’s entertaining, patriotic and just different enough to stand apart from the “me-too” crowd without drawing unfavorable attention.Luxury score: 41
The practical ride
Any premium two-seat convertible has to be able to handle daily use, not just weekend cruises. Cadillac seems to understand this and has kept the XLR-V reasonably user-friendly as an everyday driver. Wind noise and buffeting is reasonable with the top down, sufficiently quiet and cozy with the top up (owners whose belt buckles aren’t visible may find it too cozy to be a Caddy). Depending on your plans, you just might have to keep the roof on if you’re planning to golf. That way, you’ll be better able to use the 11.6 cubic feet of trunk space, which shrinks to 4.4 cubes with the top down. Either way, the thick headrests and high deck make the standard Rear Parking Assist a welcome feature.Another area in which the premium GM division has advanced is gas mileage. Even in V-trim, the XLR’s returns are reasonable. EPA city/highway ratings put the car at 13/20. And yes, it wouldn’t hurt to pump high-grade gas in it, either. It’s a small price to pay after acquiring a ride with a base MSRP of an even $100,000 -- making it the quickest Cadillac ever, and the most expensive as well. In its defense, that’s ballpark dough for this echelon, and virtually everything is standard on the XLR-V; the exception being chrome rims in place of the standard aluminum units.
Cadillac also has your back with basic warranty coverage of 48 months/50,000 miles, 60 months/100,000 miles on the powertrain and a guarantee of rust resistance for 72 months or 100,000 clicks. The limits are definitely competitive with, and even better than, some others vying for market share.
The verdict
If you really want a Cadillac that’ll serenely waft you and your passengers to dinner at 4:15 every afternoon, you won’t be looking at the XLR-V. And if you want a thoroughbred exotic, you’ll search elsewhere also. But, for its class, the XLR-V works well as a distinguished premium American luxury/performance convertible.Practicality score: 38
and the total is...
Cadillac has a good thing going with the XLR and an even better product in the XLR-V. Yes, six figures is considerable -- especially on a GM -- but you could spend a lot more on a competitor and be less satisfied. Granted, not everyone gets this car. But for XLR enthusiasts, that’s half the point of ownership.79/100
Resources:http://autos.aol.com/
http://www.cadillac.com/cadillacjsp/model/po_specification.jsp?model=xlrv&year=2008
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