Automotive Reviews
Posts tagged Cadillac
2004 Cadillac XLR
Dec 13th
Regardless of what you know about its origins, the Cadillac XLR is not just a Cadillac Corvette. It’s true that this big, two-place sedan shares platforms (and an assembly line) with Chevrolet’s legendary sports car, but the wide-track stance and the woof from the exhaust are the only things that are the same.
This high-tech grand tourer for two is a direct attack on German luxocruisers like the Mercedes SL, and it underscores Cadillac’s intent to remain a powerful force in the luxury market. Like the SL, the XLR has a retractable hardtop, V8 power and more electronic gadgets than you can shake a stick at, from heated and cooled seats to a head-up display.
Cadillac is careful not to mention the ‘Vette in any of the XLR’s promotional materials, but this roadster’s proportions make the relationship clear. Influenced by the Evoq show car of 1999, the XLR is the most extreme example yet of Cadillac’s flat-surfaced, edgy design. No cookie cutter roadster, this; the XLR is a flying doorstop. With super-coupe competitors from Mercedes and BMW angling for a more organic look, the sheer, wide-hipped lines of the XLR really stand out. Run-flat tires eliminate the need for a spare, which is a good thing considering the size of those 18″ wheels. Vertical headlights and taillamps that wrap into the top of the decklid ensure that the light signature is just as distinctive at night. Best of all for Cadillac fans, the wild design retains an unmistakable family look.
Not content to just stop with the design, the dream-makers at Cadillac have equipped the XLR to impress as well. First and foremost is the retractable hardtop, which transforms the XLR from two-place coupe to convertible in about thirty seconds. Top-up and top-down, the XLR is really two different cars. With the roof in place, it’s luxurious transport for two; with the roof stowed in the trunk the woof from the exhaust comes in, and it becomes a more aggressive roadster. We think it looks best with the squarish top folded, making the big-wheeled, slab-sided design stand out at the curb. Unfortunately the top eats up about half of the trunk space when it’s down, so pack carefully.
Inside, the XLR is equal parts Stealth fighter and country club. Space-age add-ons like keyless entry, adaptive cruise control and a touch-screen controlled DVD navigation system are draped in leather and eucalyptus wood, and the satiny aluminum center console stack is a nice touch too. The analog clock is an elegant unit designed in part by luxury Italian watchmaker Bvlgari. The technology is the real story inside, though. The keyless entry goes a step beyond the average key fob, as it’s intelligent. The car recognizes the presence of the key in the driver’s pocket, and unlocks automatically. The key doesn’t need to be inserted into the ignition to start the car, either. Good luck finding the door handles, by the way, because there aren’t any. The doors are opened by solenoids whose activation buttons are tucked away in recesses in the body. Once you’ve finished impressing your friends with that trick, get them out on the freeway to experience the Adaptive Cruise Control (ACC). Cadillac’s latest toy works similarly to the intelligent cruise control systems offered by Lexus and Infiniti, and uses radar to detect cars in front. If there’s nothing in the XLR’s path, it maintains a set speed, but should a slow-moving car blunder into the way, ACC can slow down and maintain a set following distance. ACC won’t stop the car if you’re about to drive it into a brick wall, however. That’s where the head-up display comes in, projecting speed and important driver information onto the lower portion of the windshield. And not only is there XM satellite radio, a DVD navigation system and a six-disc CD changer, but when the XLR is parked it will play DVDs on the navigation screen.
Under the skin, the four-corner double wishbone suspension is backed up by a Magnetic Ride system that even some hard-core car guys have trouble understanding. In a nutshell, sensors at the wheels measure wheel motion and adjust the shock damping using a fast-reacting magnetic fluid. What is means is that the XLR rides smoothly and tautly over most road surfaces, and keeps the tires in contact with the road over rough surfaces, a common bugaboo for sports cars. As for things that are easier to understand, the transmission is rear-mounted, to improve the XLR’s front-to-rear balance and add cabin legroom. Big four-wheel disc brakes with standard ABS bring the XLR to confident stops from the triple-digit speeds it’s capable of.
On the road, it’s not as memorable as one might expect a car in this class to be. The woof of the exhaust is similar to the Corvette’s, but it’s provided by Cadillac’s familiar Northstar V8. This is the first time Cadillac’s 32-valve V8 has been used in a rear-wheel drive car. Variable valve timing and electronic throttle control ensure smooth power delivery, vital considering the XLR’s 320-horse powerplant. Acceleration is brisk, and it should be since the XLR is actually the lightest car in its class, weighing in at less than even the visually smaller Lexus SC430. A five-speed automatic transmission is the only gearbox offered, and the XLR is a big, refined wedge at speed. There’s a bit more wind buffeting in the cabin than we’d like, and it’s less viscerally engaging than it looks, but the XLR is a solid performer.
With the European and Japanese luxury coupes and roadsters better than they’ve ever been, the first American entry into this market in a long while has its work cut out for it. We think the XLR is up to the task. Pricing starts at $75,385, but this droptop isn’t the least bit overpriced.
Specifications:
All specs are for the 2004 Cadillac XLR.
Length: 177.7 in.
Width: 72.3 in.
Height: 50.4 in.
Wheelbase: 105.7 in.
Curb weight: 3647 lb.
Cargo space: 11.6 cu.ft. (top up); 4.4 cu.ft (top folded)
Base price: $75,385
Price as tested: $76,200
Engine: 4.6 liter DOHC 32-valve V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 320 @ 6400
Torque: 310 @ 4400
Fuel capacity: 18.0 gal.
Fuel economy: 17/25
2004 Cadillac SRX
Jul 31st
Back in the Seventies, when the Cadillac DeVille was king, a few small companies made their name converting Cadillacs into station wagons. Cadillac never offered one from the factory, but the coachbuilders were always happy to whip one up for the well-heeled customer who wanted one. We were reminded of these classic conversions upon seeing the Cadillac SRX, because it looks for all the world like Hess & Eisenhardt went and built an STS wagon.
In these days of luxury SUVs however, station wagons are perfectly acceptable, so Cadillac hasn’t farmed this one out. The SRX is a factory-built vehicle, not a conversion, and looks are deceiving because this luxury crossover is more than just an STS wagon. In the spirit of Infiniti’s FX45 and Volkswagen’s Touareg, the SRX is ready to haul people, stuff or butt in luxurious comfort. Its rear-wheel drive architecture is shared with the STS and smaller CTS sedans.
Cadillac’s thin-lined styling is elegant and unmistakable. The SRX has a slick vertical headlamp stack and flush front bumper. It owes a little to the Vizon show car of 2001 also, but the SRX is more substantial than that vehicle, with broader shoulders and a more aggressive cut to the side windows. The long wheelbase and prominent hood give the SRX a much less chunky look than the average sport-ute and serve to heighten the luxury-wagon look. The rear aspect is handsome, with massive vertical taillights, dual chrome exhaust outlets and a power-operated tailgate. To enhance the sheer design, the color palette consists entirely of cool metallic colors.
The dash is almost identical to that of the CTS, and the fat wood and leather steering wheel looks familiar too. Thanks to that long wheelbase, back-seat room is fantastic. The optional third-row seats, on the other hand, are extremely cramped; if you need to seat seven on a regular basis, a bigger vehicle is probably a good idea. Both sets of seats fold flat, and the floor is staggered theater-style so all passengers get a good view out the front. The third-row seat folds electronically, but we’d still opt to leave it out and take advantage of the three-bin cargo management system Cadillac will install in its place. The optional UltraView sunroof opens up five and a half square feet of the roof to the sky over the first- and second-row seats. When the third-row seat is chosen, UltraView Plus puts glass over the rearmost seats, too. Passenger entertainment and convenience options include a rear-seat DVD system mounted in the console instead of the roof, GM’s OnStar service, and XM satellite radio.
The SRX has outstanding handling, thanks to a low center of gravity and all-aluminum suspension components. Like the Infiniti FX45, the SRX is designed more as a tall-bodied sports sedan than a truck. The suspension is fully independent, with independent short-long arms up front and a multi-link rear. Stability is enhanced by Cadillac’s Magnetic Ride Control, which uses magnetic fluid for semi-active suspension damping. It doesn’t feel anything like a sport-ute on the road. Anti-lock brakes and StabiliTrak stability control are standard equipment.
Two engines are available, a 3.6 liter V6 and a 4.6 liter V8. Both engines feature variable valve timing (VVT). The 24-valve V6 puts out 260 horsepower, and is tuned for performance. Our test SRX had the V8 under the hood. It’s a modified version of Cadillac’s well-known Northstar engine, updated for use in all-wheel drive applications. It’s rated at 320 horsepower. Engine guys will note that this same powerplant does duty in Cadillac’s XLR sports roadster. All SRXes are equipped with five-speed automatic transmissions. The SRX comes with rear- or all-wheel drive, and can tow up to 3500 pounds.
SRX pricing starts at $39.995 for a rear-drive V6 and $47,995 for the V8. It seems steep, but considering the SRX’ capabilities and its competition, even a fully loaded, $50,000 SRX might not be such a bad deal.
Specifications:
All specs are for the 2004 Cadillac SRX.
Length: 194.5 in.
Width: 72.6 in.,
Height: 67.8 in.
Wheelbase: 116.4 in.
Curb weight: 4225-4478 lb.
Towing capacity: 3500 lb.
Cargo space: 32.4 cu.ft. (seats up)/69.5 cu.ft. (seats folded)
Base price: $39,995
Engine: 3.6 liter V6 or 4.6 liter DOHC 32-valve V8
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 260 @ 6500 (V6); 320 @ 6400 (V8)
Torque: 254 @ 2800 (V6); 315 @ 4400 (V8)
Fuel capacity: 20 gal.
Est. mileage: 15/20
2002 Cadillac Escalade EXT
Jul 20th
It’s a fairly good bet that the folks over in Europe aren’t going to understand the Cadillac Escalade EXT. It’s entirely possible that no one outside of Texas will really truly come to terms with it. But in the pickup capital of the nation, the Cadillac Escalade EXT is king. Economical? Sure it’s economical. Just think of all the rich ranchers who won’t have to go and buy a DeVille to drive around town AND a Suburban or a pickup to tour the ranch in!
All kidding aside, this is a serious prestige vehicle. Looking like a Fleetwood blown up to Herculean proportions, the Escalade EXT is an attention getter. Heads turn as this truck rolls past. It’s like being in the Fifties all over again, and the Cadillac is the biggest, showiest thing going. It may lack the high technology of the Mercedes S-Class, and it certainly won’t out-handle a BMW 745i, but the Escalade EXT is just as effective a luxury flagship as those sedans.
The Escalade EXT made its debut last fall. Based directly on the Chevrolet Avalanche, it’s not so much a pickup truck as a cross between a pickup and an SUV. GM calls it an SUT–sport utility truck. The front wall of the cargo area is equipped with a Midgate, which folds forward to extend the pickup bed into the interior. Rigid cargo covers are waterproof, to keep the cargo area dry, and the rear window is removable, too.
Cadillac’s new, crease-edged styling looks surprisingly good on this scale. Only the Escalade EXT’s silhouette hints at its relationship with the Avalanche. The long nose and short pickup bed out back give the look of a traditional American sedan, although it’s a lot larger. The Escalade EXT also shares the Avalanche’s flying buttress-style pillars–there’s a structural member hiding beneath that hoop. Otherwise the look is pure Cadillac. The Escalade EXT has vertically stacked headlamps surrounding a huge Caddy eggcrate grille, and an elaborately sculpted hood. The design carries through to the back, and there’s a giant Cadillac wreath on the tailgate too. It’s not slathered in chrome like Cadillac’s top models in days gone by, and the brightwork that is used–on the roof rack, running boards, grille and door handles–is tasteful. Big 17″ alloy wheels are very trucklike, and unique to the Escalade EXT.
The Escalade EXT doesn’t look or feel like a truck inside. Plush leather seats are like living room chairs, and there’s seating for four or five. The Escalade SUV donates its handsome silver and blue instrument panel and wide, multi-storage cubby console. A generous quantity of wood and a handsome analog clock are also part of the package. So are a Bose sound system with 6-disc changer and electronic climate control. It’s almost enough to make you forget that with the twist of a few latches, the rear window can be removed and the MidGate folded down to add almost three feet to the cargo box. The downside is that visibility to the rear is restricted. An ultrasonic parking assist system is incorporated to help with going backward, but it doesn’t beep like similar systems from Lexus and Lincoln do–there are only LED indicator lights over the rear window to warn of impending crunched metal.
Depsite all of that, the Escalade EXT can work, too. With 345 horsepower on tap from the six-liter V8 under the hood, the truck itself sometimes seems surprised at how much get-up-and-go it has. Thanks to a heavy-duty four-speed automatic transmission, the EXT can tow up to 8000 pounds, and it comes from the factory with trailer wiring. Without any kind of a load, the Escalade EXT drives like an old-school Cadillac sedan; confident, and majestic.
The ride is a surprise. The Escalade EXT just barely escapes feeling ponderous and trucky, thanks to an active suspension. It weighs close to six thousand pounds, to be sure, and while it can’t be called light on its feet, the Escalade EXT doesn’t wallow or crash heavily over serious bumps. The Road Sensing Suspension (RSS) active suspension has electronically controlled shock absorbers and sensors to determine wheel position and steering input. As the EXT is moving, the system determines the precise amount of shock damping needed for each wheel, and adjusts the shocks accordingly. The result is a very smooth ride on all kinds of pavement. The rest of Cadiallac’s electronic assistants are along for the ride as well: StabiliTrak traction control, anti-lock brakes and, should disaster strike, GM’s OnStar system and side airbags.
It may not be exactly a pickup or exactly an SUV, the but the Escalade EXT is definitely a standout vehicle. It’s got the larger-than-life qualities of classic Cadillacs, but with a modern level of utility.
Specifications:
All specs are for the 2002 Cadillac Escalade EXT, which we tested.
Length: 221.4 in.
Width: 79.5 in.
Height: 75.6 in.
Wheelbase: 130.0 in.
Curb weight: 5752 lb.
Towing capacity: 8000 lb.
Cargo space: 53.9 cu.ft. (Midgate up)
Base price: $49,245
Price as tested: $52,535
Engine: 6.0 liter OHV V8
Drivetrain: four-speed automatic, all-wheel drive
Horsepower: 345 @ 5200
Torque: 380 @ 4000
Fuel capacity: 30.9 gal.
Est. mileage: 12/15