2004 Cadillac XLR Review

Big League Caddy Measures Up

I knew Cadillac could do it. In most ways the XLR is as good as any imported roadster. In some ways its even better.

Whoa is it gorgeous. Everyone who sees it loves it, even those that dont like Cadillacs new art & science approach to styling. Somehow all the sharp edges come together to form a certain grace of presence its angular sedan and SUV siblings dont pull off quite as effortlessly.

Im all for Cadillac pushing the pricing stratosphere as long as it can deliver. Its new models have come so far in driving dynamics in the past few years that the crested wreath brand is now being considered as sporting as Audi, BMW and Infiniti, while surpassing more luxurious brands such as Lexus and Mercedes-Benz, at least in public perception.

Part of that perception is Cadillacs racy styling. A car has to look fast standing still, and not many roadsters look faster than the XLR. But really, how racy is it? Plenty! Not only is its throaty Northstar V8 packed with a raucous punch anytime the right foot presses into the throttle, producing a formidable 320-hp at 6,400 rpm and 310 lb-ft of torque at 4,400 rpm, but at 3,607 pounds its considerably lighter than any of its competition.

This makes the XLR feel sportier than either the 3,840 pound Lexus SC 430 or 4,065 pound Mercedes-Benz SL500. But is it really? Acceleration tests show the Cadillac and Lexus in a dead heat to 60 mph, arriving in 6.4 seconds. The M-B eclipses both by 0.2 seconds for a 6.2 second run, despite weighing 458 pounds more.

Is it all about horsepower? Not at all, as the XLR pushed 18 additional stallions than the SL and 20 more than the SC. It comes down to torque, with both the Lexus and Mercedes besting the Cadillac by 15 and 29 lb-ft respectively. The M-Bs transmission might have something to do with its snappy acceleration too, being the only vehicle in the group to sport a 7-speed automatic. Cadillac and Lexus make do with 5-speed automatics, but unlike the domestic and German roadsters the Japanese doesnt offer a sequential shifting auto gearbox, only a gated shifter. One point though, while the Cadillac manu-matic shifted well there was no visible indication of what gear I was in to be found anywhere. I found this disconcerting. Fortunately a tachometer is provided, something I rarely use in automatic equipped cars.

But who really cares about zero to 60 mph bragging rights. The fact is theyre all pretty close and all very quick. What matters to a true sports car enthusiast is how a car handles. The XLR feels crisp and athletic again, while wonderfully stable at high speeds on long stretches of open freeway or while winding through deserted back roads.

And theres a reason the XLR does so well in the corners. Its chassis architecture is pulled from Americas longest running sports car, the Corvette. That includes the legendary models control-arm, transverse-leaf-spring suspension system and Magnetic Ride Control shock absorbers. Theyre tuned to better suit Cadillacs upscale image for sure, but its still a dedicated sports car through and through. The XLRs slightly longer wheelbase and longer front and rear wheel travel makes a difference too, softening up severe bumps and ironing out pavement irregularities.

It rained for almost the entire week of my test, not the best for experimenting with ultimate levels of adhesion but a wonderful opportunity to see how well the traction and stability control system keeps the XLR on the road during aggressive moves. I really like how Cadillacs engineers allowed a bit of slack prior to the system coming into play, letting the rear wheels slide out just a touch to give the feeling of wild abandonment - one of the reasons a person buys something this outrageous. In the end the stability system seamlessly kicks in way before anything gets out of hand.

The unfortunate consequence of the rain was little time with the top down, other than immediately upon picking it up from GM when there was only a slight mist in the air. Do you want to gather a crowd? Press the console-mounted button that retracts the hardtop and passersby are stopped dead in their tracks. First the massive rear decklid opens rearward clamshell-like, making way for the roof section to slide toward the back and tuck inside the carpeted trunk area. Just before this occurs the hard, body-color tonneau magically appears from under the decklid, as the rear quarter windows gracefully fold inward. Its a stunning display of electro-hydraulic technology, easily as entertaining when closing.

I have to admit, though, while thoroughly impressive to watch the decklid drops into place with a less-than-refined thunk, shaking the entire car in the process. Both the Lexus and Mercedes are equally enticing when going through their mechanical motions, but each do so with a more graceful landing.

Another comparison worth noting is trunk space. With the roof up the Cadillac comes out as the clear winner, offering 11.6 cubic feet, while the Mercedes and Lexus allow only 10.2 and 8.7 cubic feet respectively, the latter improving to 9.4 cubic feet if optioned out with run-flat tires.

But when the tops drop cargo capacity changes dramatically. The SL retains a decent portion of its trunk for luggage, leaving 7.3 cubic feet. The Cadillacs cargo space on the other hand is cut by almost two thirds (about 60 percent), a scant 4.4 cubic feet remaining. Lexus didnt provide any info on the SCs cargo space with the roof lowered, but as memory serves its at the very least much tighter than the Mercedes. While luggage space doesnt seem that important when comparing sports cars, try living without it for a while. Youll be forced to leave the dream car at home for every romantic weekend getaway, either that or be faced with keeping the top up when the sun is beckoning.

Like the Corvette, the XLR features induction-heat molded fiberglass body panels, a first for GMs top-tier brand. They are slightly thicker than on the Chevy, allowing for a higher quality finish; improved fit and more solid feel overall. The result? Its paint coating is superb, body panel gaps tight and linear, while the overall quality looks and feels top grade.

The same goes for its interior. Ive said a few uncomplimentary things about Cadillacs interiors over the years, with even the new CTS and SRX not measuring up to competitors costing thousands less. While the XLR doesnt feel quite as slick as the SL or as well put together as the SC, its too close to be a concern. In fact, its plastic quality, usually the brands downfall, is so good that I cant fault it at all. All the eucalyptus wood is authentic, each metal surface wonderfully detailed and almost all the switchgear as good as needs be.

Almost all the switchgear? Yes, unfortunately Cadillac includes the same audio/navigation interface that I criticized in the SRX, with its challenging functionality, tiny buttons and horrific graphics. Cadillac should study any of the Japanese brands, particularly Acura with regards to improving its infotainment system. As applied to a TSX, Acuras placed first overall in J.D. Powers recent 2003 Navigation Usage and Satisfaction Study, with Honda, Lexus and Infiniti placing 2nd, 3rd and 4th. On the positive I especially like the XLRs Bvlgari fashioned gauge bezels, the designers name just barely visible embossed in black.

The Bose audio system puts out decent sound though, with almost overwhelming bass response brought about by its powerful subwoofer. Higher pitched sounds come via door mounted speakers and a set integrated into the headrests, optimizing the 6-disc in-dash CD changer. Is it as good as the SCs Mark Levinson system? I remember being more impressed with the Lexus stereo, but this is a sports car after all; the ripping exhaust note on the Cadillac more than makes up for any subtleties lost in audio performance.

So, is the XLR worth the money? At $75,385 that will have to be a personal question. There most likely wont be too many pulling up at the dinner club valet service, so the initial excitement over the car should linger on for years. Theres no argument the SL500 offers more prestige, as well as some other benefits previously mentioned, but along with that comes a $13,415 increase to the bottom line. Thats an economy car for the college student in the family. But if were talking pure dollar value, the Lexus wins with no contest. At $62,875 the SC 430 carves $12,510 off of the XLR, while offering more refinement and better expected reliability. Theres just that styling issue to get over. While some love it, more dont. Again, styling doesnt seem to be a problem form the XLR.

When it comes time to decide, choosing a premium roadster is not as easy as tallying up the sum of the respective parts. Truly, each car has its strengths and weaknesses, with the XLR measuring up well in the contest overall. In the end Cadillac has produced most sporting of the bunch, which after all is what roadsters are supposed to be all about.