Cadillac introduces 2006 XLR-V in New York
03-23-05, 04:12 PM
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2006 Cadillac Xlr-v
2006 CADILLAC XLR-V: ULTRA-LUXURY, UNDER-5 PERFORMANCE
· 440-horsepower Supercharged Northstar V-8 Engine
· Rear-Mounted Hydra-Matic Six-Speed Automatic Transmission
· Handcrafted Leather-wrapped Interior
· Adaptive Forward Lighting System
· V -Series Design Cues Throughout
NEW YORK – The 2006 Cadillac XLR-V – the newest addition to the luxury nameplate’s growing family of high-performance V-Series vehicles – establishes a new benchmark for the ultra-luxury class of high-performance roadsters in power, performance and personal amenities.
Like its mainstream XLR sibling, the XLR-V combines distinctively bold styling with contemporary luxury, ingenious technologies, rear-wheel-drive performance, and near 50/50 weight distribution for enhanced balance and vehicle dynamics – yet it does so on an entirely different level:
· Equipped with a supercharged Northstar engine and rear-mounted six-speed automatic transmission, the high-performance luxury roadster effectively delivers 0-to-60 performance in under 5 seconds;
· Exterior and interior appointments clearly identify the two-seater as a V-Series family member, including application of a signature wire-mesh grille, larger 19-inch wheels at all four corners, and ebony wood and aluminum accents throughout the interior;
· Chassis refinements enable surefootedness on the street or the track and include larger brakes, stabilizer bars, wheels and tires, a performance-calibrated Magnetic Ride Control (MR) system;
· An Adaptive Forward Lighting system, a first-time application on a Cadillac, which automatically adjusts headlamp direction up to 15-degrees for improved night driving vision.
Like XLR, the XLR-V will be built at GM’s state-of-the-art, award-winning Bowling Green assembly center.
Supercharged Northstar engine
At the heart of the XLR-V is the new, 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger. The dual overhead cam (DOHC) V-8 engine delivers the highest horsepower rating of any Cadillac engine to date.
Called the Northstar V-8 SC (supercharged), the engine produces 440 horsepower (328 kW) at 6400 rpm and 425 lb.-ft. (576 Nm) torque at 3600 rpm (power and torque figures estimated) – and the engine’s power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm.
The Northstar V-8 SC generates 120 horsepower (90 kW) and 115 lb.-ft. (156 Nm) of torque more than its naturally aspirated counterpart, while its specific output of 100-horsepower-per-liter makes it one of the world’s highest specific output production V-8 engines.
However, the Northstar V-8 SC used in the XLR-V is more than just power and torque. The DOHC engine includes variable valve timing that enables outstanding top-end performance while maintaining the expected refinement and quality associated with a luxury marque.
The aggressive torque curve enabled by the choice of a supercharged engine gives the XLR-V acceleration capable of placing it firmly in the under-5-second-club for 0-to-60 time – a signature capability of V-Series vehicles.
The refined shift feel is enabled by careful electronic calibration of both the engine and transmission. During shifts, power is instantaneously lowered, then ramped back up carefully to make gear changes virtually unnoticeable.
Air induction & exhaust
The air induction system on the XLR-V was redesigned to address packaging needs created by the larger engine and addition of the supercharger.
These modifications increased the flow of air to the engine by 30 percent, funneling it from the front air intake over the radiator and to the supercharger via two ducts, which converge into one prior to reaching the supercharger so only one mass air flow sensor is required.
The system was designed to be as free flowing as possible, bringing in the maximum amount of air to the supercharger. Each duct has been carefully tuned to minimize supercharger whine and resonance in order to achieve the most pleasing intake sound quality.
The exhaust system features a unique muffler design, which effectively combines the construction of a more conventional muffler with a high-performance flow-through design. In order to keep sound levels at a pleasant, throaty pitch during everyday driving on streets and expressways, the exhaust is routed through a series of internal chambers that muffle sound levels . During more aggressive driving, a vacuum-actuated Pierburg valve in the muffler opens to allow straight exhaust flow-through. There are some perforations in the pipe to allow some dissipation into the other muffler chambers, but the overall effect is to reduce backpressure and increase power.
Six-speed automatic transmission
The Northstar V-8 SC is mated to the all-new Hydra-Matic 6L80 six-speed automatic transmission – the first use of General Motors’ new six-speed automatic in a rear-mounted configuration.
The 6L80 – the only transmission offered on the XLR-V – is one of the most technologically advanced automatic transmissions in the industry, using clutch-to-clutch operation and an advanced integrated 32-bit transmission controller to deliver smooth and precise shifts. In addition, a wide 6.04:1 overall ratio spread enhances performance and fuel economy.
The 6L80 also incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC).
PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with the release of the torque converter clutch for smooth powering up when the throttle is reopened. PAL minimizes transmission upshifts during closed throttle driving and cornering to maintain the correct gear and alleviate “busyness.” Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.
Performance-tuned chassis systems
Chassis modifications found on the XLR-V when compared to its mainstream sibling include larger brakes; recalibrated Magnetic Ride Control (MR); larger front stabilizer bar and the addition of a rear stabilizer bar; stiffer rear lower control arm bushings; larger wheels and tires; a power steering fluid cooler; and a higher-capacity fuel pump.
The most noticeable change is in the braking system to assure strong stopping power and smooth, confident brake operation, coinciding with the increased power and handling capabilities of the XLR-V.
To achieve this, chassis engineers turned to J55 brakes, essentially the same application used in the Z51 Corvette with larger cross-drilled rotors and high-performance brake lining. Front rotors are 13.4-inches (340.4 mm) in diameter; rear rotors are 13.0-inches (330.2 mm). The thickness of the rotor cheeks on both the front and rear has been increased for added thermal capacity. The brake system incorporates dual-piston front calipers, and single-piston rear calipers.
Magnetic Ride Control on the XLR-V has been recalibrated to account for the enhanced handling characteristics the roadster’s surpercharged performance demands. The system seeks to keep the body on an even plane at all times, giving drivers a comfortable ride by dramatically reducing disturbances to the vehicle body.
The MR recalibration – combined with a stiffer front stabilizer bar, the addition of a rear stabilizer bar, and stiffer rear control arm bushings – subtly changes the driving characteristics of the XLR-V when compared to the standard XLR. Another V-Series staple is a four channel/four-selection mode chassis control system (StabiliTrak), enabling the driver to switch between four stability settings, including a "less-governed" performance mode for the performance enthusiast.
Wheels and tires have been increased in size for enhanced sure-footedness, to 235/45R-19 on the front and 255/40R -19 rear. The tires are Pirelli run flats.
Cooling strategies for high performance
To meet the increased demands of the XLR-V powertrain and power steering systems, a number of enhancements were made in the cooling systems to assure the vehicle can realize its full performance potential while meeting all the expectations for refinement and sophistication expected in an ultra-luxury roadster. These enhancements include:
· Auxiliary engine oil cooler (EOC);
· Auxiliary transmission oil cooler (TOC);
· Large auxiliary cooler inlet and outlet openings;
· Dedicated supercharger radiator;
· Power steering fluid cooler, which consists of a tube wrapped with wire bristles, giving it an appearance similar to a hairbrush. Unlike more traditional finned coolers, the bristle design allows air to flow through the cooler from all directions, creating more efficient and effective cooling;
· Louvers have been added in the wheel liners behind the auxiliary coolers to exit air from the coolers and to help improve brake cooling.
V -Series styling modifications
Styling modifications have imparted a more aggressive character to the XLR-V in keeping with its enhanced performance capabilities, while retaining an aura of refined elegance. Exterior and interior design refinements include:
· Polished wire mesh upper and lower front grilles, a V-Series signature;
· Aggressively sculpted hood instantly marking the XLR-V as a supercharged-powerhouse. While the dome is enclosed and does not bring additional air into the engine, its function is to make room for the supercharger;
· New 10-spoke aluminum wheel design with sterling silver finish;
· Unique V-Series and Supercharged badging that subtly proclaims the XLR-V’s pedigree, including “XLR-V” and “Supercharged” badges on the front fenders, doors and deck lid;
· Four polished stainless steel exhaust tips;
· Black finish brake calipers with machined V-Series logo;
· Three exterior color offerings: Infra Red, Black Raven and Light Platinum;
· Zingana Wood, an ebony-hued wood with a distinctive grain, is used on the shifter ****, cup holder area, steering wheel, and on portions of the door and center console;
· The upper portion of the interior is ebony with either shale or ebony as the dominant lower color, maintaining a sense of quiet, restrained elegance;
· Ebony leather with French stitching wraps interior components throughout, from the top of the IP, and roll hoops to the door trim, arm rests, center console and steering wheel;
· The soft, supple leather seats with French stitching are either all ebony or shale with matching perforated suede fabric inserts on both the seats and accent trim on the door panels;
· Aluminum accent pieces throughout the interior, from the sill plates to the center stack trim plate surrounding the radio and steering wheel accents, are in a new Kinetic pattern;
· V -Series badging highlights the instrument cluster and passenger side dash.
Adaptive Forward Lighting
The XLR-V is the first Cadillac to be equipped with AFS, an advanced forward lighting system that uses sensors to determine speed and steering wheel angle input in determining how fast and how far to turn the headlamps for improved night driving vision.
Using a stepper motor and controller, the system is capable of turning the headlamps from straight ahead to 15-degrees inboard and 5-degrees outboard on each lamp, which work in tandem.
SPECIFICATIONS: 2006 CADILLAC XLR-V
All specifications preliminary
Overview
Model: 2006 Cadillac XLR-V luxury roadster
Body style / driveline: 2-door high-performance hardtop convertible with rear-wheel-drive
Construction: hydroformed perimeter frame, structural center tunnel, aluminum cockpit frame
Manufacturing location: Bowling Green, Ky.
Key competitors: Mercedes Benz SL 55 AMG Roadster, Lexus SC Convertible, Jaguar XKR Convertible
Engine
Type: Northstar V-8 SC
Configuration: supercharged 4.4L DOHC V-8
Installation: longitudinal RWD
Bank angle: 90-degrees
Displacement (cu in / cc): 267 / 4371
Bore & stroke: 91 mm x 84 mm
Bore spacing: 102 mm
Engine mass (lb / kg): 504.2 / 228.7
Block material: upper – sand-cast 319 T7 aluminum lower – die-cast aluminum
Cylinder head material: 319 T7 semi-permanent mold cast aluminum alloy
Supercharger / intake: · GM patented integral design · GM specific helical roots rotor set, cast aluminum case · four integrated tubular (Laminova style) intercoolers · displacement: 2.0 L / 122 ci · 2.1:1 pulley ratio · modulated by pass
Exhaust manifold material: cast nodular iron
Crankshaft material: forged steel with rolled fillets
Camshaft material: cast nodular iron
Connecting rod material: powder metal, heat treated
Connecting rod length: 151 mm
Valvetrain: roller follower DOHC, 4 valves per cylinder, variable valve timing
Valve lift: 10.5 mm / .413 in (intake), 10.0 mm / .394 in (exhaust)
Ignition system: coil-on-plug with extended-life dual platinum-tipped spark plugs
Throttle body diameter (in / mm) 3.1 / 80
Fuel delivery: returnless, electronic sequential fuel injection
Compression ratio: 9.0:1
Firing order / rotational direction 1 – 2 – 7 – 3 – 4 – 5 – 6 – 8 clockwise
Horsepower (hp / kw @ rpm): 440 / 328 @ 6400 rpm (estimate)
Torque (lb-ft / Nm @ rpm): 425 / 576 @ 3600 rpm (estimate) 90-percent of peak torque available between 2200 and 6000 rpm
Recommended fuel: 91 octane minimum (premium) required
Maximum engine speed (rpm @ fuel shutoff): 6700
Emissions controls: · BIN8/EURO 4 compliant · close-coupled catalytic converters · EGR and AIR not required · meets Federal, California , and LEV2 evaporative emissions standards
Additional features: · intake and exhaust continuously variable valve timing · piston spray cooling · polished exhaust ports · friction washers at front of crankshaft provide robust join retention
Transmission
Type: Hydra-Matic 6L80 six-speed, rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture with integral electro/hydraulic control module
Engine range: 4.4L
Maximum engine torque: 425 lb-ft (576 Nm)
Maximum gearbox torque: 664 lb-ft (900 Nm)
Gear ratios:
First: 4.03
Second: 2.36
Third: 1.53
Fourth: 1.15
Fifth: 0.85
Sixth: 0.67
Reverse: -3.06
Maximum shift speed: 6500 rpm
Final drive: 2.56
7-position quadrant: P,R,N,D, DSC (Driver Shift Control)
Case material: die cast aluminum
Shift pattern: (2) three-way on/off solenoids
Shift quality: five variable bleed solenoids
Torque converter clutch: variable bleed solenoid
Converter size: 258 mm
Fluid type: DEXRON VI
Transmission weight: 96.7 kg (wet) / 213.19 lb.
Fluid capacity (approximate): 6.2 L / 6.5qt.
Pressure taps available: line pressure
Chassis/Suspension
Front: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Rear: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Traction control system: full-range
Stabilizer bar: front: hollow, 28.6 by 4.5 mm wall thickness rear: hollow, 23.6 by 3.5 mm wall thickness
Steering type: Magnasteer power-assisted rack-and-pinion
Steering wheel turns, lock-to-lock: 2.9
Turning circle, curb-to-curb (ft / m): 39 / 11.9
Brakes
Type: heavy duty with cross-drilled rotors and high-performance brake linings, dual-piston front calipers and single-piston rear calipers. power-assist with 4-channel ABS front and rear.
Rotor diameter x thickness (in / mm): front: 13.4 in. (340.4 mm) x 1.3 (32mm) rear: 13.0 in. (330.2 mm) x 1.0 (26mm)
Wheels/Tires
Wheel size and type: front: aluminum, 19 x 8.5 rear: aluminum, 19 x 8.5
Tires: front: P235/45R-19 – Pirelli Run Flat rear: P255/40R-19 – Pirelli Run Flat
Dimensions
Exterior
Length (in / mm): 177.7 / 4513
Width (in / mm): 72.3 / 1836
Height (in / mm): 50.4 / 1279
Overhang front (in / mm): 49.3 / 1252
Overhang rear (in / mm): 50.6 / 1285
Wheelbase (in / mm): 105.7 / 2685
Angle of approach @ GVMR (deg.): 16 to fascia
Angle of departure @ GVMR (deg.): 18 to muffler
Tread - front (in / mm) (C/L of at ground): 61.63 / 1564.4
Tread - rear (in / mm) (C/L of at ground): 62.13 / 1578.16
Interior
Seating capacity (front / rear): 2 / 0
Head room (in / mm): 37.6 / 955
Leg room (in / mm): 42.6 / 1083
Shoulder room (in / mm): 54.3 / 1380
Hip room (in / mm): 53 / 1346
Capacities
Fuel tank (gal / L): 18 / 68.1
Engine oil (qt / L): 7.5 / 7.1
Seating capacity (front / rear): 2 / 0
Curb weight (lb / kg) estimated: 3804/1726
· 440-horsepower Supercharged Northstar V-8 Engine
· Rear-Mounted Hydra-Matic Six-Speed Automatic Transmission
· Handcrafted Leather-wrapped Interior
· Adaptive Forward Lighting System
· V -Series Design Cues Throughout
NEW YORK – The 2006 Cadillac XLR-V – the newest addition to the luxury nameplate’s growing family of high-performance V-Series vehicles – establishes a new benchmark for the ultra-luxury class of high-performance roadsters in power, performance and personal amenities.
Like its mainstream XLR sibling, the XLR-V combines distinctively bold styling with contemporary luxury, ingenious technologies, rear-wheel-drive performance, and near 50/50 weight distribution for enhanced balance and vehicle dynamics – yet it does so on an entirely different level:
· Equipped with a supercharged Northstar engine and rear-mounted six-speed automatic transmission, the high-performance luxury roadster effectively delivers 0-to-60 performance in under 5 seconds;
· Exterior and interior appointments clearly identify the two-seater as a V-Series family member, including application of a signature wire-mesh grille, larger 19-inch wheels at all four corners, and ebony wood and aluminum accents throughout the interior;
· Chassis refinements enable surefootedness on the street or the track and include larger brakes, stabilizer bars, wheels and tires, a performance-calibrated Magnetic Ride Control (MR) system;
· An Adaptive Forward Lighting system, a first-time application on a Cadillac, which automatically adjusts headlamp direction up to 15-degrees for improved night driving vision.
Like XLR, the XLR-V will be built at GM’s state-of-the-art, award-winning Bowling Green assembly center.
Supercharged Northstar engine
At the heart of the XLR-V is the new, 4.4-liter version of the Northstar engine outfitted with a positive displacement intercooled supercharger. The dual overhead cam (DOHC) V-8 engine delivers the highest horsepower rating of any Cadillac engine to date.
Called the Northstar V-8 SC (supercharged), the engine produces 440 horsepower (328 kW) at 6400 rpm and 425 lb.-ft. (576 Nm) torque at 3600 rpm (power and torque figures estimated) – and the engine’s power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm.
The Northstar V-8 SC generates 120 horsepower (90 kW) and 115 lb.-ft. (156 Nm) of torque more than its naturally aspirated counterpart, while its specific output of 100-horsepower-per-liter makes it one of the world’s highest specific output production V-8 engines.
However, the Northstar V-8 SC used in the XLR-V is more than just power and torque. The DOHC engine includes variable valve timing that enables outstanding top-end performance while maintaining the expected refinement and quality associated with a luxury marque.
The aggressive torque curve enabled by the choice of a supercharged engine gives the XLR-V acceleration capable of placing it firmly in the under-5-second-club for 0-to-60 time – a signature capability of V-Series vehicles.
The refined shift feel is enabled by careful electronic calibration of both the engine and transmission. During shifts, power is instantaneously lowered, then ramped back up carefully to make gear changes virtually unnoticeable.
Air induction & exhaust
The air induction system on the XLR-V was redesigned to address packaging needs created by the larger engine and addition of the supercharger.
These modifications increased the flow of air to the engine by 30 percent, funneling it from the front air intake over the radiator and to the supercharger via two ducts, which converge into one prior to reaching the supercharger so only one mass air flow sensor is required.
The system was designed to be as free flowing as possible, bringing in the maximum amount of air to the supercharger. Each duct has been carefully tuned to minimize supercharger whine and resonance in order to achieve the most pleasing intake sound quality.
The exhaust system features a unique muffler design, which effectively combines the construction of a more conventional muffler with a high-performance flow-through design. In order to keep sound levels at a pleasant, throaty pitch during everyday driving on streets and expressways, the exhaust is routed through a series of internal chambers that muffle sound levels . During more aggressive driving, a vacuum-actuated Pierburg valve in the muffler opens to allow straight exhaust flow-through. There are some perforations in the pipe to allow some dissipation into the other muffler chambers, but the overall effect is to reduce backpressure and increase power.
Six-speed automatic transmission
The Northstar V-8 SC is mated to the all-new Hydra-Matic 6L80 six-speed automatic transmission – the first use of General Motors’ new six-speed automatic in a rear-mounted configuration.
The 6L80 – the only transmission offered on the XLR-V – is one of the most technologically advanced automatic transmissions in the industry, using clutch-to-clutch operation and an advanced integrated 32-bit transmission controller to deliver smooth and precise shifts. In addition, a wide 6.04:1 overall ratio spread enhances performance and fuel economy.
The 6L80 also incorporates a host of advanced driving enhancement features, including advanced Performance Algorithm Shifting (PAS), Performance Algorithm Liftfoot (PAL), and Driver Shift Control (DSC).
PAS lets the electronic transmission controller override the automatic gear selection during closed throttle high lateral acceleration maneuvers, rapidly downshifting with the release of the torque converter clutch for smooth powering up when the throttle is reopened. PAL minimizes transmission upshifts during closed throttle driving and cornering to maintain the correct gear and alleviate “busyness.” Driver Shift Control allows the driver to sequentially shift gears manually via the gearshift lever.
Performance-tuned chassis systems
Chassis modifications found on the XLR-V when compared to its mainstream sibling include larger brakes; recalibrated Magnetic Ride Control (MR); larger front stabilizer bar and the addition of a rear stabilizer bar; stiffer rear lower control arm bushings; larger wheels and tires; a power steering fluid cooler; and a higher-capacity fuel pump.
The most noticeable change is in the braking system to assure strong stopping power and smooth, confident brake operation, coinciding with the increased power and handling capabilities of the XLR-V.
To achieve this, chassis engineers turned to J55 brakes, essentially the same application used in the Z51 Corvette with larger cross-drilled rotors and high-performance brake lining. Front rotors are 13.4-inches (340.4 mm) in diameter; rear rotors are 13.0-inches (330.2 mm). The thickness of the rotor cheeks on both the front and rear has been increased for added thermal capacity. The brake system incorporates dual-piston front calipers, and single-piston rear calipers.
Magnetic Ride Control on the XLR-V has been recalibrated to account for the enhanced handling characteristics the roadster’s surpercharged performance demands. The system seeks to keep the body on an even plane at all times, giving drivers a comfortable ride by dramatically reducing disturbances to the vehicle body.
The MR recalibration – combined with a stiffer front stabilizer bar, the addition of a rear stabilizer bar, and stiffer rear control arm bushings – subtly changes the driving characteristics of the XLR-V when compared to the standard XLR. Another V-Series staple is a four channel/four-selection mode chassis control system (StabiliTrak), enabling the driver to switch between four stability settings, including a "less-governed" performance mode for the performance enthusiast.
Wheels and tires have been increased in size for enhanced sure-footedness, to 235/45R-19 on the front and 255/40R -19 rear. The tires are Pirelli run flats.
Cooling strategies for high performance
To meet the increased demands of the XLR-V powertrain and power steering systems, a number of enhancements were made in the cooling systems to assure the vehicle can realize its full performance potential while meeting all the expectations for refinement and sophistication expected in an ultra-luxury roadster. These enhancements include:
· Auxiliary engine oil cooler (EOC);
· Auxiliary transmission oil cooler (TOC);
· Large auxiliary cooler inlet and outlet openings;
· Dedicated supercharger radiator;
· Power steering fluid cooler, which consists of a tube wrapped with wire bristles, giving it an appearance similar to a hairbrush. Unlike more traditional finned coolers, the bristle design allows air to flow through the cooler from all directions, creating more efficient and effective cooling;
· Louvers have been added in the wheel liners behind the auxiliary coolers to exit air from the coolers and to help improve brake cooling.
V -Series styling modifications
Styling modifications have imparted a more aggressive character to the XLR-V in keeping with its enhanced performance capabilities, while retaining an aura of refined elegance. Exterior and interior design refinements include:
· Polished wire mesh upper and lower front grilles, a V-Series signature;
· Aggressively sculpted hood instantly marking the XLR-V as a supercharged-powerhouse. While the dome is enclosed and does not bring additional air into the engine, its function is to make room for the supercharger;
· New 10-spoke aluminum wheel design with sterling silver finish;
· Unique V-Series and Supercharged badging that subtly proclaims the XLR-V’s pedigree, including “XLR-V” and “Supercharged” badges on the front fenders, doors and deck lid;
· Four polished stainless steel exhaust tips;
· Black finish brake calipers with machined V-Series logo;
· Three exterior color offerings: Infra Red, Black Raven and Light Platinum;
· Zingana Wood, an ebony-hued wood with a distinctive grain, is used on the shifter ****, cup holder area, steering wheel, and on portions of the door and center console;
· The upper portion of the interior is ebony with either shale or ebony as the dominant lower color, maintaining a sense of quiet, restrained elegance;
· Ebony leather with French stitching wraps interior components throughout, from the top of the IP, and roll hoops to the door trim, arm rests, center console and steering wheel;
· The soft, supple leather seats with French stitching are either all ebony or shale with matching perforated suede fabric inserts on both the seats and accent trim on the door panels;
· Aluminum accent pieces throughout the interior, from the sill plates to the center stack trim plate surrounding the radio and steering wheel accents, are in a new Kinetic pattern;
· V -Series badging highlights the instrument cluster and passenger side dash.
Adaptive Forward Lighting
The XLR-V is the first Cadillac to be equipped with AFS, an advanced forward lighting system that uses sensors to determine speed and steering wheel angle input in determining how fast and how far to turn the headlamps for improved night driving vision.
Using a stepper motor and controller, the system is capable of turning the headlamps from straight ahead to 15-degrees inboard and 5-degrees outboard on each lamp, which work in tandem.
SPECIFICATIONS: 2006 CADILLAC XLR-V
All specifications preliminary
Overview
Model: 2006 Cadillac XLR-V luxury roadster
Body style / driveline: 2-door high-performance hardtop convertible with rear-wheel-drive
Construction: hydroformed perimeter frame, structural center tunnel, aluminum cockpit frame
Manufacturing location: Bowling Green, Ky.
Key competitors: Mercedes Benz SL 55 AMG Roadster, Lexus SC Convertible, Jaguar XKR Convertible
Engine
Type: Northstar V-8 SC
Configuration: supercharged 4.4L DOHC V-8
Installation: longitudinal RWD
Bank angle: 90-degrees
Displacement (cu in / cc): 267 / 4371
Bore & stroke: 91 mm x 84 mm
Bore spacing: 102 mm
Engine mass (lb / kg): 504.2 / 228.7
Block material: upper – sand-cast 319 T7 aluminum lower – die-cast aluminum
Cylinder head material: 319 T7 semi-permanent mold cast aluminum alloy
Supercharger / intake: · GM patented integral design · GM specific helical roots rotor set, cast aluminum case · four integrated tubular (Laminova style) intercoolers · displacement: 2.0 L / 122 ci · 2.1:1 pulley ratio · modulated by pass
Exhaust manifold material: cast nodular iron
Crankshaft material: forged steel with rolled fillets
Camshaft material: cast nodular iron
Connecting rod material: powder metal, heat treated
Connecting rod length: 151 mm
Valvetrain: roller follower DOHC, 4 valves per cylinder, variable valve timing
Valve lift: 10.5 mm / .413 in (intake), 10.0 mm / .394 in (exhaust)
Ignition system: coil-on-plug with extended-life dual platinum-tipped spark plugs
Throttle body diameter (in / mm) 3.1 / 80
Fuel delivery: returnless, electronic sequential fuel injection
Compression ratio: 9.0:1
Firing order / rotational direction 1 – 2 – 7 – 3 – 4 – 5 – 6 – 8 clockwise
Horsepower (hp / kw @ rpm): 440 / 328 @ 6400 rpm (estimate)
Torque (lb-ft / Nm @ rpm): 425 / 576 @ 3600 rpm (estimate) 90-percent of peak torque available between 2200 and 6000 rpm
Recommended fuel: 91 octane minimum (premium) required
Maximum engine speed (rpm @ fuel shutoff): 6700
Emissions controls: · BIN8/EURO 4 compliant · close-coupled catalytic converters · EGR and AIR not required · meets Federal, California , and LEV2 evaporative emissions standards
Additional features: · intake and exhaust continuously variable valve timing · piston spray cooling · polished exhaust ports · friction washers at front of crankshaft provide robust join retention
Transmission
Type: Hydra-Matic 6L80 six-speed, rear-wheel-drive, electronically controlled, automatic overdrive transmission with torque converter clutch. Clutch-to-clutch architecture with integral electro/hydraulic control module
Engine range: 4.4L
Maximum engine torque: 425 lb-ft (576 Nm)
Maximum gearbox torque: 664 lb-ft (900 Nm)
Gear ratios:
First: 4.03
Second: 2.36
Third: 1.53
Fourth: 1.15
Fifth: 0.85
Sixth: 0.67
Reverse: -3.06
Maximum shift speed: 6500 rpm
Final drive: 2.56
7-position quadrant: P,R,N,D, DSC (Driver Shift Control)
Case material: die cast aluminum
Shift pattern: (2) three-way on/off solenoids
Shift quality: five variable bleed solenoids
Torque converter clutch: variable bleed solenoid
Converter size: 258 mm
Fluid type: DEXRON VI
Transmission weight: 96.7 kg (wet) / 213.19 lb.
Fluid capacity (approximate): 6.2 L / 6.5qt.
Pressure taps available: line pressure
Chassis/Suspension
Front: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Rear: short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, Magnetic Ride Control
Traction control system: full-range
Stabilizer bar: front: hollow, 28.6 by 4.5 mm wall thickness rear: hollow, 23.6 by 3.5 mm wall thickness
Steering type: Magnasteer power-assisted rack-and-pinion
Steering wheel turns, lock-to-lock: 2.9
Turning circle, curb-to-curb (ft / m): 39 / 11.9
Brakes
Type: heavy duty with cross-drilled rotors and high-performance brake linings, dual-piston front calipers and single-piston rear calipers. power-assist with 4-channel ABS front and rear.
Rotor diameter x thickness (in / mm): front: 13.4 in. (340.4 mm) x 1.3 (32mm) rear: 13.0 in. (330.2 mm) x 1.0 (26mm)
Wheels/Tires
Wheel size and type: front: aluminum, 19 x 8.5 rear: aluminum, 19 x 8.5
Tires: front: P235/45R-19 – Pirelli Run Flat rear: P255/40R-19 – Pirelli Run Flat
Dimensions
Exterior
Length (in / mm): 177.7 / 4513
Width (in / mm): 72.3 / 1836
Height (in / mm): 50.4 / 1279
Overhang front (in / mm): 49.3 / 1252
Overhang rear (in / mm): 50.6 / 1285
Wheelbase (in / mm): 105.7 / 2685
Angle of approach @ GVMR (deg.): 16 to fascia
Angle of departure @ GVMR (deg.): 18 to muffler
Tread - front (in / mm) (C/L of at ground): 61.63 / 1564.4
Tread - rear (in / mm) (C/L of at ground): 62.13 / 1578.16
Interior
Seating capacity (front / rear): 2 / 0
Head room (in / mm): 37.6 / 955
Leg room (in / mm): 42.6 / 1083
Shoulder room (in / mm): 54.3 / 1380
Hip room (in / mm): 53 / 1346
Capacities
Fuel tank (gal / L): 18 / 68.1
Engine oil (qt / L): 7.5 / 7.1
Seating capacity (front / rear): 2 / 0
Curb weight (lb / kg) estimated: 3804/1726
03-23-05, 05:01 PM
#2
Super Moderator
Cadillac introduces 2006 XLR-V in New York
March 23, 2005
New York Auto Show
Cadillac introduces 2006 XLR-V
Equipped with a supercharged Northstar engine and rear-mounted six-speed automatic transmission, the 440 hp luxury roadster can go from zero to 100 km/hr in under 5 seconds. It also features V-Series-specific wire mesh grille, 19-inch wheels, and ebony wood and aluminum interior trim, as well as larger brakes and stabilizer bars, performance-calibrated Magnetic Ride Control system, and Cadillac's first application of an Adaptive Forward Lighting system, which automatically adjusts headlamp direction up to 15 degrees for improved night driving.
The XLR-V's engine is the new, 4.4-litre DOHC version of the Northstar engine, fitted with a positive displacement intercooled supercharger. It delivers the highest horsepower rating of any Cadillac engine to date, producing an estimated 440 hp and 425 lb-ft of torque. It delivers 90 per cent of its peak torque between 2200 and 6000 rpm, and its horsepower rating is 120 hp more than its naturally-aspirated counterpart.
The XLR-V's Magnetic Ride Control has been recalibrated to account for the enhanced handling characteristics of the car's supercharged performance and keeps the car on an even plane at all times.
The roadster is also the first Cadillac with Adaptive Forward Lighting, which uses sensors to monitor speed and steering wheel angle input and determine how fast and how far to turn the headlamps for improved night driving vision. The system is capable of turning the headlamps in tandem from straight ahead to 15 degrees inboard and 5 degrees outboard on each lamp.
source : canadiandriver.com
05-21-05, 09:15 PM
#3
Guest
Posts: n/a
IT WILL BE $100,.000!!!
Cadillac Reveals the V-series XLR
Think 440 horses. Then think 100 grand.
BY TONY SWAN
May 2005
You're looking at one of the first official photos of Cadillac's new XLR-V roadster, which was unveiled at the New York auto show. Info has been arriving in trickles, although we do know the V-series XLR will be propelled by a supercharged and intercooled 4.4-liter DOHC 32-valve version of Caddy's Northstar V-8, as anticipated, and that its output numbers are substantially higher than those of the naturally aspirated 4.6-liter edition employed in the standard XLR: 440 horsepower and 425 pound-feet of torque versus 320 and 310, respectively. Although there's a difference of five pound-feet of torque (430 versus 425), this is the same supercharged Northstar that distinguishes the V-version of the new STS sedan, and like the sedan, the XLR's blower V-8 sends power to the rear wheels via a six-speed automatic transmission.
Although the supercharged powertrain and accouterments such as bigger brakes, wheels, and tires are likely to add to the curb weight, Cadillac is forecasting 0-to-60-mph times of "under five seconds," although how much under remains to be seen. The best we could achieve with the naturally aspirated car was 5.8 seconds ["The Glamour Droptops," C/D, October 2003].
The XLR-V should be easy to distinguish from the XLR, thanks to the raised center section of the hood, which shelters supercharger-related hardware, and the trademark V-series mesh grille. If you get close enough to peek inside, you'll see zingana wood trim, exclusive to this model.
In the absence of any firm price information, we're prepared to make a semi-informed guess. Projecting from the 44-percent disparity between Cadillac's CTS 3.6 and CTS-V, it's possible the XLR-V will roll into showrooms in the first quarter of 2006 with a price of about $100,000, some 20 grand less than a Mercedes SL55 AMG. Still, this would mark another first for Cadillac.
Cadillac Reveals the V-series XLR
Think 440 horses. Then think 100 grand.
BY TONY SWAN
May 2005
You're looking at one of the first official photos of Cadillac's new XLR-V roadster, which was unveiled at the New York auto show. Info has been arriving in trickles, although we do know the V-series XLR will be propelled by a supercharged and intercooled 4.4-liter DOHC 32-valve version of Caddy's Northstar V-8, as anticipated, and that its output numbers are substantially higher than those of the naturally aspirated 4.6-liter edition employed in the standard XLR: 440 horsepower and 425 pound-feet of torque versus 320 and 310, respectively. Although there's a difference of five pound-feet of torque (430 versus 425), this is the same supercharged Northstar that distinguishes the V-version of the new STS sedan, and like the sedan, the XLR's blower V-8 sends power to the rear wheels via a six-speed automatic transmission.
Although the supercharged powertrain and accouterments such as bigger brakes, wheels, and tires are likely to add to the curb weight, Cadillac is forecasting 0-to-60-mph times of "under five seconds," although how much under remains to be seen. The best we could achieve with the naturally aspirated car was 5.8 seconds ["The Glamour Droptops," C/D, October 2003].
The XLR-V should be easy to distinguish from the XLR, thanks to the raised center section of the hood, which shelters supercharger-related hardware, and the trademark V-series mesh grille. If you get close enough to peek inside, you'll see zingana wood trim, exclusive to this model.
In the absence of any firm price information, we're prepared to make a semi-informed guess. Projecting from the 44-percent disparity between Cadillac's CTS 3.6 and CTS-V, it's possible the XLR-V will roll into showrooms in the first quarter of 2006 with a price of about $100,000, some 20 grand less than a Mercedes SL55 AMG. Still, this would mark another first for Cadillac.
05-21-05, 10:07 PM
#4
Lexus Fanatic
Originally Posted by 1SICKLEX
Key competitors: Mercedes Benz SL 55 AMG Roadster, Lexus SC Convertible, Jaguar XKR Convertible
Last edited by XeroK00L; 05-21-05 at 10:15 PM.
05-22-05, 01:24 AM
#5
Lexus Champion
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...and they won't sell a one. 
Maybe I'm getting tired but it looks 10x more slab sided than the normal XLR and nothing about it shows it should cost $100k. Plus, with the sheisty *** GM dealers it'll be $120k by the time you can get one...rivaling that of an SL55 which is a much more proven, sexier car that people don't have doubts about. Cadillac has jumped in with both feet at once and may really regret it when they look at how the XLRs are selling...just look at the normal XLR! I think I've seen one...
James
Maybe I'm getting tired but it looks 10x more slab sided than the normal XLR and nothing about it shows it should cost $100k. Plus, with the sheisty *** GM dealers it'll be $120k by the time you can get one...rivaling that of an SL55 which is a much more proven, sexier car that people don't have doubts about. Cadillac has jumped in with both feet at once and may really regret it when they look at how the XLRs are selling...just look at the normal XLR! I think I've seen one...
James
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05-22-05, 05:33 AM
#8
Out of Warranty
Too bad success isn't based on engineering . . .
There is no shortage of auto enthusiasm or engineering talent at Cadillac these days. Styling . . . well, you either like the F-117 look or you don't . . . but you have to admit it's "unique" and an alternative to the SC's melted bar of soap.
My question, as I suspect that of many others is, "Can Cadillac actually produce a quality vehicle?" Design and engineering are one thing, rolling quality products out the factory door with consistency, quite another.
A second question relates to the dealer network. Lexus has been successful by differentiating their dealer culture from that of Toyota. They understand that their buyers demonstrate willingness to trade money for luxury; we expect to be treated more like customers of Tiffany's than the fish market, and these expectations travel from the showroom all the way to the service bay. We don't respond to hyperactive sales promotions, nor to the old tug-at-the-white-belt, golf shirt with checkered polyester pants, "Hey! Waddle it take to put you into one of these beauties today?" sales approach.
Cadillac suffers terribly from a lack of exclusivity. The old business model of collecting a number of brands under one roof leads to serious sales and service problems. If you are selling an $11,000 Cavalier and a $100,000 XLR-V on the same lot, or even within the same business culture, you will likely offend buyers of both vehicles. They have never understood that they are serving entirely different customers. Rather than shoving as much iron as possible through the showroom, premium car dealers should concentrate on serving each and every customer who walks through their door, treating them with an attitude of helpfulness and respect.
If GM will isolate their Cadillac dealerships, specializing them in strictly the Cadillac line, institute a CPO program for premium pre-owned vehicles (wholesaling the rest instantly), and staff each of their sales and service centers with professionals that understand the difference between selling a fine tailored suit and pedaling a cartload of fish, they may have a chance.
Until Cadillac can develop their sales and service structure with the same evident skill as they have their products, the outlook for the Division will continue to be bleak.
My question, as I suspect that of many others is, "Can Cadillac actually produce a quality vehicle?" Design and engineering are one thing, rolling quality products out the factory door with consistency, quite another.
A second question relates to the dealer network. Lexus has been successful by differentiating their dealer culture from that of Toyota. They understand that their buyers demonstrate willingness to trade money for luxury; we expect to be treated more like customers of Tiffany's than the fish market, and these expectations travel from the showroom all the way to the service bay. We don't respond to hyperactive sales promotions, nor to the old tug-at-the-white-belt, golf shirt with checkered polyester pants, "Hey! Waddle it take to put you into one of these beauties today?" sales approach.
Cadillac suffers terribly from a lack of exclusivity. The old business model of collecting a number of brands under one roof leads to serious sales and service problems. If you are selling an $11,000 Cavalier and a $100,000 XLR-V on the same lot, or even within the same business culture, you will likely offend buyers of both vehicles. They have never understood that they are serving entirely different customers. Rather than shoving as much iron as possible through the showroom, premium car dealers should concentrate on serving each and every customer who walks through their door, treating them with an attitude of helpfulness and respect.
If GM will isolate their Cadillac dealerships, specializing them in strictly the Cadillac line, institute a CPO program for premium pre-owned vehicles (wholesaling the rest instantly), and staff each of their sales and service centers with professionals that understand the difference between selling a fine tailored suit and pedaling a cartload of fish, they may have a chance.
Until Cadillac can develop their sales and service structure with the same evident skill as they have their products, the outlook for the Division will continue to be bleak.
05-22-05, 10:46 AM
#9
Speaks French in Russian
100K for that!! 
No thank you. I dont think I can pay 60K. I think its an okay looking car, but not for the price they are asking.
On a side note, the deals that they have for Cadillacs right now are out of this world and atually kinda scary. I wonder what kind of deals they will have on the XLRv a few months down the road. For example, this past week one of my friends just picked up a 6-speed CTS for 260 a month for 24 months and 2500 down. Thats just insane and unheard of.
No thank you. I dont think I can pay 60K. I think its an okay looking car, but not for the price they are asking. On a side note, the deals that they have for Cadillacs right now are out of this world and atually kinda scary. I wonder what kind of deals they will have on the XLRv a few months down the road. For example, this past week one of my friends just picked up a 6-speed CTS for 260 a month for 24 months and 2500 down. Thats just insane and unheard of.
05-22-05, 11:17 PM
#10
Originally Posted by magneto112
100K for that!! No thank you. I dont think I can pay 60K. I think its an okay looking car, but not for the price they are asking.
On a side note, the deals that they have for Cadillacs right now are out of this world and atually kinda scary. I wonder what kind of deals they will have on the XLRv a few months down the road. For example, this past week one of my friends just picked up a 6-speed CTS for 260 a month for 24 months and 2500 down. Thats just insane and unheard of.
No thank you. I dont think I can pay 60K. I think its an okay looking car, but not for the price they are asking. On a side note, the deals that they have for Cadillacs right now are out of this world and atually kinda scary. I wonder what kind of deals they will have on the XLRv a few months down the road. For example, this past week one of my friends just picked up a 6-speed CTS for 260 a month for 24 months and 2500 down. Thats just insane and unheard of.
05-23-05, 04:47 AM
#11
Lexus Fanatic
I agree with many of these posts.....100K is too much. Plus, in this version, they screwed up the nice, rich-looking wood paneling that the standard version has. This stuff is too dark and too dull-colored. Jaguar made the same mistake in its R-versions.
05-23-05, 11:18 AM
#13
Lexus Champion
I hope Caddy can sell a few of these- I don't think the current XLR is exactly is causing customers to storm into the dealerships...
Cadillac blew it on this car- it's a Corvette platform, but due to the complex top mechanism, there is NO room for wider rear tires. It's too bad- this car would look pretty sweet lowered on nice 20x9.5 front and 20x11 rear wheels. Unfortunately, a 9.5" wide wheel is the max for the rear of this car.
A 255 rear tire and 440hp? That should keep the traction control busy...
Cadillac blew it on this car- it's a Corvette platform, but due to the complex top mechanism, there is NO room for wider rear tires. It's too bad- this car would look pretty sweet lowered on nice 20x9.5 front and 20x11 rear wheels. Unfortunately, a 9.5" wide wheel is the max for the rear of this car.
A 255 rear tire and 440hp? That should keep the traction control busy...
05-23-05, 12:46 PM
#15
Lexus Test Driver
I like Cadillac V-series cars alot,But I really think GM needs to make them a little more agressive exterior wise. A mesh grill only goes so far Oh....and I don't think it's worth $100,000.
Oh....and I don't think it's worth $100,000.