Cadillac XLR-V Review

There are a few lucky car shoppers out there who can afford the very best the automotive world has to offer. For those hoping to go really fast and be coddled while doing it, Cadillac created the XLR-V convertible. The V at the end of the car's moniker indicates that it's a performance variant of Cadillac's XLR, but it could easily stand for viciously quick and very luxurious.

2008 Cadillac XLR-V Base Convertible

Viciously quick comes courtesy of this Cadillac's supercharged V8, which will send you hurtling from zero to 60 in less than 5 seconds. You won't find any assembly lines at the Wixom, Michigan, facility in which the high-performance engine is made. Taking a cue from European ultraluxury manufacturers, Cadillac has given each V8 a personal touch, with each being built from start to finish by a single craftsman. Very luxurious is the end result of the wealth of standard features offered by the Cadillac XLR-V roadster. Satellite radio, keyless ignition and a voice-activated navigation system are all part of the lineup.

The XLR-V's features list brims with opulence, but unfortunately, the same can't be said for its cabin. Abundant wood and metallic accents are a good start, but aesthetics ultimately miss the mark, thanks to generic-looking switchgear and unspectacular leather. For a car that costs about $100K, this is a profound disappointment. Cabin dimensions in this convertible are also tight, resulting in a cramped environment for taller drivers. Another shortcoming is the car's lack of cargo room.

It should also be said that while the Cadillac XLR-V offers a memorable and engaging ride, you'll find more refined driving dynamics in its European competition. Still, for those seeking a less common American alternative, this singular Caddy could prove to be a pleasing choice.

Current Cadillac XLR-V

Designed to facilitate wind-tousled tresses and sun-kissed cheeks, the Cadillac XLR-V is available only as a two-seat convertible with a retractable hardtop. Aside from its high-performance innards, this V is distinguished from its less spirited sibling by virtue of styling cues like a unique front grille and a sculpted hood designed to accommodate the V8's supercharger.

Only one trim is available, but -- as befits the car's nearly six-figure price tag -- it's fully loaded. Perks like Bluetooth phone connectivity, heated leather seats and adaptive cruise control (which automatically maintains a preset distance between the roadster and the car ahead of it) are all standard. The XLR-V's power-retractable hardtop can go from closed to open (and vice-versa) in about 30 seconds.

Pop this Caddy's rather menacing hood and you'll find a supercharged 4.4-liter V8 with the goods to kick out 443 horsepower and 414 pound-feet of torque. A broad torque band keeps this might readily accessible; the engine is able to deliver 90 percent of peak torque between 2,200 and 6,000 rpm. A six-speed automatic transmission with manual-shift capability directs power to the rear wheels.

The Cadillac XLR-V's cabin is attractive, but attractive simply isn't good enough for a car in this price range. Aluminum accents add a nice gleam to the steering wheel and instrument panel, and there are pleasing amounts of burnished exotic wood in evidence -- you'll find it on the shifter knob, steering wheel and parts of the door and center console. But compared to what's available from other cars populating this rarefied bracket, the overall look and feel of the Cadillac's interior is a little disappointing. There's also not a whole lot of room available. The vertically gifted will find getting comfortable in the driver seat a challenge, and tight cargo room limits versatility.

Once settled, however, drivers will find themselves swept away on a wave of raw power. The car is responsive and quick, eager to leap to attention at the slightest tap of the throttle. Its Magnetic Ride Control adaptive suspension (which automatically adjusts the suspension to reflect driving conditions) is tuned to be sportier than that of the XLR, but thanks to careful attention paid to handling dynamics, the car's ride is never abusive. The only real detracting attribute is the car's steering, which we have found to be overly heavy.

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Cadillac XLR Review

Yet another entry from Cadillac to show the world it's serious about competing with the top European and Japanese luxury brands, the two-seat Cadillac XLR roadster is the company's flagship vehicle. Though it shares the same platform as the current Corvette, the XLR variant is not a simple case of corporate badge engineering. It's more of a grand touring machine than a hard-edged sports car, as the Caddy's responses are softer and comfortably refined. It also uses a more subdued 4.6-liter, 320-horsepower V8 engine rather than the Vette's edgier 6.0-liter, 400-hp V8 power plant.

2008 Cadillac XLR Convertible

The use of lightweight components like aluminum suspension pieces and composite body panels keeps the Cadillac XLR from being a bloated luxury two-seater. In addition, the standard Magnetic Ride Control adaptive suspension system automatically firms up or softens the suspension based on driving conditions, ensuring generally smooth and responsive maneuvers. The combination of bold, angular styling outside and distinctive eucalyptus-wood cockpit accents gives the XLR a sophisticated presence. Further, the XLR's power retractable hardtop roof allows the comfort and security of a coupe when the top is raised.

As impressive as it is, the Cadillac XLR roadster is not quite the "standard of the world" just yet. Though its styling and Cadillac badge will appeal to those looking to roll up to the valet in something different from the status quo, the XLR comes up short in terms of maximum performance and interior detailing when compared to its German rivals. But if those qualities aren't your top priority, and you're not overly impressed with the rest of the XLR's competition, this Cadillac convertible is worth considering.

Current Cadillac XLR

The Cadillac XLR is a two-seat luxury roadster featuring a retractable hardtop roof. The standard XLR comes with just about all of the luxury features you'd expect, including 18-inch alloy wheels with run-flat tires, adaptive xenon HID headlights, heated leather seats with plenty of power adjustments, dual-zone automatic climate control, keyless startup, a head-up display, a navigation system and a Bose audio system with satellite radio and a CD changer. There are also a couple special variants, the Passion Red Limited Edition XLR and the Platinum Edition XLR, that feature unique exterior paint and other minor trim enhancements.

A refined yet muscular 4.6-liter V8 powers the XLR, and a six-speed automanual transmission transmits the Northstar V8's 320 horsepower and 310 pound-feet of torque to the rear wheels. We've found the XLR to be a spirited performer, with 0-60-mph sprints taking less than 6 seconds and high-speed cruising that's generally hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at speed is as good as or better than any V8 in its class. Antilock disc brakes are standard safety items, as are run-flat tires, a tire-pressure monitor, stability control, head/torso side-impact airbags and rear parking sensors.

Inside, the Cadillac XLR boasts an upscale cabin complete with rich eucalyptus wood trim and aluminum accents in addition to comfortable leather seating -- altogether clean-looking, modern and warm. State-of-the-art technologies abound, too: A head-up display shows vital information such as speed, fuel level and audio status on the windshield, adaptive cruise control automatically maintains a preset distance between the XLR and the car in front, and a large touchscreen mounted high in the center stack helps keep the dash free of numerous single-use buttons. Our editors found fit and finish to be excellent, save for a few pieces of metallic trim that seem tacked-on rather than cleanly integrated.

As fast as the XLR is when pushed, those expecting a true Cadillac sports car will be disappointed. Acceleration, though certainly quick, is not as forceful as its corporate cousin, and the XLR's softer suspension tuning results in noticeable body roll during hard cornering and plenty of nosedive under heavy braking. Even with its adaptive suspension's split-second response, the Cadillac XLR still feels less willing to tackle turns than the more athletic European contenders. On the open highway, the roadster hits its stride, delivering an undisturbed ride with effortless tracking.

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Cadillac STS-V Review

In a luxury sport sedan market that's traditionally dominated by German carmakers, the Cadillac STS-V makes a tremendous impression. A model from Cadillac's V-Series line of ultra-performance vehicles, the STS-V is based on the STS large sedan. With its supercharged V8 producing 469 horsepower, it's the most powerful car Cadillac has ever produced. The car also comes with upgraded hardware for improved handling and braking and minor styling changes to differentiate it from regular STS models.

2007 Cadillac STS-V Sedan Shown

The focus on performance doesn't come at the expense of luxury. Just like the standard version, the V-Series sedan is comfy, plush and loaded with a generous amount of premium features. Overall, we're quite impressed. Though the Cadillac STS-V doesn't quite match some competing models in terms of maximum performance or prestige, we still think it's a very viable choice for a big-bore luxury sport sedan.

Current Cadillac STS-V model

A special-edition, high-performance vehicle, the Cadillac STS-V sedan is available in one trim level only. (Cadillac says it limits production to help exclusivity.) Standard equipment highlights include heated front and rear seats, a navigation system and a 15-speaker Bose surround-sound audio system with a six-CD changer.

Distinguishing the STS-V from the standard STS are larger wheels (18-inchers in front and 19s in the back), massive Brembo brakes, a larger front grille for improved airflow, additional brake ducts, and additional aerodynamic and stylistic enhancements.

For motivation, the rear-drive STS-V is equipped with a supercharged 4.4-liter V8 engine that pumps out a startling 469 hp and 439 lb-ft of torque. Zero to 60 is accomplished in 5.1 seconds. A highly responsive six-speed automatic transmission (with manual shift control) is standard.

But the Cadillac STS-V is world-class in ways beyond its under-the-hood muscle. It has been outfitted with a sport-tuned suspension. And compared to a standard STS, V-Series sedan's steering is quicker. The result is that it handles like a car half its size while providing meaningful feedback to its driver. A limited-slip differential, antilock brakes, stability control and traction control are all standard on the STS-V. Other safety equipment includes front-seat side airbags and full-length head curtain airbags. A tire-pressure monitor and rear park-assist system are also standard.

The STS-V's long wheelbase means there's generous legroom in the front and back. The interior is upscale and handsome, with finely stitched seats and accents of wood and aluminum, though it's still not quite at the top level of quality found in some European luxury sedans. The trunk is also smaller than what one might expect for this class of car.

In reviews, our editors found the Cadillac STS-V to be powerful in every situation. It rockets off the line, but the real allure is what happens afterward. Passing power on the highway is effortless and easy. And even when you don't have the accelerator pedal pinned, the STS-V's handling abilities make it fun to drive. It's true that it's a bit out of its element on tight, twisty roads. This isn't a downfall, but rather an inherent characteristic of its size and genre. In general, the STS-V strikes an excellent balance between high-performance capability and everyday luxury driving.

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Cadillac STS Review

Though it has grown into an entirely different species, the luxury performance DNA of the Cadillac STS can be traced all the way back to the special range-topping Seville hardtop coupe of the 1950s. At that time one of the fastest, flashiest and most luxurious cars on the road, it evolved and re-emerged several decades later as the buttoned-down Seville luxury sedan, capable of sharing company with Europe's finest.

2008 Cadillac STS Luxury Sedan Shown

Handsome, contemporary styling, tighter build quality and a new high-performance STS sport model set the stage in the early 1990s, and the addition of a sophisticated and powerful new DOHC Northstar V8 engine and detail refinements throughout the decade made the most of -- and tended to somewhat mask -- its limiting front-drive architecture, the STS's one performance Achilles heel. As it entered the new millennium, however, Caddy's flagship had aged and lost some of its appeal as trimmer, more sophisticated, and in most cases, rear-wheel-drive European and Japanese competitors overtook it in terms of refinement and performance.

Evolution gave way to revolution in 2005 as Cadillac dropped the Seville moniker in favor of its alpha-centric naming strategy, coinciding with a quantum leap forward in technology, build quality and overall refinement. Based on GM's global Sigma rear- and all-wheel-drive platform and utilizing powerful new V6 and Northstar V8 engines, the Cadillac STS is once again capable of taking on all comers.

If you're in the market for a finely tailored luxury sedan with the power, roominess, comfort and value to outpace many of its smaller German and Japanese rivals, we recommend that you take a serious look at the Cadillac STS.

A full-size luxury sedan in its physical dimensions, the Cadillac STS is priced in line with premium midsize sedans and available with a V6 or V8 engine. Common features on all models include leather seating, 17-inch wheels, dual-zone climate control, a Bose sound system and OnStar. Popular options include a navigation system, a head-up display and heated/ventilated front seats grouped in two available Performance and Luxury trim packages.

The two available engines -- a surprisingly responsive 3.6-liter V6 rated at 255 horsepower and 252 lb-ft of torque, and a 4.6-liter Northstar V8 that generates 320 hp and 315 lb-ft of torque -- both feature variable valve timing and electronic throttle control. A five-speed automatic transfers power from the V6, and a six-speed automatic helps V8-equipped STSs achieve impressive acceleration and fuel economy for this class.

In reviews and road tests, our editors have found the strengths of the Cadillac STS to be its nimble road manners, powerful engine options and high-quality audio system. Downsides include an interior that lacks the quality of materials found in competing high-dollar sedans, along with seats that some might find overly firm.

Those in search of a satisfying balance of performance and economy may want to focus on the basic V6/rear-drive model, while STS shoppers looking for maximum performance in all conditions can lean toward the all-wheel-drive V8 version. No longer hampered by the compromised front-drive layout of old, all STS owners now enjoy world-class performance and value fully competitive with the best of the rest from around the globe.

The Cadillac STS officially debuted for the 2005 model year. Only minimal changes have occurred since. Those interested in a used model previous to this date will want to check out the front-wheel-drive, fifth-generation Seville-based model produced from 1998-2003.

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Cadillac CTS-V Review

The wickedly fast Cadillac CTS-V is easily one of the best Cadillacs ever. In an effort to take advantage of its recent vogue, Cadillac decided to build high-performance versions of several of its cars. Collectively called the V-Series, they are meant to be high-powered, tight-handling, all-around track-tuned performers in the vein of the European performance marques, such as BMW's M series and Mercedes-Benz's AMG lineup.

2006 Cadillac CTS-V 4dr Sedan Shown

The CTS-V was the first Cadillac to get the V treatment, and it's no exaggeration to call it an enthusiast's dream. Based on the CTS entry-level luxury sedan, the CTS-V has exclusivity stamped all over it. The throaty V8 may get all the publicity, but the CTS-V looks, sounds and drives like a very special car.

As you'd expect, though, the Cadillac CTS-V does share a few inherent flaws with the regular CTS, including an awkward interior design and mediocre interior materials. These attributes will likely be addressed with the second-generation CTS-V, which is expected to follow the launch of the new '08 CTS.

Current Cadillac CTS-V

The Cadillac CTS-V comes in one body style and trim. It is a powerful, rear-wheel-drive midsize luxury sedan. The V6 engine from the standard CTS has been swapped out for a 400-hp 6.0-liter V8, which is the same engine found under the Corvette's hood. A six-speed manual gearbox and limited-slip differential are standard. There is no automatic transmission option. Put the pedal down hard and you can expect to move from zero to 60 mph in 5 seconds.

But the performance upgrades go far beyond the bigger engine. Additional highlights include a tightened suspension, massive Brembo performance brakes and 18-inch aluminum alloy wheels with performance tires. Antilock brakes and a driver-adjustable stability control system (StabiliTrak) are standard. More subtle adjustments include a strengthened engine cradle and hydraulic engine mounts.

There is a level of sophistication that extends from the performance construction down to the interior features. You get all of the CTS upscale features as standard, including HID headlights, climate control, sport seats and a premium Bose audio system with an in-dash six-CD changer. Even navigation comes standard. Options are limited to paint colors and run-flat tires.

Cadillac has done its best to gussy up the CTS's normally dull interior to make the V-Series sedan feel special. The original instrument cluster has been replaced by more upscale dials and computer readouts, which even spit out real-time driving dynamics, such as lateral G-forces. There are also aluminum and satin chrome accents on the dash. The more heavily bolstered front seats are comfortable and supportive during aggressive driving. As in the regular CTS, the backseat is spacious, which makes the CTS-V more useful on an everyday basis than similarly priced compact rivals from Audi, BMW and Mercedes.

In road tests, our editors found the Cadillac CTS-V to be the automotive equivalent of a Fourth of July fireworks celebration. It just oozes enthusiasm and begs to be driven hard. Whether you're pushing hard in a straight line, around long curves or sharp corners, the CTS-V does everything you want from a high-level sport sedan and then some, though its drivetrain exhibits the sort of raggedness that sets it slightly below the standards of its European rivals. But no excuses need to be made for the handling, which is precise and predictable in all conditions.

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2009 Cadillac CTS-V

Introduction

Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.

This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.

Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.

The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.


Body style, trim levels, and Options

2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .

Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.

Power Trains and Performance

A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.


Security

2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.

The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.


Interior design and special features

2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.

The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.

Driving Impressions

At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.

The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.

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2009 Cadillac STS

Introduction

Is the middle child is never easy. Just ask Jan Brady of "The Brady Bunch". Something plain and not very talented, Jan was constantly overlooked in favor of her popular older sister Marcia and oh-so-cute kid sister Cindy. Jan just could not catch a break, or worship, for that matter.

And then it was the middle child of the family Cadillac, full-size STS luxury sports sedan, which sits between the inexplicably popular DTS luxury barge and Caddy's best selling medium Jocks sibling, the CTS sport sedan. By comparison, the STS barely noticed, with less than half the sales of its siblings. And it's even after Cadillac made some cosmetic changes last year (such as a new grille and upgraded cabin trim), while adding a beefier base V6 engine that helped bring it out of the shadows and give it a better chance in a very competitive luxury sports sedan market. 2009 Cadillac STS sees only minor detail changes, such as Bluetooth capabilities in cars are not equipped with a navigation system, new wheels and a speed limit notification feature on the navigation system.

Buyers in the luxury sports sedan segment expects the latest in high-tech gadgets, and the 2009 Cadillac STS is enough to make a Sharper Image junkie drool with delight. Among them is a lane departure warning system, which, as with competitors' systems, using cameras to see road lines and warn the driver if he or she migrates. There is also a side blind zone alert system, which scans for vehicles in the driver's blind spot and flashes a warning light embedded in the side view mirrors.

We have always wanted the current Cadillac STS, and last year's revisions made it even more endearing. The powerful V6 almost makes V8 version irrelevant. Meanwhile, the STS's ride and handling continues to impress, with moves that almost makes you forget you are driving a sedan that is 6 inches longer and 200 pounds heavier than a Ford E-350. Undercutting its European rivals' price tags of thousands does not hurt either, even if a side effect is a couple of mediocre quality interior plastics.

The STS has a new competitor this year, Hyundai's all-new Genesis sedan, which offers many of the same strong-value qualities such as STS, but a more powerful V8 and a higher quality interior. All told, know that there are plenty of excellent choices in the $ 45,000 - $ 60,000 range, including this car is not so little Sibling CTS. Yes, as much as we like Caddy's STS, we can not help but think that, just like Jan Brady, is yelling "Marcia, Marcia, Marcia!"

Body style, trim levels, and Options

2009 Cadillac STS is a large luxury sport sedan available in V6 and V8 models. Both versions feature 17-inch wheels, leather seating, wood and alloy interior trim, eight-way power front seats, dual-zone automatic climate control, remote keyless entry and vehicle start, satellite radio, Bluetooth, an eight-speaker Bose sound system and OnStar. The V8 version adds a CD changer, memory seats presets, heated seats (front and rear), a heated steering wheel and rain-sensing wipers. Many of the V8's functions can be added to the V6 model through a series of packages.

Other features available on both models (in packages or a la carte items) includes a sunroof, xenon headlamps with washers, adaptive cruise control, a lane departure warning system, a blind spot warning system, a head-up display, and heated and ventilated front seats. The navigation system is interconnected with a Bose surround-sound audio system. There is also Performance Management package, which adds better wheels, tires and brakes. An adaptive suspension system (Magnetic Ride Control) is also available, as are larger 18-inch wheels.


Power Trains and Performance

The standard engine on the 2009 Cadillac STS is a 3.6-liter V6 that produces 302 horsepower and 272 pound-feet of torque. The optional engine choice is a 4.6-liter V8 making 320 horsepower and 315 lb-ft of torque. While it is certainly plenty of thrust for most people, they are really hungry for power must know that the top rivals have anywhere from 40 to 62 hp more. Both engines come only with a six-speed automatic transmission, and both can be ordered in rear-wheel-drive or all-wheel-drive guise.

For performance testing, the STS V8 reached 60 km / h in 6.3 seconds. Cadillac estimates put the V6 in 6.5 seconds for the same speed. Fuel mileage estimates vary from 17 mpg city/26 mpg highway and 20 mpg combined for a V6 to 15/24/18 mpg for the V8.

Given that the new V6 accelerates with the same enthusiasm and turns in better fuel mileage, it is hard to justify the V8's added cost and weight.


Security

Anti-lock disc brakes, stability and a full complement of airbags are standard on all Cadillac STS. The air bags covering front-seat side and full-length side curtains. There are also a number of available advanced technologies designed to prevent accidents, including lane departure warning, blind-zone alert system and asset management. The latter is only available in AWD V8 models, and is notable for turning the front wheels in a skid when rear wheels lose traction.

In government crash tests, STS earned four stars (out of five) for both driver and passenger in the frontal test. The federal side-impact tests, STS scored four stars for front impacts and five stars for rear impact. The Insurance Institute for Highway Safety frontal-offset crash test, the STS scored a rating of "Good", the highest possible. It scored a second best rating of "acceptable" for side-impact protection.


Interior design and special features

Last year's refresh rate brought higher quality wood and the addition of tasteful alloy trim for the cabin. A trail tier steering wheel also debuted with more wheel mounted controls. Fit and finish are solid, and luxury buyers may be happy with this Cadillac's generally high-class atmosphere. Minor problems include the use of some low-grade plastic trim pieces to put STS in a disadvantageous position in relation to very expensive European and Japanese luxury sports sedan. The overall design is also on the dull side compared to the traditional confines of the building.

Controls are simple and easy to use, with the exception of the concurrent memory-setting procedure for driver seat, mirrors, radio and climate control. Unlike traditional systems, which place buttons on the door or the driver, you must dive deep into the navigation touchscreen to set memory functions. It is frustrating and unnecessarily complicated, but at least it is something done only occasionally. Strain is also a bit small, with 13.8 Cubic of total capacity.


Driving Impressions

Although large in size, the 2009 Cadillac STS sedan considers three-quarters its size when driven with gusto - but it is running as smooth luxury car when you are gobbling up miles on the highway. Cadillac offers an optional Magnetic Ride Control suspension, which includes Touring and Sport modes. In Touring mode, the Cadillac STS offers a cushy ride and composed handling, although the car still will dive into the turns with unwavering calm and never feels as if it sprung too low. In the Performance setting, handling is a bit sharper and ride a little stiffer, but the STS handles so well in Touring, we question the need for the two options.

Braking is strong and progressive pedal action and an impressively short 120-foot stopping distance from 60 mph. The torquey V6 is more than ample. With its V8-matching acceleration and higher fuel economy, the base-model STS will be our choice of pricier V8 version

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2009 Cadillac STS-V

Introduction

A just ten years ago, the exchange was slim, if you want a luxury sports sedan with medium-steroidal power and space for four adults. BMW's latest version of its M5 was just about ready to press state side, and Mercedes had just introduced E55 AMG. But if none of these super-sports sedan tickled you, you were pretty much out of luck. Today is competing models from Audi, Jaguar and Maserati have elbowed their way in this exclusive segment alongside updated action from BMW and Mercedes. And then there's the 2009 Cadillac STS-V, now in its fourth year on the market. It is an attempt by GM to cut the superior European competition down to size.


Thanks to its Supercharged 4.4-liter V8, the 2009 STS-V can sprint from zero to 60 km / h at an impressive 5.1 seconds. , The STS-V is not even close to being the fastest car in this segment is proof of the ferocity of the current horsepower wars. That honor goes to the brutally powerful Mercedes-Benz E63 AMG, which reaches 60 in a physics-flouting 4.3 seconds. But make no mistake - the STS-V is a fleet-footed luxury sedan. And while it does not offer world-beating handling, it is no slouch here either, having been suspended in extensively on the Nürburgring's famous Nordschleife during its development. When you consider these traits beside STS-V's direct civilized ride and spaciously luxurious interior, there is no doubt that this remains a highly desirable car even after four years of production.

Thing is, GM's got a warmer irons in the fire - it would be the new CTS-V, which is marginally less than the STS-V, but about the same size as the Germans. It boasts a mildly detuned version of the new Corvette ZR-1's Supercharged V8. On paper, which means that it will lay off several full 81 more horsepower and 111 pound-feet of torque than the STS-V's already healthy 469 horsepower and 439 lb-ft. In practice, the CTS-V has lapped the Nürburgring in a production sedan record 7 minutes and 59 seconds. The STS-V is no slouch, but it can not touch all-out performance of its brash new brother and sister.

Still, the fact that the traditionally staid Cadillac is now offering two Nürburgring-bred sports luxury sports sedan is a good measure of how well the brand has reinvented itself in recent years. 2009 Cadillac STS-V certainly does justice to the high-performance "V" badge, though it no longer sprightliest Steed in Cadillac's stable. But there are many highly competent players in this segment, then we will recommend to give the competition a close look too. Audi S6, BMW M5, Jaguar XJR, Mercedes-Benz E63 AMG, and even a little pricier Maserati Quattro Porte are all worth considering.

Body style, trim levels, and Options

2009 Cadillac STS-V is a great high-performance sedan available in a fully loaded trim level. Standard equipment includes 18-inch front wheels and 19-inch rear wheels, Xenon HID headlamps, rear parking assist, rain-sensing wipers, a sunroof, keyless entry / ignition, leather and faux suede upholstery, heated eight-way power front seats, driver memory functions, heated outboard rear seats and a heated steering wheel. Dual-zone automatic climate control, a head-up display, a navigation system, Bluetooth and a 15-speaker Bose surround sound system with six-CD changer, auxiliary audio jack and satellite radio are also standard. The only option is to delete the roof.
Power Trains and Performance

A Supercharged 4.4-liter V8 making 469 horsepower and 439 lb-ft of torque is the secret to the STS-V's massive acceleration. Power is sent to the rear wheels via a six-speed automatic with manual shift control. Besides 0-60-mph sprint in 5.1 seconds, we clocked an STS-V through quarter-mile in a blistering 13.6 seconds at 106 km / h, although this achievement is far from the best class.


Security

Anti-lock disc brakes, stability control, traction control, front-seat side airbags, full-length head curtain airbags, OnStar and a rearview camera are all standard on the 2009 Cadillac STS-V. Also standard is a blind spot and Lane departure warning systems.

In government crash tests, STS scored four out of five stars for frontal crash protection and front-seat side protection against impact. It received five stars for the rear side doors protection against impact. The Insurance Institute for Highway Safety frontal-offset crash test, the regular STS scored a rating of "Good", the highest possible. It scored a second best rating of "acceptable" to the Agency protection against impact.


Interior design and special features

2009 Cadillac STS-V sport satisfactory levels of fit and finish, and luxury buyers may be happy with this Cadillac's generally high-class atmosphere. But there are some low-grade plastic to be found - a shortcoming shared by both STS-V's competitors or finely wrought CTS-V. Controls are straightforward and mostly intuitive, but memory-setting procedure for driver seat, mirrors, radio and climate control requires an undue amount of futzing around with touchscreen menu system. Trunk space, at 13.8 Cubic, is perhaps a little disappointing considering the car's overall size.


Driving Impressions

Put the pedal down in the 2009 Cadillac STS-V and you immediately rise up in a huge wave of torque Supercharged, although six-speed automatic is not so quick-witted as it should be in a V-badged car. The sport-tuned suspension, powerful Brembo brakes and large wheels and tires conspire to imbue the STS-V with a remarkably complex character for higher speeds and around corners. Compared with the single-minded M5, the STS-V feels a little soft, but body roll is remarkably well controlled for such a large car.

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2009 Cadillac XLR

Introduction

Like gourmet coffee from McDonald's, a pair of Christian Dior running shoes or Jack Black as a leading man, there are some things that at first blush just does not seem to go together. Cadillac is a car synonymous with traditional land-yachts and blinged-out SUVs, but few would associate it with a high performance, dashingly reported two-seat luxury drop top. But the 2009 Cadillac XLR is just such a car, and the retractable-roof roadster is now in its sixth year of production.

Naturally, the XLR is not its first attempt in this segment. Remember, it Italian-bodied allant in the late 80s and early 90s? No? You are not alone, though this flagship roadster boasted distinctive styling and robust V8 power. The challenge for Cadillac is to ensure that the same thought XLR is not the same fade in obscurity. It may be easier said than done, because while the XLR is a pretty nice car, its competitors are pretty nice, and then some.

With a platform that borrows heavily from the Corvette, the XLR seems to be a likable marriage of coddling luxury and sporting performance. Unfortunately, it seems that the sports genes are somewhat recessive in this case. Although fast and generally a respectable action, the XLR is not exactly a Corvette in a smoking. Thanks to suspension tuning, giving priority to ride comfort, the XLR is more at home on boulevards than back roads.

Nor is the XLR strong enough against its chief rivals to contend for luxury roadster supremacy. Although its cabin is quite luxurious and includes even more leather trim til'09 upon closer inspection, the XLR's interior materials (especially plastics) falls short in comparison to the competition. The same can be said for its driving dynamics - even in a position to do once on a twisty road, the XLR does not give the driver the same interactive pleasure that we might find in, say, a BMW 650i.

Unless the 2009 Cadillac XLR's beautiful appearance and all-American pedigree find a strong chord with you, we would recommend taking a closer look at other players in this sparsely occupied class. In addition to the aforementioned Bimmer, the Jaguar XK, Mercedes-Benz SL550 and Porsche 911 Carrera Cabriolet is all worth considering.

Body style, trim levels, and Options

2009 Cadillac XLR is a luxury roadster that features a lift just Hardtop. It comes in a single Platinum trim level. XLR Platinum comes with most any luxury feature you ever want, including 18-inch alloy wheels, adaptive Xenon HID headlamps, eight-way power and heated leather seats, a heated steering wheel, Bose audio (with satellite radio and CD Changer) , OnStar, Bluetooth, a navigation system, dual-zone automatic climate control, keyless ignition, adaptive cruise control and a head-up display.

The few options include a weather Veil package that includes a car cover, a wind-blocker with storage bag and unique split-spoke chrome wheels. The standard-style wheels are also available in a chrome finish.


Power Trains and Performance

A muscular yet refined 4.6-liter V8 powers the XLR. A six-speed automatic (which allows manual-style shifting) sends the V8's 320 hp and 310 pound-feet of torque to the rear wheels. EPA fuel mileage estimates stand at 15 mpg city/24 mpg highway and 18 mpg combined.

XLR is a pretty spirited performer, as the 0-60-mph dash takes less than 6 seconds, while high-speed driving on the motorway is hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at full song is as good as or better than a V8 engine in its class.

Braking Ability is equally impressive, with a stop from 60 km / h takes just 118 feet, and no drums clear succession panic stops.


Security

Anti-lock disc brakes, run-flat tires and stability control are all standard, as are side air bags offering head and thorax protection. Rear parking sensors are also included.

Interior design and special features

While filled with high-tech luxury features and sporting more leather trim in the cabin, the 2009 Cadillac XLR fails to match the interior quality of similarly priced competitors to wear badges of BMW, Jaguar, Mercedes-Benz and Porsche. Its soothing blend of soft leather, real wood trim and aluminum accents is certainly an invitation. But the plastic quality is lower than the average for this high class, and its design reminds some of the polarizing first-generation CTS sedan.

As a Hardtop convertible, the XLR is aimed at customers looking for a two-seats, which can provide both a Suntan and quiet top-up highway ride. The stylish folding roof is one of the XLR's strongest selling points - Mercedes is the only other car in this class, which has a lift just Hardtop. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.


Driving Impressions

As soon as the 2009 Cadillac XLR is, when pushed, they expect a Corvette in formal wear will be disappointed. Acceleration is certainly fast, but the XLR's soft suspension tuning results in noticeable body roll during hard cornering forces and plenty of nose dive under heavy braking.

Magnetic Ride Control shocks are standard equipment, but even with their split-second adjustment, the XLR still feel less prepared to tackle the turns than the more athletic Mercedes SL. In less streamer roads, XLR hits his step, providing an uninterrupted ride with ease, arrow-straight tracking provided through the precise steering. On the road speeds, wind buffeting is a little intrusive with the top down, but not so much that it makes the XLR otherwise enjoyable highway ride.

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2009 Cadillac XLR-V

Introduction

When one of the world's largest automakers, Cadillac has experienced several ups and downs over the past few decades than Apple's stock price. But GM's wreath-and-crest division has made a concerted effort in recent years to regain its former glory. Instead of giving European and Japanese automakers to rule the roost luxury brand, Cadillac has decided to tackle head-on competitors. A key part of this effort is the company's Halo car, the 2009 Cadillac XLR-V.

As ultra-performance version of the XLR two-seat lift just Hardtop roadster, the XLR-V serve notice to the European carmakers that they do not have an exclusive hold on sexy slip tops with blistering performance. XLR-V also boasts of the necessary six-figure price of admission. Subtle hints such as 19-inch wheels, a mesh grille and quad exhaust tips clear signal that this is not a conventional XLR. Backing up the "V" badge is a hand-built, Supercharged 4.4-liter V8 that cranks a lusty 443 horsepower, along with firmer suspension tuning and upgraded brakes.

With its muscular engine and Corvette-based platform, one would expect the Cadillac XLR-V to be a strong performer. Safe enough, ripping its acceleration gives small luxury road concepts behind, and its handling and braking are more than respectable. But its relatively uncommunicative steering gives us chills, and its handling is still not as sharp as what you find in European competition. As such, the XLR-V is far from class-leading driver in the entertainment category.

A few other minor deficiencies prevent the XLR-V from taking the title of top luxury roadster. While the cockpit looks luxurious, it does not fit riders of all heights. Moreover, while most interior materials seem appropriate rich, a few others are decidedly average. In this exclusive segment, every detail counts, and XLR-V can ill afford such missteps.

The luxury roadster class includes such luminaries as the BMW M6 convertible, Jaguar XKR, Mercedes-Benz SL-Class and Porsche 911 Carrera Cabriolet. Of these, the Porsche offers the most rewarding drive, the M6 provides room for four and Mercedes arguably provides the best combination of luxury, style and performance, especially in AMG form. 2009 Cadillac XLR-V is an interesting domestic alternative, and it may even make more heads than the other cars because of its relative scarcity. But if it was our 100 grand, we will take the Porsche or Benz.

Body style, trim levels, and Options

2009 Cadillac XLR-V is a two-seat luxury roadster. Its retractable Hardtop can transform the car from closed for Coupe wide-open convertible in less than 30 seconds. Almost every imaginable luxury feature comes standard, including a nine-speaker Bose stereo system (with satellite radio), OnStar telematics, a navigation system, Bluetooth, keyless entry and start, Xenon headlamps, adaptive cruise control, a heated steering wheel with power tilt and telescoping adjustments, a head-up display and rear parking assist. The lone factory option is a set of chrome-finished wheels.

Power Trains and Performance

A Supercharged 4.4-liter V8 sends 443 horsepower and 414 pound-feet of torque to 2009 Cadillac XLR-V's rear wheels. Power is channeled through a six-speed automatic transmission with manual-shift capability. We timed a XLR-V from zero to 60 km / h in a mere 4.6 seconds, bringing it more than a full second ahead of the standard XLR and right in the thick of high-performance roadster race. Braking Ability, at 119 meters from 60 km / h, are adequate, although the top stoppers can do the deed under 115 feet.


Security

Anti-lock disc brakes, traction and stability control is standard on all 2009 Cadillac XLR-V. As in all convertible of this ilk, XLR-V's side airbags inflate to protect both head and torso.


Interior design and special features

Cockpit of the XLR-V offers much to like. Its design is appealingly simple, leather complemented the wood trim convincing and solid build quality. But we find the XLR-V's cockpit less attractive in light of the car price. The switchgear looks and feels pedestrian, and some trim pieces have a tacked-on appearance. As in many GM cars of origin, too many functions have been crowded together in turn-signal stalk. In addition, the steering wheel is a little too big for our taste, and the limited rear seat travel to impede the styles higher drivers. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.


Driving Impressions

With a jump of 123 horsepower and 114 lb-ft of torque over the standard XLR, 2009 Cadillac XLR-V is much more responsive. Lean in the throttle and XLR-V catapults forward on a wave of Supercharged torque. Even with its firmer suspension setup But the XLR-V is still tuned more for boulevard cruising than all-out handling, which means that it feels softer than some more focused rivals. This attribute conspires with rather heavy and numb steering setup to make this performance roadster feel a little out of his element on winding roads.

But in normal driving, XLR-V feel fast and stable. Cowl shake is almost non-existent and the V8 sounds fantastic. Wind buffeting can be onerous with the top down, but the XLR-V is whisper-quiet with its top up.

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2009 Cadillac CTS-V

Introduction

Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.

This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.

Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.

The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.


Body style, trim levels, and Options

2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .

Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.


Power Trains and Performance

A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.


Security

2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.

The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.

Interior design and special features

2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.

The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.

Driving Impressions

At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.

The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.

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