HoytGainey767
Материал из campus.mephi.ru
Clearly relying on the styling the Mercedes-Benz SLK, the new Cadillac XLR shares the squared off look of other recent Cadillacs. It doesn't look bad whatsoever, although the headlamps look as though they've been squeezed to suit alongside the wide grille. The performance puts it up within the supercar class.
Top speed is limited to 155 mph, and it can reach 60 mph in about 5.7 seconds - that's slightly quicker compared to the Jaguar XK, due to the larger engine. Other competitors are the Mercedes-Benz SL and Porsche 911.
Looks could be deceiving. The automobile is wide and low, and looks big. Actually, it is quite compact, just 177.5 inches long and 72.2 " wide. The vehicle looks decent, particularly from the side. And you get yourself a very practical SLK-lookalike opening roof. I assume most convertibles will be 'metal' convertibles soon, as well as the rag tops will appear reduced - not on all supercars. In order to save weight, the top with the XLR is aluminum and magnesium.
Good output
Also, the XLR has a great deal of power: 326 bhp at 6,500 rpm and 312 lb ft (423 Nm)at 4,400 rpm from GM's Northstar 4.6 liter V-8, which could work a bit harder - 350-360 bhp, which would not be nearly impossible to find from this engine, will make things more interesting.
Since it is, it really is enough to get the car a serious shove, and as the Northstar has an aluminum block and head with dohc and 4 valves per cylinder, it revs well. Variable valve timing increases the spread of power, too.
The engine is coupled to a rear mounted five-speed automatic transmission - 5 speeds put it at a disadvantage up against the European supercars which mostly have six-speed automatics, however it is designed to give sporty shifts. Since the box is rear-mounted and the engine is pretty well back, front/rear weight distribution is 50/50.
New frame concept
Based on GM's new platform for sporty cars shared with the Corvette, the XLR includes a fairly light frame of hydro-formed steel tubes. Hydroforming changes the form quite dramatically, setting up bends, changing the section with a rectangle and so on, building a lightweight frame. The passenger compartment is aluminum, and the body panels are composite plastics. It is a structure that may compete with many a supercar.
It is a fairly light structure, and regardless of the higher level of equipment, the car weighs a healthy 3,643 lb (1,654 kg) that is just 130 lb a lot more than the newest lightweight Jaguar XK, as well as a lot greater than the Corvette that features a lower spec but bigger engine.
Double wishbone suspension
Suspension may be the familiar Corvette design of double wishbones front and back with transverse leaf springs. The result is a straightforward, lightweight system that provides more roll stiffness - capacity roll - than coil springs. Also, the spring minute rates are progressive, therefore it irons out big bumps inside the road almost as easily only a small amount ones. Additionally there is a front anti-roll bar.
To save weight, the double wishbones back and front are aluminum; needless to say, the composite leaf springs are light, too. Leaf springs of this type - just one single leaf - are in fact quite advanced technology as they don't locate the wheels, and involve some clever manufacturing techniques.
The dampers are the new continuously variable electro-magnetic type, as well as the steering is speed sensitive, so that you have more assistance at low speed.
Because a Cadillac, it comes with a high specification. For Europe, navigation, and heated/cooled seats are standard much like adaptive speed control plus a head-up display. The inside, using its wood, leather and aluminum trim is very pleasant
Traveling
Built in the identical plant and also to the identical concept because the Corvette, the Cadillac XLR is better looked at a softened up Corvette intended for people who desire a better ride.
Visibility is good thanks to slim pillars in the opening roof, and the almost flat hood. Such as the Corvette both instruments and driving position are fantastic. Additionally there is a head-up display which shows just the speed and which gear you have, and also you don't seem in a position to shut off. Pity. I didn't find it useful.
The steering isn't bad in any way, and the XLR turns in well, as you'd expect your weight distribution, but when you commence pressing, you begin to feel a little understeer to arrive, which is not a bad thing for that market this really is directed at - more the posh sports car the hard charging supercar driver. But the car doesn't corner as quickly as you can with additional neutral steering.
The automatic is good. In D, the performance is not bad whatsoever, and the kick-down is very aggressive. There's also a manual mode. Push the lever across on the left, and then nudge it forward for up, and back for down. This works well, and actually is really a manual. I mean, many of these actually shift up once you hit peak revs. Not this; it just enables you to live there till you're ready.
