2006 Cadillac XLR-V Test Drive

It does 0 - 60 in under 5 seconds, seats two beneath a convertible hardtop and is capable of .94 g of lateral acceleration. And it's a Cadillac, the 2006 Cadillac XLR-V, to be exact. Starting at $100,000 (including gas guzzler tax), the 2006 Cadillac XLR-V is the wildest Cadillac ever to roll off the line. It's so far removed from the Sevilles, Allantes and Cateras of Cadillac's dark past that the 2006 Cadillac XLR-V might as well be from a different company. 17 mpg city/25 mpg highway.

First glance: Love it or hate it (and no free tacos)

Take a Cadillac XLR, add a body kit that lowers the front and rear fascia and rocker moldings, mount a spoiler on the trunk lid, replace the grille with polished wire mesh and slap a few "V- Supercharged" emblems around the car, and you've got the XLR-V. It's impossible to stand on the fence about the XLR-V's design -- love it or hate it, you won't have trouble deciding. Crisp and extremely angular, the XLR-V looks like a Corvette that's been transformed with flat sheet metal. With the hard top in place, the cabin looks small and low. Release a lever and flick a switch and the top does a dance, disassembling and disappearing into the trunk in about 25 seconds. Top down, the XLR-V looks better, more wedge shaped and futuristic. There's a slight resemblance to the old Triumph TR7, with way better execution.

At $100,000 with limited production numbers, the XLR-V is veering dangerously close to exotic car status -- and it looks pretty exotic, at that. I parked at a taco stand in rural San Diego County, and every eye in the place was glued to the XLR-V. The XLR-V didn't get me any free tacos, but I did get excellent service, and they let me use the employee restroom. Gracias, amigos. Continued below...

In the Driver's Seat: A little too cozy

Like most convertibles, the XLR-V is two different vehicles in one. Top up, it's slightly claustrophobic with difficult sight lines and limited head room. Top down, it's as roomy as the great outdoors, with 360 degrees of unimpeded vision.

The seating position is classic sports car, low to the ground with legs straight out. If you have particularly long legs, you may find the cabin too confining. I'm 6'2" with stubby legs and big feet -- and I'm quite a prize, I must add -- and I just fit. Both the driver's and passenger's positions were a little too cozy for my taste, especially through the knees. The center console intrudes on leg space, and the bottom of the dash is too low. Luxury touches like heated/air conditioned seats abound throughout the cabin.

The seats themselves are great, covered in high quality leather. They have great adjustments and comfortable side bolsters, so you can find just the right driving position without a fuss and stay in control when the cornering gets hairy.

Dash and interior materials are really top notch, on a par with the Europeans. Bulgari helped with the instrument panel design, and left their logo there to remind you. They did a decent job, with smart, simple layout and easy-to-read gauges.

On the Road: A Caddy built for the racetrack

The XLR-V has a supercharger that boosts the V8 engine's output to 443 hp and 439 lb-ft of torque. A supercharger, like a turbocharger, is an air compressor that force-feeds air into the engine's cylinders, allowing the engine to create more power. Unlike a turbocharger, which is powered by exhaust gases, a supercharger is powered directly by the engine. Superchargers are less efficient than turbos, but they are smoother and deliver more linear power. They hooked up the V8 to the rear wheels with a new 6-speed automatic transmission, a great unit that keeps the XLR-V in the power band at any speed.

The rest of the car had to be beefed up to withstand the additional power from the engine. The suspension, brakes and steering have been strengthened and enhanced. The XLR-V is equipped with GM's Magnetic Ride Control and Stabilitrak, which can be disabled for track days. You will want to get this XLR-V out on the track, because there aren't very many roads where you can legally explore its capabilities.

The transmission tunnel transmits a lot of heat, to the point of discomfort against your legs on a long drive. It will heat up your cold drink if you leave it in the cupholder in front of the armrest. Bummer.

Journey's End: Can Caddy compete with Porsche, Mercedes and Maserati?

Once you start getting into six figures for a car, you're in pretty heady territory. As a luxury convertible roadster, the XLR is in deep competition. Add in the performance factor and the XLR-V has to match up against the elite cars from the world over.

Six figures will get you a really nice Porsche 911 Carrera S Convertible with all-wheel drive, which will spank the XLR-V up and down the road. It will also buy you a Panoz Esperante GT Convertible, a gorgeous exclusive American supercar. You could choose a Mercedes-Benz SL550, a classy luxury roadster if ever there was one. Jaguar would be happy to sell you an XKR, and Maserati's got a Spyder Cambiocorsa just waiting for you and your hundred grand. If you prefer brute force, you could pick up a Dodge Viper or Chevrolet Corvette ZO6, and still have cash left over for a Scion xB or two to fill up your garage.

Against such stiff competition, the XLR-V starts to look a little overmatched. But maybe not -- you'll be able to bring your XLR-V to the local Cadillac dealer for servicing, and you'll have all the exclusivity that any $100,000 car can deliver. And you'll have a car that looks like it came from the future, with the classic Cadillac wreath and shield linking it to the past.