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2004 Cadillac SRX

February 5, 2012 | Author: admin

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Driven hard, the SRX felt balanced in a 4450-pounder, thanks in part to its wheelbase and in part to the AWD model’s 52/48 weight bias.

Throughout, the ride was terrific firm but never harsh, no crash-through, no lateral head toss, no gratuitous damper around – even over a yump that got all four wheels airborne. What’s more, our samples were luxury-sedan quiet, generating slim wind or road roar up to 70 mph.

Despite the near-perfect ride/handling trade-off, the SRX is no sports car. Around town, especially, it tends to feel hefty, beefy, substantial, and – perhaps contrary to what Cadillac intended – more SUVlike than wagonlike. Even with 315 horses on tap, it won’t run rings around the current RX300 in traffic. On the other hand, it will carry more stuff, is more luxurious, will tow 3500 pounds, and evinces a Yankee persona that’a perfect for this niche.

Prices aren’t firm but expect a fat range: just under $40K for the V-6 to just over $50K for a loaded AWD V-8.

This is the first SUV that Cadillac has made for itself, by itself. Even now – short of its final tuning – the SRX is fetchingly refined, pleasantly able. More important, it feels expensive. Elegance is always a swell place to start.

2004 CADILLAC SRX

Vehicle type: front-engine, rear- or 4-wheel-drive, 5-7 passenger, 5-door wagon

Estimated base price: $40,000-$45,000

Engines: DOHC 24-valve 3.6-liter V-6, 260 hp, 252 lb-ft;

DOHC 32-valve 4.6-liter V-8, 315 hp, 310 lb-ft

Transmission……………………………………….5-speed automatic with lockup torque converter

Wheelbase……………………………………………116.4 in

Length………………………………………………….194.9 in

Width……………………………………………………72.6 in

Height……………………………………………………65.8 in

Curb weight…………………………………………….4300-4450 lb

C/D-estimated performance:

Zero to 60 mph………………………………………..6.5-7.5 sec

Standing 1/4-mile…………………………………….15.1-16.1 sec

 

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More on Cadillac SRX

February 1, 2012 | Author: admin

It’s middle seat, by the way, may be the best in its class – generous leg – and headroom, space for your feet under the front seats, firm thigh support, cushions two inches taller than in the front. You could spend all day back there.

On Virginia’s smooth roads, we drove four hand-built SRX mules camouflaged in zebra stripes. They drew more civilian attention than if the cars had been left naked. What you notice first is that the SRX is easy to climb into. The front seats are 3.6 inches closer to the pavement than those in an X5, five inches lower than an Explorer’s. You’ll also notice that the windshield is the size of a passenger car’s and is relatively close. It all imparts the sensation of sitting in a car, not an SUV.

Our test mules demonstrated low-speed steering effort that was a tick high, though it lightened satisfactorily above 15 mph and remained progressive and linear thereafter. Tracking was great, turn-in good, though the latter didn’t feel as sharp as the RX300′s or MDX’s. Plus, we wouldn’t object if the steering telegraphed road textures a little more directly.

Under wide-open throttle, the new Hydra Matic 5L50-E transmission is a gem, shifting gently, almost serenely, at 6450 rpm. Such upper-register antics are accompanied by a sonorous exhaust wail, an animal-like aria of valves and cams that will never be mistaken for anything but a V-8. Below 4000 rpm, though, there’s almost no exhaust note at all. Idle quality is superb – think Japanese V-6. Initial throttle tip-in is a trifle mushy, but beyond 2000 rpm the revs accumulate with astonishing snap. Cadillac says the SRX V-8 will nail 60 mph in 7.2 seconds. Judging by the SRX’s stated power and weight, however, we expect to see times in the six-second range.

As with many modern transmissions, kick-downs are often lazy-fuel economy, you know – though gears can be summoned pronto via the manumatic: forward for upshifts, rearward for downshifts. It’s a slick, intuitive shifter, and you can always find its dedicated gate without looking.

Along Virginia’s bent roads, the SRX was earnest about taking a set and holding its posture until we unwound the wheel. Body motions were nicely checked, and all four contact patches felt ever in touch, able to work the 18-inch rubber without taxing the tillerman.

 

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Preview: 2004 Cadillac SRX

January 28, 2012 | Author: admin

Plenty of folks are still struggling with the notion of a Cadillac truck. Now comes a Cadillac wagon – well, a tall wagon – called the SRX. What’s next, the Montreal Expos play 22 home games in Puerto Rico?

American sensibilities being what they are, the SRX won’t, of course, be sold as a wagon but as a light-duty luxury SUV. When this program got under way, Cadillac fingered as its competition the Lexus RX300, the Acura MDX, and the BMW X5. Since then, other bogeys have coalesced: the Lexus GX470, the Lincoln Aviator, and now Infiniti’s lightning-quick FX45.

The SRX is proudly passenger-car based, with its unibody riding atop GM’s Sigma platform, same as the Cadillac CTS. In this case, though, the wheelbase has been stretched to 116.4 inches – more than a foot longer than the RX300′s and 9.5 inches longer than the upcoming RX330′s. When it arrives in showrooms in September, the SRX will be offered only with a 4.6-liter V-8. A twincam  V-6 – 3.6 liters, 260 horses – comes three to six months later.

This latest Northstar V-8 is 80 percent new, reworked principally so it could be mounted longitudinally. Now it boasts variable valve timing and forged-steel crankshaft said to be 1.3 decibels quieter in the 3000-to-5000-rpm range. With 10.5:1 compression, it whips out 315 horses at 6400 rpm- 15 more than the beefiest Northstar of yore. It is an engine the SRX shares with the upcoming XLR sports car – quite an honor. The V-8 is mated to an equally new five-speed automatic – made in France, no less – that includes sport and manumatic modes.

Two SRX flavors are offered: full-time all-wheel drive – with a 50/50 torque split – or rear-drive only. Either way, you get anti-lock brakes, traction control, brake assist, and Stabili Trak as standard fare. Beyond GM’s MagneRide active shocks, notable options include a third-row seat suitable for a pair of disciplined, malleable children – perhaps your neighbor’s. At the push of a button, that seat folds flat in 19 seconds. You can even order an “Ultra View” sunroof so large that it subjects second-row passengers to the elements.

 

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More on Cadillac CTS-V

January 23, 2012 | Author: admin

Cadillac introduced the CTS-V with a lovely drive through the rolling New York countryside, during which both transmissions proved easy to drive smoothly and gently – no grabby clutch or jumpy throttle program. A new electric parking brake with auto-release serves a hill-holding function in manual cars, but mostly it allows the dead pedal to be relocated to approximately the plane of the accelerator, so the driver can brace into the seat better. Our test-drive cars all had the sumptuously bolstered optional Recaro seats, suede-look steering-wheel rim and shift levers, metal pedals, and black-stained Sapele wood trim, all of which brings these cars up to the level of interior sophistication of their Euro counterparts. The stock CTS seats with Alcantara inserts offer way less lateral support and comfort, and the faux carbon-fiber trim looks cheesy, so pop for the extras (you’ll still save $20K relative to the Europeans).

Our destination was Monticello Motor Club, a brand-new car-guy country club 90 miles from Manhattan with 4.1 miles of open, twisty, hilly racetrack to terrorize, including a long, high-speed straight with a kink in it. Cadillac’s latest felt right at home, its lift-reducing chin-splitter and deck spoiler keeping things comfy on the big straight, and its ZRI kinship shining through in the corners. Both cars inspire confidence with high levels of grip from their Michelin tires (non-runflat PS2s here) and huge Brembo brakes. StabiliTrak’s competition mode allows just enough slip-angle for the CTS-V to show off its neutral handling demeanor in beautiful four-wheel drifts through the higher-speed constant-radius corners. And here again, the linear throttle response enables clean corner exits with no sudden tire-spinning power surges. Further evidence this is a grown-up, sophisticated, fully sorted sedan. At the risk of sounding old or lazy, the automatic is the smarter choice, owing to its better gearing, faster shifts, and equal or higher performance. Need further convincing? GM’s hot-shoe racer John Heinricy drove an automatic CTS-V to a blistering 7-minute/59.32-second time on the fabled Nurburgring Nordschleife without using the paddles, letting the Performance Algorithm Shift program do the shifting. That is, by the way, believed to be a record for a sedan.

Track records and dragstrip time-slips may not sell Cadillacs to Europhiles, but it may get them in the door. And if dealers are wise enough not to stock any test-drive units with the chintzy dash trim and base seats, this sophisticated, well-rounded, fully developed super-sedan might just win converts – and in so doing, earn the CTS-V its halo.

 

2009 CADILLAC CTS-V

VEHICLE LAYOUT                      Front engine, RWD, 5-pass, 4-door, sedan

ENGINE                                         6.2L/556-hp*/551-lb-ft* supercharged OHV 16-valve V-8

TRANSMISSIONS                       6-speed manual; 6-speed automatic

CURB WEIGHT                           4281 lb (auto); 4292 (man)

WEIGHT DIST, F/R                   54/46% (aut0); 53/47 (man)

WHEELBASE                               113.4 in

LENGTH x WIDTH x HEIGHT    191.6 x 72.5 x 58.0 in

0-60                                                4.1 sec (auto)/4.1 sec (man)

QUARTER MILE                          12.3 sec @ 117.5 mph (auto), 12.4 sec @ 117.1 mph (man)

BRAKING, 60-0 MPH                 109 ft (auto)/105 ft (man)

LATERAL ACCELERATION      0.92 g (avg) (auto), 0.92 g (avg) (man)

EPA CITY/HWY FUEL ECON    13-14/19 mpg (est)

CO2 EMISSIONS                           1.22-1.28 lb/mile (est)

ON SALE IN U.S.                           November 2008

*SAE certified

 

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First Test Cadillac CTS-V

January 19, 2012 | Author: admin

Both require deft footwork to launch – rev to between 1000 and 2000 rpm, release the brake or clutch, and feather the throttle down judiciously or risk smoking through all of first gear. (At least, the rear tires spin in unison and with no axle-hop, thanks to a cast-iron diff with robust limited-slip gearing and asymmetric halfshaft diameters). From second gear up, leave your right foot planted in either, letting the automatic shift itself and utilizing the no-lift shift programming in the manual. Both cars cross the 60-mph mark in 4.1 seconds, but taller gearing in the manual’s first three gears blunts its quarter mile slightly (12.4 seconds at 117.1 mph versus the automatic’s 12.3 at 117.5). Either transmission performs comfortably ahead of the M5 (4.5, 12.5 at 114.9) and E63 AMG (4.3, 12.7 at 113.0), but if you demand autobahn supremacy, opt for the manual. It tops out at a reported 193 mph in sixth, while the automatic is limited to 175 to protect the transmission.

“Big deal,” the string-back glove set is muttering about now.” Chrysler could jam a Viper V-10 in a 300C SRT/10 and blow them all away, but we wouldn’t be caught dead in it either.” To convince these hardened cynics, the rest of the CTS-V has received just as much attention. In terms of chassis, this V model was baked in from the beginning of the CTS redesign, which helped drive the sure-footed wide-track stance. Second-generation Magnetic Ride Control shocks like those on the ZRI work magic in expanding the envelope of comfortable ride and sharp handling. Tour and Sport settings offer completely different control logic. Each has the bandwidth to go full-firm or full-soft in an instant, but Sport elevates the baseline damping control and lowers the thresholds of steering, braking, or road inputs that trigger a damping-rate change. Tour provides supple ride comfort with reasonable body-motion control on twisty, imperfect public roads, but when running hard on a smooth track or up a mountain pass, Sport curtails roll and pitch far more aggressively by instantaneously transitioning to high jounce-damping rates at the wheels on the outside of a turn and high rebound damping on the inside, or full jounce front/rebound rear during braking.

Speaking of brakes, the CTS-V uses Brembos all around, with six-piston front, four-piston rear calipers chomping on huge 15.0-inch front rotors featuring co-cast technology (iron braking surfaces and cooling vents cast around an aluminum hub and spokes). The 14.7-inch rears are all iron. An optional track package swaps traditional bolted iron/aluminum rotors for the co-cast ones, eliminates the surface grooves (they compromise pad life in heavy track usage), and paints the calipers red. Our track-pack test cars posted impressive stopping distances of 304-309 feet from 100 mph, and 105-109 feet from 60, besting the Germans once again (M5:326/114, E63:329/113), and these numbers should hold for the base CTS-V as well.

As on Corvettes, the StabiliTrak stability control system offers three settings: traction off, competition mode (allowing more slip before system intervention), and stability off. They’re independent of the suspension settings so that, for example, touring suspension and the competition mode can be combined for hard running over bumpier surfaces. Selecting Competition mode heavies up the steering effort slightly, but normal mode feels fine, so adding artificial effort seems a bit gimmicky.

 

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Cadillac CTS-V 2010 Review

January 15, 2012 | Author: admin

Cadillac wants its “Standard of the World” slogan back. Toward that end, the brand is mounting a sort of “wreath-and-quest” global crusade to convert the heathen masses currently worshiping roundels, three-pointed stars, linked-rings, and the like. Its arsenal of enticements includes a small car (the Swedish-built BLS), diesel engines (including a new state-of-the-art 2.7-liter V-6), and even a sleek and slinky CTS Sport Wagon due next year. But it needs a big-dog halo car-something to run with the Ms. AMGs, and RSs, capable of laying down big bragging-rights numbers at the Nurburgringer. This CTS-V aims to be that car.

The easy part of the project was the engine. The supercharged small-block V-8 was co-developed and cost-shared with Chevrolet, which uses it to power its halo-wearing  Corvette ZR1 Nurburgringer. The roomy engine compartment of a sedan allowed plenty of pricey pieces to come off the exotic ZR1 engine, like the dry-sump oiling system and the saddle-mount twin intercooler bricks that allowed the LS9 to limbo in under the Vette’s low hoodline. The LSA’s normal oil pan and single intercooler on top of the blower fit fine in the CTS, requiring just a modest power bulge in the aluminum hood to provide pedestrian impact clearance – and perhaps a bit of visual intimidation. The same quiet, efficient, four-lobe blower design is used, though it’s a bit smaller and makes less boost (8.7 psi versus 10.5). Using LS2-like valvetrain restricts the Caddy’s redline to 6200 rpm, while the ZRI’s low-mass bits tolerate 6600 revs. Befitting the sedan’s statelier nature, the Corvette’s loud-mode exhaust is ditched in favor of a quieter system with four catalysts and a modest resonator (it’s quiet, but for a resonant drone at 1500 rpm). The sound is dominated by pleasing V-8 induction noise embellished with a bit of supercharger whine. (You almost never hear the ZRI’s supercharger over its bellowing exhaust.)

These various tweaks result in SAE-certified output figures of 556 horsepower at 6100 rpm and 551 pound-feet at 3800 rpm; that’s down 82 horses and 53 pound-feet from the ZRI’s power peak, but more important, it trumps rivals like the M5 (by 56 horses and 168 pound-feet) and the Mercedes-Benz E63 AMG (by 49/86). In Europe, the Audi RS6 has Cadillac outhorsed with 571, but that naturally aspirated spinner falls short by 72 pound-feet of twist, and AWD bloats its weight-t0-power ratio to equal that of the CTS-V – 7.7 pounds/horsepower. And only Cadillac offers a no-cost choice of six-speed transmissions.

 

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Toyota 4Runner SR5 V-8 4WD

January 11, 2012 | Author: admin

Toyota’s 4Runner offers more choice and versatility than ever, all the while protecting its off-road credentials.

According to Toyota senior vice-president Don Esmond, mid-size SUVs now account for 10 percent of all vehicles sold in the U.S. and are the biggest sellers in the SUV category.

So it doesn’t seem unreasonable for Toyota to have two players in that category: the Highlander, which is a car-based monocoque vehicle, and the 4Runner, which is a body-on-frame vehicle with truck DNA and better off-road potential.

The 4Runner got here first, having played the market for 18 years in three successive generations. Make that four. The new 4Runner is here as a 2003 model, and it’s bigger, heavier, and more powerful than ever before.

Seeking improvements in comfort, on and off-road handling, safety, performance, and economy. Toyota has completely reinvented the 4Runner. Based on the Prado rather then the Tacoma, the new vehicle has a wheelbase that is 4.5 inches longer (109.8 inches), as well as an equal increase in overall length (now 187.8 inches).

Accordingly, the stretched 4Runner offers two more inches of front legroom. There’s 0.4 inch more headroom, and the outboard passengers sit two inches farther apart in an interior that’s now four inches wider.

Under the more spacious bodywork is a new frame with full-length box-section rails and nine fully welded crossmembers. The front crossmember is mounted low enough to engage the bumpers and crash systems of smaller vehicles, and “soft” front-end sheetmetal and a plastic grille are intended to reduce injury to pedestrians.

Two engines are offered in two- and four-wheel-drive configurations. A new 4.0-liter V-6 is now the base motivation for the 4Runner, developing 245 horsepower at 5200 rpm and a hefty 283 pound-feet of torque at 3400 rpm. As well as being Toyota’s first aluminum truck engine, the 1GR-FE (as it’s known internally) is the product of 3-D engine-modelling techniques and features chain-driven camshafts, variable valve timing with intelligence, and variable intake geometry.

The upscale engine is a 4.7-liter V-8 related to the i-Force mill found in the Sequoia, Tundra, and Land Cruiser. In this guise it produces 235 horsepower at 4800 rpm and 320 pound-feet of torque at 3400 rpm. As you can see from the numbers, the V-6 has more horsepower, but the V-8 has more torque, and it’s delivered across a very broad rev range.

 

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Mazda Tribute Rants and Raves

September 21, 2011 | Author: admin

All things considered, a nice vehicle at an attractive price – Burke

One thing you can say is that the rear seat has great room – Winter

It’s noisier on the highway than I would have expected-mostly tire and engine noise. And the gas tank is too small for serious touring. – Robinson

I love the heavy-duty floor mats. Dirt stays in the grooves, and a quick shake-out of the mats is all you need to clean up. – Weber

I noticed some interesting cost-cutting measures. The cruise control buttons are not lighted, only one of the power-window switches on the driver’s door lights up, and the steering wheel doesn’t telescope. – Vander Werp

A 27-inch TV (in the box) fit into the cargo area with the back seat up! Also, the Tribute hauled four guys and all their gear for a weekend up north. Pretty cool for such a small ute. – Cosgrove

For such a small vehicle, the fuel economy seems a bit weak. – Bedard

Altogether, it’s a worthwhile package. I’d still opt for the Ford’s softer springs. But this is a vehicle I’d gladly own and feel I’d gotten my money’s worth. – Phillips

 

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More About Mazda Tribute

September 17, 2011 | Author: admin

By the recalls, the reliability of our Tribute was top-notch. And, we should note, there were no recalls for the 2002 Tributes. We experienced no major, or minor, mechanical problems, although we did have two minor, and mysterious, failings.

Our Tribute required five scheduled service visits. The 7500-, 22,500-, and 37,500-mile services were oil and filter changes. The 15,000-mile service also included a tire rotation. The 30,000-mile service added replacement of the fuel and air filters and various inspections for $128. The other four services averaged $58 each.

The cost of service for 40,000 miles was $360. Compare that with our last long-term small ute, the previous-generation Toyota RAV4, which totaled $481 in regular maintenance plus $64 in repairs.

One of our mysterious quality concerns was the passenger-side window, which popped out of its track at 75 mph with 2200 miles on the odometer, badly startling the driver. It happened again at about 12,000 miles but then created no further problem. At 5672 miles, a series of punctures appeared on the rear seat leather (which incidentally feels a bit more like rubber than animal hide). A thorough investigation indicated that the damage was caused either by canine teeth or some sort of machinery with a sprocket. Predictably, no one fessed up. At about 15,000 miles a creaking noise coming from the tailgate was first noted. At just shy of 20,500 miles, the noise had evolved into a “chorus of squeaks and rattles.” It got no better with time.

On the upside, at about 12,000 miles the Tribute’s on-road compartment converted one professed “anti-SUV driver,” who declared in earnest, “I would buy this car!”

It’s no coincidence that she called it a “car.” It, along with most of the successful entries in the small-SUV class, is carlike in its unibody construction and weight and handling. Most drivers were impressed with the Tribute’s resistance to body roll in corners – at least relative to competitors and even larger trucks. That was one of the reasons we chose to order the Mazda and not the Ford version, which is more softly suspended.

But what impressed most was the power provided by the 3.0-liter V-6. When new, the Tribute scooted to 60 mph from a stop in 8.4 seconds – near the top of the class. By the end of its stay with us, it posted an 8.7-second run to 60 mph. Road trippers appreciated the generous cargo hold. With a low lift-over height and maximum 64 cubic feet of cargo room, the Tribute has about as mush usable space for stuff as do its major competitors, the Honda CR-V and the Toyota RAV4.

As sprightly as the Tribute was, it seemed unusually loud inside the cabin.

 

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2001 Mazda Tribute ES V-6 4WD

September 14, 2011 | Author: admin

Objective measurements revealed that at a 70-mph cruise and at full-throttle the Tribute’s decibel readings are average for the small-SUV class, so maybe it’s the character of the sounds that troubled us. The noises are of the high-pitch, vibratory variety that the mind interprets as frailty, cheapness, strain, or all of the above.

Other quibbles? The front seats don’t have adjustable headrests. The molded-in lump of a headrest hits tall drivers between the shoulder blades. Mazda corrected this problem for 2002 with new seats with movable headrests.

With a relatively small 16.4-gallon gas tank and a C/D-observed average of 21 mpg, the Tribute’s range on a fill-up is a decent 344 miles. But an alarmist fuel gauge gave us a practical range of only about 250 to 270 miles. The gauge would read empty, so we’d pull into a station, only to be able to add  12 or 13 gallons. We rarely chanced even a 14-gallon fill-up.

The ride quality was a little stiff, even harsh, or so thought a few staffers. Most found it perfectly acceptable. If you’re particularly sensitive to ride quality, you may want to consider the Escape.

The Tribute tied for first place with the Escape in an 11-vehicle small-ute comparison test in March 2001 (“White Snow and the 11 Dwarfs”). The Tribute was a near-second to the Escape in the small-sport-utility category in our inaugural 5Best Trucks competition (July 2001). We encountered nothing in our 15 months with the Tribute that would dissuade us from those opinions.

Of course, the Honda CR-V took the year’s 5Best award in the small-SUV class (July 2002). Ah, but would it be able to withstand the light push of an overrevved technical director?

2001 Mazda Tribute ES V-6 4WD

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon

Price as tested: $25,219 (base price: $23,970)

Engine type: DOHC 24-valve V-6, aluminum block and heads, Ford EEC-V engine-control system with port fuel injection

Displacement…………………………………………………………….181 cu in. 2967 cc

Power (SAE net)…………………………………………………………200 bhp @ 6000 rpm

Torque (SAE net)………………………………………………………..200 lb-ft @4750 rpm

Transmission………………………………………………………………4-speed automatic with lockup torque converter

Wheelbase………………………………………………………………….103.1 in

Length………………………………………………………………………..173.0 in

Curb weight…………………………………………………………………3520 lb.

Performance                                  new                                40,000

Zero to 60 mph…………………………..8.4 sec                           8.7 sec

Zero to 90 mph…………………………..19.6 sec                         20.7 sec

Street start, 5-60 mph…………………8.9 sec                            8.8 sec

Standing 1/4-mile……………………….16.7 sec                         16.8 sec

@ 85 mph                    @ 84 mph

Braking, 70-0 mph……………………….211 ft                             203 ft

Roadholding, 300-ft-dia skidpad…..0.71 g                             0.75 g

Top speed (governor limited)…………106 mph                      106 mph

EPA fuel economy, city driving……………………………………..18 mpg

C/D-observed fuel economy………………………………………….21 mpg

Unscheduled oil additions……………………………………………..1 qt

Service and repair stops:

Scheduled…………………………………………………………………….1

Unscheduled………………………………………………………………..0

Operating costs (for 40,000 miles):

Service…………………………………………………………………………$360

Normal wear…………………………………………………………………$0

Repair…………………………………………………………………………..$0

Gasoline (@ $1.39 per gallon)………………………………………….$2668

Life expectancies (extrapolated from 40,000-mile test):

Tires……………………………………………………………………………..57,000 miles

Front brake pads……………………………………………………………46,000 miles

Rear brake shoes……………………………………………………………45,000 miles

 

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