: Cadillac History

10-26-05, 12:25 AM
Stoney and I talked about this in the OK Cadillac Forums Members Thread. Basically, we're going to have something about Cadillac history each week, we can do it every Tuesday I guess (since today is Tuesday:sneaky: ). This bit of history can be about anything Cadillac, whether it be a model, an engine, a year, a designer, hell, we might even do the history of the cadillac logo:thumbsup:. This is basically to inform people more about certain areas of Cadillac that they may not know about or already know about, but want to know more...

I'm not sure if I'll do it every week or if we'll let various members suggest topics and/or write the history for them (I've already wondered about Sandy, as I'm sure he could provide a wealth of knowledge seeing as how he was in the business for so long...) We'll see how this goes. Basically, I'm going to tell about the topic and have everyone respond to it (what they think about it, why it succeeded/failed, how it affected Cadillac, etc.)

I'd appreciate if you didn't go off topic or discuss anything besides the current topic at hand (I'd like this topic to stay organized). Thanks in advance:sneaky: ALSO, ONCE WE'VE MOVED ON TO THE NEXT TOPIC, PLEASE DON'T POST ANYTHING ABOUT THE OLDER TOPICS IN THIS THREAD....


This weeks topic (October 25, 2005) is..........The Cadillac Cimmaron:

The Cadillac Cimarron was first introduced by GM in 1981 for the 1982 model year.

Although GM had experimented before with smaller Cadillacs such as the Seville, the Cimarron was by far the smallest and, in many opinions, the least distinguished Cadillac model ever produced, before or since.

General Motors had originally planned on revealing the Cimarron model in the mid-80s. However, a rising demand for smaller, more fuel efficient cars and GM's desire to compete with BMW and Mercedes helped to hurry production.

The Cimarron was part of General Motors' "J-car" line, which was an economy car concept (similar to Chrysler's K-car) that spread over each GM marque. Each GM division had their version: the Buick Skyhawk, Pontiac Sunbird, Oldsmobile Firenza and the Chevrolet Cavalier. Each of these models were essentially the same basic car, with minor differences in features and major differences in price. This was the first and only time in history that General Motors produced a common model that spread over all GM car divisions (excluding GMC).

While some motoring press critics had high praise for the car and Cadillac's first manual transmission since the early 1950s, the car buying public saw the Cimmaron as a ruse. Consumers thought it was absurd to pay twice as much for what essentially was a well-optioned Chevy Cavalier with Cadillac emblems, and thought GM should have developed a compact model specifically for Cadillac. Even though interior fabrics and craftsmanship were top notch, the Cimarron took a lot of criticism for its standard four-cylinder engine (a V6 engine was standard in 1987 and 1988). Even though the Cimarron had grown comparatively more refined by the end of its production run, buyers stayed away, and the car was discontinued after 1988. Oddly, a similar strategy applied to the Cadillac Escalade, which 14 years later was proven to be a sales success...

10-26-05, 12:37 AM
Interesting! Thought I've read somewhere that it was actually the "Cimarron by Cadillac," so as not to diminish the Cadillac name. This true? How much does a good conditioned model go for? They must be damn rare, I don't think I've ever seen one.

10-26-05, 12:44 AM
I thought Stoney wasn't a mod in the lounge anymore?? Can he sticky it?

10-26-05, 12:46 AM
Well, the later models (87 and 88) are considered to be perfect by many people. Not only did they have the V6, but the Cimarrons are reported to have some of the most comfortable seats in a car EVER. The cars themselves are very rare today, although they are still out there...
Here is a great Cardomain site on them (you can see more pictures here):

Personally, I would have loved to have one of the 88 models, as they were the perfect compact luxury car. They have been one of the few "entry level" Cadillacs, with the only others being the new BLS and the old Series 60/61...

10-26-05, 12:48 AM
I remember sitting in a 1982 Cavilier that year in the showroom, and those seats were very supportive and comfortable.

10-26-05, 12:48 AM
I thought Stoney wasn't a mod in the lounge anymore?? Can he sticky it?

Oops. Well, can brougham do it then? Thanks to whoever does it...

10-26-05, 01:11 AM
I never sold Cadillacs.

I sold (in order):-
ICP = (Imperial, Chrysler, Plymouth)
ICP (different dealer)
and back to
10 dealers in 30 years. I never sold Buick nor Cadillac, nor Jeep / Eagle / AMC

10-26-05, 01:16 AM
Well, you may not have sold them, but you do own one, and I'm sure you had to learn something about them since they were your main competitors when you were selling Imperials and Lincolns...:thumbsup: You've been around longer than some of us, you ARE an expert in American Luxury (aren't you???) I'm sure you remember the Cimarrons when they were new, don't you?

I didn't mean to put you on the spot, you certainly don't have to contribute to this if you don't want to Sandy. But I thought you might be interested...But if you aren't, thats fine too...:thumbsup:

10-26-05, 01:24 AM
any production numbers for the Cimmer?

10-26-05, 02:09 AM
Great Thread... Stickied.

10-26-05, 02:46 AM
So how much would a mint condition cadillac cinnamon go for now?... I mean cimerron :sneaky: ... lol

10-26-05, 02:49 AM
No, I am not saying I don't want to contribute, not at all, and I thank you for the extreme compliment. What I am saying (maybe out loud, to myself) is I can't think of anything that I think is worthwhile enough to keep people's interest. I mean, I recall the Caddies all the way bac to the 1954s... but what can I say about them ? I was just 8 years old.
Had I sold them & been involved in that arena, then maybe I'd have something. In truth, yes, I bought my 93 Sixty Special. I told the story on here of my Mom & that car (I think..) So, I need an idea of merit. I'll try & work on it. I hope you understand better now.

Funny thing, Cadillac & Lincoln shoppers cross shop one & other, so sales personal need to know the competition to some degee. Imperial shopers were not shoppers. They WANTED an Imperial, usually having had 1 or 2 or 3 prior. They really didn't care what Caddy or Lincoln were up to. They might shop 2 or 3 ICP dealers, but in the end, they were driving out in an Imp.
(Similiar to a BMW shopper today.)

10-26-05, 05:42 PM
any production numbers for the Cimmer?

I know they sold less than 20,000 a year. They weren't very high demand vehicles, but most people who got one loved them...

So how much would a mint condition cadillac cinnamon go for now?... I mean cimerron :sneaky: ... lol

No more than $2500...

So, I need an idea of merit. I'll try & work on it. I hope you understand better now.

I do, I'm sorry if I assumed too much:canttalk:. If you want (or anybody else for that matter) you can suggest topics for me to do each week (I'd prefer you PM them to me so that we don't make this topic cluttered)Thanks guys...

10-26-05, 06:21 PM
Another short article, and production specs and numbers can be found here:http://www.cadillacforums.com/cadillac/cimarron-frame.html
Something tells me this car might be a bit of a collectible in the future. Not because of anything great about the car itself, but due to the press the car will always get. You'll seldom find an article on automotive mistakes without Cimarron being brought up.

10-31-05, 06:38 PM
Here is the update for the week of (October 31, 2005). Normally I would wait till tommorow, but seeing as today is Halloween, I decided to do something a bit scary in Cadillac's history...:lildevil:

The L62 V8-6-4 engine :bighead::bonkers::hide:

The most notorious engine in the company's history appeared in 1981. The 425 had been reduced to 368 in³ (6.0 L) for the previous year's L61 Model Range but the improvement in mileage was minimal. Desperate for an engine powerful enough to move the immense Cadillac sedans, but efficient as well (especially in light of CAFE mileage standards), General Motors decided to make the fuel-injected 6.0 L V8 a variable displacement engine. General Motors subcontracted for the creation of the variable displacement technology to the Eaton Corporation, the end result being the L62 V8-6-4.
This engine sequentially shut down pairs of cylinders when load was low, improving emissions and economy. The system was designed to reset to eight-cylinder operation when accelerating from rest or when the throttle was opened at cruising speeds. Cadillac hailed the L62 as a technological masterpiece, and made it standard equipment across almost the whole Cadillac line (the Seville retained its standard Oldsmobile-based 5.7 L diesel V8).
The L62 proved troublesome, both mechanically and electronically, the latter due in part to computer technology that was much too slow for the task. The V8-6-4 departed from the main Cadillac line after the 1981 model year, but remained the standard engine, without the v8-6-4 feature, for factory Cadillac limousines for another four years (due mainly to the insufficient power of the HT4100 V8).
No automaker attempted the same trick again until MB experimented with it on their V12 in the 1990s. It was not widely deployed until the 2004 DCXHemi and 2005 GM Generation IV small-block. All of these later systems work by deactivating a bank of cylinders, rather than opposing pairs.

10-31-05, 06:42 PM
Chrysler must be doing something right with cylinder deactivation in the 300. Hopefully it will work well in the Impala SS also, and thanks to todays better electronics it should.......a good idea to save fuel for the long run. Hopefully someday everycar will adopt that technology...

10-31-05, 07:08 PM
Well like I said, GM is already using it (DoD) in the new V8 Impala, which has 300HP and 28MPG highway, and they plan to (obviously) use it in their redesigned '07 SUVs...

11-10-05, 08:24 PM
Well guys, I'm a bit late this week (November 10, 2005) BUT, being late is better than not being at all.:D This week's topic is none other than:

The most AWFUL Eldorado EVER, The 1986 Eldorado!

If sales numbers are the measure of a car's success, the 1986 Eldorado was a disaster — a total wipeout. Cadillac sold a stunning 77,401 1985 Eldorados (just 105 cars less than the record 1984 model) yet managed to sell only 21,342 examples of the '86 model. When 72 percent of a car's market gets obliterated after a new model is introduced, that's a misbegotten new model.

Shrunk down more than 16 inches in overall length from the '85, the '86 Eldorado was truly a puny Cadillac. It was also clearly a two-door version of the also redesigned Seville, and both cars had awkward-from-every-angle styling. Inside, the interior was tastefully restrained, modern-looking and sterile. It was boxy, it was bland, it was conservative, it was stubby and it fit into parking spaces easily — it was everything buyers didn't want in an Eldorado.

But it was also the most extensively revised Eldo since the '67. Gone was the longitudinal engine placement, replaced by a transverse arrangement. The only engine available was the now-familiar HT-4100 4.1-liter V8, now making 130 horsepower and matched to a new four-speed automatic transaxle. So, although weight was down to just 3,291 pounds, the new Eldorado was slow, too.

No wonder it didn't sell, it looks awful!:

11-10-05, 10:49 PM
Very interesting posts on the Cimarron and Seville! Makes you want to stab Roger Smith, doesn't it?

Lord Cadillac
11-11-05, 09:11 AM
This is a really great discussion. I hope everybody keeps contributing to it.. I'm enjoying reading it...

11-11-05, 10:25 AM
Not many remember the Concept vehicle before deciding to use the cheap Cavalier. Although cramped it did offer fantastic mileage. Plus it had an open top!!


11-11-05, 10:01 PM
Its sorta funny that the 86 would get the title for the worst eldog ...Emblems and cadillac aside the cars are really fasincateing from a mechanical standpoint.

At the time the car was a pretty smart move when GM began its devlopment. GM got caught with its trousers about the ankles in the early 70s dureing the first gas crunch. In the early 80s gas prices were riseing to a point that when adjusted for inflation has only recently been topped. Id imagine GM was trying to get the crystal ball working and gambeled that prices wouldnt fall back down. Chrysler and Ford were stuck with what they had. Chrysler would ride the K car and Ford would wing it on the EFI setup they had but still use pretty large cars. GM had alot of money and devlopment time in the citation and j car. It prolly made good sense to use some of those lensons learned and build a smaller line of Cadillacs and hope that gas prices wouldnt fall back down. Cadillac would have had the market cornered. And with all the money wrapped up in the 4.1 there couldnt have been any turning back without going to a non cadillac engine.

The cars are neat , but by 1986 prices fell , and the car was ready ....the gamble failed ...They could have Swichted Edorado to a 2 door caprice type deal or maybe made it an F body ...Most likely that could have been the only way to keep eldorado current and not loose a ton of money ...

The stuff is desinged and invested into 6-10 years before it hits the showroom floor ...

11-11-05, 10:19 PM
To me, its not that its small, i wouldn't mind a small eldorado, to me its the fact that GM abandoned almost EVERY stylistic characteristic of the eldorado on the '86 model. Hell, it didn't even have frameless windows...And its supposed to be an eldorado? Hah.

Seems to me like another example of Roger Smith leadership...Good lord I can't believe, even to this day, how much that man dragged down GM. Of course, the 80s were just bad for cars in general, but he just made things worse...

11-11-05, 10:32 PM
its what happens when bean counters run the show .....its just not as well publicised as it was at gm ....

you should read about what one guy from ford did to the US military !!!!

"you dont need chrome there" HA !!!!

11-15-05, 08:30 PM
It's good to be back on schedule for once:D. Today (November 15, 2005) we continue on with our discussion of the Eldorado. Last week was about the WORST Eldorado ever; this week will be about (IMHO) quite possibly the best Eldorado design ever (at least the most interesting anyway...)

This weeks topic is...The 1967 Cadillac Eldorado

The 1967 Eldorado was unlike every previous Cadillac not only in that it had front-wheel drive but in style and attitude. Cadillac had never before made a coupe with no accompanying sedan (there wouldn't be a four-door front-drive Caddy until the 1980 Seville), and the '67 Eldorado was also the only coupe that wasn't offered as a convertible. And no Cadillac had ever looked like the hidden-headlight, aggressively modern '67 Eldorado, either. Credit GM designer Bill Mitchell for the truly gorgeous, almost arrogant '67 Eldo.

Beneath its skin, the '67 Eldorado had at least as much in common with the Oldsmobile Toronado as it did with any other Caddy. The Toronado had ushered in front-wheel drive to the General Motors lineup the previous year, and most of that car's structure and drivetrain carried over to the Eldo. Most prominent of the shared pieces was the Turbohydramatic three-speed automatic transaxle, which essentially put the transmission beside the longitudinally mounted engine, with power transmitted by a chain. Also coming over from the Toronado was the A-arm front suspension incorporating long torsion bars instead of coil springs and the solid rear axle with leaf springs.

Obviously, though, the Eldorado needed Cadillac power, and it used the same 340 horsepower 429-cubic-inch V8 as other Caddies with changes in the exhaust manifolds, oil pan and accessory drive system to accommodate the peculiar drivetrain.

Priced at $6,277 (more than any DeVille, but less than a Fleetwood), the '67 Eldorado carried all the luxury equipment of a Fleetwood and, despite its two doors, had room for six passengers. It was instantly the most popular Eldorado ever and sold 17,930 units that first year (only 2,250 '66 Eldorados were sold). It was a bold, confident step forward for Cadillac.

Sweet Jesus, I can't get over those fold-in headlights...:eek: I wish Cadillac still had those...:crying:
(Photo courtesy of General Motors:thumbsup: )

11-15-05, 08:47 PM
MUCH beatter ....i like this more positive side from you ....yes it had to be one of the at least top 3 eldorados (59 still being number one in my book)

11-15-05, 09:54 PM
Interesting think about the 86 Eldo was that it was also the basis for the Allante in that the frame and engine were modified and used to make up part of the 1987 to 92 Allante. 1993 Allante was a little different.

terrible one
11-16-05, 12:18 AM
I love the '67 Eldo! Saw one on the net a few months ago and absolutly loved it. Like Ben, I really dig the hideaway headlights :)

11-16-05, 03:10 AM
A black one of those is my favourite Cadillac ever.
I especially love the rear lights.

terrible one
11-16-05, 08:34 AM
http://img83.imageshack.us/img83/5369/7e126te.jpg (http://imageshack.us)

http://img83.imageshack.us/img83/2115/8e125pc.jpg (http://imageshack.us)


11-16-05, 04:42 PM
Me loves the '67 Eldo

11-16-05, 04:45 PM
Ben72227....This thread is a very good idea! This very interesting to read. I think next week you should do a post about the 79-85 Eldorado :)
Isn't that beautifiul?!

11-16-05, 05:32 PM
I may do one about the '78-'85 Eldo eventually since I'm doing the notable Eldo models right now. Of course, I have one, so I don't want to seem biased...:sneaky:Of course, the '59 has to come first:thumbsup: whenever I get around to it...Do you guys think I should keep doing Eldos for the next few weeks? Or do you think I should switch it up and do and eldo here, a seville there, etc.?:rolleyes:

11-16-05, 06:09 PM
Mix it up! Surprise all of us, can't just keep the Eldo guys happy!

11-16-05, 06:54 PM
Yeah, do one on the "King of Cadillacs"....The BROUGHAMS!:yup:

11-16-05, 08:31 PM
Yeah, do one on the "King of Cadillacs"....The BROUGHAMS!

Hmmm, we'll see. I will mix it up then, next week will be something other than an Eldorado...

terrible one
11-16-05, 09:19 PM
We'll be looking forward to it!

11-22-05, 07:54 PM
Step right up folks:histeric:. Today is (November 22, 2005) and like I promised, we've switched it up this week. As you all know, Cadillac has always had a CHEAP model, which was denoted by the fact that the name started with the letter "C" - whether it be the Cimmarron, the Catera, the CTS or today's "value" model....

The Calais!

In 1965 Cadillac renamed the entry-level Cadillac Series 62 the Calais, after the French resort town of Calais. It was available in 2 and 4-door hardtop versions as well as the "formal-roof" 4-door sedan, which was a hybrid with frameless, hardtop-like windows, but with a post between them. With the exception of having no convertible, the Calais line mirrored the slightly more expensive and well-equipped Cadillac DeVille series.
The primary differences between the Calais and the deVille lines were trim level and standard equipment. While the deVilles were delivered with such amenities as power windows and 2-way power seats as standard equipment, one still hand-cranked the windows of the standard Calais. These items were, of course, optional at extra cost on the Calais; in later years of the model's run, power windows were made standard on the Calais line, although a power seat was still optional even in the later-year models.
Leather seating areas and vinyl roof trim were available on the DeVilles, but not on the lesser model (although a very nice-grade vinyl and cloth, similar to what was seen on top-line Buick Electras, were available). Another item not available on the Cadillac Calais was Cadillac-exclusive Firemist Paint, an extra-cost metalflake type paint. Both the high-end Buick and Oldsmobile shared the C-Body with Cadillac. Cadillac, always General Motors' technology leader, offered all of their famous optional equipment, such as Twilight Sentinel and GuideMatic headlight dimmer, on the Calais. In 1965, the new Turbo-Hydramatic, standard on the 1964 deVille, but not the lower-priced Series 62, became standard throughout the Cadillac range – even the Calais. The 429 cubic inch (7.0 L) V-8 also remained the standard equipment power.
Pricing of the Cadillac Calais started almost even with $5,000 and the line was only a few hundred dollars more than GMs Buick Electra 225 and Oldsmobile's 98.
Like all other Cadillacs, the Calais received the 472 in³ OHV V8 in 1968. The wheelbase was extended to 130 in in 1971, while the big 500 in³ engine arrived in 1975. 1976 was the last year for the Calais, with the similar DeVille continuing.

Not too shabby I say, not too shabby at all...:sneaky: There's nothing like a cheap Cadillac:histeric::




11-23-05, 07:38 AM
Nice stories!

Of course I love the '67 Eldo. My 70 shares the same stye and was the last in that body style. The `68 still had the hide-away head lights! I also wish I had that on my 70...

How interesting that Cadillac seemed to have entry models starting with the letter C (Calais, Cimaron, Catera, CTS)...

11-23-05, 11:36 AM
Hmmm, that's interesting. I've heard of the Calais before but never knew anything about it!

11-23-05, 02:27 PM
Here's a pic taken from the 1976 sales kataloge of the calais.
It's both of the coupe and the sedan and of the interiour.


11-29-05, 05:45 PM
Well folks, its time for another update. This week (November 29, 2005) we have switched to another Cadillac model, and we've done a larger update; rather than do one year, we're going to do a whole generation. This week's history lesson:D is about something you all probably know about...

The legendary Fourth-Generation Seville: (1992-1997)

The fourth Seville was the greatest leap forward for the car since its introduction. It was still front-wheel driven, but it was longer, wider and more cleanly styled with a muscular crispness wholly missing from the car it replaced. "Ever since I saw a prototype of the 1992 Cadillac Seville at the Los Angeles Auto Show last January," wrote BusinessWeek's Larry Armstrong, "I've been itching to drive that car. Even then from its svelte good looks and toned-down interior, it seemed that an American company had finally come up with the right formula to compete with the Japanese. That's especially important for Cadillac, as Lexus and Infiniti have used sophisticated styling and down-to-earth practicality to steal away sales."

There was nothing really startling in the new Seville's engineering (or that of its two-door fraternal twin, the Eldorado). The unibody structure was significantly stiffer than before, but the front suspension was still a pair of MacPherson struts and the independent rear suspension was unique only in using a single Corvette-like transverse leaf spring. The wheelbase was back up to 111.0 inches and the overall length now stretched a full 203.9 inches. That's only a three-inch increase in wheelbase from the previous-generation Seville, but a full 15.7 inches of additional total length. That's also a mere 1/10th of an inch shorter than the original '76 Seville.

For '92, the Seville was offered in either regular Seville form or as the Seville Touring Sedan (STS). Both models had the same 200-hp, 4.9-liter, V8 that was used in the '91 Seville hooked up to GM's smooth and responsive 4T60-E electronically controlled four-speed automatic transmission.

With its handsome exterior, comfortable and clean interior and competent drivetrain, the '92 Seville was an instant hit both with the critics and buyers. Yet, things would get even better.

After its introduction in the early 1993 Allante roadster, the fabulous 4.6-liter, DOHC, 32-valve, Northstar V8 made it over to the Seville and Eldorado for 1993. The STS got the Northstar, while other Sevilles were left with the old pushrod 4.9. With 295 hp onboard, the Northstar made the Seville STS a legitimate performance car. "Thanks to such items as equal-length driveshafts, a new electronically controlled 4T80-E transmission, fluidic engine mounts and Bosch ASRIIU traction control," wrote Motor Trend, "you can flatfoot the megapower Seville off the line with an arrow-straight trajectory."

The '93 STS was simply the quickest, best-handling Seville yet. And more good stuff was coming.

For 1994, the Seville lineup was rationalized into Seville Luxury Sedan (SLS) and Seville Touring Sedan (STS), and both were powered by the Northstar V8. The softer-sprung, easier-going SLS got a Northstar making 270 hp, while the STS version still pumped out the full 295. Sales were still strong, despite the fact that the SLS' price started at $40,990 and the STS couldn't be had for less than $44,890.

A few new tricks in the engine bay, including a new induction system, boosted the output of the 1995 Northstar V8s hp to 275 in the SLS and an even 300 in the STS. Otherwise, changes were limited to trim selections and sales continued to be relatively strong.

The changes were even less noticeable for 1996 — at least from the outside. The interior was more heavily retrimmed and the dash revised with a wider gauge cluster.

A few suspension tweaks and one-inch-larger diameter front disc brakes were among the many changes to the Seville for 1997. And some of those changes paid off according to Car and Driver. "For starters," the editors reported, "the unibody structure has been significantly reinforced and now boasts four rigid beams spanning the floorpan. The center tunnel has been boxed for greater rigidity. The steering column supports are reinforced to limit the vibes felt at the wheel rim. And a new front control-arm design helps soften road impacts." The car was also relatively quick with the magazine measuring a 0-to-60-mph blast of 6.9 seconds and the quarter-mile going by in 15.3 seconds at 93 mph.

But there was a new Seville coming…and the '97 seemed relatively outdated with fresh competition from BMW, Lexus and Mercedes out there. Could the next Seville bring the luster back?

Man they were beautiful:

12-06-05, 06:57 PM
This week brings yet another update. Hopefully you guys will find this one a bit more interesting???:rolleyes: It is a classic model; this week (December 6, 2005) the history topic will be....(*drumroll*)....

The Eldorado Brougham!

Derived from a Cadillac concept vehicle exhibited during the GM Motorama of 1955, the luxurious, limited edition Eldorado Brougham models of 1957 through 1960 epitomized luxury car styling and technical/mechanical innovation of the late fifties. Cadillac continued to carve out its high reputation as the makers of the "The Standard of the World".

The Cadillac Eldorado Brougham was the company's post-WW2 styling coup de force. While no single Cadillac stylist may be credited with the final design, the latter began on the drawing boards of Bob Scheelk, a new recruit to the GM Styling Section, the new name for the former Art and Color. Bob's work was supervised by Charles "Chuck" Jordan (who had taken over from Ed Glowacke), and by Chuck's assistant, Dave Holls.

On September 15, 1955, the Cadillac Styling Section moved from its old quarters in downtown Detroit to the new, ultra-modern General MotorsTechnical Center at Warren, north of the Motor City. From that day forward, Cadillacs adopted a new, lighter, brighter look, like that of the new buildings where they were being designed.
The Eldorado Brougham was the product of several years of engineering and styling development. It was preceded by a number of experimental models, concept vehicles and so-called dream cars including, principally, the Cadillac "Orleans" (1953), the "Park Avenue" (1954), the "Eldorado Brougham" prototype (1955), the second Eldorado Brougham prototype and Paris show car (1955-56) and the "Eldorado Brougham town car" (1956).

The first production Eldorado Brougham (car #3) was shown at the New York Salon in January 1957. This car was featured also in a factory promotional film set in New York's Central Park, where it stole the limelight from another, specially-appointed Cadillac Series Sixty Special, the "Director", that was all decked out as a mobile office.

The Cadillac Eldorado Brougham, often described as "the ultimate in personal transportation", is and always will remain a rare, superior and beautifully elegant automobile. It typifies in a way the excesses of post-WW2 American automobile flamboyance. In his authoritative "History of Cadillac", author Maurice Hendry of New Zealand said. "the biggest news for fans of mid-fifties gimcrackery and engineering innovation was the Eldorado Brougham..."

It's astronomical price tag (for the time) of more than $13,000, did not deter the 904 wealthy Cadillac patrons who bought one. The "Eldorado Brougham" certainly was a high quality automobile, considering that in the early part of the new millennium 2001, more than half the total number built had survived and were in the hands of enthusiasts and collectors the world over, the majority being in good to very good condition despite 40-45 years of use.


12-06-05, 09:54 PM
Wow the Eldorado Brougham! The most expensive Cadillac ever! (~$14,000 new, in 1957!!!!) The former police chief of Minneapolis has one, and my Vehicle Services Teacher back in high school did the carburator work on it!!!

12-06-05, 09:55 PM
The 57-58 Eldorado Brougham is similar in concept to the 1974-76 Fleetwood Brougham Talismans.

12-06-05, 11:38 PM
Oh my, that's one hell of a gorgeous Cadillac! That belt line is simply stunning. That's the Standard of the World!

12-07-05, 04:42 PM
I love these Eldos for their audacity. Saw one in Orange County, CA on eBay a few weeks ago with a starting bid of $100K. Don't think it sold, though.

12-14-05, 12:28 AM
Today is Tuesday (December 13, 2005) and we are doing a feature on a group of Cadillac engines today. I know, I know, probably not as interesting as a car model, BUT we have to cover everything in this history class:rolleyes:

This weeks topic is none other than....

THE OHV V8s of the 80s! Yay!

Another new V8 appeared in 1982 as the HT-4100 (option code LT8). This engine was originally designed for transverse front wheel drive use in the planned downsized 1983 Cadillac sedans. However, delays in General Motors' BOC (Buick-Oldsmobile-Cadillac) large sedan program and the colossal failure of the L62 V8-6-4 caused the HT-4100 to be rushed into production for the 1982 model year.
The 4.1 L HT-4100 featured an unusual aluminum block with iron head construction. Bore was 88 mm and stroke was 84 mm; in most applications, it was equipped with throttle-body "digital" fuel injection. Initial output was a paltry 125 hp (93 kW), not nearly enough to provide Cadillac-level acceleration in the heavy Cadillacs of the early 80s (which were designed for a much bigger V8); early models were plagued with reliability problems. Later versions of the HT-4100 were used in the originally-planned front wheel drive configuration throughout the Cadillac line (with the exception of the limousines and the Cimarron).
The version found in the 1987 Cadillac Allante featured port fuel injection, with output of 170 hp (126.8 kW) and 235 ft.lbf (319 Nm) of torque. The 4.1 was superseded by larger models and ceased production in 1988.

Engineering allowed the company to begin to raise displacement and output again. A bored-out (to 92 mm) 4.5 L HT-4500 version was introduced in 1988 with 155 hp (116 kW). Various versions were built between this introduction and the end of production for this engine in 1992, including a high-output LW2 with multiport fuel injection version for the Allante which produced 200 hp (149 kW) and 270 ft.lbf (366 Nm).

An even larger version, the L26 HT-4900, debuted in 1991 at 4.9 L with a square 92 mm bore and stroke. Power was the same as the 4500 at 200 hp (149 kW) but torque was up slightly to 275 ft.lbf (373 Nm). The engine was produced until 1996.
This Cadillac V8 series was used in the following models:

Cadillac Allante
Cadillac Deville
Cadillac Eldorado
Cadillac Fleetwood
Cadillac Seville This engine was phased out in favor of the newer Cadillac Northstar engine in the mid-1990s.

Rear-wheel-drive Cadillacs
From 1982 to 1985, all RWD Cadillacs (except for the limousines) featured the HT-4100 V8, though this could be replaced with a 4.1 L Buick LD5 V6 or a 5.7 L Oldsmobile LF9 Diesel V8. From 1986 to 1989, the rear wheel drive Cadillacs - the Fleetwood Brougham and Brougham - used a 5.0 L (307 in³) Oldsmobile 307 carbureted V8 (replacing the HT4100). In 1990, a 175 horsepower, fuel-injected 5.7 L (350 in³) Chevrolet Small-Block V8 became available to coachbuilders. In 1991, the Oldsmobile 307 was replaced with a 5.0 L (305 in³) fuel-injected Small-Block V8; the 350 in³ Small-BlockLT1 V8 with 260 hp (194 kW), which the Fleetwood would use until it was discontinued in 1996. became available in non-coachbuilder vehicles as well. In 1993, the 180 hp (134 kW) 350 in³ V8 became standard in the newly-renamed Cadillac Fleetwood; in 1994, this was upgraded to a detuned Corvette.

HT 4100:

12-14-05, 01:16 PM
Awesome! I love reading about this stuff. Its like what they have over at Allpar.

12-14-05, 04:04 PM
Interesting entry, especially considering I have a 4.9 in my '91 DeVille. I've been very impressed with it's smooth, silent operation while still managing to haul ass—and at 200K miles no less. Responsiveness is much better with the new Bosch fuel injectors from FiveOMotorsport (http://www.FiveOMotorsport.com).

Besides the larger displacement and port fuel injection, how else is the 4.9 improved from the original HT4100? Does it still have iron heads? Any ideas why Cadillac put iron heads on an aluminum block? That makes no sense.

12-14-05, 07:53 PM
Yeah this is very good stuff!:thumbsup:
I didnt know that the FWD Caddies were delayed until '85, and that the 4.1 was never meant to go into the RWD ones! Awesome! :D
It seems more logical after you learn this stuff, basically they HAD to put the 4.1 into the RWD Caddies, and it wasnt intended to go in there.

gdwriter, the 4.9 does still have iron heads.

12-14-05, 09:28 PM
Wow, I got lots of feedback...I guess I should do engines more often...Any requests, by the way? Just PM me and I will see what I can do...:thumbsup:

12-15-05, 07:59 AM
Rear-wheel-drive Cadillacs
From 1982 to 1985, all RWD Cadillacs (except for the limousines) featured the HT-4100 V8, though this could be replaced with a 4.1 L Buick LD5 V6 or a 5.7 L Oldsmobile LF9 Diesel V8. From 1986 to 1989, the rear wheel drive Cadillacs - the Fleetwood Brougham and Brougham - used a 5.0 L (307 in³) Oldsmobile 307 carbureted V8 (replacing the HT4100). In 1990, a 175 horsepower, fuel-injected 5.7 L (350 in³) Chevrolet Small-Block V8 became available to coachbuilders. In 1991, the Oldsmobile 307 was replaced with a 5.0 L (305 in³) fuel-injected Small-Block V8; the 350 in³ Small-BlockLT1 V8 with 260 hp (194 kW), which the Fleetwood would use until it was discontinued in 1996. became available in non-coachbuilder vehicles as well. In 1993, the 180 hp (134 kW) 350 in³ V8 became standard in the newly-renamed Cadillac Fleetwood; in 1994, this was upgraded to a detuned Corvette.

An eagle-eyed member noticed a couple inaccuracies in this paragraph, and asked me to chime in with some clarification.

The 140hp Olds 307(VIN code 'Y', Option code LV2) was used in all RWD applications through the 1990 model year. It was replaced by the 170hp Chevy 305(VIN code 'E', Option code L03) for the '91 & '92 model years as the base engine. There was an optional engine offered starting in 1990, it was the 185hp Chevy 350(VIN code '7', Option code L05). This engine was only used for four years, '90-'93, at which time the 260hp Chevy 350(VIN code 'P', Option code LT1) took over for the final three years of production ('94-'96).

The above data was taken from Cadillac factory literature.

12-15-05, 05:37 PM
Well Thanks for correcting me Katshot. I don't always remember EVERYTHING, so its nice to have other members fill in missing details...

12-15-05, 05:59 PM
Are you kidding? REMEMBER EVERYTHING?! I've been afflicted with CRS for years. LOL!!! That's why they make books! All the info you have here is WAY more than anybody I know could dredge up from memory. I just happen to know a little bit of the basics and then rely on my literature to fill in the blanks!
You have a great thread here with some great info and pictures (I especially like that old Eldo).

12-15-05, 09:01 PM
Well, I don't remember ALL of it, and I do look somethings up occasionally...:thumbsup:, but most of it comes from memory - i just look up exact things, like engine sizes, production numbers, etc.

12-16-05, 09:28 AM
I must admit, my memory was much better when I was 17 too. But that brings up another question. How much can you have about Cadillac history "in memory" at 17 years old? :hmm:

12-16-05, 02:22 PM
I understand that Cadillac wanted to keep Cadillac engines in Cadillac cars, but surely they realized then what a huge mistake putting the 4100 into vehicles like Fleetwoods and DeVilles was. Then, when things are looking good in the late 80's, why the decision to go with Chevy engines, both base and upgrade? I believe the best option for Cadillac to pursue would have been to remove the 8-6-4 from the 368 and keep it fuel-injected.

12-16-05, 05:42 PM
I must admit, my memory was much better when I was 17 too. But that brings up another question. How much can you have about Cadillac history "in memory" at 17 years old? :hmm:

Well, its simple really. I read A LOT. I'm very...different from most kids my age. While they spend their free time watching the O.C.:p, I spend time reading about stuff. I'm a history buff too;), and I read a lot about Cadillacs and the history of the automotive industry in general. I don't know everything, and I do have to look up details...but I know most of the important stuff...

12-17-05, 12:07 PM
Great threads, I'm new to forum but I've been around Cadillacs at many times during my life. As for the engines the 500 cu in that resided in my moms 76 Eldo was unmatched in torque. Then the next year she got a black Eldo Biaritz with the 425 cu in Oldsmobile engine. It was a good engine but no where near as good. I had a '73 Fleetwood 60 Special Brouham with the 372 cu in which with carefull driving, tuning and tires delivered 15 mpg during the '77 gas shortages.

I worked in production maintenance with GM's Rochester Products Division when the Alante was introduced and I serviced the area where the fuel injection system was hand built by 1 employee for only 8 hrs a day.

My '73 Fleetwood

12-17-05, 01:41 PM
MJDART, that is a very nice Fleetwood. I think the '73's are the best years for the '71-'73 Style. I think that big front bumper really makes the car look better, along with the bigger center lights.

Ben72227, what Cadillac reference books do you have? I have "The Standard Guide to Cadillac 1903-2000"

12-17-05, 01:49 PM
I use lots of reference books, including that guide, along with serice manuals, and other sources, which i will keep to myself;)

12-17-05, 02:20 PM
I have a lot of brochures. I plan on purchasing many brochures for Caddys and Lincolns. Also I am going to buy a service manual for every car I own. How much do you spend on this sort of stuff??

12-17-05, 08:53 PM
Some of it I get free, some of it comes from the library, and some of it i actually buy. But I don't buy MOST of it...that would cost far too much. I mean, I like Cadillac history, but not THAT much...:cookoo:

12-20-05, 04:03 PM
As requested by one of our members;), this weeks history addition (December 20, 2005) is another engine article. This weeks engine is the GM Premium V engine, better known to us as the:


The engine was introduced in 1992 in the Allante and continues to be used in the STS, SRX, and XLR. It was sold exclusively by Cadillac for over a decade before being introduced in the Bonneville for 2004, though the L47 V8 variant was used in the Aurora and the 3500 LX5[/URL] V6 in the Olds Intrigue (http://en.wikipedia.org/wiki/GM_3500_engine). All engines of this family share the same Northstar Bellhousing pattern. Cadillac is planning to introduce a V12 Northstar this decade.
The original Northstar Allante also introduced the Northstar System which included traction control, adaptive suspension, and antilock brakes.
The all-aluminum Northstar features Dual-Overhead Cams, Variable Valve Timing, and other modern technologies. The VVT system can vary intake by up to 40° and the exhaust by up to 50°. Most Northstar engines produce 275 to 315 hp (205 to 235 kW). The engine displaces 279 in³ (4645 cc) from a 3.66 in (93 mm) bore and 3.31 in (84 mm) stroke. The engine got a forged steel crankshaft in 2003. The block can be expanded up to 5.4 L though no such engine has been produced.
The Northstar was on the Ward's Ten Best Engines list for 1995 and 1996.


The L37 was the original Northstar. It is tuned for responsiveness and power, while the later LD8 is designed for more sedate use. The L37 topped out at 300 hp (224 kW) in 2002 on the STS and ETC models, making these the most powerful front wheel drive cars ever built, until the inception of the 2006 Chevy Impala SS, Monte Carlo SS, as well as the Pontiac Grand Prix GXP.
Vehicles using the L37 include:

1993 Allante
Deville Concours
Seville STS
Eldorado ETC A new high-performance L37 will be used in the '06 DTS Performance version. It produces 291 hp (217 kW).


The LD8 is a transverse V8 (http://en.wikipedia.org/wiki/Cadillac_DTS) for FWD cars. Introduced in 1994, it is designed to provide more torque than the high-revving L37. The 1998 revision is quieter (thanks to hydraulic engine mounts) and performs better (thanks to a tuned intake system) than previous Northstars. It produces 275 hp and 300 ft.lbf.
Vehicles using the LD8 include:

Bonneville GXP
and the NEW Buick Lucerne CXS


The Northstar was designed originally for transverse front wheel drivelongitudinal rear and AWD use in the SRX and XLR. The RWD (LH2) Northstar is good for 315 hp (235 kW) and 310 ft·lbf (420 Nm). applications. It was modified substantially in 2004 for
Vehicles using the LH2 include:

new STS

A 4.4 L supercharged Northstar is used in the 2005 STS-V. The bore was reduced for increased strength. VVT is used on both the intake and exhaust sides.

2005 STS-V


The L47 Aurora engine was a special V8 designed for the Oldsmobile Aurora, based on the Northstar engine. It is a DOHC 4.0 L (3995 cc) V8 which produced 250 HP (186 kW) and 260 ft.lbf (353 Nm) of torque. The bore is 87 mm and the stroke is 84 mm.
A special version of this engine was used as one of the two engines available to Indy Racig League competitors at the inception of that automobile racing promotion (the other engine was a modified Infiniti Q45 V8 from Nissan).
The Aurora engine was introduced in 1994 for the 1995 model year, and GM has not used this engine since the demise of the marque in 2004.


The 3500 LX5 V6 is a DOHC engine from Oldsmobile, introduced in '99 Oldsmobile Intrigue. It was produced by the Premium engine group at GM and was thus called the Premium V6, or PV6, while it was being developed. It is based on the L47 Aurora V8[URL="http://en.wikipedia.org/wiki/V8"] (http://en.wikipedia.org/wiki/Indy_Racing_League), which is itself based on the Northstar engine, so engineers called it the Short North, though Oldsmobile fans have taken to calling it the Shortstar. with the
It is not a simple cut-down V8. Although it has a 90° vee-angle like the Northstar and Aurora, the engine block was engineered from scratch, so bore centers are different. It has chain-driven DOHC and 4 valves per cylinder, but is an even-firing design with a split-pin crankshaft similar to the modern GM 3800 engines. The LX5 displaced 3.5 L (3473 cc) and produced 215 hp (160 kW) and 230 ft.lbf (312 Nm). Bore is 89.5 mm and stroke is 92 mm.
The cost of building this engine was high, and it was not used in many vehicles. It was said at the time that a family of premium V6s would follow, with displacements ranging from 3.3 L to 3.7 L, but only the LX5 was ever produced. It was entirely different from any other V6 in the GM inventory, and as with the Aurora V8, production stopped with the demise of Oldsmobile.
This engine was used in the following:

1999-2002 Oldsmobile Intrigue

2001-2002 Oldsmobile Aurora
The 3500 LX5 was on the Ward's 10 Best Engines list for 1999 and 2000.

One day soon...:

12-20-05, 11:11 PM
One can only hope and pray they build the V12. The Northstar is a great engine for what it's worth. Good article.

12-21-05, 12:49 AM
very good article ben ;)

12-23-05, 02:24 AM

It's fun to see the enthusiasm of people who love cars! Maybe it is time to write yet another book on Cadillacs?! Just wanted to fill in a few details which may make the history more intersting and detailed.

Cimarron: The car was introduced with the 1.8 liter 4-cylinder engine for the 1982 model year which had poor performance yet great fuel economy. Plus, 1982 model had bland styling which was intended to be more European but the typical Cadillac buyer didn't care and wanted flash. The 1982 model was also only a 4-seater since there was an annoying plastic storage divider on the bottom of the rear seat which prevented passengers from sitting in the middle. To differentiate it from other GM variants and make it more classy, the Cimarron had a sunroof, alloy wheels, and a delightful leather interior. For 1983, the car became a 5 seater and a revised, more Cadillac looking grille was fitted as were more interesting taillights. A 2.0 liter 4-cylinder engine replaced the 1.8 so the car had better performance. In the early 1980's people were putting vinyl tops and continental kits on the back of the Cimarron since, after all, it was a Cadillac! GM wanted it to be a BMW fighter and Cadillac buyers at the time didn't seem to know or care what a BMW was! By the time the V6 was introduced the car was done and it didn't matter how good it had become. Gas was cheap and bigger was better. If it becomes a collector piece I'll be surprised since no one wanted it then and I can't see anyone seriously wanting one now.

V8-6-4: I own a Cadillac with this engine and it is pathetic! Everyone seems to complain about the same problems - - rough operation in 6-cyl mode, frequent annoying shifting from 4 to 6, etc., etc. Mr. History says: "The V8-6-4 departed from the main Cadillac line after the 1981 model year, but remained the standard engine, without the v8-6-4 feature, for factory Cadillac limousines for another four years" - - this is not correct. The V8-6-4 in the factory limousines and commercial chassis made from 1982 through 1984 is the same disasterous engine as in 1981 WITH the 8-6-4 and all. The 1982 and 1983 Limousine models even have the same V8-6-4 engine badges on the fenders as in 1981. In 1984, all Cadillacs dropped the engine badges likely because Cadillac wasn't too proud of what they were putting under the hoods, but the V8-6-4 made its last appearance quietly under the hood of the 1984 factory limos.

86 Eldo: It was what it was - - designed in anticipation of super expensive gas. Let's face it, the 1985 deVille/Fleetwood were tiny, bland, and just as absurd as the '86 Eldo. Plus, GM wanted to make the cars more Euro styled and Cadillac buyers obviously, as they became even more grey, wanted pomp and circumstance! Cad drivers wanted vinyl tops, wire wheel covers, button-tufted upholstery, and acres of simulated wood! The '86 Eldo, like the Seville, were trying to be more tailored and sophistocated and less over the top and glitzy like the previous generation Eldos made from 1979-85. The 1986 car had alloy wheels standard, less chrome, no vinyl top option on the base car, yet had real wood inside and classy understated interiors. Plus, the '86 Eldo was pretty easy to drive in town and handled better than the previous full size car. Cadillac buyers hated the 1986 model since they wanted a Cadillac and not a BMW. Plus, gas was getting cheap and big was back in style! These buyers were growing older by the minute and Cadillac gave in when the restyled 1988 Eldorado, based on the 1986-87, was quickly rushed to market with more length, more vinyl, and more wire wheel covers.

Eldorado Brougham: More sophistocated than the standard Cadillac of the day yet still a bit flashy for the truly monied buyer. The Europeans were starting to push into the ultra exclusive luxury car market in the U.S. and Cadillac needed to assert itself as the maker of a genuine "standard of the world" since the standard Cadillac models of 1957 were hardly that compared with the high quality, performance, engineering, and safety in the very expensive Mercedes and Rolls-Royce. In 1957, people with serious $$$ and taste really wanted the all out class of a Rolls-Royce or Bentley and that's what they spent their $13,000+ on back in the day. Cadillac used to make super high class cars through the 1930's (i.e. the REAL Fleetwoods), but in the 1940's and 1950's the volume went up, the exclusivity went down, and the prices were just a skosh above the more ordinary premium cars and Cadillac became the car to own if you had a little bit of money and could afford to stretch just beyond a Buick or Mercury. This strategy made Cadillac a ton of money yet, in my opinion, cheapened the prestige of the brand. The Eldorado Brougham didn't make big sales numbers and certainly didn't make profits so it's an interesting piece for a collector today yet it really didn't have much significance as a model for Cadillac then. This era was the beginning of the big slide for Cadillac as a leader in the true exclusive luxury car field.

HT engines: The HT meant "high technology" and in the day it was hated by Cadillac buyers because gas was starting to get cheap and drivers wanted to go fast and waste gas driving all over the place. Where was the big old strong iron engine like Buick and Lincoln had? Cadillac completely missed the boat with this engine.

MJDART: "As for the engines the 500 cu in that resided in my moms 76 Eldo was unmatched in torque. Then the next year she got a black Eldo Biaritz with the 425 cu in Oldsmobile engine. It was a good engine but no where near as good." - - I'm surprised no one commented on this - - the 425 Oldsmobile engine?

All part of the fun!

Keep up the good work and thanks for sharing!


01-02-06, 07:39 AM
Amazing that the output of the 5.7 L went from 157 hp then to 400 hp now!

Geat stories Ben! Tell us of the evolution of the 500cid. Starting from the bored out 472 with 400 hp in 1970 (yeah, I got one!!!) and being detuned throughout '71-'77.

01-09-06, 11:50 PM
Since ben seems to have disappeared without explanation, I guess I will continue this great thread. This weeks article is about the 1975 Seville:

Based on the rear wheel drive GM X-body platform that underpinned the Chevrolet Nova (a unibody with a bolt-on subframe - this layout was common with both GM X and F bodies), the Seville's unibody and chassis were extensively re-engineered and upgraded from that humble origin and it was awarded the unique designation of "K-body". Cadillac stylists added a crisp, angular body that set the tone for GM styling for the next decade, along with a wide-track stance that gave the car a substantial, premium appearance.

Seville engineers chose the X-body platform instead of the German Opel Diplomat in response to GM's budget restrictions - GM executives felt that rebadging a German Opel would be more costly than the corporate X-car. Another proposal during the development of the Seville was a front-wheel drive layout similar to the Cadillac Eldorado. This proposal also met with budget concerns since the transaxle used for the Eldorado was produced on a limited basis solely for E-body (Eldorado/Toronado) production.

This was the first time Cadillac based one of its vehicles on a Chevrolet model. This trend continued with the Cimarron in 1982 and is repeated more recently with the Escalade and XLR.

Introduced in mid-1975 and billed as the new "internationally-sized" Cadillac, the Seville was almost 1,000 lb (450 kg) lighter than the hulking Deville; nimble, easy to park, attractive and loaded with the full compliment of Cadillac gadgets. More expensive than every other Cadillac model at US$12,479, the Seville was a smash hit, and spawned several imitators, such as the less-than-successful Lincoln Versailles, and later the Chrysler LeBaron/Fifth Avenue.

The first Sevilles produced between April 1975 (a total of 16,355) to the close of the 1976 model year were the only Cadillacs to use the Chevrolet passenger car wheel bolt pattern (5 lugs with a 4.75 in bolt circle). At first, the Sevilles were essentially a rebodied Chevrolet Nova down to the brakes. The rear drums measured 11 in and were similar to the ones used with the Chevrolet Nova 9C1 (police option) and A-body (Chevelle, Cutlass, Regal, LeMans) intermediate station wagons. Starting with the 1977 model year, production Sevilles used the larger 5 lug - 5 inch bolt circle common to full-size Cadillacs, Buicks, Oldsmobiles, Pontiacs, and 1/2 ton Chevrolet/GMC light trucks and vans. It also received rear disc brakes, a design which would surface a year later as an option on the F-body Pontiac Trans Am.

Under the hood went an Oldsmobile-sourced 350 in³ (5.7L) V8, fitted with Bendix/Bosch electronically controlled fuel injection. This system gave the Seville smooth drivability and performance, which was lacking in most other cars of the mid-1970s. Power output was 180 hp, and performance was restrained with the 60 mph sprint taking 11.5 seconds. A diesel 350 in³(5.7 L) LF9 V8 was added in 1978, but that engine was known to be poor in both performance and reliability.

1975-1979 Engines:
1975-1979 5.7 L Oldsmobile V8
1978-1979 5.7 L LF9 Diesel V8


02-25-06, 10:55 PM
Not being able to see where to start a new thread - i expect the moderator will move this.
what is the gray stuff on the chrome at the side back of a 57 or 58 cadillac Sixty Special.
see http://img506.imageshack.us/content.php?page=done&l=img506/6799/1958cadillacsixtyspecial1tq.jpg

(It should be all one line)


04-22-06, 01:46 PM
Both my brother in law and me had our 1984's: He had the Eldorado Cream colored with the mock convertible top, I had the Seville with the Touring option in Cotillion White with Red leather interior. How much I wished I still had that car. The only regret was the horrible 4.1 engine. If some aftermarket tuner had got ahold of it, maybe it would have been better. However, both cars were stunning, when we got together at family outings everyone always gave the cars the once over look. Styling wise those were some of Cadillacs best days.

07-27-06, 11:23 PM
Of all the posts I've seen, one which has been overlooked is the one about the Cadillacs which were burdened with DYNAFLOW transmissions during the 1953 and possibly 1954 model year.

This was the result of the fire at the GM HydraMatic factory in Livonia, Michigan, a fire caused by a welder's spark that led to insurance companies telling their inspectors to look for buildings with a "Livonia Roof" since the fire spread so fast and wiped out the whole factory so quickly.

As a kid I rode in a neighbor's 1953 Fleetwood with that Dynaflow transmission and it was a weird sensation. My father had an Oldsmobile 98 and I kept waiting for the sound of the motor in that 53 Cadillac changing its note as it shifted, but that sound never changed. Odd, to say the least.

10-01-15, 06:08 AM
This is a very interesting thread. I am interested in the history of pretty much anything. I am surprised it took me so long to find the thread. I'm a bit upset it ended so abruptly.

The first offering concerning the Cimarron... I found that car to be most similar to the 4 door Citation. All the other J bodies I thought were hatchbacks. I had a Skyhawk. 2 door hatchback. Was there a 4 door model? And I loved that car too. 3.8 V6 with a 5 speed. And I gave it away... Oh well... My loss.