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...
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 V6 in the Olds Intrigue. 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:
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 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:
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:
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. Applications:
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, 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.
Automobile(s): 1979 Cadillac Sedan deVille d'Elegance
Re: Cadillac History
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?
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 5.7 L Oldsmobile V8
1978-1979 5.7 L LF9 Diesel V8
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.
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.