Edmunds dealer partner, Bayway Leasing, is now offering transparent lease deals via these forums. Click here to see the latest vehicles!
Options
Popular New Cars
Popular Used Sedans
Popular Used SUVs
Popular Used Pickup Trucks
Popular Used Hatchbacks
Popular Used Minivans
Popular Used Coupes
Popular Used Wagons
Comments
I have other comments, but will save them for other messages.
The new hemi is not based on the old one. Sure they are using a hemi head, but the design is all new. OHC designs existed long before GM worked on the northstar. One thing that the northstar had was coolant loss protection, which was a first I think. The Corvette's engine is new, it is not related to the 50's 265. The 3800 has been re-engineered a number of times, with the 91 & 95 redo's resulting in a very high tech cast iron V6.
And, I believe the DTS has 4 way lumbar supports for driver and passenger...
And, having no bearing whatsoever, the DTS can be equipped with midnight blue leather...
Any comments, pro or con, on a 2004/2005 used DTS...any major problems crop up that Caddy refused to repair or deal with???...is the leather good quality or is it cheap???...what should a used DTS sell for, assuming no more than 20-30K miles???
To those who own one, would you buy it again, assuming you could afford the new, redesigned 2006 DTS???
Or should I just wait a year until the 2006 DTS is now used, and save $$$... :shades:
with the V6, 214 HWP. I wouldn't mind owning a 300 C for a second car but at least for now Cadillac is number one with me. Am also considering a 1998 or 1999
Concours for a second car. I liked the body style for cars of those model years.
The Northstar is of the previous generation but having owned a 98 Deville in the past haven't found enough difference to let the first generation issue be a major factor.
P.S. As for OHC designs existing before GM did the Northstar, It was Lee Ioccoca that started development of hi-po ohc motors during his days at GM.
Scroll down to modern hemi - you will see that this engine really is not a hemi at all, thus what I said above is true, an all new design.
chevy small block gen II: http://en.wikipedia.org/wiki/GM_LT_engine
genIII: http://en.wikipedia.org/wiki/GM_LS_engine
Both the gen II and III are all new designs as I read it.
Cadillac's northstar was also re-engineered for the 2000 model year, making the pre-2000 engine different than the post-2000 engine. The RWD VVT northstar is also a new engine, a different design than the FWD version, with a different cooling system.
My 97 Deville will easily get 25mpg on the highway. I've seen as high as 28.5 and 27.5mpg - 70 or 75mph.
Aren't you an attorney? Since when does an attorney not be 'in a financial position' to buy a new car? Is the economy that bad?
The 3.4L DOHC was not a brand new design.
2014 Malibu 2LT, 2015 Cruze 2LT,
NY are priced at $25,xxx. Forget the "certified"........Costs $$$$ more.
A quick web search finds Black Cadillac in Pa. that sells genuine GMPP
warranties VERY reasonable. They can be bought up to the end of the
mfr.s factory warranty. (If your gonna keep the car)
http://en.wikipedia.org/wiki/GM_60-Degree_V6_engine
If you bother to read thru it you will find that the 3.1 is a second generation of the 2.8, and while I would say that makes it a new engine, it is an evolutionary design, not revolutionary.
The V6 that was used in Jeeps was the Buick 3800, which was sold to Jeep in the 60's. This web page supports that notion of mine:
http://en.wikipedia.org/wiki/GM_3800_engine
After the 1973 fuel crisis, GM bought back the tooling for the V6 from what was then American Motors, who had aquired Jeep. They put it into production for the 1975 model year, increasing the bore to match that of the 350 cubic inch Buick V8, making the V6 a 231 cubic inch V6. The pistons from the V8 would fit the V6 saving vast sums of money on production costs. For the 1978 model year, the crankshaft was redesigned to make the V6 an even firing engine, making it into a much smoother running engine. This is the end of my book of course, but does not contradict the website given above.
I think that this book was fairly well researched. I have published a number of papers in refereed journals so I am aware of what it takes to publish something. However, I will admit that I am not an expert on automotive design. All I really know is what I read. But I have two sources of information that say you are wrong. This is not to say that the Chevy engine was not used in the time period that you are talking about.
Prior to World War Two, Stutz and Duesenberg offered some DOHC engines. My point was that overhead camshafts are not some new design. In the last 25 years the primary advance has been digital computers controlling the engine. Before about 1980, most electronic fuel injection systems were run by analog computers. The microprocessor became available in the 70's, making digital fuel injection systems possible. This has been the really big advance, making variable valve timing possible too. A full blown variable valve timing requires a double camshaft, which is why the DOHC is an excellent device for this purpose. However, GM has found the varing both intake and exhaust valves together, results in 80% of the full effect, so VVT on pushrod engines is possible.
Consider the 3.9 liter V6 in the Impala and the 3.6 DOHC V6 found in the LaCrosse. The 3.9 has 242 lb-ft of torque and 242 hp, while the 3.6 has 240 hp, but only 225 lb-ft of torque. The 3.9 VVT pushrod is doing very well I think.
The 3.6L V6 that serves in the CTS and STS makes 255hp. In the SRX, 260hp. So in the Lacrosse, Buick detuned the engine. It has nothing to do with VVT.
P.S. I do remember the Quad 4. I would agree with a lot of gearheads that it was a horrid piece of machinery. And as for the person that didn't know that they had coolant loss, they either had driven over the maximum 50 miles or they just didn't pay attention to the various warnings that Northstar-equipped cars gives to the owner. It must of been some other on-going problem with the engine if over-heating didn't cause the engine problem as it would take heat to warp the heads or cause internal damage
Let's get back to the DeVille here - thanks.
By full effect of VVT, I mean that the intake and exhaust valves can be varied independently of each other, which requires that the intake valves are run by one cam and the exhaust valves by the other. The CTS's V6 has a variable intake manifold while the LaCrosses does not.
with a hybrid component. I'm sure some will say it can't be done or it isn't practical
but we might still be riding in horse drawn carriages with that attitude. Many of us get close to 30 MPG with the present Northstar, there's no reason not to believe that we could get over 40 MPG with a Northstar hybrid. I hope the American auto
industry doesn't let the Japanese win again by failing to innovate with new and improved fuel efficiency. Cadillac has been an innovator in the past and hope they will again innovate in the large car fuel ecomony area.
The 'start cold', 'no start hot' is a symptom of FPR leaking. About $65 part....
2001 Caddys were the one with crank sensor problems. Maybe also 2000's????
check the FPR yourself....................
Easy to do.........Locate FPR.......Turn key to run position (DO NOT start),
Pull rubber nipple off FPR.............If wet....BAD FPR !!!!!!!!!
Then off to check for bad injector isd next step !
does not have one...............My 01 did...........haven't looked for one in
my 03 Caddy tho.
Pretty sure the filter box is still there and one can be installed
near the windshield. I took the plastic cover off today but the filter would not come out easily. I did not use to much force so as not to damage. I used a shop vac. over the top to get what dust I could reach and than took a very slightly moistened sponge and lightly passed it over the filter. Think I got some of the dirt but would feel much better if I could get the filter out and give a through vacuuming.