1976 Cadillac Deville - Excellent Condition on 2040-cars

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Junkyard Gem: 1981 Cadillac Eldorado with V8-6-4 engine

Skyrocketing fuel prices caused by geopolitical events in 1973 and 1979 led to gas lines, federal fuel economy requirements, and an increasing reluctance on the part of American car shoppers to buy big, thirsty Detroit luxury machines. General Motors had pulled off some amazing technological feats in the past — the small-block Chevrolet V8 engine and Hydramatic transmission being two extraordinarily successful ones — and so Cadillac's bosses figured that a combination of computer wizardry and clever mechanical engineering would give the 368-cubic-inch Cadillac V8 a cylinder-deactivation system and resulting superior fuel economy. Here's a very rare example of one of those 1981 Cadillacs, found in a California self-service wrecking yard. The idea behind the V8-6-4 was that computer-controlled solenoids would physically disengage the rocker arms for one or two cylinders on each engine bank under low-load conditions, converting the engine from a 368-cube V8 to a 276ci V6 or 184ci V4 (that's 6.0, 4.5 or 3.0 liters, respectively, for the metric-system aficionados among us). This sort of variable-displacement magic is commonplace today, but it was science-fiction stuff in 1981. An "MPG Sentinel" display on the dash would let the driver know how many cylinders were active at the moment, and the car would get Chevy Citation fuel economy with Cadillac luxury. The V8-6-4 was the standard engine in all 1981 Cadillacs (except for the Seville, which had the troubled Oldsmobile diesel engine as the base powerplant and the V8-6-4 as an option). Unfortunately, the V8-6-4 worked about as well as the Oldsmobile diesel: very poorly. Within a few years, most owners of these engines had disconnected the rocker-deactivation solenoids and just drove their cars as regular full-time V8s. This one has the snazzy "Cabriolet Roof Treatment" option, which boasted "textured elk grain" vinyl and could be had in one of 17 available colors. Front-wheel drive gave the early-1980s Eldorado plenty of interior space, despite its more proletarian Olds Toronado origins, and these velour-covered seats made for very comfortable road trips. The price tag started at $17,550, or about $51,650 in 2019 dollars. The 1981 Imperial went for $18,311, and that car was based on the same platform as the lowly Plymouth Volare. Meanwhile, A BMW 733i cost $28,945 and a new Toyota Cressida a mere $11,599. The 1981 Cadillacs were just a little too much ahead of their time, it turned out.

Cadillac XT5 caught uncovered during photo shoot

It's only been a few weeks since Cadillac announced that its replacement for the SRX, the new XT5, is on its way. Now, we have images of it out in the open and completely free of camouflage. Obtained by a reader at Jalopnik's Opposite Lock forum, the Caddy was spotted during what user Saw930 believes was a photo shoot in New York's trendy SoHo neighborhood. There's only a pair of images, from the front and rear three-quarters, but it's enough to give us a very thorough overview of the exterior styling on the new CUV. In short, the design language that has been seen on Escalade, CTS, and upcoming CT6 has indeed made its way to the SRX replacement. The broad, egg-crate grille is perhaps the cleanest iteration of Caddy's latest styling, while the CT6-inspired headlights look sharp, as well. Expect a similar headlight pattern to the CTS, with strong LED character accents on the outside of the headlights that integrate seamlessly with the lower DRLs. In back, the taillights curve over the rear haunches and blend into an extremely strong shoulder line. It's a dynamic and aggressive piece of design that we'll need to see in person before signing off on. The rear bumper, meanwhile, is a nicely styled piece, complete with twin, integrated, rectangular tailpipes that flank a piece of (probably faux) skid plating. There's a similar off-road treatment in the front bumper, as well. While we wait for scour for more news on the XT5, have a look at the two images Saw930 captured and posted at Oppo and let us know what you think in Comments.

Cadillac is returning to endurance racing with a new prototype in 2017

In two months, Cadillac will return to top-tier endurance racing with its all-new Daytona Prototype International racecar after 14 years away. The car, which adheres to IMSA's new DPi regulations, looks as long, low, and Cadillac-like as anyone could have hoped. It's set to debut at the Rolex 24 at Daytona and will compete head to head with the likes of Mazda and Nissan in what is shaping up to be one of the most diverse and exciting forms of American motor racing in years. The new car will be run by Wayne Taylor Racing, the team that previously fielded the Corvette Daytona Prototype. Wayne Taylor himself has won the 24 Hours of Daytona twice, in 1996 and 2005. He now manages the team and leaves the driving duties to his two sons, Ricky and Jordan. They'll be joined in the cockpit by Max Angelelli, Wayne Taylor's teammate in 2002 at Cadillac's last unsuccessful attempt at endurance racing. To understand Cadillac's new car, officially called the DPi-V.R., you need to understand IMSA's DPi category. Basically, manufacturers are allowed to base their car on one of four chassis that follow the FIA LMP2 regulations. The chassis come from either Dallara, Onroak Automotive, ORECA or Riley/Multimatic. Cadillac will base their car on the Dallara platform. The DPi regulation differ from the LMP2 in two major ways: non-standardized engines and the ability to change certain parts of the bodywork. The DPi regulations are intended to give the variety of the top-tier LMP1 cars at a fraction of the cost. When it came to choosing an engine, Cadillac wanted to power the new car with something kinda sorta production based. The new car will use a naturally aspirated 6.2-liter pushrod V8 that shares some base architecture with the engine in the current CTS-V. While the power output hasn't been announced, expect about 600 horsepower. While that's down compared to the CTS-V, there is far less mass to move around as the Dallara chassis is a svelte 2,050 lbs. Since all the teams will be running different engine configurations, expect restrictors of some sort to help balance the power disparity. The parts of the body work that can be modified - The nose, sidepods, rear wheel arches and rear valance - have all been designed to mimic Cadillac roadcar design elements. Even the wheels look like they were pulled straight from the CTS-V. The front splitter, the floor, and the diffuser are common elements shared with other DPi cars.