Monday, 21 January 2019

It's Costing GM $175 Million To Build Two New Cadillac Sedans

Is this a smart move given the slowdown in sedan sales?

We recently confirmed the Cadillac ATS sedan (and ATS-V sedan) will be discontinued after the current model year. The coupe version will live on at least through 2019. At the same time, the Cadillac CTS and XTS, more notably the latter, are quickly being outflanked by the competition. On top of that, luxury and mainstream sedan sales in general are down across the industry, thanks to the rise of crossover popularity. So what’s Cadillac going to do? Replace three sedans with two.

Automotive News is reporting that GM is investing $175 million in its Lansing Grand River Assembly Plant in Michigan to get it ready to build those two upcoming models, slated to be called the CT4 and CT5. At the moment, this production plant builds the ATS, CTS and the Chevrolet Camaro. According to the report, the plant’s retooling is already underway with new machinery and equipment being installed. CT5 production will supposedly begin sometime in 2019 and the CT4 will follow shortly. We were told by Cadillac at Detroit last January that the show would be its last quiet one for a while, clearly indicating a lot of new product would soon debut.

That began to happen in New York the following March with the launch of the XT4 crossover. Chances are, the CT5 and, perhaps the CT4 as well, will be unveiled at Detroit in 2019. If you recall, GM recently fired Cadillac president and CEO Johan de Nysschen, who led the luxury brand’s product renaissance. The plan is to launch a new vehicle every six months on average through 2021. Fortunately, Cadillac’s global sales, thanks to China, are on the rise. Having two new competitive crossovers will only further contribute to this upswing and, hopefully, simplifying the sedan lineup will also show results.

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 768

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 768



- Open circuit/short circuit to B+



- Starter relay Faulty



Fault effects



- Starter does not rotate



P3081



P3081



Diagnosis information - Control unit DME (DFI)



Coolant temperature Engine implausible



Diagnostic conditions



- Intake air temperature at Engine start < 70 锟斤拷C (锟斤拷F) or Coolant temperature at Engine start < 70 锟斤拷C (锟斤拷F) (See [Information 1])



- Engine running > 3 Minute(s) (without Overrun phase(s))



- none of the following faults stored: Coolant temperature sensor or Intake air temperature sensor



Possible fault causes



- Seal in the Thermostat housing Faulty



- Thermostat housing Faulty



- Thermostat Faulty



- Air in the Cooling system



Fault setting condition(s)



- Coolant temperature Engine < 70 锟斤拷C (158 锟斤拷F), at:



- Diagnosis end (See [Information 2])



Fault effects



- Engine temperature = temperature model (as substitute value for Coolant temperature Engine)



- The fault can be healed only if the thermostat has been tested and found to be OK.



INFORMATION



1. Diagnosis starts under the following conditions: :



- if the system was free of faults before



- Coolant temperature Engine at Engine start < 70 锟斤拷C (锟斤拷F)



- if fault has been previously detected in the system



- Intake air temperature at Engine start < 70 锟斤拷C (锟斤拷F) (Substitute value Engine temperature only for Engine start)



2. Diagnostics is ended,



- to > 3 Minute(s) Engine running (calculated without Overrun phase(s)), and if:



- the calculated temperature model reaches 70 锟斤拷C (158 锟斤拷F) before the measured coolant temperature has reached 70 锟斤拷C (158 锟斤拷F) (fault



entry),



or



- the measured coolant temperature reaches 70 锟斤拷C (158 锟斤拷F) before the calculated temperature model has reached 70 锟斤拷C (158 锟斤拷F) (NO



fault entry).



P3082



P3082



Diagnosis information - Control unit DME (DFI)



Coolant temperature Engine stuck (stuck)



Diagnostic conditions



- Time since Ignition off > 6 hour(s)



- Intake air temperature at Engine start < 45 锟斤拷C (锟斤拷F)



- Intake air temperature at Engine start = Ambient temperature +/- 20 锟斤拷C (锟斤拷F)



- Engine running > 30 Second(s)



Possible fault causes



- Switch-off time defective = Gateway control module Faulty (See [Information 1])



- 3/2-way directional-control valve Faulty, at:



- Original Auxiliary heater



- Loose contact or corrosion on connectors or lines



- Coolant temperature sensor Engine Faulty



- Influence by engine-block heater



Fault setting condition(s)

Watch A 800-HP Cadillac Escalade Challenge A Camaro ZL1 1LE

Obviously, this wasn’t a stock Cadillac Escalade.

Hennessey Performance has a reputation for making ridiculously fast cars go even faster. We recently witnessed the 1,000-hp Camaro ZL1 Exorcist hit a top speed of 217 mph, beating the Corvette’s claimed 213 mph top speed. But what happens when you pit a stock Camaro ZL1 against a Cadillac Escalade SUV tuned by Hennessey in a drag race? The Texas-based tuner offers a HPE800 package, which transforms the Escalade into a supercar-beating SUV with a hefty 805 horsepower on tap, doubling the power available in the stock Escalade.

This is achieved by attaching a high-flow 2.9L supercharger to the 6.2-liter V8 engine, among other upgrades. As a result, the Hennessey Escalade can hit 0-62 mph in 3.7 seconds and cover the quarter-mile in 11.7 seconds at 116 mph. What better way to showcase the benefits of Hennessey’s Escalade tuning package?

By pitting the souped-up SUV against an established American muscle car, of course. For this duel, Hennessey selected a stock Camaro ZL1, which is powered by a 650-hp supercharged 6.2-liter LT4 V8 engine mated to a six-speed manual transmission. Its Active Rev Match sends power to the rear wheels, so the Camaro is at a disadvantage since the Escalade features an all-wheel drive system. That said, while the modified Escalade is more powerful, the Camaro is much lighter, which makes for a compelling drag race. We won’t spoil the outcome, so you’ll have to watch this unique drag duel to find out which car was victorious.

Trust us, it’s an entertaining watch – just watch the Escalade’s front end come close to performing a wheelie. That’s something you don’t see every day.

Sunday, 20 January 2019

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 537

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 537



- Ignition on



- The following fault is not detected: P1831



- The following fault is not detected: P1839



Possible fault causes



- Line between pressure regulator 3 and PDK control unit, short circuit to ground



- Pressure regulator 3 faulty



- PDK control unit faulty



Fault setting conditions



- Internal current measurement, actuator solenoid R/P: current consumption = 0 mA



- Pressure regulator 3, internally measured control current = 0 mA



- Pressure regulator 3, measured voltage = 0 V



Fault effects



- Power supply switch-off for pressure regulator



- Pressure regulator clutch 2, switch-off



- Pressure regulator for lubrication pressure, switch-off



- Engaged gear is held until vehicle stops.



- Moving off possible only in 3rd gear



- Transmission limp-home indication in instrument cluster control unit



Pressure Regulator 3 (Lubrication Pressure/Cooling Pressure), Short Circuit To B+



P0970



Diagnosis information - PDK



Pressure regulator 3 (lubrication pressure/cooling pressure), short circuit to B+



Diagnostic conditions



The control unit initially tests internal function sequences when the ignition is switched on (terminal 15). If they are OK, all diagnosable outputs are



then tested and any faults are stored.



- Ignition on



- The following fault is not detected: P1831



- The following fault is not detected: P1839



Possible fault causes



- Line between pressure regulator 3 and PDK control unit, short circuit to B+



- Pressure regulator 3 faulty



- PDK control unit faulty



Fault setting conditions



- Internal current measurement, actuator solenoid R/P: current consumption = 0 mA



- Pressure regulator 3, control current > 850 mA



Fault effects



- Pressure regulator for lubrication pressure, switch-off



- Transmission limp-home indication in instrument cluster control unit



Pressure Regulator 3 (Lubrication Pressure/Cooling Pressure), Open Circuit



P0970



Diagnosis information - PDK



Pressure regulator 3 (lubrication pressure/cooling pressure), open circuit



Diagnostic conditions



The control unit initially tests internal function sequences when the ignition is switched on (terminal 15). If they are OK, all diagnosable outputs are



then tested and any faults are stored.



- Ignition on



- The following fault is not detected: P1831



- The following fault is not detected: P1839



- Pressure regulator 3 active



Fault setting conditions



- Internal current measurement, pressure regulator 3: current consumption = 0 mA

Cadillac Goes Trademark Crazy, Are New Models On The Way?

This could be the start of a Cadillac product onslaught.

We have known for a while now that Cadillac was set to change its naming scheme, with 'CT' models to signify cars and 'XT' models to denote SUVs. Right now Cadillac's lineup is split between older models like the ATS and CTS and newer models like the CT6. The company has already replaced the SRX with the newly named XT5 and introduced a smaller XT4 to compete against models like the Audi Q3, BMW X3, and Mercedes GLA. Cadillac is far from finished with adding new models, however, as GM Inside News reports that the company is preparing a trademark spree.

Cadillac has already reserved the rights of CT2 through CT8 as well as XT2 through XT8. Of course, Cadillac may not necessarily use all of these names, but it prevents other automakers from having them. BMW similarly applied for patents for a range of M names and i models ranging from i1 up to i9. We know that a CT5 model is set to replace the ATS and it has been hinted that an XT6 will be introduced above the XT5. There have also been rumors of a Cadillac halo model, which could use the CT7 or CT8 name.

Among all of the possible new models, we are really hoping for a two-door luxury flagship powered by Cadillac's new 4.2-liter twin-turbo V8 that was first introduced in the CT6 V-Sport. Cadillac has been on a roll building stunning concept cars, now all that's left is for the company to put one of them into production. This patent filing opens up Cadillac to produce a ton of new products that could help the brand compete in many more segments.

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 40

2010 Porsche Panamera Turbo (970) V8-4.8L Turbo A L L Diagnostic Trouble Codes ( DTC ): P Code Charts Page 40



P17A5



Diagnosis information - PDK



Pressure regulator 5 (synchro selection gear: 6, R, 3, 5), short circuit to ground



Diagnostic conditions



The control unit initially tests internal function sequences when the ignition is switched on (terminal 15). If they are OK, all diagnosable outputs are



then tested and any faults are stored.



- Ignition on



- The following fault is not detected: P1832



- The following fault is not detected: P183A



Possible fault causes



- Line between pressure regulator 5 and PDK control unit, short circuit to ground



- Pressure regulator 5 faulty



- PDK control unit faulty



Fault setting conditions



- Internal current measurement, actuator solenoid R/P: current consumption = 0 mA



- Pressure regulator 5, internally measured control current = 0 mA



- Pressure regulator 5, measured voltage = 0 V



Fault effects



- Power supply switch-off for pressure regulators 4 to 6



- Power supply switch-off for solenoid valves 1 and 2



- Pressure regulator 4 switch-off



- Pressure regulator 5 switch-off



- Pressure regulator 6 switch-off



- Solenoid valve 1 switch-off



- Solenoid valve 2 switch-off



- Engaged gear is held until vehicle stops.



- Moving off possible in all gears



- Transmission limp-home indication in instrument cluster control unit



Diagnosis Information - PDK (Dual-Clutch Transmission)



P17A5



Diagnosis information - PDK



Electrical pressure adjuster 5, shunt



Diagnostic conditions



The control unit initially tests internal function sequences when the ignition is switched on (terminal 15). If they are OK, all diagnosable outputs are



then tested and any faults are stored.



- Ignition on



- The following fault is not detected: P1832



- The following fault is not detected: P183A



- The following fault is not detected: P1842



Possible fault causes



- Shunt circuit in line between pressure regulator 5 and PDK control unit



- Pressure regulator 5 faulty



- PDK control unit faulty



Fault setting conditions



- Actual pressure regulator current > setpoint current (maximum deviation = 35 mA)



Fault effects



- Power supply switch-off, pressure regulator for system pressure and synchro selection



- Power supply switch-off, solenoid valves



- Pressure regulator for system pressure and synchro selection, switch-off



- Solenoid valves switch-off



- Last gear held



- Transmission limp-home indication in instrument cluster control unit



Pressure Regulator 6 (Synchro Selection Gear: 4, 2, 1, 7), Short Circuit To B+

Blame Child Seats For Recall Of Nearly 22,000 Cadillac CT6 Sedans

More specifically, the issue at hand is child seat installation.

Millions of drivers require the use of child safety seats for obvious reasons. It’s been a federal requirement for years for all new vehicles in the US to meet very specific standards in this realm. So when there’s a problem relating to anything child safety seat related, a recall is likely in order. That’s exactly the case regarding approximately 22,000 2016-2018 Cadillac CT6 sedans.

The National Highway Transportation Safety Agency (NHTSA) has issued a recall for those vehicles because the inboard child seat anchorage bars may have had excess structural adhesive applied during assembly, which can not only interfere with the installation of a child seat, but also increase the risk of injury.

The fix is actually rather simple. Cadillac dealership technicians will inspect the CT6 sedans in question, remove any excess adhesive, and then apply anti-corrosion prime to the inboard child seat anchorage bars. The work, as always for any recall, will be free of charge. General Motors has not yet announced an owner-notification schedule, but CT6 owners can still call Cadillac itself and/or visit the NHTSA’s website to check whether their vehicles VIN is included in the recall. As of this writing, no injuries or fatalities have been reported, though we kind of see the latter as extremely unlikely.

The Cadillac CT6 has been a success so far for the brand, but perhaps not quite at the level executives were once hoping for given the rapid rise in popularity of crossovers. In 2016 and 2017, CT6 sales reached 9,169 and 10,542 units, respectively. It should be further noted sales didn’t even begin until March 2016. For the first three months of this year, sales have slightly increased compared to the same period in 2017.