El Kabong

In situations where you are doing a lot of long hauls a diesel makes perfect sense. As hybrids and electrics gain more battery range they probably make more sense for many short runs or urban areas. But diesel tech is too good these days to overlook completely.

Sounds like an area that needs to be addressed fer sure. Certainly another sign that Cadillac is serious about becoming more of a premium brand.

If a forum mod bans everyone they don't like from a forum, will it still take seventeen attempts to post in there? :D

...you really don't think that ignoring my comments makes them go away, do you?

On the contrary. Because most V6 engines are 60 degrees, the heads tend to ride high anyways. Adding DOHC heads just exaberates the issue, to say nothing of upping the centre of gravity.

Then throw it in an Alpha-bodied Buick coupe and call it a GNX. Somewhere right now Bob Lutz is getting a burning sensation in his ears.

Not if there is no more room to upsize. In sedans, 3.6/3.7/3.8 seems to be the upper limit for DOHC engines. We're not talking about race cars here. We're talking about the every day cars that people drive.... the Ford Fusions, the Jeep Cherokees, the Honda Civics. All of the cars that rarely crest 4,500 rpm on any given day. Cars that are being sold with 250hp in big numbers and @ 6500rpm in tiny print at the bottom. It's the Honda Civics that you have to wind up to get them to go. Everyone (except race car drivers, which we aren't talking about anyway) would do better with engines that made their torque at low RPM. If that wasn't the case, Ecoboost wouldn't have a reason to exist. Indeed. And even with Honda the message is sinking in. The Euro-Spec Civic now offers turbocharging in its top offering. VTEC just kicked out yo. Torque is where it's at, and pushrods are a great way to get it.

Dude, STFU!!!You contribute nothing but anger and trolling and NPR. Let the big boys talk about this classic engine discussion please. Drew is trying to reason with you. Everyone who is reading this knows it's you who's not getting it. Seriously. You have made an absolute travesty of yourself today. Stop with the self-inflicted damage.

Drew... you're wasting your time. Really. He's explicitly said that he's here for PR. It's sad, but it is what it is.

You may be thinking of the 3800 as an old design. The 3500/3900 were not and they didn't have NVH issues like was said about the 3800. The 3800 was a 90 degree V6 and always had a bit of a balance issue. The 3500/3900 were new 60 degree V6es with variable valve timing, variable intake manifold runners, variable displacement (Impala only) Having owned a 3500 in my G6 and helped bolt a goodly number of 3800s and 3900s in Impalas, there was still enough of the old 2.8 in there to make me nervous. Despite the NVH issues apparent in a 90-degree V6, I still preferred the old 3.8. Ultimately, the clean-sheet 3.6 was the better way to go, but primarily because it was a clean sheet, not necessarily because of the valvetrain.

If usable power is a subjective measure, then why the concern over hp/L, which is objective?

an additional thing to consider in the pushrod debate is the age of the pushrod designs in question. In GM's case their pushrod V6 engines are very old designs, and they certainly didn't have development cash spent on them like the smallblock did (with the possible exception of the current EcoTec3 4.3). Doubtless a stricter NVH regimen would produce a more refined cam-in-block design. For passenger vehicles, external displacement trumps internal displacement, especially for packaging purposes. The LT4 is essentially a 650hp cube. Short of a battery pack it's about as user-friendly a shape as you can give a designer or engineer to plunk in a vehicle. And yes: PR fluff can be evil.

Lack of cash for product development is THE issue for Sergio, fer sure. He's shopping around for a suitor for a reason. But again: looking at this lineup RIGHT NOW, I fail to see any gaping holes beyond the lack of presence in the small-car segment. It's not realistic to think the 200 will displace the Camry. Jeep is doing fine in the SUV segment. Ram is maxed out on production capacity. The only risk I see is the development of the Giulia platform becoming unduly costly. And even then I look at what GM is about to do with the Alpha and consider the risk to be worth the reward. Better to have a new Challenger on an upmarket platform than an Alfa on a downmarket one. In fact, the fact that the LX is still around is kinda the original proof of concept. Granted, it has evolved beyond recognition from the old E-Class frame from whence it sprung. But the Benz engineering that went into it originally has surely helped it remain viable as a mainstream platform even a decade or two later. By way of contrast, what would happen if you dropped 700hp in a W-body?

Yup. Superior engineering. It's little wonder GM is riding high in Detroit these days.

I already posted my thoughts on he issue. I cannot help it you lack the cojones to respond to them.

The business case is doubtless sound. GM didn't get to be Detroit's largest automaker for nothing.

Any thoughts on the subject matter, by the font police? Did not think so. No, Drew is doing a great job. Im just reading this because it's entertaining, not a clandestine PR war. Sorry to burst you bubble on that and all

Nice font doesn't improve your argument.

Cubicle hell?

Oh, definitely. I think GM will make serious hay with this thing.

Uh... Ram's take rate for their less-advanced half-ton diesel remains about one in six. I'm sorry that diesel doesn't fit your PR agenda. Nevertheless, it is a viable option that GM and Mopar see fit to capitalize on. And capitalize they will.

The Patriot and Compass were not disasters of Sergio's making, as you have noted. They will continue to be de-emphasized as the Renegade and Cherokee find traction in the market. The Cherokee has already been a great success. The Renegade is a bit whimsical for a Jeep. But having seen a few around these parts I'll say that it looks much more rugged than a Trax or an Encore. I suspect it will be fine. The Dart was a nice first crack, but the 200 is showing the way forward. I expect a heavy revision in the not-so-distant future. Certainly not a Fiat version though-they need mainstream sales, and they're not going to do that with Fiat in NA. The Fiata will be a fun niche product. It makes little sense to say the LX cars are too heavy and then dismiss Sergio's emphasis on Alfa Romeo. The new Alfa will provide the new RWD platform-it has to. If it doesn't then yes, they deserve to fail. In the meantime, the LX cars continue to sell. Mopar is a mixed bag. But I'm a bit more optimistic about the whole thing.

Sales numbers in certain segments where torque is of utmost importance would not tend to back up your claim. The demands of customers are not always objective and in many cases where they are, the objectivity tends to be in unexpected areas, and thus manifest itself in unexpected ways. If life were always a racing grid, then most road cars would be endurance racers. Today, the most successful of those offer big torque, often through hybrid or diesel power. Even Formula 1 racers are (high-strung, granted) hybrids these days. So even for the enthusiast, torque typically looms large in their preferences. Hence, the popularity of GM and Mopar V8 engines.

It would appear, then, that the Lexus buyer regards their car merely as a fancy Toyota. The Buick buyer appears to see their brand as an entity into itself-above Chevy, possibly on their way to Cadillac. Alfred Sloan would be proud.

Indeed. Just did a 2,000km-range run in the Ram. Through mountains, cities, and highways, it averaged 25.6mpg.