KevinW

A Bullet Piercing Valve costs less than $10; just make sure it's attached to the low (cold) pressure side. Heat pumps don't work well in areas that receive measurable snow accumulation.

Ice build-up that starts near the inlet of the evaporator is usually a sign of a low refrigerant charge. Most modern units won't hold the charge as long due to corrosion/manufacturing issues. If the entire evaporator develops ice evenly across the core, maybe a temperature sensor needs to be repositioned. Antique refrigerators were designed to run efficiently because the cost of electricity was high. They're much more efficient than any modern frost-free design that runs a 500+ W heater for 10-20 minutes almost every day; some even use additional heaters to evaporate the collected condensate. The main advantage of a modern design is the improved insulation materials which permit more interior volume for a given footprint.

That's a CT6 2.0E.

The primary function of a carburetor's accelerator pump is to provide transient enrichment to cover a sudden change in airflow demand; electronic controls mirror this behaviour in response to TPS rate of change. The accelerator pump shot also provides supplemental start-up enrichment (reduces cranking duration mainly below -10 C), but most of the start-up fuel comes from pull-over enrichment while the engine is cranked and the choke valve is in a fully closed position. When you see someone frantically pumping an accelerator pedal while cranking, you know they're used to dealing with a non-functioning or improperly adjusted choke. Accelerator pump shot volume is proportional to the pedal application rate and travel, so to test this, depress the accelerator pedal at an extremely slow rate, just enough to engage the choke and compare the cranking times.

The EPA ratings went from 22/25/30 to 24/28/34 MPG (US) with the new 2.0 and 10-speed automatic, which is more useful in the real world (along with improved NVH characteristics) than ~6 vs ~7 seconds 0-60 MPH.

Maybe someone remembered what happened to the ELR and convinced management that the Cadillac version needs to be released first.

It's the same around here. They're driving around with only the DRLs providing minimal forward lighting, and from the sides and rear, only the required reflectors provide any visual indication of their presence. Some manufacturers activate *only* the instrument panel lighting when it's dark, tricking many drivers into thinking their external lights are on. This is an extremely poor design decision, but I haven't come across any legal action yet.

The 7000 lb V4P package was unique to the Fleetwood. The V92 B-cars were rated at 5000 lbs.

The battery should have a year/month of manufacture somewhere; it could be over 6 years old. The degree of sulphation would depend on how well the charge level has been maintained over the years. Some battery testers report an internal resistance. This gets higher as batteries age, and limits the amount of charge that can be absorbed over a short period of time (such as during a 5 mile trip). While the capacity may be improved by leaving it connected to a constant current 1 A charger for a few nights, given the age, replacement should be considered. AGM batteries have a lower self-discharge rate and are more suitable for special interest vehicles.

In the case of a 2007 SRX V8 in Sport Mode, I seem to invoke Performance Algorithm Shifting quite frequently while merging on highways. The triggers are likely accelerator pedal movement characteristics and accelerometer data. Once PAS mode is engaged, it won't upshift even when the accelerator is released; this enables a quicker response when the driver gets back on the throttle to navigate around slower traffic or pull out of a sharp corner.

The 2017 LaCrosse has a 114.4" wheelbase, which is 3" longer than the Regal's.

Those rear side markers weren't an easy addition. I added a power driver's seat and the factory gauges to my '83 Delta 88 Royal Brougham sedan, but these were simple bolt-ons. Next on the list is a LH side mirror with thermometer (from a Ninety-Eight).

- White-walls are about 1/8" wider than OEM - Missing bodyside rub-strip mouldings - Ninety-Eight grill, badges, rear quarter extensions/panels, side marker lamps and wheel covers retrofitted on a Delta 88?

There's a degree of variability in how Cd figures are determined: http://gm-volt.com/2009/12/04/chevy-volts-coefficient-of-drag-is-0-28-beats-prius-and-insight/

Also, the statistics used to support "significantly safer" are misleading. There's not enough data to contrast with the number of fatalities per mile travelled for all other vehicles, plus the recommended use of "Autopilot" is for multi-lane, divided roadways, under ideal conditions, while the "fatality every 94 million miles" represents ALL driving conditions!

Hold Mode was introduced for the 2013 model year. I believe Mountain Mode is designed to maintain a higher average (around 40% for the first generation) battery state of charge (SOC) to deal with spirited driving up the longest and steepest inclines, so charging will only occur if this mode is engaged while the SOC is below the desired minimum. Mountain Mode may not be needed as much given the higher output of the range extender in the second generation model.

Both the power electronics and the motor require cooling, which is usually in the form of a circulated liquid. One weakness of the Tesla drive unit is that the same coolant is used for both the motor and the electronics, which means that if the motor is operated under a high duty cycle, the electronics may be damaged if the output is not reduced. The Volt uses separate cooling loops since each system has a difference thermal tolerance and inertia.

There was a tweet somewhere that it would be 8" longer than the CTS, which would place its length about a half inch shy of the Avenir's.

#1 - Factory A/C was a limited option for the 1941 Cadillac. It was once again available for the 1953 model year.

Why was the average mileage only 12.9 MPG? This suggests it was operated near top speed for most of the test; the energy loss breakdown would be much different for a vehicle in normal use.

Something in this spy photo caught my eye - Does the angle of the rear wheel (relative to the plane defined by the rocker panel and window sills) while the steering is close to full lock confirm the CT6 will offer QuadraSteer (or whatever the marketing folks name it this time)?! http://i.kinja-img.com/gawker-media/image/upload/s--OxXstAGU--/c_fit,fl_progressive,q_80,w_636/yabc2bhfcwpdba4bw8gt.jpg

I saw "75 EV miles" on another site, but this wouldn't be consistent with 70 MPGe. Is it possible this was a misinterpretation of a Tweet that suggested the ability of operating at speeds of up to 75 MPH on electrical power alone?

I'd prefer one of these with a hood ornament, and possibly 50/50 d'Elegance seating. http://ontario.kijiji.ca/c-buy-and-sell-art-collectibles-caddy-desk-W0QQAdIdZ470825464

The lower appearance may be due to the lack of visible light under the vehicle due to the flat floor. In most cases, that specification represents the minimum ground clearance, measured at a specific area of the undercarriage, like a subframe crossmember. A large, flat area with 6" of clearance would seem to be much more susceptible to damage from road debris. There's a reason the Volt battery is centrally mounted, protected by 3 layers of steel, and sits more than 6" from the ground.

How do those fancy dials and pushbuttons work after the battery goes flat?