scatillac

iTrader: (12)

It's not that the LS2 is any better stock, it's just a better platform for the heavier mods or stepping up displacement.

For the folks who did not buy their LS6 V new, GM had an "informational" letter explaining the new V customers the idle characteristics of the LS6 and some of the drivetrain idiosyncrasies of the V. This was done to placate the "traditional" (read: lower testosterone level) Caddy customers who may have purchased a V.

My personal belief is that the smoother idle of the LS2 was what led to it's choice as the V's next motor.

With that said, if GM had elected to incorporate the LS6 cam, lighter valves and intake manifold in the LS2 package, it could have been a different story with regards to performance.

My truck's motor is basically a 6.0L LS6, having the complete heads, cam and intake manifold from an '04 V's warrantied (seriously dead) LS6. The package is quite stout and works exceptionally well when combined with the MM6 (2.66 low) 6-speed, for which GM engineers originally designed the LS6.

If I had thought that an LS2 would have been a better motor, I'd have used that configuration instead.

nikon

iTrader: (2)

^^ i will admit I love the shake at idle...and then the questions that arise from my passengers it just lets you know there's something under there

whisler151

If you like shake at idle, come sit in my V.

nikon

iTrader: (2)

showoff

I still have warranty till 2012 or 100k...im only at 50k so no cam for me

SilveradoSS500

I'm curious to hear what you read about the Idle characteristics?

I was told or read that it was set at 800RPMS because it was targeted for an "older" man, aka the caddy client.

So it would easier to get off the line, it doesn't even stall....

SkullV

iTrader: (11)

Subject: CTS-V Unique Features Not Common with Other Cadillac Vehicles
Message #: CAS20040022
Corporate Bulletin Number 04-00-89-027 is currently available in SI.


CTS-V Unique Features Not Common with Other Cadillac Vehicles

Models: 2004–2005 Cadillac CTS-V

This bulletin is intended to inform dealers of some of the unique features and functions of this model.

Stiff Ride

Important: Ensure that the tire pressure is at 30 psi (210 kPa) for both front and rear tires.

The CTS-V has a noticeably stiffer suspension than the CTS. This may not bother the performance car enthusiast, but Cadillac loyalist and those with traditional Cadillac expectations may not find this feature appealing.

Rear Axle Hop

The independent 5-link rear suspension on the CTS-V is designed to keep the tires and wheels stuck to the road. However, in extreme loss of drive wheel traction or abusive applications of power, if the throttle is not reduced, the effects of the suspension's design to keep the tire firmly against the road surface will result in a noticeable, abrupt wheel/axle hop.

Handling in Snow

The CTS-V is equipped with P245/45WR18 Extended Mobility Tires (EMT, or run-flat). These are Goodyear F1 Supercar performance-oriented tires and provide the ultimate handling for the combination street and track environment. They are not, however, all-season tires and will not give optimum performance in mud or snow. If the CTS-V is to be driven in areas that regularly experience adverse winter conditions, snow tires of the same size on all four wheels should be considered. Never exceed the speed rating for your selected tire. Winter tires will be available in the future.

Brake Dust

Brembo high performance brake systems are on all four corners of the CTS-V. A key requirement of a high performance lining is to dissipate heat from the braking system, thus resisting fade, cooling rotors and preventing brake fluid boil. A by-product of this heat dissipation, though, is brake dust. Brake dust accumulation on wheel faces is normal and common with high performance linings.

Critical Tire Pressure Monitor

Tire pressure monitor systems are emerging on many vehicles and add additional safety and awareness regarding tire inflation. TPM was selected for the CTS-V because it uses EMT run-flat tires and does not have a spare. Specified tire pressures are critical on the CTS-V due to the window of the TPM calibration. Tires come from the factory filled at 38♦psi (260♦kPa) to ensure proper sealing of the bead seat and to prevent tire damage in tied-down shipping. If not adjusted to the correct 30♦psi (210♦kPa) tire placard specification by the dealer, the tire, when warmed up, will easily exceed the 42♦psi (290♦kPa) limit on the TPM and illuminate system warnings and faults to the driver. Excessive pressures will also turn an already very stiff ride into a harsh poor handling experience.


Rough Idle
The 400♦horsepower LS6 V8 engine derives its awesome power through a combination of displacement, stroke and tuning. A key element of this combination is giving the engine better "breathing" ability through unique camshaft to valve lift and duration. The efficient process of getting the air/fuel mixture in and exhaust gases out of the combustion chamber is achieved through this higher valve lift and longer valve open times. The result of camshaft design results in what is commonly referred to as an unstable idle or the random roughness of the engine. This is normal and does not indicate a concern.

1-4 Skip Shift

This feature helps the driver get the best possible fuel economy. When certain parameters are met, the transmission will force the driver to perform a 1st to 4th shift, not allowing a shift to 2nd gear. The following conditions must be met in order for this to happen:

• the engine coolant temperature is higher than 169°F (76° C),
• vehicles speeds are 15-19♦mph (24-31♦km/h) and
• the throttle percentage is 21 or less

There is a 1-4 indicator in the speedometer Driver Information Center, but it does not illuminate all of the time. It is only momentarily in presence and is usually not seen. This will be a very aggravating feature if not adequately explained to the driver.

Brake Lining Bind After Setting

The Brembo brake components have a tendency to a light bind, often noted as resistance, then a light clunk when attempting to move the vehicle forward or rearward after a cold soak. This is usually noticed after parking, when the brakes have been wet, as in driving in the rain or just after a car wash. This is normal and does not effect the operation or performance of the brakes.

Driveline Clunk on Declutch in Parade Type Driving

While driving in a steady, slow speed parade-type situation, a clunk-clunk noise from the driveline may be heard when depressing and releasing the clutch pedal or between shifts.This noise is characteristic of torque reversal of the driveline due to component architecture and is not a condition of operational concern. This noise may be slightly more noticeable on the CTS-V than the base CTS model due to rotating inertia of the large dual mass flywheel and larger diameter propshaft. This condition is normal and no repairs should be attempted.

Oil Life System and Mobil-1 Oil

Mobil-1 synthetic engine oil is the factory fill for the CTS-V. Oils other than Mobil-1 may be used as long as they meet GM Standard♦GM4718M. Oils may be identified as synthetic but may not meet this standard. Mobil-1 meets all of the requirements. Oil life may seem shorter on the CTS-V because the OLS algorithm uses factors of engine RPM and coolant temperature cycles, both of which the CTS-V will experience in greater fluctuations. This may result in shorter intervals as compared to other Cadillac vehicles.

Navigation But No Voice Commands

The navigation radio system used in the CTS-V functions similarly to the unit used on the CTS, with a few exceptions. Since the steering wheel controls on the CTS-V are for the I/P DIC, traction control, and cruise control, you do not have any re-configurable controls, OnStar® interface or voice command controls. Voice command, therefore, is unavailable on the CTS-V.

Memory Functions

The driver 1 and 2 seat and mirror memory functions are the same as the CTS, with one exception. Because the CTS-V has a manual transmission, these functions will only work when the parking brake is set, whether the driver uses the RKE or the 1 and 2 button on the driver's door panel.

G-Force Meter

A lateral accelerometer display is located in the left instrument panel display, under the tachometer. It can be accessed by using the outer most rocker switch on the left steering wheel spoke. In this mode, the meter will display momentary and peak lateral acceleration. To reset the peak acceleration to zero, simply press and hold down the outer most rocker switch on the left spoke of the steering wheel while the G-force meter is displayed.

manycars

Thanks SkullV... that was a good read! ^^^

V-CIOUS

iTrader: (3)

Me too! Im still at 35k But sum L92/LS3 heads sound bad ***. Gonna have to start saving on the side again!

SkullV

iTrader: (11)

I feel like if you just changed the heads, and never blew the motor, the GM techs would never know to deny warranty on anything else drive line related.

Killer

iTrader: (3)

Yeah you are probably right! How are they ever going to know?

Thanks for posting that info. I will definitely put that on the list once I find my CTSV. I'm finding that some of these used ones have changed owners a few times and that scares me a bit. Then the other ones I find were Fleet Vehicles... so i'm in no hurry to find the right CTSV. Does anyone know where there are any Black on black 07's? If you see any in your area please post up where and what dealer. I'm finding some like 1700mi away, but I'd rather find something a bit closer to home.

I just cant wait to get my hands on one thats for sure... I'm so sick of daily driving my truck.

scatillac

iTrader: (12)

If you're talking about the L92/LS3 heads, you can't just swap the heads (rectangular port vs OEM cathedral), you have to do the intake also. It's visually different from the LS2.

The external giveaway on the heads (besides the casting number) is the lack of a freeze plug in the end of the head.

An experienced tech, familiar with the Gen3/4 series, would be able to spot the differences. If your Caddy dealer also sells Chevys, and doesn't have brand-dedicated techs, the likelihood of the swap being spotted would probably be greater.

Killer

iTrader: (3)

So how do you guys feel about the certified CTSV's? Think its worth the extra grand or so? I personally never bought into it, but there is one that has a few thousand less miles but its a little more just cause its certified. So meh.. who knows.

GREG O.

iTrader: (4)

check out all the info at cars.com it will tell u all the colors,int. and ext. and all the specs...even 1/4 mile times...one thing i learned is that the LS-2 gives u about 2mpg better than the LS-1.

Josh@PremierAutosports

iTrader: (11)

If you can get a ls2 or ls6 car for the same price and both in the same condition I would go for the ls2. The larger bore of the motor allows the heads to flow slightly more and the slight extra displacement will give you a little more low end torque, which is always nice in a heavy car. The slight differances between the 2 motors is 18 cubes, same heads, different valves, ls6 intake manifold flows slightly better, ls2 has a slightly smaller cam, its all within 2% damn near of each other. Now the ls2 will always make more power than the ls6 with the same mods and the more you mod it the more the difference will get. All I can see that the ls6 brings over the ls2 is a slight better flowing intake manifold even with the smaller throttle body and slight better valves in the head. I would only buy a ls2 since the price is getting so close unless you find a super clean 04 and put a stroker motor in for the $$ saved. I can't see anyone argueing that the ls6 is a superior motor unless they have the ls6 in there car, everyone always wants to have the better platform in there mind.