Massaging Lumbar System Gently Stimulates Back Muscles
A four-way power lumbar adjustment is offered as optional
DeVille equipment. DHS and DTS are equipped with a massaging
lumbar support system for both f ront occupants. The system
gently stimulates back muscles to improve circulation and
nutrient flow through the spinal column. A single tap of
the power lumbar switch activates a massage action that
moves 20 rollers up, then down, for 10 minutes unless interrupted
by a brief tap of the control switch.
In place of the massaging lumbar seats, DHS and DTS customers
may choose adaptive seating. Based on a technology originally
used in hospital burn units, adaptive seating results in
less fatigue and more comfort, even after many hours of
Adaptive seating uses a network of 10 air cells located
between the leather upholstery and foam in the seat cushion
and seatback. Sensors attached to these air cells measure
internal pressure and supply that information to a control
module, which compares the measurements to an optimal pressure
pattern stored in its memory. If a discrepancy exists, pressure
inside the air cells is adjusted.
Rear-seat comfort and convenience are emphasized in the
DeVille. Outboard positions have the legroom, knee room
and head room necessary to accommodate 95th percentile male
occupants. A theater-seating layout, with the rear hip point
elevated from the corresponding front position by 20mm to
25mm, provides enhanced visibility of the road ahead.
Combination lap and shoulder belts are provided for all
three rear-seating positions. A four-way power lumbar adjustment
is standard on DHS, which also has four-way adjustable headrests,
a power-operated rear sunshade and manually operated shades
for each door window. Integrated rear-seat headrests are
on DeVille and DTS editions. In addition, dual zone rear
heated seats are offered on the DTS and DHS.
Automatic climate control with three distinct zones —
for the left-front, right-front and rear-seat occupants
— is standard on DeVille. A separate HVAC control
panel is provided for rear passenger use. A larger AC condenser
helps increase system capacity, and a new scroll-type air
conditioning compressor works more quietly than the previous
A 100-square-inch micro-fiber filter element built into
the cowl plenum removes pollen, mold spores, road dust,
bacteria and disagreeable odors from incoming air, providing
a cleaner interior, sharply reduced odor levels and an environment
less susceptible to respiratory problems or allergic attacks.
A sunroof is offered as optional equipment on all DeVilles.
A manual steering wheel tilt adjustment is standard on DeVille.
A power tilt and telescope adjustment is standard on DHS
and offered as an option with the memory setting system
on the DTS. A leather-wrapped steering wheel with redundant
HVAC and radio controls is standard on the DeVilles, with
a wood trim package standard on the DHS and optional on
Changes made to the DeVille’s renowned Northstar
V8 in 2000 enable it to operate cleaner, quieter and more
efficiently with a 2-mpg increase in highway EPA mileage
estimates from 1999.
One result of these improvements is that the 2001 DeVille
is certified for sale nationwide as a low emissions vehicle
(LEV). This was achieved by means of a reaction-heated catalyst,
pistons with reduced crevice volume and a new combustion
While the basic engine architecture remains a predominantly
aluminum 4.6-liter DOHC 32-valve V8, major design improvements
have been incorporated to deliver lower emissions, excellent
mileage with regular fuel, and smoother, quieter operation.
The DeVille’s fuel recommendation changed in 2000
from premium (93 octane, lead-free) to regular (87 octane,
lead-free), resulting in a major reduction in operating
expense. To facilitate this gain, the Northstar’s
compression ratio was lowered from 10.3:1 to 10.0:1.
Power And Torque
The 4.6-liter dual-overhead-camshaft Northstar V8 in the
DeVille and DHS generates 275 horsepower (205 kW) at 5600
rpm and 300 lb.-ft. (407 Nm) of torque at 4000 rpm. The
sportier DTS is equipped with a retuned version of the Northstar
V8 producing 300 horsepower (224 kW) at 6000 rpm and 295
lb.-ft. (400 Nm) of torque at 4400 rpm.
The Northstar engines offer 100,000-mile (160,000 km) durability
and limp-home mode in case of total coolant loss. The Northstar’s
maintenance-free design requires no tune-ups — only
changing the oil, oil filter and air filter — until
the DeVille logs 100,000 miles (160,000 km). In limp-home
mode, the engine can operate on four cylinders at speeds
of 50 mph (80 km/h) for about 50 miles (80 kilometers),
giving the driver an opportunity to reach a safe location.
The engine accomplishes this by alternately delivering fuel
to four of the eight cylinders. The remaining four cylinders
do not fire, but continue to pump air, which cools the engine.
On all DeVille models, the 4T80-E transaxle is linked to
the engine via a viscous converter clutch, which ensures
smooth operation by reducing torque variation when the torque
converter clutch is applied. The 4T80-E also features equal-length
drive axles, which limit torque steer by minimizing angle
differences from side to side as the car accelerates.
Ride And Handling/ Continuously Variable Road-Sensing
DeVille’s new chassis architecture offers the flexibility
to provide various suspension system variations to suit
different customer tastes. DeVille and DHS editions are
equipped with luxury suspension tuning that emphasizes ride
quality while providing excellent handling characteristics.
DTS is equipped with a more active suspension tuned for
sharper performance. The CVRSS 2.0 system comes with three
significant enhancements — transient roll control,
lateral support and stability control interaction.
CVRSS uses wheel-position sensors to read road conditions
and fast-acting dampers at each corner of the car to continuously
and instantly adjust ride and handling for any situation.
At 65 mph, a damper can shift from full soft to full firm
every 6 to 7 inches of road surface traveled. CVRSS manages
both body and wheel motion. Damping is adjusted as necessary
to control heave (up and down motion over road swells),
pitch (front of car lifting while rear of car dives, or
vice versa), roll in corners, and front-end lift during
acceleration. On very smooth roads, damping forces are minimized
to enhance isolation. To maintain ride comfort and stability
at high speeds, damping forces are increased with vehicle
The extensive use of electronic chassis controls to manage
steering, braking, suspension damping and traction functions
interactively means that more ideal settings can be provided
for every driving circumstance. It is not necessary to make
tradeoffs, such as comfort versus performance or agility
versus stability. While the car is quiet and smooth during
cruising, the driver feels confidently in control during
emergency or aggressive handling maneuvers.
DeVille, DHS and DTS all come equipped with four-stage,
shock absorber valving for improved body motion control
without sacrificing isolation. The new four-stage technology
is used in all four DTS shock absorbers and in the front
shock absorbers only in DeVille and DHS.
Squeeze-cast aluminum road wheels provide the most mass-effective
wheels available with superior surface finish. DeVille and
DHS are equipped with Michelin blackwall all-season radials
— size P225/60SR-16 — which provide very low
rolling resistance for excellent fuel economy. White sidewall
radials are offered as an option. DTS is equipped with Goodyear
Eagle LS P235/55HR-17 blackwall all-season performance radials.
DeVille’s anti-lock brake system, traction control
and StabiliTrak systems are combined in a new Delco Electronics-Bosch
5.3 design that is smaller and lighter than the 5.0 design
it replaces. A significant feature with this system is electronic
brake distribution. In place of a fixed front-to-rear distribution
of braking effort for all vehicle loading and operating
conditions, the electronic approach uses wheel-speed sensors
and hydraulic controls to adjust and optimize distribution
dynamically. Stopping distances are shortened, especially
in the heavily loaded condition, when more rear brake effort
is desired. Electronic brake effort distribution also improves
handling during braking-while-turning maneuvers.
StabiliTrak 2.0, an improved version of the most advanced
integrated stability control system in the world, is standard
in DTS and offered as an option on DeVille and DHS. The
improvements on this enhanced version include side-slip
rate control and active steering effort compensation.
Introduced on three performance-oriented Cadillac models
in the 1997 model year, StabiliTrak provides an important
safety advance by helping the driver maintain control during
emergency or evasive maneuvers. StabiliTrak works by comparing
the driver’s intentions (indicated by steering wheel
position) with how the vehicle is responding. Three key
sensors keep the ABS and traction control computer informed:
one reads steering wheel angle, another reports the vehicle’s
lateral acceleration and the third measures yaw rate (rotational
velocity about a vertical axis through the car’s center
of gravity). Information is also gathered from vehicle speed.
If the vehicle’s dynamic response does not agree
with the direction the driver is steering, StabiliTrak goes
to work by selectively applying the individual front brakes
to help keep the car on the intended course. If the car
is slipping wide of the desired path in a turn, applying
the inside brake helps the DeVille turn tighter. In case
of diminished traction at the rear causing the tail of the
car to drift wide, activating the outside-front brake gently
nudges the car back in line. StabiliTrak is automatic and
requires no additional driver action. In most cases, the
driver probably won’t even notice the helping hand
from this technically sophisticated system.
Respected car critics have called StabiliTrak one of the
greatest active safety advancements since four-wheel anti-lock
brakes. Unlike stability control systems from other manufacturers,
Cadillac’s system maintains the driver’s ability
to apply throttle in StabiliTrak maneuvers.
BODY STRUCTURE AND ACOUSTICS
A vastly improved body structure is a major benefit of
the DeVille’s move to new vehicle architecture in
2000. The G platform is significantly stiffer in torsion
and bending, contributing to superb ride and handling performance,
and improved crashworthiness.
The bending stiffness natural frequency has been increased
21 percent in the DeVille. By making the body structure
as stiff as feasible, the suspension does a superior job
of isolating noise and road harshness from the passenger
compartment. Curb weight has been slightly reduced in all
three models, which allows added feature content without
an associated reduction in fuel economy. A number of features
have been incorporated to maximize stiffness without adding
weight in the DeVille.
New analytical tools were used to identify areas of the
body structure where metal thickness could be reduced with
little or no loss of performance. In addition, engineers
studied the interaction of major masses within the car.
As a result, some components were relocated to optimize
the design not only for weight, but also to meet ride, handling
and safety goals.
DeVille’s aluminum hood is about 20 pounds lighter
than a steel hood, and it contributes to reduced component
vibration, improved vehicle mass distribution and lower
hinge loads during impact. Light, stiff, two cell extruded
aluminum bumper beams are rigidly mounted to reduce component
vibration and improve overall vehicle feel.
Lateral tie bars that connect the front longitudinal rails
are closed section to stiffen and strengthen the front structure
and to improve crashworthiness in a forward collision. Shock
towers connect solidly to the dash panel to integrate DeVille’s
front end to the main cabin structure, improving load flow
into the body structure from suspension struts.
Noise, Vibration Reduced
To minimize shake and noise, the instrument panel and steering
column are supported by a cast magnesium cross-car beam.
The steering column also is a magnesium casting, eliminating
idle shake at the steering wheel. Major body cavities are
filled with urethane-foam baffles that expand to provide
a seal that thoroughly blocks noise transmission and reverberation.
The addition of a second level of isolation between the
rear wheels and the passenger compartment has resulted in
major reductions in rear-seat noise.
The use of single-sided spot-welding eliminates the need
for large access holes in the body structure that reduce
stiffness and admit road noise. Where spot welding is difficult
or impractical, structural adhesives help stabilize panels.
For example, the roof panel is totally restrained by structural
adhesives except for one spot weld at each corner.
SAFETY & SECURITY
Outstanding safety and security are primary requirements
for DeVille customers. The DeVille meets these requirements
with an unsurpassed combination of accident avoidance and
crash protection advancements, along with a long list of
features that help provide peace of mind.
OnStar is again a standard feature on the DeVille, along
with one year of free premium service. In 2001, OnStar will
offer two additional services: Personal Calling, which allows
drivers to make and receive hands-free, voice-activated
personal calls from their vehicles without an additional
cellular contract; and OnStar Virtual Advisor, which will
deliver to the vehicle personalized Internet-based information
such as news headlines, sports scores, stock quote, weather
conditions. Both services will be available through OnStar’s
unique three-button system, offering completely hands-free
"This is yet another example of Cadillac’s and General
Motors’ commitment to giving customers first-in-the-world
advanced technology," said Michael J. O ’ Malley,
Cadillac general manager. "GM is building a broad portfolio
of in-vehicle communication and information products for
its customers. These products are being developed with an
e-vehicle team within e-GM. They address the growing customer
need to stay connected to the office, home and the world
while on the road."
During the Persian Gulf War, infrared technology enabled
coalition military forces to own the night battlefield.
With the introduction of Night Vision on the DeVille in
2000, Cadillac became the first automaker to bring the safety
benefit of this technology to drivers.
Improving vision at night is an important safety advancement.
While nighttime driving represents only 28 percent of total
driving, it accounts for 55 percent of all traffic fatalities,
according to data from the National Highway Traffic Safety
Administration (NHTSA). Of all pedestrian fatalities, 62
percent occur at night. In addition, highway safety authorities
recorded more than 300,000 vehicle-deer collisions in 1997,
many of which could have been avoided with more time to
react to the hazard.
While Night Vision is not meant to replace a driver’s
view out of the windshield, it gives drivers additional
visual information beyond what their eyes are capable of
seeing. Night Vision helps the driver detect potentially
dangerous situations well beyond the normal headlight range.