Awesome rust, insidious step, call a friend: Cadillac Escalade 3 gen with a range of 200,000 km (part 2)
Simple, but change the oil!
The “handout” of the previous Escalade is simple in design, and although it does not have clutches, and the differential is free, the oil has to be changed strictly for 80 thousand km – this is the regulation, but the assembly itself is problem-free. The same story with bridges, at least on our copy they are in perfect condition. It happens that cars come with a misaligned contact spot. As a rule, this is easily fixed. Exposure of the spot can be carried out exclusively by an experienced craftsman: for this, an installation brass washer is used, which, when mechanically applied, is crushed by a torque wrench, giving the desired gear position. It is clear that they will not do this in any garage. But if the owner drove for a long time “with a bad spot”, you have to repair it. The bridge is “detailed”, that is, it is disassembled to the very last thrust ring, and any, even the smallest, part can be ordered from the manufacturer.With a contact spot, the story is this: if for the first 100 thousand kilometers the hypoid pair has not been deregulated, then it will not present any unpleasant surprises. In the rarest cases, there may be problems with the axle bearings, but Roman says that this situation is out of the ordinary.
When working with the chassis, the “garage” can be accessed only with the most primitive works on the “mechanics”, with everything else – only the “official”
At a 6-speed hydromechanical automatic machine, the oil changes together with the filter installed in the sump at 60 thousand km. Unlike other premium brands, the pallet itself in Escalade does not need to be changed, which greatly reduces the cost of components. There is no problem with the torque converter in this box, at least the blades and splines do not break. Roman says that there is one “documented” client, whose motor was changed over a range of 400,000 km – the rear crankshaft oil seal leaked.
Changed the power unit assembly, but the old box could still walk and walk. But this is an exception, because the mechanical wear of the friction clutches already manifests itself in the runs of 200-250 thousand km, and, as a rule, the box does not take care of more than 300,000 km without replacement. As for overheating of the torque converter, our “official” does not recall such a malfunction on this generation of Escalade. Actually, the inspected car is another confirmation of this: there are no problems in the box yet. However, under certain operating conditions, automatic transmissions for 200,000 km are completely changed: we are talking about escort vehicles. At one time, these boxes even at the dealer cost a little over one hundred thousand rubles, and they were not spared.
The old GM American 6-speed gearbox is very durable and with a good resource. In the event of a breakdown, the “official” defects the box, finds out what is the reason. It happens that snap rings fall apart – the manufacturer’s clear fault …
As for the engine, there are practically no unpleasant surprises with it – this is a fairly simple 6.2-liter unit with distributed injection of the lower construction. On some versions, the oil pump failed and valve springs burst; on the design with switchable cylinders, it was necessary to change the active hydraulic lifters on runs over 200 thousand km. Relatively often it is necessary to flush nozzles and throttle – every 60 and 40 thousand km, respectively. At the same time, the flap position is also set, which during operation can “go”. To carry out these works, a diagnostic scanner and knowledge of the tolerances on the throttle angle established by the manufacturer are required. In short, work is not for the garage.
Finally, we illustrate the importance of constant contact between the repairman and the design engineer of the car with several stories. For example, the electronics of one of the Cadillacs constantly gave the error “parking sensors service”, which at the same time worked or did not work. Not a single error was found on the components – all of them were working. After consulting with the plant, we found out that the reason was in one of the parking sensors, which “shorted out” in a strange way: according to the diagnostics, it was working, but actually turned off the entire harness, so the rest of the sensors that were connected to the circuit did not work sequentially – following the example of familiar Christmas garlands.
Rarely, but there are problems with systems that require initialization and self-training after repair, for example, with active cruise control. After repair, the car needs to be rolled at a certain speed in the city stream. Especially for this, the “official” takes the client’s consent for a test drive – it is clear that the “garage” cannot adequately carry out this work. Suppose further that, for a number of reasons, “self-calibration” does not occur – and here again only the manufacturer will help. Once the “dead zones” control system did not work in wet weather: she perceived the suspension that the electronics saw on the radars as an obstacle to which the car pulled up close and turned off the system. It is simply impossible to eliminate this malfunction without qualified intervention and communication with the plant.