This, friends, is the last of the classic Eldorados. The less said about the ’86 successor, the better, and while the redesigned 1992-02 model was a nice car, it was more in the international style. With styling cues taken from the first, front-wheel drive ’67 Eldo (CC here), the 1979-85 Eldorado was a classy ride with razor-edge lines, long-hood, short-deck proportions, sumptuous interiors and, in the 1979-81 models, proven big-block Caddy power. That it was of a much more manageable size than the gunboat 1971-78 models was just icing on the cake.
The ’79 Eldorado was quite a departure from the plus-sized 1978 model it replaced. It was still clearly a Cadillac, but one with a much more manageable 204″ length and 114″ wheelbase (the ’78 had a 126.3″ wheelbase and 224″ stretch). The Eldo shared its new chassis and overall dimensions with the 1979 Oldsmobile Toronado and Buick Riviera.
By 1983, only detail changes had been made to the body and trim, including the expected revised grille and tail lamps and new red crests in the wheel covers. But starting in 1982, the torquey, solid-as-a-rock 368 engine was replaced with the “High Technology” 4.1-liter V8, better known as the HT-4100. It was a standard feature on all 1982 Cadillacs, save the 75 limousine.
It was designed to be a better, more efficient engine, anticipating fuel shortages that ultimately didn’t occur. With 135 hp @4100 rpm and 190 lb-ft of torque, it was certainly less powerful than the 368 (145 hp and 270 lb-ft), but the goal was better miles per gallon with the help of high-tech features such as digital fuel injection. Unfortunately, the 4.1 did not live up to its hype. As Wikipedia relates:
The HT4100 was prone to failure of the intake manifold gasket due to scrubbing of the bi-metal interface, aluminum oil pump failure, cam bearing displacement, weak aluminum block castings and bolts pulling the aluminum threads from the block…reliability issues soiled the reputation of the HT4100. As a result, the V8 Oldsmobile gas engines were a popular and straightforward conversion.
I believe there were recalls, so perhaps this survivor is okay. It certainly looked great to my Broughamified eyes.
And what an interior! Not only do I like the color, but the light hue probably stays nice and cool, even in summer. The elaborateness of the seats, door panels and dashboard reflect the high MSRP of these cars when they were new. And the Eldorado was a much nicer-looking car than the bustle-back Seville across the showroom.
1983 was also the last year for the traditional chrome-and-woodgrain radio knobs, surrounds, and A/C vents. In 1984 both the Eldo and the Seville got black trim instead, and the radios would have much more in common with other GM cars. Brochures touted that the black trim was elegant, but I’m sure it was quite less expensive, too.
The back seat is equally sumptuous and, unlike in the Continental Mark IV we reviewed a while ago, appears to have a great deal more room. More glass area, too.
Look at all that soft leather. There was no mistaking this for anything but an American luxury coupe. Cadillac really knew how to do an interior back then.
This car tripped all my triggers: classic Cadillac, cool and rare color combo (I, for one, really like the pale yellow Cadillac offered in the ’70s through the early ’90s, especially with the matching interior), fine condition, low mileage (83,000) and apparently needing nothing.
If I was in a position to get my own Curbside Classic, this would be a strong contender. I mean, despite the issues the 4.1 had, this one has beaten the odds. It’s still here and fully functional. It must be one of the good ones, right?
As I was photographing this beauty, a salesman came up and filled me in on the car. Apparently, a guy traded in this car and a couple of others on a new Suburban. Other than new (and easily acquired) filler panels, this car is good to go. The A/C even blows cold.
The only question in my mind is that HT-4100. Had this been an ’80 model with the 368, it would have been a powerful, reliable modern classic. But, alas, that is not the engine this one has. However, for those so intrigued, this clean yellow Caddy is sitting in Milan, IL. The ad can be found here. Just ask for Al, and you’ll be well on your way to traveling in Cadillac style.
I always thought this generation of Eldorado was one of the best looking American cars made – particularly the Biarritz edition. I guess that makes me an old fart.
Even looking at it now I get that “wow” feeling – the same one I had when I first saw it.
I would have to agree. While it’s not a “modern design” anymore, it has a certain timeless quality to it.
I have to say it…Well done GM!
I do like this body style and platform (especiall the Eldorado and the Toronado) and the 368 would have made it sweet.
The most desireable of these E-bodys to me would be the 1979 Oldsmobile Toronado with the Oldsmobile 350V8. As far as I can tell it was the only year of downsized Toronado production that you could get the Olds 350.
Just checked my Standard Catalog of Oldsmobile. The 350 was available as an option in 1980.
Handsome car, but…
“It was still clearly a Cadillac…”
I think you have to get pretty close to the nose or tail to tell it’s not a Toronado. The Riv at least had a nice coke-bottle fender line.The connie conversions showed it off better by ditching the file cabinet C pillar.
A friend of ours once owned one of these, an ’84 I believe.
Yes, that back seat was astoundingly comfortable, even in summer regardless of that huge fixed window (true-to-form, aren’t I?). The A/C did its job very well. \
His was a very nice sort of metallic brown with an interior a bit darker in hue that the one shown, but very, very nice.
A car from GM in the ’80′s I actually liked…
Surviving HT4100s are signs of an owner who followed the GM-recommended cooling system service religiously. Any lapse in that service and all bets are off.
hi jordan i just bought a 1983 eldarodo with that enigne and have no book could you please tell me what gm reccomended for the cooling system
thank you so much
joe
I had an ’81. Biarritz, beige/beige, 368. It had a goofy MPG gauge on the dash. When you’d mash on the gas pedal it would read something like 7 mpg. If you took your foot off the gas the gauge would read something absurd like -36. Measuring MPG with a log book and a pocket calculator it would average about 13. I bought it very used and got several years use out of it. But it became to much to deal with. It’s an expensive car to maintain once things start to go south.
People used to think it was a Toranado thus I was cheated of my “Caddy” status until I pointed out that it was an Eldo. But one shouldn’t have to point that out.
I should have included this mpg feature in my comment above. From my time riding in the back seat, I was fascinated by that new-fangled gauge-thingy that held my interest. His car was a Biarritz, too.
Nice car all around.
Toronado? Thats strange, I know they shared the E-body, but the Toro was the shrinking violet of the set, the Rivy and Eldo both rang up sales numbers in the close to 100K for a couple of years(like 80K for the Eldo)while the Toro was always a distant 3rd with sales in the 30K-40K.
Although the Toronado did sell very well, all things considered — much better than the first-generation car. The Toronado only really took off commercially when it started looking like the Eldorado.
I liked these. They were quite popular around the midwestern US. One thing that certainly helped them was the epic fail of the Detroit competition: The Conti Mark VI – oh, please. The new Imperial looked like a worthy competitor, but all of the warranty issues with fuel injection and other things killed it. The Eldo seemed like the best of the batch.
Hindsight tells us that the mechanicals of the Mark Vi (and even the Imperial) were superior over the long haul (at least over the 4100-equipped cars) But those flaws were not apparent at first.
These were the last Cadillacs (other than the big rwd Broughams) that scratched where the traditional Cadillac buyer itched.
JP,
Just curious – what is (or what was) your main quibble about the Continental Mark VI?
My father’s best friend had a white ’82 coupe that he thought was the greatest car in the world. And to my 6-year-old eyes, I tended to agree. He actually ran that car to 200k miles until the upstate NY winters finally did it in.
I think I captured it here: http://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1978-lincoln-continental-mark-v-paging-bill-blass/
My problem with 1980s Lincolns is that I got to spend a decade with my father’s 1970s Lincolns. When he brought home the 1980 Town Coupe, my relationship with Lincolns was over. I do not dispute that mechanically, they were probably pretty decent cars.
Last of the breed. Look at the perfect proportions as well as the attention to detail in the interior.
The engine, best I could tell, require at least a partial rebuild at 75k miles. Who knows, maybe this one has been worked on? Also, according to Caddy aficionado Matt Garrett in Dallas, Cad made several improvements to the engine in mid-1985, and swears tht those ones-despite being slow as a turtle-are reliable.
How bout an engine swap on this beaut?
Finally-an unwelcome change took place to the dash. From 79-81, IIRC, the dash was laded up with chrome inserts. By 82 or 83, GM beancounters removed them.
I think the dash was all chromey until 1983, the dash got a slight re-fresh when the Delco 2000 series radios were added to replace the old 2 dial narrow Delco 1800, dunno if it was the bean counters or someone in product planning trying to add some “Europeenes” to the Eldo and Seville, the wood became more “real” looking and the vents became black.
They needed to make some changes to the dash, it had been pretty much the same since 1979.
Actually, the black trim and newer Delco radio was added in ’84. This car was an ’83 and had the chrome A/C vents and trim, and the radio with the woodgrain knobs. Checking my ’84 Cadillac brochure confirmed it.
Thats what said, I see how it could be taken the other way, it was chromey til 83 and then blacked out 84-85.
Yep, it sure did seem that a lot of the HT (Hopeless Trash) 4100′s did fail at around 75K, give or take. The cars that reached the milestone fairly early in their lives got rebuilt or replacement engines. As the cars got older though, they were more likely to be junked because they weren’t worth the cost of the new engine. In the mid to late 90′s I used to see lots of HT4100 Cadillacs in the salvage yards with low mileage, good bodies and gorgeous perfect interiors — and dead engines.
I had a 1985 Eldorado until I traded it for a 1990 Seville. The only issues I had with it was a broken door latch handle on the inside of the driver door and the trunk latch broke. Every thing else did fine way past 100,000 miles. I must have been very lucky. Maybe following the service schedule is a good thing. Underpowered it may have been, but, it did the job it was intended for. Comfortable,quiet, highway cruising.
These were a ‘Greatest Hit’, along with the RWD B/C bodies. And “wrong wheel drive” done right. If the 1980 Seville had a similar rear end, they’d have been hits too.
Is it possible to drop in a better 4100 or 4500 from 1987-91?
Dunno about the 4500, it was never configued for North-South mounting like in the E-K-body FWD cars, it was always transverse.
Ah, yes, forgot that the 79-85 was N-S FWD mount car. Then get a 472/425/368, or even a 500 ci Caddy, all same size outer block.
The difference between the transverse block and the longitudinal version is two of the bellhousing bolt holes. On the transverse the two bottom ones next to the firewall are drilled though for the bolts to the trans to pass from the engine side to the trans. On the longitudinal mount they are threaded because the bolts come from the trans side. Longer bolts and nuts will solve the problem, just as was done when people wanted to put the SHO engine in a pushrod headed 3.0′s spot.
It looks like the 4100 was like playing roulette…anything might happen.
Only experience was one in pa-in-law’s ’83 Seville. Without being touched, it went 177k before grenading itself in grand fashion.
I really like the design of this model and consider it right up there with the 67-70 as best looking Eldo ever. I had never ridden in one and one day got my chance. What a let down. The thing was loaded with rattles and even though it was maybe 6 or 7 years old it felt much older. Those long doors without a window frame were big contributors to the cacophony inside. Always tough to get those doors right.
I imagine one of the aftermarket ragtop conversions would be pretty horrible for body structure.
Back in the ’80′s my stepmother had a maroon ’84 Biarritz with maroon leather and the moonroof. It was a gorgeous car but got stolen while she was shopping @Marshall Fields in downtown Chicago. The police found the car a few days later minus its doors & a several other parts. Evidently it remained intact enough to not be “totaled” out by the insurance company & we got it back. She said it never drove right after that so it was sold.
Many years later my dad bought another ’83 or ’84 Biarritz from an auction with the intent to flip, same color but without the moonroof. It was nice but the A-pillars were beginning to rust from the inside & the car seemed very fragile overall. He finally sold it but didn’t make any money off of it.
The wife’s first car was a 79 Eldo. Two tone dark/silver blue, with blue velour interior, it was a beautiful car. At 8 years old with 74K on the clock when she bought it, it looked and drove wonderfully. The front end needed ball joints and boots soon after purchase. It had the Olds 350 which needed an intake manifold gasket a couple years later. Her Dad (retired machinist) and I did the job. All that FI and electrical stuff had to be diagramed and labelled. Toughest repair he and I ever tackled. Never again.
We had the car until 1994. It had 118K, and looked tired and old. The paint faded and thin, but still drove well. A guy bought it for $ 500, painted it a dark blue, set the odometer back to 70k, and had the car in his yard for sale. I guess he sold it, but I heard the police were watching him for odometer rollbacks from other cars he fixed up and sold.
A really good car, all in all. I wish I had bought a 79 instead of the pristine 78 I bought in year 2000. More manageable size for the “modern” world.
I owned one of these for a while and I can say that the back seat was not as roomy as found in the Mark VI, plus it was almost impossible to get back there if you weren’t a contortionist thanks to it’s relatively short doors. I much preferred it’s predecessor version the only other Cadillac I’ve owned.
The HT4100 has the distinction of being the second highest number of engines I’ve replaced led only by the million more times common SBC. Most of them were in the more common transverse mounted application. We became known as the only shop in the area that would touch a HT4100 engine job so for about a 2 year period I did at least one per month though there were a couple of months where I did two. After the first couple I had it down so I could have the engine on the floor in about 1 hour. I did that by not following the “proper” procedure of pulling the engine and trans together out the bottom. Instead I yanked it out the top leaving the transmission in place. It was a very tight squeeze but it does come out the top.
By the time GM had revised it to the 4.5 they weren’t a totally terrible engine and that is what GM put in them if you went to the Cadillac dealer. You needed to change the chip, which was included with the engine, for one programmed for the increased displacement. Personally I put used engines in and the wrecking yards we used saved the good ones for us since they knew we would be calling for another soon.
I was hoping this would have the Buick V6. Although I’m not sure if the ’83 Eldo got that engine.
Finding any car with the 4.1L is proving difficult.
Re: your 4.1V6 obsession?
Que?
As a personal quest I’m trying to own every version of the Buick V6 that I can.
I’ve owned the 3.0, 3.3, 3.8 (LG3, LN3, L27, L36 S/C, L36 NA, L67 S/C, and L26).
That leaves me the L32 S/C (very easy to get), 198 (probably going to take some searching), 225 (not too hard to find), 231 (not too hard), LD5 turbo (easy to find but will cost a lot), 3.2 (totally impossible), and 4.1 (seemingly impossible).
The 3.2 will be the hardest as it was only built in ’78 and ’79 as the basic engine for the Century, Regal, and Monza.
I did not expect the 4.1 to be quite so rare though.
That is probably the most unique hobby (obsession?) in the history of the world!
Since the V6 4.1 was a “credit option” in the Cadillacs that had the V8 4.1 standard, and only for a few years, you will likely have a very hard time finding one. I know I’ve only ever seen one and had to do a double take because at the time I never knew that, A. there was a 4.1 version and B. that it was installed in Cadillacs. I know I’d much rather have a Buick 4.1 than a Caddy 4.1. Good luck!
Well, it wouldn’t have to be a V6 Cadillac. The 4.1L V6 was available in a lot of different cars from ’80-84. It was the base engine on several full-sizers, base on the Toro/Riv, a credit on the Cadillacs, and optional on the G-body.
It was offered on the Grand Prix and Bonneville only for ’82 and one of those is the version that I’d personally prefer but I’m not going to be that choosy. First one I find that I can afford, I’m buying.
Unfortunately for me, it seems like most C/E-body owners went to the V8 and most G-bodies either stuck with the 3.8 or optioned-up to the 305/301/307.
Make sure you find a ’62 198!
The 4.1 liter 4BBL V6 was offered on the Cadillacs starting in late 1980 and went to 1982 as a credit option of $165.00. This engine was also std on the 1980-84 Electra/Park Ave 81-84 Riviera, was an option on 80-84 LeSabres, was std in the Olds 98/Toronado for 81-84, was an option on all 1982-84 Regals and 1982 only Grand Prix’s and Bonnevilles and was never offered on any Chevrolet model. It cranked out 125 HP and 205 torque and was best mated to the 200R4 transmission for best power/economy balance.
The 4100 was indeed a bad engine. We bought an old lady owned triple maroon 86 Deville Coupe, absolutely beautiful in 1998 with 45K on the clock. On the way home, the oil light came on, and a $ 900 repair. Numerous minor repairs were made until 2003, when we sold it to a guy I golfed with. Aside from being underpowered, the car ran like new.
Two weeks later, the car, still looking as beautiful as the day we bought it, with 75K on the clock, the engine disintegrated. Oil wasn’t getting to the engine. I offered the guy his money back, but he refused. The car sat in the guy’s garage for a year or two, then given to someone he knew. The new owner replaced the engine, and subsequently totalled the car a short time later.
As for the 86-91 Comment ” The Less said The Better…” Perhaps true, but there is so much too say. I am really looking forward To a thorough 86 – E Bodies CC or two, I can never seem to find anything on Why GM thought they could Charge $10,000 More for a Trofeo than a Grand Am … HHEadlights?
That said, I am Still obsessed With The E triplets and someday hope to have one that is just right. Maybe it comes from only having had my Trofeo for 2 months.
I addressed that issue here, but with two other examples: http://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1986-buick-riviera-gms-deadly-sin-no-1/
Thank you.
I Guess there isn’t much to say, because there wasn’t much to them. What You Saw Was all you got.
I will try not to mention it again. Please excuse me for repeating myself.
My grandfather owned at least two Eldorados of this generation. One of them was white, but I think another was this shade of yellow.
It was a great treat when he would let me play with all the various gadgets and displays inside – all rather impressive stuff for a 6-8 year-old.
RIP, Grandpa.
Sonofabitch, every time someone puts up a CC on a car I’d maybe-consider-possibly-think about owning, one shows up on my local online classifieds.
The car gods are cruel.
At least that Eldorado escaped the sad fate of the one featured in the movie “The Junkman”. Here some screenshots of the Eldorado at IMCDB http://www.imcdb.org/vehicle_7479-Cadillac-Eldorado-1979.html
Including the contrived shot of the Eldo jumping over a plane! I wonder if that was where HB Halicki sustained his back injury.
One of my top ten “before I die ” cars…the 1985 Cadillac Eldorado Biarritz coupe.
Loaded, please: Delco/Bose AM/FM Stereo Cassette/Astroroof/Aluminum Alloy Wheels/Touring Suspension/Digital Instrument Cluster/Electric OS Mirrors/Tilt & Telescope Steering Wheel/Twilight Sentinel/Dimming Sentinel/Dual Power Recliners/Power Driver’s Memory Seat/Illuminated Entry System/Automatic Door Locks, and for nostalgia purposes, a Chapman Alarm System. Out-the-door: $30,000. (In 1985 $$$) I wanted that freaking car more than anything!!
A friend of mine’s dad had a burgundy one exactly like this, brand new in 1985. Every time I saw it I died a little inside.
Oh mercy, you have good taste!!!
That is a stunning car!!!
I’ve owned quite a few 79-85 Rivieras. Never had a Eldorado. My choice would be the 82-85 Touring Coupe.Not the 79-81 with the FE2 Touring Suspension and chrome lower moldings. Wouldn’t be afraid of the HT series motor. A 425-472-500 would bolt in place of the 368. A THM325-4L from one of my 84 T-Types with a 3.36 final gear and I’d have a real sleeper. Maybe upgrade the suspension with some Riviera FE7 parts. I believe a Cadillac should be 100% Cadillac.
I’ve always said the best B-Body is an E-Body.
Beautiful car. My mom had a previous-gen ’78 Biarritz when I was a kid, and the interior was very similar to the interior in this generation in terms of design.
Interestingly enough, I saw a Biarritz of this generation parked at the local car wash just a few days ago. I’m not sure of the year, but it’s in very good condition. I tried asking around to see who the owner was, but nobody seemed to know whose it was. Meanwhile, brand-new Bimmers, Benzes, etc. were sitting next to it getting dried and detailed…but none had the presence of this beauty.
It may have been covered in another CC, but the “solid-as-a-rock” 368 wasn’t so solid for ’81, when the disastrous V-8-6-4 cylinder displacement system was standard. I’ve heard it can be disabled, but I don’t know how easy of a job that is.
From what I’ve read, disabling the 4-6-8 setup on an ’81 is rather easy.
It’s just as difficult as disabling the skip shift on Corvettes…….disconnecting 1 connector, assuming there is still one out there that hasn’t already been disabled.
If I was going to get one, and I would. I would like a 1979-81 pre 4100V8, with the Olds 350 or real Cadillac 368. A nice clean Biarritz with the aluminum wheels. Like this….
Mmmmmmmmmm……red and white.
Or nice dark carmine 81 Biarritz? Yeah I know the 4-6-8, whatever, I’d pimp it.
Of course black is great too….
This almost identical to the one James Caan drove in the movie “Thief”
your car .. spectacular ..
i have similar . but .. old toronado 1979
same style in paraguay . south america
Oh my! YES!! The perfect Eldo! A White Biarritz with White and Red interior.
Not an Eldorado, but today I just saw a Coupe Deville (big car, 83, 84?) with the 4100 badge on the front fender. A tan metallic, with aftermarket wire wheels, sunroof, and some gold trim. Super nice condition, but on the passenger side door by the vertical door edge trim, a 1-2″ rust area ran parallel to the vertical trim. The rust did not fit with the overall condition of the car.
I was going to approach the driver, but he looked like a rough fellow, with long hair, beard, and shabbily dressed. He didn’t look like the type to drive a vintage Cadillac. The car had personalized plates, so maybe the guy was a mechanic, repairing it for the owner. I thought it better to forget talking to the guy.
Guys with long hair and beards, please take no offense. The guy looked like he didn’t want to be messed with.
The ’83 E cars were the very first to offer Delco/Bose sound as an option. Tied to a 2700 Series cassette head for that model year. To the best of my knowledge, the first instance of an auto manufacturer pairing with an audio manufacturer for premium sound. Pretty groundbreaking at the time.
Wow very nice looking car when restored. I have one that has been sitting in the garage for over ten years, no major dents or problems (needs a carb) but I am going to have to junk it because I do not have the time or money to put into restoring it.
If anyone knows of a place in los angeles that wants old cars, so they can restore them… please leave me a message. I would hate for it to be junked
[email protected]
I would suggest trying to sell it instead. There are a lot of folks that are interested in old Cadillacs. If yours is an ’80 or ’81 with the 368 V8, it is even more valuable to a collector.
My parents had one when I was a kid. A baby blue 1985 Eldorado Barritz with navy blue leather interior. I’m 26, they had already ended production on these when I was born, but this is def the last of the true caddy’s. Brings back good memories.
i have .. 2 oldmobile toronado 1979
1 with . his engine . diesel 3.5 V
1 without .. engine
i have all crew .. it is possible . put inside another .. modern . engine
because this engine it is diesel and . complicate to mantenence
this olds . model it is . front traction
thanks in advance
my skype javier.serratti.codas
I had an 85 Sedan de Ville with the HT4100 engine. It had been rebuilt when I bought the car at a little north of 70K miles, one night I was driving it and the oil light came on. I shut it down immediately, the next day I towed it home. I dropped the oil pan and found one of the press fit steel posts in the oil pump had lowered itself out of the oil pump, allowing the distributor to stop driving the oil pump.
About $90 later from the dealer, I had a new, redesigned 4.9 oil pump. I did the install and all was fine, though I never trusted it from that point forward. It had the camshaft end play thumping sound and I knew if I kept it long enough I would have to buy a new engine. I sold it at 113K, one of the happier days of my life.
It sure was a sweet car to take a trip in, though.
I happen to own a yellow 1983 Eldorado Biarritz. The HT4100 was a bit underpowered for the first cars that it was placed in, especially compared to the big blocks of yore. The HT4100 was originally designed to go into the downsized C-E-K cars of 85/86 but problems with the V8-6-4 and the delay in tooling for the C cars caused the HT4100 to be designed to fit into bigger cars. The 82 and early 83 models had issues with the intake gaskets separating because of the torque-to-yield bolts. Most of the other problems largely were due to maintenance issues like proper oil/coolant changes and the use of the tablets that were initially only available through the dealer. Most people then were used to gas-n-go and alot of people did not frequent dealers for service and alot of mechanics were ignorant of proper service procedures. Most cars prior to EFI that used conventional carbs and iron/iron engines could routinely be abused with little ill effect. Especially when people traded them every 3-4 years the cars did not degrade enough to have problems surface. BUT as we know now all cars today use most of this technology, and while technology has improved, we all know better about proper maintenance. I am not dismissing any design failures, but alot of problems with cars are not all inherent. Americans are typically very lazy about taking care of their cars and it shows. It is no wonder that most cars, even ones with relatively poor design, seem to do much better in the hands of people that understand them and just take care of them. My Eldorado only has 46K on the clock but I once owned a white 85 that sported 200K when I lost track of it after selling it. Performance was modest with the HT4100 but so were most cars in the early 80s. By 1996, when the 4.9 went out of production, it was one of the lowest engines for GM warranty claims…