BodybyFisher

Yes, I don't think there was an issue with the Brembo brakes in this case.

Sorry about that I did not mean to attack anyone I just didn't think I was getting my point accros that I recomend the factory set-up.

Son the 90 Caddy we found the problem.  There is a check valve in the sending unit assembly that keep the vent line from sucking in fuel from the return line. It went bad when we changed the pump. Right now I have the line blocked off as is is hot at heck here and I don't want to stress my guy in the heat. Next month I'll order the part and have him put it in.

@BodybyFisher
got the new alternator, pulled the old one out and there was something rattling around int it. Was able to get some of it out it was very brittle plastic. also there was a bracket that is used to tension the belt for the alternator that was turned and wasn't putting tension on the belt. I got everything  back together and it is running great, checked the battery and alternator volts with my dvom and it is charging at 14.6. so I think I got her going. thanks for your replies @BodybyFisher if you see anybody having a similar problem send them my way. and I can add pictures of the tensioner.

Thanks again. I just ordered a used Snap-on dist. wrench on eBay. 

I figured it out today.
No part mentioned in the manual on it though. There is a small recess in the upper spring plate. (see pic)
With the mount centered, and the strut centered, the recess has to be centered. It is so small that when rusty it almost does not exist

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FIRST PLACE: No. 31 Whelen Engineering Cadillac DPi-V.R driven by Felipe Nasr and Pipo Derani

SECOND PLACE: No. 10 Konica Minolta Cadillac DPi-V.R driven by Renger van der Zande and Ryan Briscoe

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I know this is an ad for this specific car but it also makes a nice study of the 53 Fleetwood
 
 

You are absolutely correct. I jump nothing, and will not jump these. 
1. GM side terminal crap
2. Too many sensitive electronics to mess up

Classic Roadsters Duke Jaguar SS-100 Replica, Epilogue.
I don't know if anyone sees or is following this part of the forum any more, but I thought I would post a final report of my Jaguar ownership experience after reviewing my original thread. On May 22, 2019, I helped load my Jaguar onto a transport trailer to be shipped to its new owner in Phoenix. After six years of ownership that featured lots of fun driving, a few breakdowns, quite a bit of maintenance education and work, we decided we had satisfied our Brit roadster yen and wanted the garage space back. A Craigslist ad brought me a willing buyer with cash. As an investment, the Jaguar was a loser, but considering the money we put into it overall, probably equivalent to the depreciation on any vehicle.
I documented most of the work that was done to make the Jag a reliable and attractive car in my first thread. At the end, it was in fact very reliable. The last recurring problems turned out to be fuel system issues that were working together to be hard to diagnose--carburetor and fuel pump. The rebuilt carb I installed was not internally calibrated quite right, including wrong jets, so a professional rebuild of the rebuilt solved one part of the equation. But it was still stalling. That turned out to be due to bad fuel pumps. The Duke was built with a non-stock electric fuel pump mounted just below the tank. The original and first replacement pumps were overheating and cutting out. My mechanic finally installed a racing-duty pump which totally solved the stalling problem.
Like folks say about boats, it was a happy day when we bought the Jaguar, and a happy day when we sold it. No regrets. Loved the experience and even learning from the problems. And over 4,000 miles of joyriding.
And so we move on. I hope folks who own, or think about owning or have interest in replica cars, and the Duke model particularly, find something of interest or encouragement in what I have shared. And to whoever owns our Jaguar now, and wherever they may be, happy driving!

I do not recommend anything other than a graphite lubricant in the cylinder.
If something other than that is used it can be easily damaged.
There is no electrical related part of the lock cylinder other than the 2 wires for the PATS pin to enable the fuel and spark.
If the remote start has been disconnected but yet the ignition is still staying in Accessory I would try a few things.
If the car is staying in accessory I think of a few things. RAP (retained accessory power) keeps power to the radio and power windows for a period of time unless a door is opened.
That being said, does opening a door shut the Accessories off or do they say on?
Possibly a stuck RAP relay.
If issue is specifically ignition related I suggest that when you turn the car off to push the key to ACC, then back to off.
If the ignition(not cylinder) is going bad this trick should lead you in the right direction

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The LYRIQ is based on GM’s next-generation, modular electric vehicle platform and driven by the Ultium propulsion system, allowing Cadillac to deliver customers a variety of range and performance options. With range being one of the biggest factors when it comes to selecting an EV, we’re designing LYRIQ to offer beyond 300 miles of range on a full charge, based on internal testing1. Performance and technology highlights include:
Charging options that fit a variety of preferences for home, the workplace and on the road — including DC fast charging rates over 150 kilowatts and Level 2 charging rates up to 19 kW2. Rear-wheel drive and performance all-wheel drive configurations. The latest version of Super Cruise3, the industry’s first truly hands-free driver assistance feature, available on more than 200,000 miles of compatible highways and recently enhanced to include automated lane change. New technologies such as dual-plane augmented reality-enhanced head-up display and remote self-parking. The brand’s most seamless and adaptive technology interaction with the driver and passengers, including the latest Cadillac user experience, which is showcased in a 33-inch-diagonal advanced LED screen the spans the entire viewing area of the driver. “LYRIQ was conceived to make every journey exhilarating and leverages more than a century of innovation to drive the brand into a new era, while rewarding passengers with a more personal, connected and immersive experience,” said Jamie Brewer, Cadillac LYRIQ chief engineer. “To do this we developed an architecture specifically for EVs.  It is not only an exceptional EV, but first and foremost a Cadillac.”
LIBERATING PERFORMANCE
Some luxury EVs today feature adapted traditional internal combustion engine architecture, that is not the case with LYRIQ. Cadillac’s all-new, modular EV platform on which the LYRIQ is based is the foundation for its liberating performance. With a dedicated EV architecture, its design eliminates significant physical constraints associated with adapting electric propulsion within a conventional vehicle architecture, for an optimized design that supports greater driving range, an engaging driving experience and a new interpretation of passenger space.
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ALL-NEW ULTIUM BATTERY SYSTEM
The Cadillac LYRIQ is powered by GM’s new Ultium battery system, which offers approximately 100 kilowatt-hours of energy to deliver stirring performance.
Ultium’s state-of-the-art NCMA (nickel-cobalt-manganese-aluminum) chemistry uses aluminum in the cathode to help reduce the need for rare-earth materials such as cobalt. In fact, GM engineers reduced the cobalt content by more than 70 percent, compared to current GM batteries.
The advanced battery chemistry is packed in large, flat pouch cells that enable smart module construction to reduce complexity and simplify cooling needs. Additionally, the battery electronics are incorporated directly into the modules, eliminating nearly 90 percent of the battery pack wiring, compared to GM’s current electric vehicles. 
When it comes to charging, LYRIQ offers quick and convenient charging options whether at home or on the go. With DC fast charging, the LYRIQ can charge at rates over 150 kW. 
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Envisioned to make interaction with its technologies more intuitive and rewarding, the LYRIQ’s partnership with the driver and passengers is simultaneously energizing and artful.
Upon approach, the LYRIQ recognizes the driver and initiates a “greeting” with a choreographed lighting sequence, while also preparing the cabin for the journey, including seat, mirror and climate system adjustments. Once inside, the LYRIQ offers Cadillac’s highest level of driver information, infotainment and connectivity integration, for a more seamless and rewarding experience.
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Additional technology and interactive highlights include:
Battery and charging monitoring conveyed by easy, at-a-glance graphics. The system identifies the vehicle’s energy needs at home and on the go, according to owner preferences, while also monitoring and forecasting energy consumption and providing charging suggestions. New dual-plane augmented reality-enhanced head-up display employs two planes: a near plane indicating speed, direction and more, and a far plane displaying transparent navigation signals and other important alerts. The latest version of Super Cruise, the hands-free driver assistance feature, including automated lane change.3 Supervised remote parking that uses ultrasonic sensors to help the LYRIQ park itself in parallel or perpendicular parking spaces — whether the driver is inside or outside of the vehicle.4 SENSE OF SOUND
LYRIQ’s technology also addresses sound in two important ways: Blocking unwanted sounds and making the most of the sounds passengers want to hear.
For the first time, Cadillac will introduce a new road noise cancellation technology, which takes active noise cancellation to the next level by introducing more microphones and accelerometers, which improve noise cancellation abilities. With this new system, Cadillac’s performance and audio engineers can target the frequency range of tire cavity noise, reducing the noise level in the vehicle and allowing for a quieter in-cabin experience.
The Cadillac LYRIQ builds on the brand’s exclusive partnership with AKG. “With LYRIQ we wanted to deliver a sound experience that would transport the driver from a vehicle into a recording studio,” said Hussein Khalil, Cadillac lead audio design release engineer. “With the AKG sound system, we are able to deliver this experience along with the quality and reliability luxury customers expect.”
At launch, LYRIQ will offer a 19-speaker AKG Studio audio system that delivers exceptionally crisp and precise sound reproduction, enabling drivers and passengers to enjoy their favorite music.
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“The LYRIQ represents the next iteration of the iconic brand’s styling, enabled by electrification, as only Cadillac can express,” said Andrew Smith, executive director, Global Cadillac Design. “Inside and out, LYRIQ is a thoughtful integration of design and technology and is intended to make every drive an occasion.”
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The result is a more airy, minimalistic design that does more to involve the driver and passengers in the driving experience while offering exceptional functionality when it comes to storage solutions. It is also brimming with subtle yet obsessive details such as backlit speaker grilles, curved screens with hidden storage and, like the exterior, orchestrated lighting features.

1959 Cadillac Series 62 Coupe DeVille On Ebay
https://www.ebay.com/itm/1959-Cadillac-DeVille/143671149044?

1965 Cadillac DeVille Convertible On Ebay
https://www.ebay.com/itm/1965-Cadillac-DeVille/402332856094?

You really need to take them apart and clean.....they can look perfect just sitting there. 
I should have asked earlier......any aftermarket stereos /tvs ....amps....alarm system.....remote starter....pocket remote unlock systems installed on the car?
 
I prefer GM IAC motors over ISCs. GM had IACs around for over 10 years before Cadillac started using them with OBDII. ISC motors are like using a broomstick to turn on a wall switch. 
 
Here is another lengthy post about ISC motors. Maybe you'll see a clue... 
https://caddyinfo.ipbhost.com/topic/49651-1995-eldorado-racing-idle-isc-motor/#comments
 
 
 
 

Relive all the action from the Cadillac Grand Prix Of Sebring, the third race of the 2020 IMSA WeatherTech SportsCar Championship.

I stated 'it could be something like'......a 25 year old car....it really could be anything along that type of problem. 
Reman ECMs can sometimes cause more problems than they fix. 
1993 service manual......page 6E-A-46 and 47 shows the grounds for the ECM. G100, G102, G401. You need to inspect all 3.....and not just a visual....you will need to take each one apart and clean. They can 'look' ok but actually be causing a problem.  
There is also a splice.....S234 that should be inspected very closely. 

@Logan I am confused, because the PCM is a remanufactured one, and the old PCM just look to do the exact same issue, but what you say about the PCM has sense for sure.
About throttle shaft i don't think, the throttle body is new.
Did you see my video ? if yes, can you confirm this is not normal in this car ?
About the PROM, that exactly the one i order finally if that not the issue, can only be good to keep it as spare just in case since i plan to keep this car for long.
Thanks for help.

Early GM Techline terminals used to have a PROM charts back in the DOS and IBM PS2 days. It would have specific PROM details for every GM car. You could search each and every PROM for details.
Haven't seen those charts in 15 years. There is more to it than this PDF chart.....details like engine....FED, Canada, export emissions....trans....final drive ratio....maybe 20 Proms per car.
Did find some info... page 63
http://www.scotthansen.net/BCCLookup.pdf
 
Some eBay Prom and ECM BBSX details..
https://www.ebay.com/itm/Prom-Chip-BBSX-1993-Cadillac-Eldorado-4-6L-PCM-ECM-16180517-Memcal-16200887-/223903910936
 
To me....it seems likely his PROM is ok......it seems like a ECM quad driver issue......if he sets it on the low side....it's too slow to catch up....it wants to stall......if he sets it high....its slow coming dowm.
It is interesting the the ECM has been replaced before for a idle issue.
There were some goofy 1994 ECMs.....there is a TSB about those.
25 year old car....could be something like a worn throttle shaft...weak spring...etc.
 
Snapshot is from page 63 PDF chart.
 

Yes, i see this link, but how to be sure, because on the BBC lookup list i found, the BHMU is for the 16180220 PCM, i have the 16180517 PCM so not sure, and is there any advantage ? i don't know, would be great to have the BIN file to read the parameter and see exactly how the ISC work, i did it already long time ago for a Fenix ECU, was a lot of work to find the parameter in the hex file.
Thanks.

Video is online, here the link : https://www.youtube.com/watch?v=fH2I4wBJHFg
That show exactly the issue, and when engine cold, that the same.
Thanks again

I hear ya. The spare tire and the drop down assembly have been removed. There is a lot of room under there to safely attach the worn out factory magneride shocks to the frame rails.  Could someone please inform me where I can buy the resistor plug-in to satisfy the computer to avoid speed restrictions at 75-80mph. 
A Skyjacker rep assured me that the Skyjacker H7017 soft ride was a proven aftermarket shock absorber for the 2010 Escalade EXT  AWD.  I added the Firestone spring assist air bladder inside the factory rear springs and have it at 25 psi . The Skyjacker Hydro shocks control the rear spring energy perfectly . It is a Cadillac comfort and control ride on bumpy high speed freeway entrances, washboard dirt roads, low speed neighbourhood speed humps, parking lot speed bumps etc.  I plan on getting the magneride shocks rebuilt and a new air compressor installed when I find a mechanic who doesn't look at me like I'm a ATM machine . 
just a note.... in 06 I bought a 06 Chev Avalanche, put over 300,000km (190,000 miles) on it before I bought the Escalade in 2014 so I'm no rookie in what to expect from these trucks . What is really ridiculous is the AWD in the Escalade . The Avalanche had the push button 2WD 4WD high 4WD low option . Escalades AWD all the time does nothing on warm dry pavement except wear itself out, pillage hp and burn crazy amounts of fuel . I plan on removing the front two drive shafts until winter (Dec 1 here in London Ontario Canada). I'll create a thread about what happens and all the other ridiculous sounding things I'm going to do with this truck. Until Cadillac designs another standout looking pick-up or SUV I'm keeping this one .

Actually.....the Chart 6C-6 is in the 1993 manual. The procedure is the same.....but the schematic IS different.
It is on page 6C-40 1993 service manual. 
 
PROMs / Memcals were around before PCs and the internet. 
The same car may have have 25 different PROMs available for different options or markets (California, Canada, US FED emissions) manual or automatic trans or gear ratios or even different engines (Think Pontiac Grand Am...2 different 4 cylinder engines and a 6 cylinder engine available) etc.
There may be a new PROM issued to fix a transmission chuggle issue kind of thing (technical service bulletin). 
So a PROM was really the software for the ECM......you would buy it using a part number and insert it in the ECM as a whole unit as shown.