Cadillac engine knowledge

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[[Image:Cadsuburban.jpg|frame|A Cadillac engine in an early Suburban]]
 
[[Image:Cadsuburban.jpg|frame|A Cadillac engine in an early Suburban]]
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==General specifications==
+
[[File:Caddyv12.jpg|thumb|500px|Mid-'60s Caddy V12 60 degree SOHC engine- never reached production]]
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<br clear="both">
+
 
−
{| border="0"
+
==1946-'60==
−
! Year !! Disp. !! Fuel !! Horsepower !! Torque@RPM !! Bore x Stroke !! Comp. ratio
+
*[http://www.secondchancegarage.com/public/488.cfm 1946-'60 Cadillac Engine Specs Index] from secondchancegarage.com
 +
 
 +
==1960-'69 general engine specifications==
 +
 
 +
<td colspan="2" align="center"><b>Engine<br>HP|CID</b></td>
 +
<td align="center" ><b>Carb</b></td>
 +
<td align="center" ><b>Bore x Stroke<br>(Inches)</b></td>
 +
<td align="center" ><b>Comp.<br>Ratio</b></td>
 +
<td align="center" ><b>Brake<br>H.P.<br>@ RPM</b></td>
 +
<td align="center" ><b>Torque<br>Lbs.-Ft.<br>@ RPM</b></td>
 +
<td align="center" ><b>Oil<br>PSI</b></td>
 +
<td align="center" ><b>Spark<br>Plug<br>Type</b></td>
 +
<td align="center" ><b>Spark<br>Plug<br>Gap</b></td>
 +
<td align="center" ><b>Dwell<br>Angle</b></td>
 +
<td align="center" ><b>Firing<br>Order</b></td>
 +
<td align="center" ><b>Timing<br>BTDC</b></td>
 +
</tr><tr>
 +
<td  bgcolor="#ffffFF" rowspan="2" align="center" valign="top"><b>1960</b></td>
 +
<td ><b>325 Horsepower</b></td>
 +
<td align="right"><b>V8-390</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4 x 3.875</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>325 @ 4800</b></td>
 +
<td align="center" ><b>430 @ 3100</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18436572</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr bgcolor="#ffffFF">
 +
<td><b>345 H.P. Eldorado</b></td>
 +
<td align="right"><b>V8-390</b></td>
 +
<td align="center" ><b>3x2 Bar</b></td>
 +
<td align="center" ><b>4 x 3.875</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>345 @ 4800</b></td>
 +
<td align="center" ><b>435 @ 3400</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18436572</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr>
 +
<td rowspan="1" align="center" valign="top"><b>1961</b></td>
 +
<td ><b>325 Horsepower</b></td>
 +
<td align="right"><b>V8-390</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4 x 3.875</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>325 @ 4800</b></td>
 +
<td align="center" ><b>430 @ 3100</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18436572</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr bgcolor="#ffffFF">
 +
<td rowspan="1" align="center" valign="top"><b>1962</b></td>
 +
<td ><b>325 Horsepower</b></td>
 +
<td align="right"><b>V8-390</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4 x 3.875</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>325 @ 4800</b></td>
 +
<td align="center" ><b>430 @ 3100</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18436572</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr>
 +
<td rowspan="1" align="center" valign="top"><b>1963</b></td>
 +
<td ><b>325 Horsepower</b></td>
 +
<td align="right"><b>V8-390</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4 x 3.875</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>325 @ 4800</b></td>
 +
<td align="center" ><b>430 @ 3100</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18726543</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr bgcolor="#ffffFF">
 +
<td rowspan="1" align="center" valign="top"><b>1964</b></td>
 +
<td ><b>340 Horsepower</b></td>
 +
<td align="right"><b>V8-429</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.13 x 4.0</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>340 @ 4600</b></td>
 +
<td align="center" ><b>480 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18726543</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr>
 +
<td rowspan="1" align="center" valign="top"><b>1965</b></td>
 +
<td ><b>340 Horsepower</b></td>
 +
<td align="right"><b>V8-429</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.13 x 4.0</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>340 @ 4600</b></td>
 +
<td align="center" ><b>480 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18726543</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr bgcolor="#ffffFF">
 +
<td rowspan="1" align="center" valign="top"><b>1966</b></td>
 +
<td ><b>340 Horsepower</b></td>
 +
<td align="right"><b>V8-429</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.13 x 4.0</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>340 @ 4600</b></td>
 +
<td align="center" ><b>480 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18726543</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr>
 +
<td rowspan="1" align="center" valign="top"><b>1967</b></td>
 +
<td ><b>340 Horsepower</b></td>
 +
<td align="right"><b>V8-429</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.13 x 4.0</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>340 @ 4600</b></td>
 +
<td align="center" ><b>480 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>18726543</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr bgcolor="#ffffFF">
 +
<td rowspan="1" align="center" valign="top"><b>1968</b></td>
 +
<td ><b>375 Horsepower</b></td>
 +
<td align="right"><b>V8-472</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.30 x 4.06</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>375 @ 4400</b></td>
 +
<td align="center" ><b>525 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC 44N</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>15634278</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr><tr>
 +
<td rowspan="4" align="center" valign="top"><b>1969</b></td>
 +
<td ><b>375 Horsepower</b></td>
 +
<td align="right"><b>V8-472</b></td>
 +
<td align="center" ><b>4 Barrel</b></td>
 +
<td align="center" ><b>4.30 x 4.06</b></td>
 +
<td align="center" ><b>10.5</b></td>
 +
<td align="center" ><b>375 @ 4400</b></td>
 +
<td align="center" ><b>525 @ 3000</b></td>
 +
<td align="center" ><b>30-35</b></td>
 +
<td align="center" ><b>AC R44N</b></td>
 +
<td align="center" ><b>.035”</b></td>
 +
<td align="center" ><b>30°</b></td>
 +
<td align="center" ><b>15634278</b></td>
 +
<td align="center" ><b>5°</b></td>
 +
</tr></table></font><br>
 +
'''Bold text'''
 +
 
 +
==1968-'76 general engine specifications==
 +
 
 +
|-bgcolor="#CCCCFF"  
 +
! Year !! CID !! Fuel !! Horsepower<br>@ RPM !! Torque<br>@ RPM !! Bore x Stroke<br>(inches) !! Compression<br>Ratio
 
|-
 
|-
 
| 1968-'69 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 10.5-1  
 
| 1968-'69 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 10.5-1  
−
|-
+
|-bgcolor="#eeeeee"
 
| 1970 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 10.0-1  
 
| 1970 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 10.0-1  
 
|-
 
|-
 
| 1970 || 500 || 4bbl || 400@4400 || 550@3000 || 4.300x4.304 || align="center" | 10.0-1  
 
| 1970 || 500 || 4bbl || 400@4400 || 550@3000 || 4.300x4.304 || align="center" | 10.0-1  
 +
|-bgcolor="#eeeeee"
 +
| 1971 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 8.8:1
 
|-
 
|-
−
| 1971 || 472 || 4bbl || 375@4400 || 525@3000 || 4.300x4.060 || align="center" | 8.8-1  
+
| 1971 || 500 || 4bbl || 365@4400 || 535@2800 || 4.300x4.304 || align="center" | 8.5:1
 +
|-bgcolor="#eeeeee"
 +
| 1972-'73 || 472 || 4bbl || 220@4000 || 365@2400 || 4.300x4.060 || align="center" | 8.5:1  
 
|-
 
|-
−
| 1971 || 500 || 4bbl || 365@4400 || 535@2800 || 4.300x4.304 || align="center" | 8.5-1  
+
| 1972-'73 || 500 || 4bbl || 235@3800 || 385@2400 || 4.300x4.304 || align="center" | 8.5:1
 +
|-bgcolor="#eeeeee"
 +
| 1974 || 472 || 4bbl || 220@4000 || 365@2400 || 4.300x4.060 || align="center" | 8.25:1  
 
|-
 
|-
−
| 1972-'73 || 472 || 4bbl || 220@4000 || 365@2400 || 4.300x4.060 || align="center" | 8.5-1  
+
| 1974-'75 || 500 || 4bbl || 210@3600 || 380@2000 || 4.300x4.304 || align="center" | 8.25:1
 +
|-bgcolor="#eeeeee"
 +
| 1975 || 500 || EFI || 210@3600 || 380@2000 || 4.300x4.304 || align="center" | 8.25:1  
 
|-
 
|-
−
| 1972-'73 || 500 || 4bbl || 235@3800 || 385@2400 || 4.300x4.304 || align="center" | 8.5-1
+
| 1976 || 500 || 4bbl || 190@3600 || 360@2000 || 4.300x4.304 || align="center" | 8.5:1  
−
|-
+
|-bgcolor="#eeeeee"
−
| 1974 || 472 || 4bbl || 220@4000 || 365@2400 || 4.300x4.060 || align="center" | 8.25-1
+
| 1976 || 500 || EFI || 215@3600 || 400@2000 || 4.300x4.304 || align="center" | 8.5:1
−
|-
+
|}<br>
−
| 1974-'75 || 500 || 4bbl || 210@3600 || 380@2000 || 4.300x4.304 || align="center" | 8.25-1
+
−
|-
+
−
| 1975 || 500 || EFI || 210@3600 || 380@2000 || 4.300x4.304 || align="center" | 8.25-1
+
−
|-
+
−
| 1976 || 500 || 4bbl || 190@3600 || 360@2000 || 4.300x4.304 || align="center" | 8.5-1  
+
−
|-
+
−
| 1976 || 500 || EFI || 215@3600 || 400@2000 || 4.300x4.304 || align="center" | 8.5-1
+
−
|}
+
−
 
+
  
−
===Tune-up specifications===
+
===1968-'76 tune-up specifications===
−
{| border="0"
+
{|border="1" cellpadding="2" cellspacing="0" 
−
! Year !! Disp. !! Fuel !! Spark plugs !! Dist. !! Timing BTDC !! Intake opens !! Idle speed
+
|-bgcolor="#CCCCFF"
 +
!Year!!CID!!Fuel!!Plug (gap in.)!!Ignition!!Timing<br>°BTDC!!Intake open<br>°BTDC!!Idle RPM
 
|-
 
|-
−
| 1968-'69 || 472 || 4bbl || 44Ngap@.035 || points@.016 || align="center" | 5B || align="center" | 18B || align="center" | 550  
+
| 1968-'69 || 472 || 4bbl || 44N (.035) || points .016"|| align="center" | 5B || align="center" | 18 || align="center" | 550  
 +
|-bgcolor="#eeeeee"
 +
| 1970-'71 || 472 || 4bbl || R46N (.035) || points .016"|| align="center" | 8B || align="center" | 18 || align="center" | 600
 
|-
 
|-
−
| 1970-'71 || 472 || 4bbl || R46Ngap@.035 || points@.016 || align="center" | 8B || align="center" | 18B || align="center" | 600
+
| 1970-'71 || 500 || 4bbl || R46N (.035) || points .016"|| align="center" | 7.5B || align="center" | 18 || align="center" | 600
 +
|-bgcolor="#eeeeee"
 +
| 1972-'73 || 472 || 4bbl || R46N (.035) || points .016" || align="center" | 8B || align="center" | 34 || align="center" | 600  
 
|-
 
|-
−
| 1970-'71 || 500 || 4bbl || R46Ngap@.035 || points@.016 || align="center" | 7.5B || align="center" | 18B || align="center" | 600
+
| 1972-'73 || 500 || 4bbl || R46N (.035) || points .016" || align="center" | 8B || align="center" | 34 || align="center" | 600
 +
|-bgcolor="#eeeeee"
 +
| 1974 || 472 || 4bbl || R45NS (.035) || points .016" || align="center" | 10B || align="center" | 21 || align="center" | 600  
 
|-
 
|-
−
| 1972-'73 || 472 || 4bbl || R46Ngap@.035 || points@.016 || align="center" | 8B || align="center" | 34B || align="center" | 600  
+
| 1974 || 500 || 4bbl || R45NS (.035) || points .016"|| align="center" | 10B || align="center" | 21 || align="center" | 600
 +
|-bgcolor="#eeeeee"
 +
| 1974 || 500 || 4bbl || R45NS (.035) || align="center" | HEI || align="center" | 10B || align="center" | 21 || align="center" | 600  
 
|-
 
|-
−
| 1972-'73 || 500 || 4bbl || R46Ngap@.035 || points@.016 || align="center" | 8B || align="center" | 34B || align="center" | 600
+
| 1975-'76 || 500 || 4bbl || R45NSX (.060) || align="center" | HEI || align="center" | 6B || align="center" | 21 || align="center" | 600  
−
|-
+
|-bgcolor="#eeeeee"
−
| 1974 || 472 || 4bbl || R45NSgap@.035 || points@.016 || align="center" | 10B || align="center" | 21B || align="center" | 600
+
| 1975-'76 || 500 || EFI || R45NSX (.060) || align="center" | HEI || align="center" | 12B || align="center" | 21 || align="center" | 600
−
|-
+
|}<br>
−
| 1974 || 500 || 4bbl || R45NSgap@.035 || points@.016 || align="center" | 10B || align="center" | 21B || align="center" | 600
+
−
|-
+
−
| 1974 || 500 || 4bbl || R45NSgap@.035 || align="center" | HEI || align="center" | 10B || align="center" | 21B || align="center" | 600
+
−
|-
+
−
| 1975-'76 || 500 || 4bbl || R45NSXgap@.060 || align="center" | HEI || align="center" | 6B || align="center" | 21B || align="center" | 600  
+
−
|-
+
−
| 1975-'76 || 500 || EFI || R45NSXgap@.060 || align="center" | HEI || align="center" | 12B || align="center" | 21B || align="center" | 600
+
−
|}
+
  
 +
==Firing orders==
 +
*[http://www.crankshaftcoalition.com/wiki/GM_firing_orders#Cadillac Cadillac firing orders]
  
−
===Fastener torque specifications===
+
==Fastener torque specifications==
−
{| border="0"
+
;{{!}}In ft/lbs
 +
{|border="1" cellpadding="2" cellspacing="0"
 +
|-bgcolor="#CCCCFF"
 
! Year !! Disp. !! Head !! Rod !! Main !! Crank damper !! Flywheel !! Intake !! Exhaust
 
! Year !! Disp. !! Head !! Rod !! Main !! Crank damper !! Flywheel !! Intake !! Exhaust
 
|-
 
|-
 
| 1968-'76 || 472-500 || align="center" | 115 || align="center" | 40 || align="center" | 90 || align="center" | press fit || align="center" | 60 || align="center" | 30 || align="center" | 35
 
| 1968-'76 || 472-500 || align="center" | 115 || align="center" | 40 || align="center" | 90 || align="center" | press fit || align="center" | 60 || align="center" | 30 || align="center" | 35
−
|}
+
|}<br>
−
 
+
  
 
==Identification==
 
==Identification==
  
 
===Block casting numbers===
 
===Block casting numbers===
−
1968-'69 472: 1486238
+
*1968-'69 472: 1486238
−
 
+
*1970-'76 472 & 500: 1485200 (1486200 was used on some 1974-'76 500 engines)
−
1970-'76 472 & 500: 1485200 (1486200 was used on some 1974-'76 500 engines)
+
*1977-'79 425: 1609110
−
 
+
*1980-'85 368: 1615255 Carb; 1620734 EFI
−
1977-'79 425: 1609110
+
−
 
+
−
1980-'85 368: 1615255 Carb; 1620734 EFI
+
  
 
===Crank casting number===
 
===Crank casting number===
−
1968-'74 472: 1486424
+
*1968-'74 472: 1486424
−
 
+
*1970 500: 1495094
−
1970 500: 1495094
+
*1971-'76 500: 1496793
−
 
+
*1977-'79 425: 1609142R
−
1971-'76 500: 1496793
+
*1980-'85 368: 1609142
−
 
+
−
1977-'79 425: 1609142R
+
−
 
+
−
1980-'85 368: 1609142
+
  
 
===Stroke===  
 
===Stroke===  
−
(Stroke can be measured through spark plug hole if the engine will turn over.)
+
Stroke can be measured through spark plug hole if the engine will turn over.
−
 
+
*1968-'74 472, 1977-'79 425, 1980-'85 368: 4.060" (less than 4-1/8")
−
1968-'74 472, 1977-'79 425, 1980-'85 368: 4.060" (less than 4-1/8")
+
*1970-'76 500: 4.300" (more than 4-1/4")
−
 
+
−
1970-'76 500: 4.300" (more than 4-1/4")
+
  
 
===Head casting number===  
 
===Head casting number===  
−
(Usually in the center of the head under the valve cover.)
+
Usually in the center of the head under the valve cover.
 +
*1968-'69 472: 1486250
 +
*1970 472 & 500: 1495950, 1497902, 1486250
 +
*1971-'73 472 & 500: 1497902
 +
*1974-'76 472 & 500: 6024493, 6024552
 +
*472 and 500 heads have the last 3 digits of the casting number in a recess under a center intake port, visible from the lifter valley with a mirror.
 +
*1977-'79 425: 1609112, 1609423 (last 3 usually on driver's front / pass. rear exhaust port)
 +
*1980-'85 368: 1615188, others unknown. The 4-6-8 head is substantially different than the regular head, and the rocker assemblies are not directly interchangeable.
  
−
1968-'69 472: 1486250
+
A fairly comprehensive 2 page PDF ID guide with pictures (mostly on the 472/500 engines) can be found [http://www.cad500parts.com/tech/EngineIDPages.pdf HERE]. For a quick ID, on the second page there is a box shape shown on the rear of the 1977-later blocks to ID the smaller engines. Distinguishing a 1970-newer 472 from a 500 can only be done by crank number, stroke, or piston design, as all other parts are the same.
  
−
1970 472 & 500: 1495950, 1497902, 1486250
+
==Modifications and swapping==
 +
[[File:Mts cad head.jpg|thumb|left|600px|Cadillac HP MTS custom aluminum 76cc "FR" head, ~$3500/pair ca. 2012]] <br style="clear:both"/>
 +
===Heads===
 +
The biggest gains in power output come from aftermarket cylinder heads (see photo). Stock heads can also be ported for more power. MTS/CHP and others do this type of work. Pre-1974 heads are small chamber 76cc and are good for around 12-13 to 1 compression when a flat top piston is fitted. Race gas, alcohol or propane fuel must be used.
  
−
1971-'73 472 & 500: 1497902
+
The 1974 and later open chamber heads have 120cc chambers giving compression ratios of 7.5-9 to 1 depending on the piston used.
  
−
1974-'76 472 & 500: 6024493, 6024552
+
Big gains can be made by adding larger valves. The valve sizes can be boosted to 2.19"/1.84" without worry of hitting the water jackets. The usual porting, valve unshrouding and minor bowl modifications will work, although the short-side radius should be left alone to avoid drastic differences in airflow. Roughly 20 hp can be gained by this work alone and most of that comes from the larger valves.
  
−
472 and 500 heads have the last 3 digits of the casting number in a recess under a center intake port, visible from the lifter valley with a mirror.  
+
The 1977-'79 425 heads have 108cc chambers giving about 10:1 compression ratio depending on the piston used. The 425 heads have restricted air flow due to their port design making them the least desirable for modification. The head gasket is different as well.
  
−
1977-'79 425: 1609112, 1609423 (last 3 usually on driver's front / pass. rear exhaust port)
+
===Intake===
 +
The stock intakes used on the 472/500/425 engines leave a lot to be desired. They are a very low rise design, some are single plane, but not in a high performance sense. Also, the stock intake is of a "negative plenum" design in which the air/fuel mixture actually flows below the intake port, then back up to the port-not good for flow. It was made this way to clear the Eldorado hood, and consequently these aftermarket intake manifolds will not clear the stock Eldorado hood.
  
−
1980-'85 368: 1615188, others unknown. The 4-6-8 head is substantially different than the regular head, and the rocker assemblies are not directly interchangeable.
+
MTS/CHP, Edelbrock and others make aluminum aftermarket intakes that are better suited for high performance duty.
  
−
A fairly comprehensive 2 page PDF ID guide with pictures (mostly on the 472/500 engines) can be found [http://www.cad500parts.com/tech/EngineIDPages.pdf HERE]. For a quick ID, on the second page there is a box shape shown on the rear of the 1977-later blocks to ID the smaller engines. Distinguishing a 1970-newer 472 from a 500 can only be done by crank number, stroke, or piston design, as all other parts are the same.
+
[[File:Mts single plane intake cad.jpg|thumb||left|600px|MTS/CHP single plane aluminum intake manifold]] <br style="clear:both"/>
  
 +
===Block===
 +
Blocks should get the standard deburring. A drain hole can be drilled into the rear of the lifter valley for better oil drain back and a spillway can be added to the oval hole at the front of the block to better lubricate the timing chain and the camshaft thrust face. Incidentally, later blocks have 1/2 inch oil galleries for increased flow through the block, so it makes a good performance base.
  
−
==Modifications and swapping==
+
A 472 can be made into a 500 by swapping in the 500 crank and pistons, although on 1968-'69 engines, a slight amount of notching is necessary at the bottom of the cylinder bores.
  
−
===Heads===
+
If the front cover has [[rust]] pitting from the water pump, it can be saved by [[sandblasting]] and filling the [[Pitted rust|pits]] with JB Weld and then painting.  
−
The biggest gains in power output come with cylinder head work. Pre-1974 heads are small chamber 76 cc's and are good for around 12-13 to 1 compression when a flat top piston is fitted. Race gas, alcohol or propane fuel must be used. The 1974 and later open chamber heads have 120 cc chambers giving compression ratios of 7.5-9 to 1 depending on the piston used. The 1977-'79 425 heads have 108cc chambers giving about 10:1 compression ratio depending on the piston used. The 425 heads have restricted air flow due to their port design making them the least desirable for modification. The head gasket is different as well.  Big gains can be made by adding larger valves. The valve sizes can be boosted to 2.19"/1.84" without worry of hitting the water jackets. The usual porting, valve unshrouding and minor bowl modifications will work, although the short-side radius should be left alone to avoid drastic differences in airflow. Roughly 20 hp can be gained by this work alone and most of that comes from the larger valves.
+
−
 
+
−
===Block===
+
−
Blocks should get the standard deburring. A drain hole can be drilled into the rear of the lifter valley for better oil drain back and a spillway can be added to the oval hole at the front of the block to better lubricate the timing chain and the camshaft thrust face. Incidentally, a later block has 1/2 inch oil galleries for increased flow through the block, so it makes a good performance base. If the front cover has [[rust]] pitting from the water pump, it can be saved by [[sandblasting]] and filling the [[Pitted rust|pits]] with JB Weld and then painting. One more thing about blocks, a 472 can be made into a 500 by swapping in the 500 crank and pistons, although on 1968-'69 engines, a slight amount of notching is necessary at the bottom of the cylinder bores.
+
  
 
===High performance tolerances===
 
===High performance tolerances===
−
 
+
*Crank end-play, minimum- 0.008"
−
Crank end-play, minimum- 0.008"
+
*Rod side clearance- 0.035"
−
 
+
*Top ring gap- 0.020"
−
Rod side clearance- 0.035"
+
*Second ring gap- 0.018"
−
 
+
−
Top ring gap- 0.020"
+
−
 
+
−
Second ring gap- 0.018"
+
  
 
===Cam timing/degreeing===
 
===Cam timing/degreeing===
−
The stock cam can benefit from advancing the cam timing 2 degrees, as these engines had retarded cam timing in stock form for emissions. Attach the degree wheel to the crank with a 9/16-24 fine thread bolt.
+
The stock cam can benefit from advancing the cam timing 2 degrees, as these engines had retarded cam timing in stock form for emissions. Attach the degree wheel to the crank with a 9/16-18 fine thread bolt.
  
−
==Transmissions==
+
==Transmission bolt patterns==
 +
The ~1968-up 368, 425, 472, and 500 cid engines all use a "BOP" (Buick/Olds/Pontiac) bellhousing bolt pattern, so a TH350 or TH400 or "uni-bell" automatic will bolt right up to the back of the block as long as the proper Cadillac flexplate and torque converter are used.
  
−
===TH350===
+
The '56-'64 365/390/429 use a Cadillac-only "flat top" bolt pattern, which does not share dimensions with other GM bolt patterns. In 1965 most Cadillacs (there was a unique '64 carryover for '65 commercial cars) received a new "pad-mount" starter motor, which with two vertical bolts held the starter to a cast block pad. Previous design was a "flange mount" starter which bolted to the bell housing. In the case of the unique '64 with a factory installed engine-to-transmission adapter, the starter bolted to an adapter plate which was "sandwiched" between the block and an early Buick bolt-pattern TH-400. TH400 crankshafts use a flange and pilot which are not dimensionally the same as those of "Jetaway" crankshafts.  .
  
−
Some TH350 transmissions came with steel transmission cases in older military tanks and trucks; they would be best for mondo horsepower applications such as 1500+ hp cad engines. It's fairly easy to build a 2000 hp twin turbo Cad with 35 pounds of boost at 7:1 compression on alcohol. It's said the block can take it, but the cast crank might not be able to.
+
===TH350 and TH400===
 +
A TH350 can be built to stand up to the torque of a Caddy engine, but the cost may seem high compared to what a TH400 can be built for, to do the same job. It is an option, however. Some TH350 transmissions came with steel transmission cases in older military tanks and trucks; they would be best for mondo horsepower applications such as 1500+ hp cad engines.  
  
−
===TH400===
+
But the TH400 remains the "go to" transmission for many Cad engine applications; it's affordable, tough, and came as standard equipment behind many Cad engines from the mid-'60s onward.
  
−
The basic 472 and the later 500 engines both use a Buick/Pontiac/Olds/Cadillac (BOPC) bell housing bolt pattern, so a TH400 automatic will bolt right up to the back of the block as long as the proper Cadillac flexplate and torque converter are used. The TH425 front-drive automatic transaxle also fits these engines as used in the Eldorado, although a special dual-sump oil pan and pickup are used with these transmissions due to the required half shaft clearance. Any RWD engine can be converted to FWD and vice versa if the proper oil pan and pickup are used, although two of the main cap bolts must be removed and swapped for studs with standoffs to mount the pickup bracket. Another good thing about these engines using a TH400 transmission is that a BOPC patterned case can be assembled with the Chevy 4x4 tailshaft and associated hardware for use in an off-road truck. The engine weight is approximately 600 pounds fully dressed and splits the difference between small and big block Chevy, so suspension modifications are not usually necessary. Transfer case choice for a 4x4 should be a NP205, as fitted to some mid/late 1970's Chevy 1 ton trucks. The NP205 is a strong gear-driven transfer case and holds up nicely to the big Caddy's torque output.
+
====Front wheel drive====
 +
The TH425 front-drive automatic transaxle also fits these engines as used in the Eldorado, although a special dual-sump oil pan and pickup are used with these transmissions due to the required half shaft clearance. Any RWD engine can be converted to FWD and vice versa if the proper oil pan and pickup are used, although two of the main cap bolts must be removed and swapped for studs with standoffs to mount the pickup bracket.  
  
−
===700R4/4L60/4L80E===
+
====4-wheel drive====
 +
Another good thing about these engines using a TH400 transmission is that a BOPC patterned case can be assembled with the Chevy 4x4 tail shaft and associated hardware for use in an off-road truck. The engine weight is approximately 600 pounds fully dressed and splits the difference between small and big block Chevy, so suspension modifications are not usually necessary. Transfer case choice for a 4x4 should be an NP205, which was optional for and used in many 1973 to 1987 Chevy & GMC 1/2-ton, 3/4-ton and 1-ton trucks as well as 1/2-ton and 3/4-ton Suburbans from 1973 to 1987 plus some crew cab trucks from 1987 to 1991. The NP205 is a durable cast iron housing gear-driven part time transfer case and holds up nicely to the big Caddy's torque output.
  
−
The 700R4/4L60/4L80E can be a good transmission to use on the Cadillac 472 and 500, due to the fact that you can run 4.11 gears and not over rev the engine with the over drive 4th gear.  
+
===700R4 / 4L60 / 4L80E===
 +
The 700R4/4L60/4L80E can be good transmissions to use behind the Cadillac 472 and 500, due to the fact that you can run 4.11 gears and not over rev the engine with the overdriven 4th gear.  
  
 
The 4L80E is a good transmission to use on the Cadillac 472 and 500, due to the strength of the 4L80E. The 4L80E normally requires a stand alone controller for automatic shifting and pressure controls. With a price tag of a CPU controller at $600.00 and higher, it's not a inexpensive swap.  
 
The 4L80E is a good transmission to use on the Cadillac 472 and 500, due to the strength of the 4L80E. The 4L80E normally requires a stand alone controller for automatic shifting and pressure controls. With a price tag of a CPU controller at $600.00 and higher, it's not a inexpensive swap.  
Line 156: Line 346:
 
For those who want the strength of a 4L80E without the need for an electrical controller, there is the [http://www.transmissioncenter.net/4L80E.htm Quadzilla] for around $3400.00.   
 
For those who want the strength of a 4L80E without the need for an electrical controller, there is the [http://www.transmissioncenter.net/4L80E.htm Quadzilla] for around $3400.00.   
 
   
 
   
−
The [http://www.transmissioncenter.org/compushift_4l60e_4l80e.htm Compushift ECM (Electronic Control Module)] for the GM 4L60E/4L80E costs about $1150.00. A less expensive controller is the [http://www.optishift.com/ OptiShift]; cost for it is around $600.00. For about half that amount, the [http://www.msgpio.com/manuals/mshift/4L60e.html MegaShift™ Transmission Controller] is available. It requires assembly and some knowledge of electrical circuitry, etc.
+
The [http://www.transmissioncenter.org/compushift_4l60e_4l80e.htm Compushift ECM] (Electronic Control Module) for the GM 4L60E/4L80E costs about $1150.00. A less expensive controller is the [http://www.optishift.com/ Optishift]; cost for it is around $600.00. For about half that amount, the [http://www.msgpio.com/manuals/mshift/4L60e.html MegaShift™ Transmission Controller] is available. It requires assembly and some knowledge of electrical circuitry, etc.
  
−
More [https://www.hgmelectronics.com/download/attachments/8913147/Chevy+High+Performance+-+Dec+2011.pdf?version=1&modificationDate=1324542463096 over drive automatic transmission controllers] from ''Chevy High Performance'' December 2011.
+
===Cad engine to Chevy transmission===
 +
If a Chevy bolt pattern transmission is used, there are several adapters that will mate Cad engines that have a BOP bolt pattern to the Chevy transmission:
 +
*[http://www.jegs.com/i/JEGS-Performance-Products/555/60172/10002/-1?parentProductId= Jegs]
 +
*[http://www.summitracing.com/parts/TCI-230001/ TCI]
 +
*[http://www.hughesperformance.com/pdfs/HP9605.pdf Hughes] (looks identical to the TCI, and has same part number)
 +
*[http://www.summitracing.com/parts/TRD-0061/ Trans-Dapt]
 +
 
 +
===Early Cad engine to late model GM transmission===
 +
*[http://www.transmissionadapters.com/cad_early.htm 1949-'63 Cad engines] from Bendtsen’s Transmission Center
 +
*[http://www.speedwaymotors.com/Early-Cadillac-to-Chevy-Transmission-Adapter,8762.html Adapter kit] allows you to put a Chevy automatic transmission (Powerglide, TH350, TH400, 700R4) behind a 1955-'64 Cadillac 331, 364, 390 & 429 engine, from Speedway.
 +
*[http://www.wilcap.com/webdoc8.html Wilcap early Cad adapters] for GM manual and automatic transmissions.
 +
 
 +
===Early Cad to Ford transmission===
 +
*[http://www.speedwaymotors.com/Early-Olds-Caddy-to-Early-Ford-Transmission,5429.html Adapter] for 1932-'48 Ford transmission behind either a 1949-'64 Olds or 1949-'53 Cadillac V8.
  
 
==Engine mounting==
 
==Engine mounting==
Line 168: Line 371:
 
There are different oil pumps for the big Cadillac engines. One faces forward from the block at a 45 degree angle downward. The next faces downward 45 degrees and points right toward the bottom of the crankshaft pulley. There is another, that has been described as pointing more outward than the first one described. These can all be interchanged, but make very sure to properly clean the oil pump and block mating surfaces and always use a new oil pump gasket. The correct gaskets are available from major gasket manufacturers, and should be about 0.005" thick. An oil pump gasket that is too thick will cause more oil to bypass the pump gears and allow more end play of those gears too, something you do not want.
 
There are different oil pumps for the big Cadillac engines. One faces forward from the block at a 45 degree angle downward. The next faces downward 45 degrees and points right toward the bottom of the crankshaft pulley. There is another, that has been described as pointing more outward than the first one described. These can all be interchanged, but make very sure to properly clean the oil pump and block mating surfaces and always use a new oil pump gasket. The correct gaskets are available from major gasket manufacturers, and should be about 0.005" thick. An oil pump gasket that is too thick will cause more oil to bypass the pump gears and allow more end play of those gears too, something you do not want.
  
−
The stock Cad oil pump spring can be shimmed using a Q-jet metering jet to boost oil pressure to about 50-60 psi. 10-12 psi per 1000 rpm is good. Make sure to prime the oiling system using an electric drill to spin the pump after you do this to check for proper operation of the pump and pressure bypass and to check the oil pressure psi.  
+
The stock Cad oil pump spring can be shimmed using a Q-jet metering jet to boost oil pressure to about 50-60 psi. 10-12 psi per 1000 rpm is good. Make sure to prime the oiling system using an electric drill to spin the pump after you do this to check for proper operation of the pump and pressure bypass and to check the oil pressure psi.
  
 
==Oil Pans==
 
==Oil Pans==
Line 187: Line 390:
 
<br style="clear:both"/>
 
<br style="clear:both"/>
  
−
The factory EFI system used from 1975-'76 on 500 cubic inch engines is a ported injection system which operates similar to the familiar Chevy TPI. It looks like a large throttle body on an intake with separate fuel injectors. Each cylinder has its own injector mounted in the intake runner near the intake gasket area with a common fuel rail feeding all eight injectors. This system was also used through 1979 on the Seville as standard equipment and as an option on full size cars.  
+
The factory EFI system used from 1975-'76 on 500 cubic inch engines is a port injection system which operates similar to the familiar Chevy TPI. It is a throttle body centered on an intake manifold with separate fuel injectors, and resembles the EFI set-up used on NASCAR Sprint Cup cars ca. 2012. Each cylinder has its own injector mounted in the intake runner near the intake gasket area with a common fuel rail feeding all eight injectors. This system was also used through 1979 on the Seville as standard equipment and as an option on full size cars.  
  
 
It consists of four main systems; the ECU, the fuel delivery system, the air distribution system, and the sensors which supply information to the ECU. The ECU is a pre-programmed computer that analyzes the sensor information and computes the exact fuel requirements based on that information. It supplies the proper amount of fuel by opening the injectors for a specific amount of time, which varies as the engine operating conditions change.  
 
It consists of four main systems; the ECU, the fuel delivery system, the air distribution system, and the sensors which supply information to the ECU. The ECU is a pre-programmed computer that analyzes the sensor information and computes the exact fuel requirements based on that information. It supplies the proper amount of fuel by opening the injectors for a specific amount of time, which varies as the engine operating conditions change.  
Line 196: Line 399:
  
 
The sensors are as follows:  
 
The sensors are as follows:  
−
*MAP(Manifold Absolute Pressure)
+
*MAP (Manifold Absolute Pressure)
−
*TPS(Throttle Position Sensor)
+
*TPS (Throttle Position Sensor)
−
*MAT(Manifold Air Temperature)
+
*MAT (Manifold Air Temperature)
−
*CTS(Coolant Temperature Sensor)
+
*CTS (Coolant Temperature Sensor)
 
*Engine Speed Sensor (measured at distributor)
 
*Engine Speed Sensor (measured at distributor)
  
Line 206: Line 409:
 
The stock EFI is not very good for performance applications, it does not keep up with aftermarket cams. You need to change the fuel injectors for high flow ones, and use a fuel pump with a return line. The stock EFI will only handle approximately 300 hp max, they're hard to find replacement parts for. There were more Cadillacs made with the 800 cfm Q-jet than with EFI. And what's worse is the EFI equipped engines didn't make much more hp then the carbed versions.
 
The stock EFI is not very good for performance applications, it does not keep up with aftermarket cams. You need to change the fuel injectors for high flow ones, and use a fuel pump with a return line. The stock EFI will only handle approximately 300 hp max, they're hard to find replacement parts for. There were more Cadillacs made with the 800 cfm Q-jet than with EFI. And what's worse is the EFI equipped engines didn't make much more hp then the carbed versions.
  
−
===Distributor and wires===
+
==Distributor and wires==
 
Point-type distributors are similar to the familiar Chevy and use the same internal parts, however the internal shaft and the housing are Cadillac-specific. Ignition parts for the HEI-style distributors are also the same as the Chevy engine uses, with a few exceptions. First, like the points distributor, the shaft and housing are Cadillac only. Also, the distributor will differ between carbureted and fuel injected engines. The fuel injected distributor has a position sensor under the main body that tells the computer the engine speed and when to trigger the proper injectors. If you're not sure what distributor you have, the carbureted version looks similar to the Chevy distributor. The fuel injected distributor has a square portion with a round 3-pin plug directly above the clamp area. The hold-down clamp used will depend on the distributor. They don't interchange, so get the clamp when you get the distributor.  
 
Point-type distributors are similar to the familiar Chevy and use the same internal parts, however the internal shaft and the housing are Cadillac-specific. Ignition parts for the HEI-style distributors are also the same as the Chevy engine uses, with a few exceptions. First, like the points distributor, the shaft and housing are Cadillac only. Also, the distributor will differ between carbureted and fuel injected engines. The fuel injected distributor has a position sensor under the main body that tells the computer the engine speed and when to trigger the proper injectors. If you're not sure what distributor you have, the carbureted version looks similar to the Chevy distributor. The fuel injected distributor has a square portion with a round 3-pin plug directly above the clamp area. The hold-down clamp used will depend on the distributor. They don't interchange, so get the clamp when you get the distributor.  
  
Line 219: Line 422:
  
 
==Cadillac engine parts sources==
 
==Cadillac engine parts sources==
−
 
 
*[http://www.cad500parts.com/ Cad Company]
 
*[http://www.cad500parts.com/ Cad Company]
−
*[http://www.500cid.com/ Maximum Torque Specialties]
+
*[http://www.cadillachighperformance.com/ Formerly MTS - Now Cadillac HP ]
 
*[http://www.cadillacperformanceparts.com/ Cadillac Performance Parts]
 
*[http://www.cadillacperformanceparts.com/ Cadillac Performance Parts]
  
−
[[Category:Engine]]
+
==Forums==
−
[[Category:Identification and decoding]]
+
*[http://www.cadillacpower.com/forum/ Cadillac Power forum]
−
[[Category:Good articles]]
+
*[http://caddy500.com/ High Performance Big Block Cadillacs fo

Latest revision as of 07:41, 23 November 2024

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