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| − | Many things were learned about what to use, what works and what doesn’t after MANY DYNO pulls.
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| − | 1. The crankshaft can be offset ground .300 smaller to the same size as a big block chevy
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| − | Which yields a 35 cubic inch increase. Coupled with a slight overbore you now have 540
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| − | Cubic inches. This does not affect longevity but does increase Torque. Horsepower does NOT really increase.
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| − | 2. When this is done you can use 6.800 H-beam chevy rods which are MUCH stronger and very affordably priced.
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| − | Cadillac rods will fail above 5000 rpm.
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| − | 3. While 1974-76 large chamber heads can be used, there is a substantial power increase to be had with
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| − | 1968-1972 small chamber heads if they are fitted with 2.19-1.84 chevy valves. Small chamber heads
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| − | With big valves and bowl work are worth 25 hp over large chamber heads with big valves & bowl work.
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| − | 4.The BEST heads to use are the NEW Aluminum ones from MTS. When these are Fully Ported by an
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| − | ` experienced head porter (like BPE) they are worth about 100 horsepower over a stock head of any type.
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| − | 4. The Edlebrock intake works good on a 500 inch or smaller motor if you don’t exceed 4500 rpm.
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| − | 5. Larger motors or those with good heads need the new single plane from MTS. Power will NOT drop off
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| − | Like the Edlebrock which are airflow limited. The Edlebrock will make more 30-40 ft lbs more torque under 3500 rpm.
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| − | 6. The MTS is worth 50 ft lbs torque and 50 horsepower at 5000 rpm over the Edlebrock.
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| − | 7. The factory type Q-jet works good on the Edlebrock. It does NOT seem to work very well on the
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| − | Single plane even with rejetting. Reversion from the huge secondary’s on the single plane may be the problem.
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| − | 8. Multiple sizes and types of carburetors were tried. Best torque and horsepower with the large chamber heads
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| − | Was with an out-of-the box 750 Holley. Best by 20 horsepower. The large chamber heads flowed only 710 cfm MAX
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| − | Measured through the CARB At 5200 rpm under load on the Dyno. Larger carbs up to 1000 cfm were tried and
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| − | ALL LOST horsepower & torque.
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| − | 9. The long stroke Cadillac whether 4.300 stock or 4.600 stroker need plenty of cam. Several cams have been tried.
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| − | For any type of performance use a minimum of 234-244 @.050 tappet rise with as much lift as you can get works well.
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| − | This cam will peak at 5100 rpm but still have good torque at 3000 rpm. With really good heads, add 10 degrees or 244-254 duration.
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| − | Stock heads & stock valves only need about 220-230 duration. Anything bigger will not flow any more air because of head flow limits.
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| − | 10. Engine SIZE DOES NOT AFFECT HORSEPOWER. Engine size DOES affect TORQUE. SHOCKING as this sounds,
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| − | A 350 cubic inch engine with good flowing heads will out horsepower a 550 cubic inch engine with poor flowing heads.
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| − | The 550 will out torque the 350 at low to mid RPM. TORQUE is what makes the car go. The Cadillac has POOR FLOWING HEADS
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| − | so you have to Maximize Torque and help the horsepower under 5000 rpm. This is why the Cadillac is GENERALLY limited to not
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| − | exceed 5000 RPM.
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| − | 11. Stock rocker arm stands are fragile over 100 lbs of valve spring pressure. This light spring pressure limits RPM to about 4600.
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| − | More radical cams or more rpm require more valve spring pressure. This requires after-market rocker arm assemblies.
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| − | MTS and others have some excellent ones that will take high spring loads. The heavy rocker arms require a minimum
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| − | Of 130 lbs of seat pressure. Beehive conical springs work best to counter the harmonics that cause premature valve float.
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| − | With a normal non-beehive 130 lb spring we were on the verge of valve float at 5100 rpm. Higher spring pressure can wipe out
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| − | the cam lobe of the Cadillac Blank because of its small size. Beehive springs can extend this to perhaps 5500-5700 with the same pressure.
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| − | You better have really good heads to flow enough Air at that rpm and still make horsepower at that rpm.
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| − | 12. With aftermarket rocker arms you cannot use stock valve covers. You have to use tall ones for clearance.
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| − | 13. The factory HEI distributor works fine if it is modified slightly. The stock advance curve is about as screwed up as any I have ever seen
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| − | For performance applications. The curve that seems to work well is 25 degrees mechanical advance at 3000 rpm for 10:1 HIGH COMPRESSION
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| − | Motors with 8 degrees initial. For LOW COMPRESSION under 9.0 CR use 20-22 degrees mechanical advance all in at 2500 with 12-14 initial advance.
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| − | This will give the motor low speed pep. Plug the vacuum advance. They Over-advance and cause pinging. This distributor tip works well
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| − | In DEAD STOCK APPLICATIONS.
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| − | With the wimpy large chamber heads and Pontiac valves the best pulls
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| − | were:
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| − | As observed and UNCORRECTED:
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| − | 555 ft lbs torque @ 3400rpm yet still @ 525 ft lbs @ 4400rpm
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| − | 442 hp @ 4500rpm still showing 438 @ 5100.
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| − | {{youcanedit}}
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| − | [[Category:Engine]]
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