Cadillac engine knowledge

Year--Disp.-Fuel-Sparkplugs-Dist.-Timing BTDC-Intake opens-Idle speed

Crank endplay- minimum .008

The basic 472 and the later 500 engines both use a standardized Buick/Pontiac/Olds/Cadillac bellhousing pattern, so a Turbo 400 automatic will bolt right up to the back of the block as long as the proper Cadillac flexplate and torque converter are used. The Turbo 425 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 halfshaft clearance. Any rear-wheel drive engine can be converted to front-drive and vice versa if the proper oil pan and pickup are used, although 2 of the main cap bolts must be removed and swapped to mount the pickup's bracket. Another good thing about these engines using a Turbo 400 transmission is that a B/P/O/C patterned case can be stuffed 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 205, as fitted to some mid/late '70's Chevy 1 ton trucks. The 205 is a strong gear-driven transfer case and holds up nicely to the big Caddy's torque output.

When bolting these engines into most any application, use the stock-type Cadillac Eldorado engine mounts, oil pan and associated pickup tube. Fabricate a set of 3/8 inch thick plates to be bolted between the crossmember. The big Cad has the mount bolts 3-1/2 inches ahead of where the Chevy mounts are when measuring from the stock Chevy engine to transmission bellhousing mating surface. For a 4x4 truck, the engine usually fits well with crossmember and framerail notches to clear the oil pump. If the truck originally ran a Turbo 350 transmission, the crossmember goes back about 3 inches and custom driveshafts will need to be made up to fit. These should run the large 1 ton U-joints for longest life.

In cars, the clearance problems are usually at the front crossmember, the exhaust manifold at the driver's side and possibly the airbox on the firewall. This can be dimpled with fibreglass or sheetmetal if necessary. Streetrods usually have sufficient room to drop the big Cad in. The fit is tight like with a big block Chevy, but the only change required will be in motor mount placement. Most all vehicles requiring a rear-sump oil pan and pickup can use the Eldorado pan and pickup tube, or a mid-sump pan and pickup as found on the smaller 368-425 Cadillac engines of '77-'79 vintage. Stock exhaust manifolds may be used, or aftermarket block-hugger style headers can be sourced from Sanderson. In most cases where a big block Chevy header can be used, the Chevy flanges can be removed and Cad flanges can be made up quite easily. The primary tubes may need a bit of tweaking to line up with the ports with this method. Remember that the front and rear drive exhaust manifolds are different for the driver's side. This may help in routing the exhaust if it looks like a tight fit on that side.