Cadillac engine knowledge
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===General specifications=== | ===General specifications=== | ||
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| − | ! Year !! Disp. !! Fuel !! Horsepower !! Torque@RPM !! | + | ! Year !! Disp. !! Fuel !! Horsepower !! Torque@RPM !! Bore x Stroke !! Comp. ratio |
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| 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 | ||
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===Transmissions=== | ===Transmissions=== | ||
| − | + | ====TH350==== | |
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 to 1 compression on alcohol. It's said the block can take it, but the cast crank might not be able to. | 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 to 1 compression on alcohol. It's said the block can take it, but the cast crank might not be able to. | ||
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| + | ====TH400==== | ||
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| + | 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 '70'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. | ||
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| + | ====700R4/4L60/4L80E ==== | ||
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. | 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. | ||
| − | The 4L80E is a good transmission to use on the Cadillac 472 and 500, due to the strength of the 4L80E. The 4L80E 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. 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. |
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| + | The [http://www.transmissioncenter.org/compushift_4l60e_4l80e.htm Compushift CPU] for the GM 4L60E/4L80E costs $1136.00. 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. | ||
===Engine mounting=== | ===Engine mounting=== | ||
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In cars the clearance problems are usually at the front crossmember, the driver side exhaust manifold, and possibly the HVAC airbox on the firewall. This can be modified with fiberglass or sheetmetal if necessary. Streetrods usually have sufficient room to drop the big Cad engine in. The fit is tight like with a big block Chevy, but the only change usually 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 1977-'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 side. This may help in routing the exhaust if it is a tight fit on that side. | In cars the clearance problems are usually at the front crossmember, the driver side exhaust manifold, and possibly the HVAC airbox on the firewall. This can be modified with fiberglass or sheetmetal if necessary. Streetrods usually have sufficient room to drop the big Cad engine in. The fit is tight like with a big block Chevy, but the only change usually 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 1977-'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 side. This may help in routing the exhaust if it is a tight fit on that side. | ||
| − | The Cad engines do not fit easily in many GM chassis. Never fit the engine in without putting the | + | The Cad engines do not fit easily in many GM chassis. Never fit the engine in without putting the exhaust manifold on first. Better yet, use a custom set of block hugger headers, as Cad parts are usually insanely expensive (but worth it in this case). |
===Intake manifold=== | ===Intake manifold=== | ||
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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. | ||
| − | The fuel delivery system consists of two fuel pumps (one in the tank, one mounted to the chassis), the fuel filter, the fuel | + | The fuel delivery system consists of two fuel pumps (one in the tank, one mounted to the chassis), the fuel filter, the fuel pressure regulator, the fuel rails and lines, and the injectors. The fuel system runs with a pressure reading of 39 to 55-95 PSI. A relief valve protects the system from excessive fuel pressure. The fuel regulator maintains the pressure in the fuel rails at 39 psi for proper injector operation. The injectors are divided into two main groups, one for cylinders 1, 2, 7, and 8 and the other group for injectors cylinders 3, 4, 5, and 6. All four injectors in each group open simultaneously, with the two groups alternating in operation. |
The air distribution system consists of the throttle body assembly, the air filter assembly, and the intake manifold. The throttle body houses the fast idle valve and the idle bypass air passage. The fast idle valve allows extra air to bypass the throttle blades when the engine is cold and closes as it warms up. The warm idle is adjusted at the idle bypass air passage. | The air distribution system consists of the throttle body assembly, the air filter assembly, and the intake manifold. The throttle body houses the fast idle valve and the idle bypass air passage. The fast idle valve allows extra air to bypass the throttle blades when the engine is cold and closes as it warms up. The warm idle is adjusted at the idle bypass air passage. | ||
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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 the same as the Chevy, and the fuel injected has a square portion with a round 3-pin plug directly above the clamp area. Finally, the hold-down clamp used will depend on the distributor. They don't interchange, so get the clamp when you get the distributor. Best choice for ignition wires would be a cut-to-fit set, as even the stock ignition wire sets may not fit quite the way they should due to the front-mounted distributor location. | 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 the same as the Chevy, and the fuel injected has a square portion with a round 3-pin plug directly above the clamp area. Finally, the hold-down clamp used will depend on the distributor. They don't interchange, so get the clamp when you get the distributor. Best choice for ignition wires would be a cut-to-fit set, as even the stock ignition wire sets may not fit quite the way they should due to the front-mounted distributor location. | ||
| − | Many people have complained about the Cadillac HEI | + | Many people have complained about the Cadillac HEI distributors having too much advance. One option is to go to the Chevy distributor and cut it down to fit the Cadillac engines. Many cars, especially the GM F-body, will not allow the hood to close with the HEI distributor in place. You can cut the stock HEI unit down about 2 inches and have it clear everything if you know how to measure and cut correctly. Always reshape the end of the distributor shaft to fit into the oil pump shaft. Never cut and weld a shaft together, as it will warp it. |
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