Cadillac V8 engine
V8 engine | ||
---|---|---|
Cooling system Water-cooled | | |
Output | ||
Power output | 70–550 hp (52–410 kW) | |
Torque output | 265–550 lb⋅ft (359–746 N⋅m) | |
Dimensions | ||
Dry weight | 595 lb (270 kg) |
The term Cadillac V8 may refer to any of a number of
Most commonly, such a reference is to one of the manufacturer's most successful, best known, or longest-lived 90° V8 engine series. These include the pioneering
When the
L-head
The Type 51 was the first Cadillac V8. Introduced in 1914, it was the standard engine for 1915 Cadillac models. It was a 90° design with an L-head (
This engine was designed under the leadership of Cadillac's chief engineer (1914-1917), Scottish-born D (D'Orsay) McCall White (1880 -), later a vice president of Cadillac.
The engine was refined for 1923 with a crossplane crankshaft that introduced the (now standard) 90° offset for each pair of cylinders which improved balance and smoothness. Power was up to 83.5 hp (62.3 kW).
The L-head was on the Ward's 10 Best Engines of the 20th century list.
L-head applications:
- Cadillac Type 51
- Cadillac Type 53
- Cadillac Type 55
- Cadillac Type 57
- Cadillac Type 59
- Cadillac Type 61
- Cadillac V-63
- Cadillac Series 341
- Oldsmobile Light Eight
Cadillac created a new V8, the 341, for 1928. It was a 341 cu in (5.6 L) engine and produced 90 hp (67 kW). The same year saw the introduction of the
From 1930 through 1935, Cadillac produced a version with an increased displacement of 353 cu in (5.8 L). This used a 3.38 in × 4.94 in (85.9 mm × 125.5 mm) bore and stroke. This engine was used in the Cadillac Series 353 and Series 355.
Monobloc
A 322 cu in (5.3 L) "monobloc engine" was used in 1936's Series 60. It was designed to be the company's next-generation powerplant at reduced cost from the 353 and Cadillac V12. The monobloc's cylinders and crankcase were cast as a single unit,[4] and it used hydraulic valve lifters for durability. This design allowed the creation of the mid-priced Series 60 line.
Bore and stroke was 3.375 in × 4.5 in (85.7 mm × 114.3 mm). This engine was closely related to a monobloc design earlier introduced in the modified with a 3.5 in (88.9 mm) bore for the 1936-1948 346 cu in (5.7 L) engine. This was used in the
transmission.LaSalle
In 1937, the new
OHV
331 series
For 1949, Cadillac and
Bore and stroke are 3+13⁄16 in × 3+5⁄8 in (96.8 mm × 92.1 mm) for an overall displacement of 331.1 cu in (5.4 L). This engine features an oiling system which uses a central cast-in passage between the lifter galleries feeding oil to the cam and crank by grooves machined into the cam bores. A single drilled passage per bearing saddle feeds both cam and crank journals. Shared with the Oldsmobile Rocket V8 is how the lifters are supplied oil through small 'bleeds' instead of placing the lifters directly into the right and left side oil supply galleries. Many early racers would replace the Cadillac hydraulic lifter and rocker assemblies with the solid lifters and adjustable rockers from the Studebaker V8 for operation at higher engine speeds.
365
Displacement was increased to 365 cu in (6.0 L) for 1956 by increasing the bore to 4 inches (101.6 mm) while maintaining the 3+5⁄8 in (92.1 mm) stroke. For the 3 years that the 365 was made, the base versions had a single 4 barrel carburetor. The 1956 version produced 285 horsepower. The 1957 version raised that base engine output to 300 horsepower, while the 1958 base version cranked out 310. Eldorados featured multi-carb engines in all 3 years. The Eldorado engines were optional on all other Cadillacs too. The 1958 Eldorado 3-2bbl version produced 335 hp (250 kW).
390
A longer, 3+7⁄8 in (98.4 mm) stroke pushed displacement to 389.6 cu in (6.4 L) for 1959, yielding 325 hp (242 kW), while the Eldorado Tri-power reached 345 hp (257 kW).
390 series
For the 1963 model year Cadillac redesigned its V8 engine, modernizing the tooling used in the production line while optimizing the engine's design. Although it shared the same layout and architecture with the 1949-vintage engine, the revised engine had shorter
The revised engine shared the same 4 in × 3.875 in (101.6 mm × 98.4 mm) bore and stroke of its predecessor, for an unchanged displacement of 390 cu in (6.4 L). Power was unchanged at 325 hp (242 kW), as was torque at 430 lb⋅ft (583 N⋅m).
429
For 1964 the engine had a 4.13 in × 4 in (105 mm × 102 mm) bore and stroke, raising displacement to 429 cu in (7.0 L). Power rose to 340 hp (254 kW) and torque to 480 lb⋅ft (651 N⋅m). It also included its first
472 series
Cadillac introduced an all-new engine for 1968. Although the modernized 390 series engine was compact and light for its displacement and output, 429 cu in (7.0 L) represented the limit of the original architecture's expansion, and it had been surpassed by
. Cadillac went bigger - with provision for even more expansion.At introduction, the new engine had a 4.3 in × 4.06 in (109.2 mm × 103.1 mm) bore and stroke for a displacement of 472 cu in (7.7 L). "Extensively redesigned" to ease maintenance, it used 10% fewer parts and 25% fewer gasketed joints as before.[5] It delivered 375 hp (280 kW) at 4400 rpm and a massive 525 lb⋅ft (712 N⋅m) torque at just 3000 rpm. The new engine was about 80 lb (36 kg) heavier than its predecessor. It was used through 1974. It was designed with potential for a 500-cubic-inch (8.2 L) displacement.
500
For 1970 Cadillac fitted a crankshaft with a 4.304 in (109.3 mm) stroke, increasing total displacement on the engine to 500.02 cu in (8.2 L). At its introduction it was rated at 400 hp (298 kW),
Year | Engine VIN code
|
Engine letter code | Displacement | Rated horsepower | Rated torque | Bore x stroke | Compression ratio | Oil pressure |
---|---|---|---|---|---|---|---|---|
1968–1969 | None | None | 472 cu in (7.7 L) | 375 hp (280 kW) @ 4400 rpm |
525 lb⋅ft (712 N⋅m) @ 3000 rpm | 4.3 in × 4.06 in (109.2 mm × 103.1 mm) | 10.5:1 | 33 psi (2.3 bar) |
1970
(SAE gross) |
10.0:1 | 35–40 psi (2.4–2.8 bar) | ||||||
500 cu in (8.2 L) | 400 hp (298 kW) @ 4400 rpm |
550 lb⋅ft (746 N⋅m) @ 3000 rpm | 4.3 in × 4.304 in (109.2 mm × 109.3 mm) | |||||
1971
(SAE gross) |
R | 61E,Q | 472 cu in (7.7 L) | 345 hp (257 kW) @ 4400 rpm |
500 lb⋅ft (678 N⋅m) @ 2800 rpm | 4.3 in × 4.06 in (109.2 mm × 103.1 mm) | 8.5:1 | |
S | 500 cu in (8.2 L) | 365 hp (272 kW) @ 4400 rpm |
535 lb⋅ft (725 N⋅m) @ 2800 rpm | 4.3 in × 4.304 in (109.2 mm × 109.3 mm) | ||||
1972
(SAE net) |
R | 62E,Q | 472 cu in (7.7 L) | 220 hp (164 kW) @ 4400 rpm |
365 lb⋅ft (495 N⋅m) @ 2400 rpm | 4.3 in × 4.06 in (109.2 mm × 103.1 mm) | 35 psi (2.4 bar) | |
S | 500 cu in (8.2 L) | 235 hp (175 kW) @ 4400 rpm |
385 lb⋅ft (522 N⋅m) @ 2400 rpm | 4.3 in × 4.304 in (109.2 mm × 109.3 mm) | ||||
1973 | R | 63E,Q | 472 cu in (7.7 L) | 220 hp (164 kW) @ 4400 rpm |
365 lb⋅ft (495 N⋅m) @ 2400 rpm | 4.3 in × 4.06 in (109.2 mm × 103.1 mm) | ||
S | 500 cu in (8.2 L) | 235 hp (175 kW) @ 4400 rpm |
385 lb⋅ft (522 N⋅m) @ 2400 rpm | 4.3 in × 4.304 in (109.2 mm × 109.3 mm) | ||||
1974 | R | 64E,Q | 472 cu in (7.7 L) | 205 hp (153 kW) @ 4400 rpm |
380 lb⋅ft (515 N⋅m) @ 2400 rpm | 4.3 in × 4.06 in (109.2 mm × 103.1 mm) | ||
S | 500 cu in (8.2 L) | 210 hp (157 kW) @ 3600 rpm |
380 lb⋅ft (515 N⋅m) @ 2000 rpm | 4.3 in × 4.304 in (109.2 mm × 109.3 mm) | ||||
1975 | 65E,Q | |||||||
1976 | 66E,Q | 190 hp (142 kW) @ 3600 rpm |
360 lb⋅ft (488 N⋅m) @ 2000 rpm |
425 series
Starting in the mid to late 1970s Cadillac expanded its product range offering more mid sized vehicles, i.e. sedans and coupes. While initially the Cadillac Seville for example, which was positioned in the mid sized segment used a variant of 350 cu in (5.7 L) Oldsmobile based architecture V8, Cadillac also began work on its own proprietary engines.[6][7]
In 1977 Cadillac introduced a new 425 cu in (7.0 L) V8, based on the architecture of the 472, but with a smaller, 4.082 in (103.7 mm) bore and the same 4.06 in (103.1 mm) stroke. The new engine was also 100 lb (45 kg) lighter.
The 425 was offered in L33 form, with a four-barrel carburetor, producing 180 hp (134 kW) at 4000 rpm and 320 lb⋅ft (434 N⋅m) of torque at 2000 rpm, and L35 with electronic
The 425 was used through 1979 on all Cadillacs except the Seville and 1979 Eldorados.
368
In 1980 the 425 was replaced with the L61, which was the same basic 472 family engine de-bored to 3.8 in (97 mm) but retaining the 472 and 425 engines' 4.06 in (103.1 mm) stroke for a total displacement of 368 cu in (6.0 L). The reduction in displacement was largely an effort to meet
Cadillac referred to this new TBI (throttle-body fuel injection) system as
Power output dropped to 145 hp (108 kW) at 3600 rpm and torque to 270 lb⋅ft (366 N⋅m) at 2000 rpm in DEFI forms as used on the front-wheel drive Seville and Eldorado but 150 hp (112 kW) on the 4-barrel Quadrajet-equipped RWD models. This engine was standard on all Cadillacs except the redesigned Seville, in which it was optional.
V8-6-4
For 1981 Cadillac introduced a new engine that would become notorious for its unreliable electronics, the V8-6-4 (L62). The L61 had not provided a significant improvement in the company's CAFE numbers, so Cadillac and
Another rare and advanced feature introduced with DFI was Cadillac's truly "on-board" diagnostics. For mechanics who had to deal with the 368s, the cars contained diagnostics that did not require the use of special external computer scan-tools. The new
While cylinder deactivation would make a comeback some 20 years later with modern computing power (and using oil pressure to deactivate the valves by collapsing the lifters) Cadillac's 1981 V8-6-4 proved to have insurmountable engineering problems. The main issue was that the Engine Control Module simply lacked the robustness, programming and processing speed to efficiently manage the cylinder-deactivation under all load conditions. In the era before electronically operated EGR valves, the engineers also made an error in using a "back-pressure-type" EGR valve. While this early effort to match the vacuum-controlled EGR volume more accurately to the engine's load made sense in a 'normal' engine, it had the effect of causing pinging (detonation) problems in the V8-6-4 engine, because 4 cylinders operating under higher load needed more EGR, while they were actually producing less exhaust flow and therefore less back-pressure to operate the valve.
In an effort to increase reliability, Cadillac issued thirteen updated PROM chips for the ECMs, but many of these engines simply had their Modulated Displacement function disabled by dealers, leaving them with permanent eight-cylinder operation. This was accomplished by merely disconnecting a single wire from the transmission's "3rd-gear switch", or running it through a switch inside the car for manual override. The 368 was dropped from most Cadillac passenger cars after the 1981 model year, although the V8-6-4 remained the standard engine for Fleetwood Limousines and the carbureted 368 remained in the Commercial Chassis through 1984.
The 368 has the distinction of being the last traditional "big-block" cast-iron pushrod V8 engine available in a production car. It lasted through 1984 in the limousines. Rival big blocks, 396, 400 (Chrysler & GM), 402, 426, 440, 454, 455, 460, etc. disappeared between 1976 and 1978. RWD models were coupled with the heavy duty THM400 transmission, the last factory-produced GM passenger car fitted with this transmission.
GM reintroduced an updated fuel management system in 2005, marketed as Active Fuel Management or Displacement on Demand.
Cadillac High Technology engine
The OHV Cadillac High Technology engine was produced from 1982 to 1995 in displacements of 4.087 L (249.4 cu in), 4.467 L (272.6 cu in), and 4.893 L (298.6 cu in).
Northstar
Cadillac's
Although Oldsmobile, Pontiac, and Buick have borrowed the Northstar architecture for their V8 (and even V6) engines, it was not until the 2004 Pontiac Bonneville that a non-Cadillac used the Northstar name.
The Northstar has been produced in 4.6 L; 278.6 cu in (4,565 cc), 4.4 L; 266.7 cu in (4,371 cc), and 4.0 L; 243.8 cu in (3,995 cc) versions:
4.6 L
The 4.6 L; 278.6 cu in (4,565 cc) 275 hp (205 kW) version was available starting in 1993 on the
Non-Cadillac uses:
The 275 hp (205 kW) version of the Northstar was also standard equipment in the top GXP trim level of the Pontiac Bonneville, produced only in 2004 and 2005. It was also the top engine option available in the Buick Lucerne CXS and a 292 hp (218 kW) NHP (Northstar High Output) version in the Buick Lucerne Super. produced from 2006 through 2011. The Lucerne shared its platform and the Detroit/Hamtramck assembly plant with the final generation of the Cadillac DTS.[9]
4.4 L
The 4.4 L; 266.7 cu in (4,371 cc) versions were all supercharged, exclusive to Cadillac's V-series. The STS-V engine, produces 469 hp (350 kW) and 439 lb⋅ft (595 N⋅m) under the SAE certified rating system.
The 2006 - 2008 XLR-V uses the same supercharged Northstar V8 as the STS-V, though output is down somewhat due to design changes made to accommodate the model's more limited underhood space. For the XLR-V, the SAE certified output is 443 hp (330 kW) and 414 lb⋅ft (561 N⋅m). The supercharger and four intercoolers are built into the intake manifold.
The bores were reduced in size to increase block strength, increasing the safety margin under boost.
4.0 L
The 4.0 L; 243.8 cu in (3,995 cc) is the Oldsmobile Aurora variant, never installed in a Cadillac. The Aurora's cylinder heads had lower flow characteristics to match the engine's reduced size. This engine produces 250 hp (186 kW).
Cadillac use of non-Cadillac V8s
Fleetwood (RWD)/Deville (RWD)/Brougham (RWD)
The 1976 through 1979 Seville was only available with Oldsmobile engines. (The engine was "marketed" as a Cadillac engine and was exclusive to the Cadillac product line, but was in reality produced by the Oldsmobile division). Buyers were able to choose between 350 gas and 350 diesel versions. From 1982 to 1985, all rear-wheel drive Cadillacs (except for the limousines) could be ordered with the 350 cu in (5.7 L) Oldsmobile LF9 Diesel V8. In fact, for most of its life, the 1980-1985 version of Cadillac's Seville came standard with Oldsmobile's V8 diesel, with the gas engine being a no-cost option.
From 1986 to 1990, the rear-wheel drive Cadillac Brougham used a carbureted 307 cu in (5.0 L) Oldsmobile V8 (replacing the Cadillac HT-4100). In 1990 a 175 hp (130 kW), fuel-injected small-block 350 cu in (5.7 L) Chevrolet L05 V8 (became a Regular Production Option (RPO) when the towing package was selected. In 1991 the Oldsmobile 307 was replaced with a 305 cu in (5.0 L) throttle body fuel-injected small-block Chevrolet L03 V8 - same powerplant used in Chevrolet's Caprice and C/K light trucks). In 1993 the 180 hp (134 kW) 350 cu in (5.7 L) L05 V8 became standard in the newly renamed Cadillac Fleetwood. In 1994 the L05 was replaced with an iron headed small-block Chevrolet Corvette LT1 V8 with 260 hp (194 kW), which the Fleetwood used until discontinued at the end of the 1996 model year.
With the introduction of the Escalade to the Cadillac lineup, the small-block Chevrolet L31 V8 (Vortec 5700) was used, as it was part of the Chevy truck line on which the Escalade was based. In 2001, the newly redesigned 2002 Escalade picked up the performance version of the 6.0 L Generation III series engine (RPO code LQ9) although the regular length 2002-2005 Escalade 2wd used the 5.3-liter LM7 version of the Generation III series engine. From 2007 to 2014, all gas-only Cadillac Escalades were equipped with Generation IV 6.2L engines. This engine option was shared with the GMC Yukon/Yukon XL Denali. Escalade Hybrids used a 6.0-liter version of the Generation IV series engine. Since 2015, gas-powered Escalades have used Generation V 6.2L engines. The Escalade-V uses a supercharged version of the 6.2-liter Gen V engine, the LT4.
CTS-V
The 2004 to 2005
CT5-V Blackwing
The 2022-present CT5-V Blackwing carries a supercharged 6.2 L LT4 variant of the Gen V series engine, producing 668 hp (498 kW), the most powerful Cadillac sedan in history.
Cadillac 4.2 liter twin-turbo V-8 LTA engine
The 4.2 liter V8 engine (GM RPO code
From the 1950s through the 1970s, each GM division had its own V8 engine family. Some were shared among other divisions, but each respective design was engineered and developed by its own division:
- Buick V8 engine
- GMC V8 engine
- Chevrolet small-block engine
- Chevrolet big-block engine
- Oldsmobile V8 engine
- Pontiac V8 engine
- Holden V8 engine
GM later standardized on the later generations of the Chevrolet design:
- General Motors small-block engine
- List of GM engines
References
- ^ "Cadillac - 100 Years of Innovation and Progress - Pioneering technical achievements". Cadillac Pressroom (Press release). January 1, 2009.
- ^ Cadillac puts White in Vice-Presidency, Automobile Topics October 13, 1917 Volume 47
- ^ Derby, White, ed's,The National Cyclopædia of American Biography: Volume 17 pp. 320-321 White & Co, New York, 1921
- ^ Cadillac LaSalle Club of Australia, Peter's 1939 La Salle
- ^ Ludvigsen, Karl. "Cadillac: The Great American Dream Come True", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Vol. 3, p.297
- ^ John Gunnell (March 10, 2014). "Vintage V8s: Exploring 100 Years of Cadillac Engines". Engine Builder. Retrieved July 17, 2021.
- ^ Don Sherman (July 25, 2014). "Century Club: The 100-Year History of Cadillac V-8s". Car and Driver. Archived from the original on July 27, 2014. Retrieved July 17, 2021.
- ISBN 978-0-7603-3681-6
- ^ Source: Edmunds
- ^ "Cadillac 4.2 Liter Twin-Turbo V-8 LTA Engine". GM Authority. 21 March 2018. Retrieved 18 April 2018.