Okay; Who Pinched The Engine From My Criterion?

[Dwayne Brooks]

"Cadillac quiet"... what fun is that?!?!

Thought for sure that with the headers you were going with dual exhaust. But then again the California emissions laws are a fun killer...

 

[Robert Shepard]

"Cadillac quiet"... what fun is that?!?!

Thought for sure that with the headers you were going with dual exhaust. But then again the California emissions laws are a fun killer...

Maybe not as much fun, however I'm not building a dragster. The headers are there to let the engine breath better. I am seeking greater overall performance, while still maintaning a stock look and quiet manners. The big noise will come from the sirens.

 

[Richard Vyse]

What a monster Robert, very VERY nice!

 

[Loren Baldwin]

Maybe not as much fun, however I'm not building a dragster. The headers are there to let the engine breath better. I am seeking greater overall performance, while still maintaning a stock look and quiet manners. The big noise will come from the sirens.

Your project is looking pretty nice! I'm in the bay area right now so it seems like you're not too far away from me. In terms of breathing better, the headers were a good choice, but the y-pipe is going to negate much of the extra breathing you have with the headers. I don't want to take away from your awesome project, I just wanted to throw that food for thought out there.

 

[John ED Renstrom]

in reality the headers were to get rid of the always broken cast Iron manifolds. not for top end power and noise. the engine was built for max torque at hy speed. to make it more drivable. not to make it a quarter mile runner. time will tell if this way is better or not. Robert and I have talked about this for long enough I feel comfortable jumping in here and adding this.
I would have loved to have had a rack to put this car up on when I had it here. but the low ceiling made it hard to jack the car up more then a foot. I hate looking at what we did not get done to it. a couple day with a pressure washer and a few cans of under coating the under side would look like it did coming out of the MM plant. of course no one would see it but you would know it had been done. but all things in stages is what keeps one up and looking good

 

[Loren Baldwin]

I figured that the purpose of putting on the headers wasn't to make it faster or sound louder. I was just expressing concerns that after spending a pretty penny on the headers and installation, all of the air flow improvements would be negated by the constricting y-pipe. I will say though I'm no muffler expert and I don't run a dyno shop...but I did study fluid dynamics in college so I have an understanding of how it works.

 

[Robert Shepard]

I figured that the purpose of putting on the headers wasn't to make it faster or sound louder. I was just expressing concerns that after spending a pretty penny on the headers and installation, all of the air flow improvements would be negated by the constricting y-pipe. I will say though I'm no muffler expert and I don't run a dyno shop...but I did study fluid dynamics in college so I have an understanding of how it works.

The flow will be greatly increased over what it was like in stock form. This will be made possible by a combination of factors. 1. The larger diameter and shape of the headers (over the smaller and more restrictive stock cast iron manifolds). 2. The design and diameter of the the "Y" connector. 3. The increased diameter of the exhaust pipe. 4. The use of a Magnaflow muffler. 5. The porting and polishing of the intake manifold.

 

[Loren Baldwin]

Touché, your points are rock solid. I'm curious know how the torque curve would look if you ever took it to a dyno and compare it to a stock engine. But I know that nobody here builds their cars to be street terrors so the comparison most likely wouldn't happen.

 

[John ED Renstrom]

anything has to be better then a stock 500.

 

[Scott Crittenden]

anything has to be better then a stock 500.

Even a stock 472
My '77 Lifeliner with the 425 and a custom exhaust outran a stock '75 Lifeliner with a 500.

I can't wait to hear how this "project" turns out. I'm sure it will beat the crap out of my current Sprinter.

 

[Robert Shepard]

anything has to be better then a stock 500.

Not so fast there Ed. When Cadillac introduced the 500 it was a high compression engine that put out 400hp. Can you imagine some little old lady from Pasadena ripping up the pavement in her new El Dorado with that big power plant under the hood?

 

[Robert Shepard]

500
For 1970 Cadillac fitted a crankshaft with a 4.304 in (109.3 mm) stroke, increasing total displacement on the engine to 500 cu in (8.2 L). At introduction it was rated at 400 hp (298 kW), SAE gross, and 550 lb·ft (746 N·m) of torque. For 1971 compression was reduced from 10:1 to 8.5:1, the lowered compression ratio dropped the 500's gross output from 400 brake horsepower (300 kW) to 365 brake horsepower (272 kW), or 235 horsepower (175 kW) in the new SAE net ratings. By 1976, its final year, it had fallen to 190 horsepower (140 kW). However, a new Bendix electronic fuel injection system was offered as an option, and it increased power output to 215 hp (160 kW). The 500 was exclusive to the Eldorado until 1975 where the powerplant was standard in all Cadillacs except for the Seville, which was powered by a fuel-injected Oldsmobile 350.

Year Engine Vin Code Engine Letter Code Cubic Inch Rated Horsepower Rated Torque Bore & Stroke Compression Ratio Oil Pressure
PSI

1968–1969 None None 472 375 hp (280 kW) @ 4400 rpm 525 lb·ft (712 N·m) @ 3000 rpm 4.300 X 4.060 10.5:1 33
1970 None None 472 375 hp (280 kW) @ 4400 rpm 525 lb·ft (712 N·m) @ 3000 rpm 4.300 X 4.060 10.0:1 35-40
1970 None None 500 400 hp (298 kW) @ 4400 rpm 550 lb·ft (750 N·m) @ 3000 rpm 4.300 X 4.304 10.0:1 35-40
1971 R 61E,Q 472 345 hp (257 kW) @ 4400 rpm 500 lb·ft (680 N·m) @ 2800 rpm 4.300 X 4.060 8.5:1 35-40
1971 S 61E,Q 500 365 hp (272 kW) @ 4400 rpm 535 lb·ft (725 N·m) @ 2800 rpm 4.300 X 4.304 8.5:1 35-40
1972 R 62E,Q 472 220 hp (164 kW) @ 4400 rpm 365 lb·ft (495 N·m) @ 2400 rpm 4.300 X 4.060 8.5:1 35
1972 S 62E,Q 500 235 hp (175 kW) @ 4400 rpm 385 lb·ft (522 N·m) @ 2400 rpm 4.300 X 4.304 8.5:1 35
1973 R 63E,Q 472 220 hp (164 kW) @ 4400 rpm 365 lb·ft (495 N·m) @ 2400 rpm 4.300 X 4.060 8.5:1 35
1973 S 63E,Q 500 235 hp (175 kW) @ 4400 rpm 385 lb·ft (522 N·m) @ 2400 rpm 4.300 X 4.304 8.5:1 35
1974 R 64E,Q 472 205 hp (153 kW) @ 4400 rpm 380 lb·ft (520 N·m) @ 2400 rpm 4.300 X 4.060 8.5:1 35
1974 S 64E,Q 500 210 hp (157 kW) @ 3600 rpm 380 lb·ft (520 N·m) @ 2000 rpm 4.300 X 4.304 8.5:1 35
1975 S 65E,Q 500 210 hp (157 kW) @ 3600 rpm 380 lb·ft (520 N·m) @ 2000 rpm 4.300 X 4.304 8.5:1 35
1976 S 66E,Q 500 190 hp (142 kW) @ 3600 rpm 360 lb·ft (490 N·m) @ 2000 rpm 4.300 X 4.304 8.5:1 35

[edit] Downsized OHV

 

[John ED Renstrom]

how true you are. Dad had a 70 Eldorado that would run anything down in a flash. that is unless there was a gas station between you. but by 75 they had detuned it to nothing. your going back to the 70 style innards on this one. :14_6_12:

 

[Steve Loftin]

Even a stock 472

Arguably, but in my experienced opinion, the 472 was the best engine ever put in a Cadillac. Overall it was the most reliable and longest lasting with only basic maintenance, had relatively low maintenance and repair costs, and good fuel economy.

 

[Robert Shepard]

The Criterion is nearly finished. The sheet metal has been re-attached, the exhaust system has been installed, the final tuning has been worked out, and it runs very smoothly. The car also received a 4 wheel alignment, and it now tracks straight, and turns easily. The shop's painter touched up some chips on the bodywork, knocked down what little orange peel it had in the finish, and applied a mild polish to the rest of the exterior surfaces. He then waxed the entire car, and boy does it have a shine. The grill will be installed next week after they receive the new bumper to radiator splash apron from Rubber the Right Way in San Diego. They made a new die using the apron I supplied them with, and will now be offering that item in their catalog. In exchange for the sample I provided and the test fitting the template, I received the first one they made at no charge.

Photos attached.

 

[Robert Shepard]

Additional photos.

 

[Robert Shepard]

Cars of interest that were in the shop today. The Vette is the same color as my ambulance.

 

[Tony Karsnia - Deceased - 1971-2020]

Hey Shep...

Too bad you didn't have a little extra cash left over to pop for a couple fender skirts and a set of wheel covers.

The rig looks absolutely stunning! That, my friends, is about as close to a brand-new Cadillac ambulance as we will see.

Excellent job, Shep! You and all who worked on this car should be very proud. What a thrill it will be to drive, show, and enjoy this beauty.

 

[Robert Shepard]

Hey Shep...

Too bad you didn't have a little extra cash left over to pop for a couple fender skirts and a set of wheel covers.

The rig looks absolutely stunning! That, my friends, is about as close to a brand-new Cadillac ambulance as we will see.

Excellent job, Shep! You and all who worked on this car should be very proud. What a thrill it will be to drive, show, and enjoy this beauty.

Thanks Tony; it's been a long road to get the car to the level it is today. The big day will arrive on March 26th, when PCS members Tom Bellew, Chris Bruno, and myself pick the car up. We will take off on a 500 mile cruise early that morning. The drive will take us from Monterey, down Hwy. 1, and then across the cut over by Laguna Seca Raceway to U.S. 101., from there we'll shoot down 101 to the town of Solvang http://www.solvangusa.com/explore-solvang/. After a stop for lunch, we'll drive north up the coast highway up to San Francisco. This drive will serve to break-in the engine, and have some fun in the process.

 

[Loren Baldwin]

Since you're gonna be in SF, would it be too much to ask to meet up and admire this beautiful coach? I know my location says Ohio, but I'm in the Bay Area for just under a month.