It’s 3:15pm here in Finland, and I just came back home from dentist. No more pain! And a fresh ”the others guys” episode right here is just extra enjoyment for me today. Just perfect! Thanks Richard for your efforts for doing these videos! 😊👌🏼 Greetings from Finland 🇫🇮
It bugged me that Freiburger accused the Cad 500 of bad oiling. He's dead wrong. Olds 455s had the bad oiling not the completely different Cadillac motors. Cads had one flaw: Valve train. they floated valves at 4500 RPM. A set of shaft rockers and springs and the stock bottom end will hold together all day long at 6ooo RPM. Mine has 7.10" H Beams and forged slugs but that was for my .90 overbore (you can overbore a Caddy more than that safely- try that on a BBC!) and .030 offset ground factory crank for 529 CI. My 500 weighs the same as a factory SBC and makes massive torque and effortless HP. It's in a '71 Eldorado that just dances when you hit the gas. PS The guy in the video- Cory Hines will take your calls, and help you with tech support. I've bought parts from him for years and all the stuff I have gotten was top notch. cad500parts.com
Back in the early 80's there was a local guy that had a 500 caddy in an early firebird, he modified some big block chevy headers to fit the cad, other than the headers and tuning the cad was stock, that firebird was an absolute terror !
Dang that engine is either on the strongest stand ever made or it’s unbelievabley smooth even when letting off power it doesn’t flinch, wow That is just amazing
I for one still can’t believe one bit you only have the 100 some thousand subscribers. There are channels that have absolute shit for content pushing 500k+ or even millions yet you have less? Shows you how uneducated the basic YT crowd truly is these days.
No matter what you put that combo in it’s going to piss people off when it runs away from them. You definitely have the right man helping you. He’s been making caddies scream for years.
Hey Richard that was awesome I’d like to see more things tried on the Cadillac that would be very cool thank you for doing this test you are awesome guy
Just in case you don’t know there’s a company that makes and sells after market parts for the 500 ci Cadillac engine’s like Aluminum racing Heads All kinds of intakes and basically they sell everything you could want for a Cadillac engine’s Sorry I forgot the name but I’m sure you’ll be able to find it on google
I rember passing up on a 64 c10 that had a 500 caddy swap because they notched the frame for the exaust manifolds. Should have snatched it up for the 300$ they wanted
Richard, nice video. While the dyno work is great, a Cadillac engine needs to go into a car. Get those "Roadkill Guys" or "Hot Rod Garage" to do their job!
That boosted caddy would lite the tires up with no effort just mash the throttle. The thrill will be worth the price to fill up because you want that thrill again & again. I enjoyed this series you guys make any engine shine with High HP numbers.
*Well this settles it, I'm blowing it.* My low-riding Lead-sled "Heavy-Bomber", A 1956 Cadillac Sixty Special, running a fuel-injected 500 with a 8-71 all hidden under the hood.
Most of the 500ci and 472 Eldorado fwd drivetrains made their way into corvairs in my area. Toronado 455ci also. The original mid engine home made american supercars.
i have a Caddy engine with several sets of iron heads, and an Eddy intake too. because my dad put a Caddy in his GMC motorhome. this is leftover stuff. 1977 coupe de ville, and this 500 hp n/a combo except with exhaust manifolds and dual 3” exhaust. maybe Holley Sniper Quadtrajet copy
Love the last "T" shirt you were wearing. I hope everyone read it before they make the "Why didn't you do" comments. I had no idea someone was making HP parts for them but man,, if you want to make a sleeper this is the engine with the ProCharger. Five hundred ft lbs of torque stock NA is incredible. Thank you for all these great video's!! Ed
Loads of people missed the f3 procharger that Steve Morris put on his caprice wagon that made 1700 hp on pump gas. Richard try that on the cad engine. By the way they are Pontiac Engines put in cadillac cars. Pmd right on the stock exhaust proves it.
Great video series. Spectre racing took a similar combination to over 1500 hp with a TwinTurbo intercooled setup in their Streamliner and ran over 400 mph. I believe they said they ran their spare engine in their Tow Vehicle, a Caddy Escalade pickup. It seems the Cad Company built that engine too.
I know this is an old thread... And I found it to be unbelievably entertaining, educational and just interesting all around... But, I would love to see one of these configurations of the 472/500 run in an actual Cadillac... Moreover, it would be interesting to see or know what parts of this Bodacious hardware collection would actually fit under the hood of 69' Coupe de Ville Convertible...
Awesome test! 👍🏼👍🏼 I like how the blower belt whip was slowly turning the (disconnected) water pump at higher RPMs! Had to watch a few times to figure it out.
Once you get into an entirely built engine, aftermarket heads, or really even ported for that matter, it really isn't whatever name was stamped on it to begin with. It really DOES NOT matter. Yeah, you have to start off with something that will hold up, and the original architecture does come into play, but once you change everything, they're all on an even playing field. I don't know why cadillac blocks weren't used more back in the day. Nhra banned 385 series fords, they're not a damn big block... But caddies have even more bore spacing, quit crying, and just use that. Those are the only things that really make a difference, especially when you get into aftermarket blocks, which just use bolt patterns to use off the shelf parts. It's really kinda ridiculous when people argue over brands, when it's not even really that brand anymore. Like using brand A pistons, rods, bearing, etc. in brand B block, or aftermarket that's based on said brand but just dimensionally similar and not made by that brand. It's not like even the oem companies only make parts for this manufacturer, they sell parts to whoever wants them. Yes, some parts manufacturers will have exclusive deals, but most sell to everybody. It's not like chevy, Ford, Mopar, etc. produce every single nut and bolt in a vehicle. They have foundries, sometimes, and make they're block, or maybe even have some outside source do that as well, just to their specs. It really doesn't matter. Whatever gets the job done, unless it's another damn LS or Cummins. I don't care how "good" they are, that's debatable anyway, they're boring. Just like small and big chevies used to be, and pretty much still are but totally eclipsed by the ls. They're just plentiful, for when it inevitably goes bang, because that starting point wasn't all that great. But there's tons of em, so they're cheap and people don't care. But that is a way to do it. It's just nice to see "the other guys" making power... I never looked into caddie 500's, jesus, 5.0 bore spacing? Why didn't everybody get in on these while they were laying around everywhere? Now, most of em are melted down and gone, probably. Instead of crying about fords having an edge, why not go with that? Like dodge crying about the sohc, we'd have been so much further along by now if people just shut up, man up, and build what ya got, and compete with the other guy, instead of getting them banned. Damn, didn't think that was gonna turn into a giant rant, but here we are...
Sixth Lord Crybabies screaming “no fair” hurt progress. Imagine where nhra would be if they had 5.0”+ bore spacing 4V DOHC engines. The good old boy crybaby network kills so much innovation.
@@salvadordollyparton666 first thing, try paragraphs, makes it easier to read. Friendly advice. Second thing, there is a lot more to differences in engine designs than the block. Runner length, runner size and shape, valve inclination angle, all play a part in the velocity of a given port design. Tunnel rams pick up torque and high RPM power because they lengthen the port and also create a column of fast moving air that fills the cylinders better. Why is the caddy limited to 6000 rpm for the most part? Same reason the 455 Pontiac and Olds are, they have a longer distance between the venturi in the carb and the cylinder at BDC. That is your runner length,and the shape of it matters too. Those three engine designs are intended for very high velocity at low RPM, and that is why they don't really like to rev to 7000 like a short runner sbc, no matter what ci the sbc is. You have to work within the design parameters, unless you want to spend lots of $$$$ and do even more R&D trying to change the port length and shape so it will run at a higher RPM. Shorten the runner length, you kill off bottom end torque. Its easier, less expensive, and far more effective/efficient to maximize the positive points of an engine than it is to try and make it do things it was not intended to do. Take what it already does, and make it do it better is far more effective. So you maximize the torque production under 6000 rpm rather than try to make the 455, 472, and 500 make torque above 6500 like a short runner chevy. Without drastic increases in stroke the bbc is not going to make the torque of a 455, 472 or 500 between idle and 4500rpm. The design is not going to do it. You need 100ci more to even come close with the bbc. However the bbc will make more torque between 5000 and 6500 than the 455-500 BOP and Caddy engines, because of the port design. The peanut heads come the closest to making BOP like torque. Interesting thing though. When you put big ports on a Pontiac that flow well at 7500rpm, you do not kill off the torque between 2000 and 4500 nearly as much as huge ports on a bbc. It has to do with the length and port shape, even if its larger it will still make power in the low RPM range,and pick up power higher than 5500.. I know that because I have built an engine that does it. With a 270/276@.050 solid roller, heads that flow 180cfm more than stock heads(330@.500), a Victor intake with a 1050 Dominator on it, only 467 cubes made 520+ftlbs rear wheel torque at only 3000rpm., and it did it with some bent valves from gravel being dumped down the carb by a vandal. Now that its repaired, it makes over 700hp at 6000rpm and will pull to 7000 easily. It does that with pump gas compression, and everything on it would make for a very soggy bottom end on a similar sized chevy at only 10:1 compression, big or small block.. Its all in how long the ports are, what shape they are, and how much velocity you can get through them at whatever RPM range you want the engine to operate. The Ford 385 is similar to the BOP, they have a longer runner and big ports. The FE is quite similar as well, except the 427 side oiler and tunnel port have higher/bigger ports than the rest. Making a 428 Ford run well is quite a bit like making a 428 Pontiac run, both are grunt engines that can RPM a bit but make torque like crasy between 3000 and 4500, unlike the 427 chevy which needs RPM to make its power. The 335 Ford has HUGE ports in the 4V, and they are longer than the chevy, the only thing holding the Cleveland back are the stock tiny cams and the exhaust manifolds. Those are incredible engines for only 351 cubes. Compare the '70 LT1 350 and the Boss 351C 4V from 71 and you will find the chevy has a 252@.050 cam, the Cleveland has a much smaller cam in it, and the C makes a lot more power everywhere in the RPM range. Put the 250@.050 cam in a Cleveland and while you move the ROM range up a bit, it will stomp a huge mud hold in the chevys ass, because of the port design. Longer larger runners do that. The 4V will benefit from filling the dead spots where the intake ports dip down too far, because that ads a venturi shape which speeds airflow, and also eliminates the slow moving area that kills velocity they had to put in to fit under the hood. A tunnel ram on a 4V is epic, if you can find one. Chevy went with RPM to make power, because the designs are inherently weak on torque, compared to the BOP, Caddy, and FE or 385 Fords. The chevy engines hold their meager torque longer in the higher RPM range, and thus use math to make more HP, which means they need more gear, stall, etc. Deck height dictates runner length to a certain extent, but the head and intake design dictates where the velocity will happen in the RPM range.. So while the engine doesn't care what name is on the valve covers, it cares a great deal what length and shape the intake ports are, not just the cross section of them. What works well on a 454 does not often work well on a 455 or the Caddy and vice versa, because the bbc has a hard time making BOP/Caddy torque.
@@BC08 I agree man.. GM worked pretty hard to keep Pontiac from dominating from the end of '62 onward, doesn't mean we can't do the things Pontiac wanted to do that GM didn't allow them because it would hurt chevy feelins. Crying about it doesn't help.. Shoulda coulda wouldas are irrelevant, just do it. Why do I say GM held back the Pontiac, well in 1960 Pontiac power went 406mph one way with Micky Thompson driving at Bonneville. They dominated NASCAR and NHRA in 61 and 62, and would have continued that if GM hadn't started the '63 racing ban they ignored for chevy. There is the story of the 63 Tempest stomping all the 427 Corvettes on a road course too.. ( www.superchevy.com/features/1812-pontiac-tempest-bested-427-corvette-1963 ) GM killed the SD twice('63 and '74), and prevented the RA V from coming out, which used a head design similar to the 427 tunnel port Ford. It doesn't prevent me from running a set of the RA V heads a couple guys are reproducing, using forged rods, or any of the other things GM kept Pontiac from doing, like RA IV heads on a 455 and stuffing it in a Ventura, Sunbird, Opel GT, Vega, Astre, or an old LeMans. Some people want to whinge about how this or that whatever, its what they did back then, for whatever reason. So what..
Good morning Richard, if possible give a list of parts , we have few of cadi old engines around here at Dominican Republic. I like the torque, impressive. You are a very cool mechanic. Bless you.
just for a test how about a cross connecting pipe between the collectors . I done that before and it helped the low end torque of a 302 motor with a lot of cam and really big ported heads . If the motor was solid lift I try adjusting the lash a bit to see what the motor might want . Just an idea . Many years ago I head of a farmer installing the big inch cad motor in his ford truck to tow with .
Love the video and the Caddy's. I can attest to the power. I had a 72 Nova with a 472 and a Turbo 400. Why ? Because it's all I had but it surprised a lot of people including myself.
You get a billion different suggestions on comparison videos, so here is one more :) How about a comparison for the Stock Eliminator guys. Maybe not a legal stock set up, but a comparison of camshafts with the same lift spec, but with different durations?
wasnt shopping was curious on price, clicked off the procharger web site, to rich for me, we do have a olds 455 rebuild going on, converting to TBI for simplicity, 1976 GMC Eleganza 2, love the your video guys, 2 or 3 videos ago people were say you must not sleep, I think they might be correct
..... Truck Chevette.... SANDRAIL !!!! Using the El Dorado FWD setup but put in the rear 4 wheel turning for wicked donuts and wheelies galore (*tear sneaks down cheek in memory of Hotrods rear engine pickup that was stolen*)
chris younts : the whole THM 425 thing was awesome. Its was totally rebuilt for the Vector W2 prototype and the 19 production W8s, but GMs Hydramatic division added an ovedrive to it as well in the early 80s. I guess a 1984 134 hp 4.1 liter "Elderado" 4 speed front drive trans had some down grades...but the basics were just like all of Hydramatics big gun 400 and even 200R bases. Fundamentally sound and able to take insane abuse if the right parts are used. The Vector trans was a great use of the GMC and Cadillac basics. An extra over drive gear probably isnt needed on an 800 hp plus 500 cube engine...but would have been handy on the twin turbo 600+ net hp 6 liter small block Vector.
This put a huge smile on my face this morning! I'm going to have to call Courtney after you leave (I don't want to distract him from your excellent science experiment) and see what he has for forged pistons that will work with the 76cc heads. I need to get around 8.5:1 compression with the small chamber heads for my build.
You and I are thinking the same thing. I plan on going with Chevy 454 rods, my crank has to be turned anyway, so going to 2.20 offset will give a few more cu.in to boot.
Nice build. Just one thing I would have liked to see... a single plane intake, since it's under boost. Seems like a dual plane intake would just restrict airflow and possibly cause uneven airflow and fuel atomization in a blow through boosted combo like this. I suppose I could be totally wrong on this, but what advantage could the longer runners of a dual plane intake have with forced induction vs NA?
Been getting most of that since the '90s in my RV converted bus. The Caddy is a far superior truck engine than those main bearing spinning, valve sucking, overheating 427i industrial big block Chevys they put in medium duty rigs from the '70s through the '80s. Don't even get me started on that 6 point junk diesel, block web cracking, crank breaking dogsled they made until Y2K when Isuzu came in and taught Chevy how to make a real diesel engine :-D Both Olds and Cadi big blocks make great RV and truck engines. I think it was just Chebbie's pride that kept them from truck-ifying sister division's engines that were in reality far better suited (than the BBC) to low RPM grunt as when moving an electrical lineman cable puller rig around.
@@Bolton115 Very interesting how Chevrolet repeatedly stopped cadillac throughout the years. Chevy could never allow Cadillac to produce an engine with 1hp/ci. When the Northstar came along, GM was not concerned. Then the LC3 came, and Chevy disputed its use in the XLR, and before you knew it, there was an option for the LS engine. What was supposed to be it's successor, the UV8, never came to be. By then, the GM marketing kids and Cadillac couldn't come up with a feasible full size RWD car to put it in. It was killed off in favor of the cheaper 3.6 global engine. The Blackwing V8 was an unrelated failure. Now you see Cadillac resides where Buick was and Buick leads in sales over Cadillac.
Great build guys. I think you crossed the T's and dotted the I's real well with it. And as far as it not meeting your expectations on boost levels, I dont think the induction system itself was the limiting factor (cam) but rather the compression. The graphs looked great to me and the curves were as good as to be expected. These superchargers came on the scene when we were running high compression ratios in everything coming out of the factory. I think something between 9.7:1 to 10.7:1 would be the hot ticket.
I was under the impression that headers made little difference with a supercharger as scavenging/pulse wave were “drowned” by the blower, I’m blown away🤣
Richard..This Big Caddy was your best Thrash yet..!!👍 I still wanted to see Alum head ,High Compression..Solid Roller...with Roller Springs...i think you could have Cracked that 800hp NA barrier....💪🇺🇸
This has been one of the most interesting series yet.. the cad 500 is a cool motor. I nearly built one several years ago and still have some really nice new parts and a block lying around.. 🤔 Id love to see one more run on this with the roller cam and open plain manifold. Shoot for 900 to 1000hp? Just a thought.
That combo with the ported heads and performer intake in a truck with proper tuned qjet would be nice it would pull very well and as for boosted I think a roots style blower would be neat on it in a boat that's shaped like a jet boat but with a regular out drive and speed prop on it so all the torque would make it run around 100mph with out turning over 6000rpm
Belt slippage limited power on the 3.6 blower pulley run. Add an intercooler so the boost will drop, and maybe the belt won't slip. I really like that the low compression iron head combo made 800 hp without having to rev to 7000. Lower rpm with higher torque is more consistent with a luxury car.
Hey Richard, I own my late father's grandmother's 49 Cadillac sedan. Any chance you need a real world test on your personal Caddy big incher?!?!?!?!?!? I'm thinking it would make a killer sleeper. Cheers!!!!!
I don't believe either would help in this combination. This is a low rpm motor. Single plane isn't going to do much without a different cam. The intercooler isn't going to make a difference at 9lbs with a blow thur. The carb acts as an intercooler on it's own. The intercooler would cause the intake charge to lose density and hurt the distribution. I wouldn't be surprised if it actually made less power with an intercooler at this boost range because I've seen it happen. The right combination is everything when it comes to making power.
@Random @Random I guess you never ran a blow thur. To put it simple. An intercooler isn't necessary with a carb on a mild combination, specially with low boost like this. You would need to spin a blower really hard to generate the heat for an intercooler to be beneficial. I've ran them both setups over the years and spent many hours on the dyno learning what works. You put an intercooler on this motor with 6 to 9lbs of boost and it's not going to make anymore power.
@@MrPlemke50 the vaporization process is different with a carb than fuel injection. I guess we imagined no real change on the dyno or didn't pick up in mph or ET on the time slips. Also it's the same reason why if you run the same combination with fuel injection and carb without an intercooler. The carb will make more hp every time.
@The Truth about Africa hurts lol please, while I do read although can't remember the last time it was hot rod. I think I'd have to go by to my childhood for that but, much of my experience comes from doing it. I was a very close friend of Anthony Disomma. One of the best engine builders in X275, 10.5 outlaw, etc. I helped build his 04 cobra many years ago and I actually owned his old NMCA championship limited modified nitrous car. Although I had it with a single 100mm turbo and that car went 7.20s @189mph all the way back in 2003 on a 10.5 tire. Now I'm far from knowing everything and never will but I do an intercool isn't needed on this application and will make no difference. Call and ask Steve Morrison and ask him. I'm sure you must know who he is. Shit judging by some of the comments. Some of you guys I'm sure still think you need an intercooler with every high boosted turbo or blower motor combination regardless if M1 etc is being used lol..
Seems as though you were building pressure more quickly than you were building mass flow. Assuming good fuel distribution (meaning: you checked and it was okay), obvious places to investigate are: (1) intake air temp ("low boost" pulley vs "high boost" pulley); at the carb's hat is okay, since you likely can't get a good probe in the intake manifold itself. (2) the dual plane could be choking the flow; this could be a port cross-section problem, could be a surface finish problem, could be a port geometry problem, could be a valve size or design problem, but is likely an issue that can be overcome simply by altering valve timing (getting a camshaft better-tailored for the configuration you've assembled). If it was my engine, I'd do a SEFI conversion with injectors relatively near the ports. The easiest way to do this is obviously to start with a manifold such as the BoogieMan tunnel ram, but you can modify a dual plane or whatever to accept injectors; fab-up the fuel rails, and you're good to go. Alternatively, fab the intake from scratch, and tune the runners to work lower in the rev range than a short-runner TR. I'd try to get high-flow aluminum heads having both an efficient chamber shape and enough volume to provide me with a compression ratio that would let my cam work well with "85 octane" ((RON+MON)/2) gasoline under non-boosted conditions -- in case I got stranded in the Midwest and had to run cheapo pump gas. That's not an ideal power configuration, but crap happens, and I don't like the idea of having to pussyfoot around, trying to avoid detonation simply because I insisted on pushing the limits of what I could get away with on pump 91 or 93. I don't mind taking a hit in the power department nearly so much as I hate the idea of being immobilized. On the other hand, I want it to be able to rip when the good stuff is in the tank, so: boost, which is infinitely more useful and long-term less expensive than spray. Multiple tunes, ideally with fuel-quality sensor integration, so I could just select the power level I wanted and the computer would adjust accordingly. I prefer headers and turbos, but headers with a centrifugal blower is okay; if it's my ride, I want the intake air to pass through an intercooler. And if I had the bucks and time left over, I think I'd experiment with header design.
Could you make some videos on Tuneing tips for Tuneing the boosted ls. Maby Holley and hp tuners. Or Maby a video on decapped injectors vs name brand. What sensors to use, map, maf, ect.
Maybe a bigger split on the camshaft with more lift and duration on the exhaust will give more power? bigger headers certainly showed this might be the case?
Instead of assuning you need an intercooler, I'll ask if you know the charge temp/density. Everyone loves the 500cad! Mine was a 70 from an Eldorado with a lunati cam and injection from a 76 sitting on an s10 frame with the body of a 30s coupe we drug out of the woods.
I think I would run the way it was without the boost. I liked the alum. heads and naturally aspirated.I would run a forged crank and studs just for peace of mind. Ronnie.
Let's goooo Richard your proving a lot of guys wrong and that's the reason I can't wait till you max out the 455 Buick to shut a lot of people up💪🏾💪🏾💪🏾💪🏻💪🏻💪🏻
I'd like to see next time you use the pro charger over pulley it to say about 15 + psi then put a blow off valve on it and set the boost with it...then it would have more boost at a lower rpm....thanks for the posts...
You don't want to use a wire wheel on pistons. You can if youre really careful. A nylon bristle brush works really well. The heads you can use a wire wheel if it's iron. Even an open wire wheel will hurt aluminum heads and you don't want to see how much AL you can remove with a knotted wheel. If your willing to scraper a bunch of the head first, I've watched a guy put a wire cup for a drill in a die grinder and have really good luck. Just be mindful about going way faster than the cup is meant to go. Good gloves and a face shield. You'll wear a bunch of wires, they go everywhere.
Judging by how the caddy really suffers from exhaust restriction I hope you have like a 240/260 duration cam for yours to work well with the added backpressure from the turbos. Lets see 1000hp 1000tq on pump gas on the twin charger Caddy. I think it should be possible as it is really not even 2hp/cid.
Ps ,that is the smoothest engine iv seen on a dyno.820hp wow I need that exact supercharger for a Ford inline 6 300 build with 11.5/ 1 comp. Got Holley 390 NASCAR carb ...work???
man, you are the best at this stuff, really enjoyed this caddie series, well done, and thanks to Courtney and team for making this possible. Now the downside of this, watch cad500 motors values go thru the roof lol. And i have to ask, any pontiac R&D coming up ?
Y'all are talking Volvo or Chevette but I'm thinking a cheap G body would be best and do something to get rid of the wiggling axle in the rear. G body shuffle can easily be fixed.
A 820hp cadillac is pretty badass 😁
It’s 3:15pm here in Finland, and I just came back home from dentist. No more pain!
And a fresh ”the others guys” episode right here is just extra enjoyment for me today.
Just perfect!
Thanks Richard for your efforts for doing these videos! 😊👌🏼
Greetings from Finland 🇫🇮
Say hi to Lauri and Anni for me! 😄
Hyvaa Iltaa!
Hydraulic press channel!
It bugged me that Freiburger accused the Cad 500 of bad oiling. He's dead wrong. Olds 455s had the bad oiling not the completely different Cadillac motors. Cads had one flaw: Valve train. they floated valves at 4500 RPM. A set of shaft rockers and springs and the stock bottom end will hold together all day long at 6ooo RPM. Mine has 7.10" H Beams and forged slugs but that was for my .90 overbore (you can overbore a Caddy more than that safely- try that on a BBC!) and .030 offset ground factory crank for 529 CI. My 500 weighs the same as a factory SBC and makes massive torque and effortless HP. It's in a '71 Eldorado that just dances when you hit the gas.
PS The guy in the video- Cory Hines will take your calls, and help you with tech support. I've bought parts from him for years and all the stuff I have gotten was top notch. cad500parts.com
My BBC is bored .100 and will easy destroy that turd
@@ryangulley2051 Why are you even in the comments then fanboy? Did you come to make sure you're still relevant or something?
..................I loved those early Eldorados,,,,,1970 71.......hated the big boat pimp version................
Schwartz chassis co had a Caddy that they auto crossed. Put this bad boy in it and have fun!
Back in the early 80's there was a local guy that had a 500 caddy in an early firebird, he modified some big block chevy headers to fit the cad, other than the headers and tuning the cad was stock, that firebird was an absolute terror !
Just the ticket, to get your Hearse down the track!👍
Truth!
we need 0 thumbs down, rich gives us the good the bad and the ugly, so we don't make mistakes! this info is precious, and free!
Great boat motor👍🛥️. Especially with the iron heads for marine applications.
manitoublack : yep..Iron-ic. Shouldnt Iron be spelled Ion?
Agree. The N/A version could replace the two iron Cadillac motors in a Riva. Less weight and more hp.
Dang that engine is either on the strongest stand ever made or it’s unbelievabley smooth even when letting off power it doesn’t flinch, wow That is just amazing
The caddy firing order is different and they tend to be very smooth running
Congrats on 100K Richard, you deserve it
Thanks a ton!
I for one still can’t believe one bit you only have the 100 some thousand subscribers. There are channels that have absolute shit for content pushing 500k+ or even millions yet you have less? Shows you how uneducated the basic YT crowd truly is these days.
No matter what you put that combo in it’s going to piss people off when it runs away from them. You definitely have the right man helping you. He’s been making caddies scream for years.
You hit 100k! So happy for you. I love this channel.
That thing is a freak of nature, what a beast!
Hey Richard that was awesome I’d like to see more things tried on the Cadillac that would be very cool thank you for doing this test you are awesome guy
Just in case you don’t know there’s a company that makes and sells after market parts for the 500 ci Cadillac engine’s like
Aluminum racing Heads
All kinds of intakes and basically they sell everything you could want for a Cadillac engine’s
Sorry I forgot the name but I’m sure you’ll be able to find it on google
Love this channel. I have a 500 cid in my storage shed. Been waiting for the right body to put it in. Have subscribed. Great information!!!
I rember passing up on a 64 c10 that had a 500 caddy swap because they notched the frame for the exaust manifolds. Should have snatched it up for the 300$ they wanted
Richard's brain ...."Chevette + blown 514 caddy, yeah that sounds appropriate"
that 500 caddy v8 swapped into a 1978 pontiac sunbird or astre would be bomb!
short wheelbase mini cars don't cut no ice........ put it in the nova.......
Richard, nice video. While the dyno work is great, a Cadillac engine needs to go into a car. Get those "Roadkill Guys" or "Hot Rod Garage" to do their job!
Moto Rosso into the Gremlin it goes :)
@@vintagetintrader1062 YUSS!!
That boosted caddy would lite the tires up with no effort just mash the throttle. The thrill will be worth the price to fill up because you want that thrill again & again. I enjoyed this series you guys make any engine shine with High HP numbers.
New meaning to a Cadillac boosted from Detroit!!! Loving it Richard!!
So glad you went back to stock style heads. Great stuff right here. Thanks for the knowledge
*Well this settles it, I'm blowing it.*
My low-riding Lead-sled "Heavy-Bomber",
A 1956 Cadillac Sixty Special, running a fuel-injected 500 with a 8-71 all hidden under the hood.
Excellent series at a shop that was huge help with Caddy tuning , great job Richard . Congrats on 100K subs .
Most of the 500ci and 472 Eldorado fwd drivetrains made their way into corvairs in my area. Toronado 455ci also. The original mid engine home made american supercars.
For several years now there is a Caddy powered Pacer cruising the streets I believe in Kentucky.
i have a Caddy engine with several sets of iron heads, and an Eddy intake too. because my dad put a Caddy in his GMC motorhome. this is leftover stuff. 1977 coupe de ville, and this 500 hp n/a combo except with exhaust manifolds and dual 3” exhaust. maybe Holley Sniper Quadtrajet copy
think a car like that would be fun?
This channel > engine masters
I like seeing and "hearing" the engines on the dyno with the various changes,instead of just the pics.
me too-older tests don't have video
Toss that BEAST into an old Volvo Wagon!!!
Love the last "T" shirt you were wearing. I hope everyone read it before they make the "Why didn't you do" comments.
I had no idea someone was making HP parts for them but man,, if you want to make a sleeper this is the engine with the ProCharger. Five hundred ft lbs of torque stock NA is incredible.
Thank you for all these great video's!!
Ed
Loads of people missed the f3 procharger that Steve Morris put on his caprice wagon that made 1700 hp on pump gas. Richard try that on the cad engine.
By the way they are Pontiac Engines put in cadillac cars.
Pmd right on the stock exhaust proves it.
Great video series. Spectre racing took a similar combination to over 1500 hp with a TwinTurbo intercooled setup in their Streamliner and ran over 400 mph. I believe they said they ran their spare engine in their Tow Vehicle, a Caddy Escalade pickup. It seems the Cad Company built that engine too.
Would love to see this put into a Pontiac Firebird or Camero body mid 70s models and give it a rough Caddy makeover,
I'm building a 509 to put in a 80 camaro if that counts 😂😂
I'm more so dreading the few opportunities I had to actually snag one at a fair price over the years and passing it up.
I know this is an old thread... And I found it to be unbelievably entertaining, educational and just interesting all around... But, I would love to see one of these configurations of the 472/500 run in an actual Cadillac... Moreover, it would be interesting to see or know what parts of this Bodacious hardware collection would actually fit under the hood of 69' Coupe de Ville Convertible...
Awesome test! 👍🏼👍🏼
I like how the blower belt whip was slowly turning the (disconnected) water pump at higher RPMs! Had to watch a few times to figure it out.
It wasn't the blower belt, it was the water flow through the engine
You’re likely correct. I just didn’t think convection would be enough to do that.
Cheers!
@@patlandymore7035
It's not convection, it's the flow of water from the dynamometer pump.
Yes just so I did not have to set up a belt drive we just ran it on the 110v electric water pump so the impeller would spin with flow
Thanks for your reply Scott!
A blown Caddy is a happy Caddy!
Put that in a '68 Eldorado and it would look killer and do the best front wheel drive burnouts of any car EVER!!!
Can you imagine that set up in a square body Blazer with a 40s on it!
That caddy motor needs to find its way into the back of the Roadkill Econorado.
Bigger headers never hurt when boosting with superchargers. Get that air out! Love the tests buddy.
Hey Richard!!! What UUUUP!!! Chevette with a 500ci caddy motor putting out power numbers like that WOOOOOOOH!
500 Caddy inches might be heavy enough to hold the front end down!!
Old saying, the engine doesn’t know the “name” on the valve covers...no replacement for displacement!
While it doesn't care what name is on it, it cares what the design is, in addition to how many cubes it has.
Once you get into an entirely built engine, aftermarket heads, or really even ported for that matter, it really isn't whatever name was stamped on it to begin with. It really DOES NOT matter. Yeah, you have to start off with something that will hold up, and the original architecture does come into play, but once you change everything, they're all on an even playing field. I don't know why cadillac blocks weren't used more back in the day. Nhra banned 385 series fords, they're not a damn big block... But caddies have even more bore spacing, quit crying, and just use that. Those are the only things that really make a difference, especially when you get into aftermarket blocks, which just use bolt patterns to use off the shelf parts. It's really kinda ridiculous when people argue over brands, when it's not even really that brand anymore. Like using brand A pistons, rods, bearing, etc. in brand B block, or aftermarket that's based on said brand but just dimensionally similar and not made by that brand. It's not like even the oem companies only make parts for this manufacturer, they sell parts to whoever wants them. Yes, some parts manufacturers will have exclusive deals, but most sell to everybody. It's not like chevy, Ford, Mopar, etc. produce every single nut and bolt in a vehicle. They have foundries, sometimes, and make they're block, or maybe even have some outside source do that as well, just to their specs. It really doesn't matter. Whatever gets the job done, unless it's another damn LS or Cummins. I don't care how "good" they are, that's debatable anyway, they're boring. Just like small and big chevies used to be, and pretty much still are but totally eclipsed by the ls. They're just plentiful, for when it inevitably goes bang, because that starting point wasn't all that great. But there's tons of em, so they're cheap and people don't care. But that is a way to do it. It's just nice to see "the other guys" making power... I never looked into caddie 500's, jesus, 5.0 bore spacing? Why didn't everybody get in on these while they were laying around everywhere? Now, most of em are melted down and gone, probably. Instead of crying about fords having an edge, why not go with that? Like dodge crying about the sohc, we'd have been so much further along by now if people just shut up, man up, and build what ya got, and compete with the other guy, instead of getting them banned. Damn, didn't think that was gonna turn into a giant rant, but here we are...
Sixth Lord Crybabies screaming “no fair” hurt progress. Imagine where nhra would be if they had 5.0”+ bore spacing 4V DOHC engines. The good old boy crybaby network kills so much innovation.
@@salvadordollyparton666 first thing, try paragraphs, makes it easier to read. Friendly advice.
Second thing, there is a lot more to differences in engine designs than the block. Runner length, runner size and shape, valve inclination angle, all play a part in the velocity of a given port design. Tunnel rams pick up torque and high RPM power because they lengthen the port and also create a column of fast moving air that fills the cylinders better.
Why is the caddy limited to 6000 rpm for the most part? Same reason the 455 Pontiac and Olds are, they have a longer distance between the venturi in the carb and the cylinder at BDC. That is your runner length,and the shape of it matters too.
Those three engine designs are intended for very high velocity at low RPM, and that is why they don't really like to rev to 7000 like a short runner sbc, no matter what ci the sbc is.
You have to work within the design parameters, unless you want to spend lots of $$$$ and do even more R&D trying to change the port length and shape so it will run at a higher RPM. Shorten the runner length, you kill off bottom end torque.
Its easier, less expensive, and far more effective/efficient to maximize the positive points of an engine than it is to try and make it do things it was not intended to do. Take what it already does, and make it do it better is far more effective. So you maximize the torque production under 6000 rpm rather than try to make the 455, 472, and 500 make torque above 6500 like a short runner chevy.
Without drastic increases in stroke the bbc is not going to make the torque of a 455, 472 or 500 between idle and 4500rpm. The design is not going to do it. You need 100ci more to even come close with the bbc. However the bbc will make more torque between 5000 and 6500 than the 455-500 BOP and Caddy engines, because of the port design. The peanut heads come the closest to making BOP like torque.
Interesting thing though. When you put big ports on a Pontiac that flow well at 7500rpm, you do not kill off the torque between 2000 and 4500 nearly as much as huge ports on a bbc. It has to do with the length and port shape, even if its larger it will still make power in the low RPM range,and pick up power higher than 5500..
I know that because I have built an engine that does it. With a 270/276@.050 solid roller, heads that flow 180cfm more than stock heads(330@.500), a Victor intake with a 1050 Dominator on it, only 467 cubes made 520+ftlbs rear wheel torque at only 3000rpm., and it did it with some bent valves from gravel being dumped down the carb by a vandal. Now that its repaired, it makes over 700hp at 6000rpm and will pull to 7000 easily. It does that with pump gas compression, and everything on it would make for a very soggy bottom end on a similar sized chevy at only 10:1 compression, big or small block..
Its all in how long the ports are, what shape they are, and how much velocity you can get through them at whatever RPM range you want the engine to operate.
The Ford 385 is similar to the BOP, they have a longer runner and big ports. The FE is quite similar as well, except the 427 side oiler and tunnel port have higher/bigger ports than the rest. Making a 428 Ford run well is quite a bit like making a 428 Pontiac run, both are grunt engines that can RPM a bit but make torque like crasy between 3000 and 4500, unlike the 427 chevy which needs RPM to make its power.
The 335 Ford has HUGE ports in the 4V, and they are longer than the chevy, the only thing holding the Cleveland back are the stock tiny cams and the exhaust manifolds. Those are incredible engines for only 351 cubes.
Compare the '70 LT1 350 and the Boss 351C 4V from 71 and you will find the chevy has a 252@.050 cam, the Cleveland has a much smaller cam in it, and the C makes a lot more power everywhere in the RPM range. Put the 250@.050 cam in a Cleveland and while you move the ROM range up a bit, it will stomp a huge mud hold in the chevys ass, because of the port design. Longer larger runners do that.
The 4V will benefit from filling the dead spots where the intake ports dip down too far, because that ads a venturi shape which speeds airflow, and also eliminates the slow moving area that kills velocity they had to put in to fit under the hood. A tunnel ram on a 4V is epic, if you can find one.
Chevy went with RPM to make power, because the designs are inherently weak on torque, compared to the BOP, Caddy, and FE or 385 Fords. The chevy engines hold their meager torque longer in the higher RPM range, and thus use math to make more HP, which means they need more gear, stall, etc.
Deck height dictates runner length to a certain extent, but the head and intake design dictates where the velocity will happen in the RPM range..
So while the engine doesn't care what name is on the valve covers, it cares a great deal what length and shape the intake ports are, not just the cross section of them. What works well on a 454 does not often work well on a 455 or the Caddy and vice versa, because the bbc has a hard time making BOP/Caddy torque.
@@BC08 I agree man.. GM worked pretty hard to keep Pontiac from dominating from the end of '62 onward, doesn't mean we can't do the things Pontiac wanted to do that GM didn't allow them because it would hurt chevy feelins. Crying about it doesn't help.. Shoulda coulda wouldas are irrelevant, just do it.
Why do I say GM held back the Pontiac, well in 1960 Pontiac power went 406mph one way with Micky Thompson driving at Bonneville. They dominated NASCAR and NHRA in 61 and 62, and would have continued that if GM hadn't started the '63 racing ban they ignored for chevy. There is the story of the 63 Tempest stomping all the 427 Corvettes on a road course too.. ( www.superchevy.com/features/1812-pontiac-tempest-bested-427-corvette-1963 ) GM killed the SD twice('63 and '74), and prevented the RA V from coming out, which used a head design similar to the 427 tunnel port Ford.
It doesn't prevent me from running a set of the RA V heads a couple guys are reproducing, using forged rods, or any of the other things GM kept Pontiac from doing, like RA IV heads on a 455 and stuffing it in a Ventura, Sunbird, Opel GT, Vega, Astre, or an old LeMans.
Some people want to whinge about how this or that whatever, its what they did back then, for whatever reason. So what..
Good morning Richard, if possible give a list of parts , we have few of cadi old engines around here at Dominican Republic.
I like the torque, impressive.
You are a very cool mechanic.
Bless you.
just for a test how about a cross connecting pipe between the collectors . I done that before and it helped the low end torque of a 302 motor with a lot of cam and really big ported heads . If the motor was solid lift I try adjusting the lash a bit to see what the motor might want . Just an idea . Many years ago I head of a farmer installing the big inch cad motor in his ford truck to tow with .
Morning Richard.
Love the video and the Caddy's. I can attest to the power. I had a 72 Nova with a 472 and a Turbo 400. Why ? Because it's all I had but it surprised a lot of people including myself.
Yeah man.....put that monster in a 1975 Cadillac ambulance and Ghostbusterize it Richard.......make it your new parts chaser
You get a billion different suggestions on comparison videos, so here is one more :)
How about a comparison for the Stock Eliminator guys. Maybe not a legal stock set up, but a comparison of camshafts with the same lift spec, but with different durations?
wasnt shopping was curious on price, clicked off the procharger web site, to rich for me, we do have a olds 455 rebuild going on, converting to TBI for simplicity, 1976 GMC Eleganza 2, love the your video guys, 2 or 3 videos ago people were say you must not sleep, I think they might be correct
..... Truck Chevette.... SANDRAIL !!!! Using the El Dorado FWD setup but put in the rear 4 wheel turning for wicked donuts and wheelies galore (*tear sneaks down cheek in memory of Hotrods rear engine pickup that was stolen*)
Smokenchoken 173 :Yeah-eahr!
chris younts : the whole THM 425 thing was awesome. Its was totally rebuilt for the Vector W2 prototype and the 19 production W8s, but GMs Hydramatic division added an ovedrive to it as well in the early 80s. I guess a 1984 134 hp 4.1 liter "Elderado" 4 speed front drive trans had some down grades...but the basics were just like all of Hydramatics big gun 400 and even 200R bases. Fundamentally sound and able to take insane abuse if the right parts are used. The Vector trans was a great use of the GMC and Cadillac basics. An extra over drive gear probably isnt needed on an 800 hp plus 500 cube engine...but would have been handy on the twin turbo 600+ net hp 6 liter small block Vector.
Congrats on the 100k subs man. Great content
Thank you so much 😀
This put a huge smile on my face this morning! I'm going to have to call Courtney after you leave (I don't want to distract him from your excellent science experiment) and see what he has for forged pistons that will work with the 76cc heads. I need to get around 8.5:1 compression with the small chamber heads for my build.
You and I are thinking the same thing. I plan on going with Chevy 454 rods, my crank has to be turned anyway, so going to 2.20 offset will give a few more cu.in to boot.
@@pjmccoy4216 Fun to run into you here and not just on the caddy magazine site. (Psychoholic)
@@TheRockabillyArts right on!! This turbo stuff really has reignited my Passion for my project!!
This was a great series with the cad 500.
Nice build. Just one thing I would have liked to see... a single plane intake, since it's under boost. Seems like a dual plane intake would just restrict airflow and possibly cause uneven airflow and fuel atomization in a blow through boosted combo like this. I suppose I could be totally wrong on this, but what advantage could the longer runners of a dual plane intake have with forced induction vs NA?
THEY DO THE SAME THINGS UNDER BOOST
563👍's up guys thanks again for taking the time for us all to be with you
Not me
6:40 600 ft lbs at 2500 rpm. Jesus, this thing will be great for converting tires to smoke and noise.
Been getting most of that since the '90s in my RV converted bus. The Caddy is a far superior truck engine than those main bearing spinning, valve sucking, overheating 427i industrial big block Chevys they put in medium duty rigs from the '70s through the '80s. Don't even get me started on that 6 point junk diesel, block web cracking, crank breaking dogsled they made until Y2K when Isuzu came in and taught Chevy how to make a real diesel engine :-D
Both Olds and Cadi big blocks make great RV and truck engines. I think it was just Chebbie's pride that kept them from truck-ifying sister division's engines that were in reality far better suited (than the BBC) to low RPM grunt as when moving an electrical lineman cable puller rig around.
@@Bolton115 Very interesting how Chevrolet repeatedly stopped cadillac throughout the years. Chevy could never allow Cadillac to produce an engine with 1hp/ci. When the Northstar came along, GM was not concerned. Then the LC3 came, and Chevy disputed its use in the XLR, and before you knew it, there was an option for the LS engine. What was supposed to be it's successor, the UV8, never came to be. By then, the GM marketing kids and Cadillac couldn't come up with a feasible full size RWD car to put it in. It was killed off in favor of the cheaper 3.6 global engine. The Blackwing V8 was an unrelated failure. Now you see Cadillac resides where Buick was and Buick leads in sales over Cadillac.
Great build guys. I think you crossed the T's and dotted the I's real well with it. And as far as it not meeting your expectations on boost levels, I dont think the induction system itself was the limiting factor (cam) but rather the compression. The graphs looked great to me and the curves were as good as to be expected. These superchargers came on the scene when we were running high compression ratios in everything coming out of the factory. I think something between 9.7:1 to 10.7:1 would be the hot ticket.
I was under the impression that headers made little difference with a supercharger as scavenging/pulse wave were “drowned” by the blower, I’m blown away🤣
Richard..This Big Caddy was your best Thrash yet..!!👍 I still wanted to see Alum head ,High Compression..Solid Roller...with Roller Springs...i think you could have Cracked that 800hp NA barrier....💪🇺🇸
Sounded like it was going to calf ! 3rd run Sounded better. Big torque ! Great R&D !
BOOST!!!!!!!!!!!!! Still would like to see an 8-71 on this!
This has been one of the most interesting series yet.. the cad 500 is a cool motor. I nearly built one several years ago and still have some really nice new parts and a block lying around.. 🤔 Id love to see one more run on this with the roller cam and open plain manifold. Shoot for 900 to 1000hp? Just a thought.
That combo with the ported heads and performer intake in a truck with proper tuned qjet would be nice it would pull very well and as for boosted I think a roots style blower would be neat on it in a boat that's shaped like a jet boat but with a regular out drive and speed prop on it so all the torque would make it run around 100mph with out turning over 6000rpm
There's a 56 Thunderbird sitting in my garage with a 500ci Caddy under it's hood. Well mostly under it's hood.
You might try and doubling up the mufflers, the Detroit engineers used to run four Cadillac mufflers on Their street cars , two for each header!!
Belt slippage limited power on the 3.6 blower pulley run.
Add an intercooler so the boost will drop, and maybe the belt won't slip.
I really like that the low compression iron head combo made 800 hp without having to rev to 7000. Lower rpm with higher torque is more consistent with a luxury car.
boost curves were consistent
And belt looked good when I pulled it ..I don't think at this level we had any belt problems
@@scotthatch4653 Drat. Well, that was my big brainstorm. Boost leak? If it made 9.0 psi, and that was the target, I guess not.
Hey Richard, I own my late father's grandmother's 49 Cadillac sedan. Any chance you need a real world test on your personal Caddy big incher?!?!?!?!?!? I'm thinking it would make a killer sleeper. Cheers!!!!!
Air to water intercooler and a single plane you will make 900+ hp
I don't believe either would help in this combination. This is a low rpm motor. Single plane isn't going to do much without a different cam.
The intercooler isn't going to make a difference at 9lbs with a blow thur. The carb acts as an intercooler on it's own. The intercooler would cause the intake charge to lose density and hurt the distribution. I wouldn't be surprised if it actually made less power with an intercooler at this boost range because I've seen it happen. The right combination is everything when it comes to making power.
@Random @Random I guess you never ran a blow thur. To put it simple. An intercooler isn't necessary with a carb on a mild combination, specially with low boost like this. You would need to spin a blower really hard to generate the heat for an intercooler to be beneficial. I've ran them both setups over the years and spent many hours on the dyno learning what works. You put an intercooler on this motor with 6 to 9lbs of boost and it's not going to make anymore power.
@@waynebollentin989 any boost is creating heat. It'll help. Now, is the gain worth the complexity in your vehicle?
@@MrPlemke50 the vaporization process is different with a carb than fuel injection. I guess we imagined no real change on the dyno or didn't pick up in mph or ET on the time slips. Also it's the same reason why if you run the same combination with fuel injection and carb without an intercooler. The carb will make more hp every time.
@The Truth about Africa hurts lol please, while I do read although can't remember the last time it was hot rod. I think I'd have to go by to my childhood for that but, much of my experience comes from doing it. I was a very close friend of Anthony Disomma. One of the best engine builders in X275, 10.5 outlaw, etc. I helped build his 04 cobra many years ago and I actually owned his old NMCA championship limited modified nitrous car. Although I had it with a single 100mm turbo and that car went 7.20s @189mph all the way back in 2003 on a 10.5 tire.
Now I'm far from knowing everything and never will but I do an intercool isn't needed on this application and will make no difference. Call and ask Steve Morrison and ask him. I'm sure you must know who he is.
Shit judging by some of the comments. Some of you guys I'm sure still think you need an intercooler with every high boosted turbo or blower motor combination regardless if M1 etc is being used lol..
Seems as though you were building pressure more quickly than you were building mass flow. Assuming good fuel distribution (meaning: you checked and it was okay), obvious places to investigate are:
(1) intake air temp ("low boost" pulley vs "high boost" pulley); at the carb's hat is okay, since you likely can't get a good probe in the intake manifold itself.
(2) the dual plane could be choking the flow; this could be a port cross-section problem, could be a surface finish problem, could be a port geometry problem, could be a valve size or design problem, but is likely an issue that can be overcome simply by altering valve timing (getting a camshaft better-tailored for the configuration you've assembled).
If it was my engine, I'd do a SEFI conversion with injectors relatively near the ports. The easiest way to do this is obviously to start with a manifold such as the BoogieMan tunnel ram, but you can modify a dual plane or whatever to accept injectors; fab-up the fuel rails, and you're good to go. Alternatively, fab the intake from scratch, and tune the runners to work lower in the rev range than a short-runner TR.
I'd try to get high-flow aluminum heads having both an efficient chamber shape and enough volume to provide me with a compression ratio that would let my cam work well with "85 octane" ((RON+MON)/2) gasoline under non-boosted conditions -- in case I got stranded in the Midwest and had to run cheapo pump gas. That's not an ideal power configuration, but crap happens, and I don't like the idea of having to pussyfoot around, trying to avoid detonation simply because I insisted on pushing the limits of what I could get away with on pump 91 or 93. I don't mind taking a hit in the power department nearly so much as I hate the idea of being immobilized.
On the other hand, I want it to be able to rip when the good stuff is in the tank, so: boost, which is infinitely more useful and long-term less expensive than spray. Multiple tunes, ideally with fuel-quality sensor integration, so I could just select the power level I wanted and the computer would adjust accordingly. I prefer headers and turbos, but headers with a centrifugal blower is okay; if it's my ride, I want the intake air to pass through an intercooler. And if I had the bucks and time left over, I think I'd experiment with header design.
If you can dream it, Richard will build and test it.
Man, this is some good stuff.
I remember a 500 in a fox mustang at the old pump gas drags one year, 2 nitrous systems, went low 10’s if I remember right...
Yes Sean Powers .... Was a magazine article about the car
Scott Hatch, Was a nasty car for sure, very cool. 👍🏻
Could you make some videos on Tuneing tips for Tuneing the boosted ls. Maby Holley and hp tuners. Or Maby a video on decapped injectors vs name brand. What sensors to use, map, maf, ect.
Maybe a bigger split on the camshaft with more lift and duration on the exhaust will give more power? bigger headers certainly showed this might be the case?
Have to be careful just dumping in more duration on the exhaust side ...the rpm is low on this motor and so don't want to drive in to much overlap
Overall a great testing series Richard thanks. Was interesting that for every psi got 35 hours at the end of the testing.
My dad has one sitting on a tire in the back of his garage... oh the possibilities
Instead of assuning you need an intercooler, I'll ask if you know the charge temp/density. Everyone loves the 500cad! Mine was a 70 from an Eldorado with a lunati cam and injection from a 76 sitting on an s10 frame with the body of a 30s coupe we drug out of the woods.
I think I would run the way it was without the boost. I liked the alum. heads and naturally aspirated.I would run a forged crank and studs just for peace of mind. Ronnie.
Let's goooo Richard your proving a lot of guys wrong and that's the reason I can't wait till you max out the 455 Buick to shut a lot of people up💪🏾💪🏾💪🏾💪🏻💪🏻💪🏻
Yep they will be laughing so hard they won't be able to talk.
I'd like to see next time you use the pro charger over pulley it to say about 15 + psi then put a blow off valve on it and set the boost with it...then it would have more boost at a lower rpm....thanks for the posts...
Curious about a turbo instead of the Procharger.
Yessir
A d1sc is too small for a 514 revving to 7100. They are rated to around 900. Put on a f1a-94 and see 1250 horses.
Look up Sean Mote Cadillac online ... single turbo 200mph in the flying mile
Congratulations on the 100K. I don't understand why it's not 500K
baby steps
Great video but When is the cad company gonna have all the parts you need for this on their website.
Put it in a studebaker lark, or hawk. Studillac baby! Wait, how about in place of the small chevy in an Avanti II?
Best way to clean/de-carbon piston tops and head chambers while an engine is apart???
You don't want to use a wire wheel on pistons. You can if youre really careful. A nylon bristle brush works really well. The heads you can use a wire wheel if it's iron. Even an open wire wheel will hurt aluminum heads and you don't want to see how much AL you can remove with a knotted wheel. If your willing to scraper a bunch of the head first, I've watched a guy put a wire cup for a drill in a die grinder and have really good luck. Just be mindful about going way faster than the cup is meant to go. Good gloves and a face shield. You'll wear a bunch of wires, they go everywhere.
In 2004 Hot Rod put a 500 ci Caddy in a Chevette.
Yeah, they used a junkyard motor & put 472 heads on it for compression. I believe they ran 11 flat right off. It was a 2000 dollar budget build.
Judging by how the caddy really suffers from exhaust restriction I hope you have like a 240/260 duration cam for yours to work well with the added backpressure from the turbos. Lets see 1000hp 1000tq on pump gas on the twin charger Caddy. I think it should be possible as it is really not even 2hp/cid.
Excellent work!!!!!!!!!!!!!!!!!!
Congratulations on 100k 👌🏻🤘🏻😎
Thank you 🙌
Ps ,that is the smoothest engine iv seen on a dyno.820hp wow
I need that exact supercharger for a Ford inline 6 300 build with 11.5/ 1 comp.
Got Holley 390 NASCAR carb ...work???
Really liked this series so far. What's next? Twin turbo alloy headed high compression intercooled version
THAT was such a dam good series! 800+ h/p caddy! who would have thought. ..... 1000 h/p caddy on the horizon?
Actually have hit a lot higher HP with the Cadillac with built turbo setup ... This was more a bolt together motor
If only Richard had some long hair so he could be engine jesus
Have to settle for a big-gut Engine Buddha ?
man, you are the best at this stuff, really enjoyed this caddie series, well done, and thanks to Courtney and team for making this possible. Now the downside of this, watch cad500 motors values go thru the roof lol. And i have to ask, any pontiac R&D coming up ?
Now we need to see thing with a turbo 🤔
Definitely an easy 1500hp combo with a pair of cheap S475. What do caddy 500 parts cost though?
Love the combos
Do a build with the 8.8l PSI 540 big block LS and Raylar Engineering performance parts!!!!!!!!!
Y'all are talking Volvo or Chevette but I'm thinking a cheap G body would be best and do something to get rid of the wiggling axle in the rear. G body shuffle can easily be fixed.
The answer to your shirt question is no. Good stuff.