The Infopages (Cont.)

• The cam kit most people start with is our CTA or S/S 120T-D. The ‘kit" includes everything you need for valve train computability, maximum performance and longevity, and "painless’ installation of the oversize valve springs in our cam kits. Also included, a complete cylinder head "setup" package consisting of special shims (register perfectly on the Cadillac guide), hardened valve locks, and a set of Viton® umbrella seals which are better than those "plasticky" things Cadillac put on there at the factory… All of our components have been developed for correct geometry and fit for ease of engine building and assembly. The methods for correct lifter pre-loading are explained in Cad Company's Camshaft Data sheet which is included in our cam kits.
   

• In our experience, the most vital performance modifications are a good camshaft and the correct size valves. The head work will, in effect, amplify the effect of most other mods.
   

• The Cadillac 472/500/425/368 firing order is not the same as most other engines. #1 is on the passenger side, and #4 is the companion. When the timing marks are lined up, #1 is on the exhaust stroke, #4 is on compression.
   

• There are at least 6 different timing pointers, with 6 different ’0’ locations. When in doubt, or if changing pulleys, find true TDC and check/ change the marks on the pulley.
   

• Cad Company's Universal Motor Mount Kit works in 95% of side-mount applications. and can be used to install the Cad motors into just about anything! Our transmission adapter kits will let you bolt up a Chevrolet automatic trans, or clutch bellhousing to the Cadillac block. We stock steel billet flywheels, so there's no problem in that area. We've also designed a rear sump 7 quart oilpan (comes with special pickup tube); the very shallow forward profile works almost anywhere.
   

• When spending your hard earned dollars, good information is invaluable. Bad information can kill a project. Be careful who you listen to, and consider the following:

While computer simulations are not perfect, they are rarely even close on Cads

WHEN THE BOOKS, SIMULATIONS, AND ‘THEY’ ALL SAY SOMETHING DIFFERENT, remember that years of experience and data from dyno proven (or failed) combos beats guess work and rumors. Yes, we've tried many things over the last 30 years, both on the dyno and at the track, that didn't work… There are many ways of doing things. We can't test every possibility, but we use what we KNOW works.

‘THEY’ SAY ‘70 Eldos (or sometimes all ‘68-’70 engines) have higher ratio rockers.

‘THEY’ SAY 425 HEADS WITH ’74-’76 PISTONS MAKES 10:1 COMPRESSION

‘THEY’ FORGOT TO MENTION the smaller ports, or the head gasket woes that come with this trick…

‘THEY’ TEND TO SAY ALL SORTS OF THINGS… ‘THEY’ aren't going to foot the bill for doing the job a second time...

THE DYNO SAYS: A bone stock 10:1 (small chamber) 500 makes 323 HP (.628 HP/CID)
THE DYNO SAYS: A bone stock 8:1 (large chamber) 500 makes 302 HP (.588 HP/CID)

Compression listed is as measured after fly cutting (for later big cam tests), @.060 over. (the stock ‘71-’76 engines were 8.5:1 compression)

Both were run with our smallest performance springs, the same original ’70 cam, OE carb and HEI. Both were run with ‘74-’76 intake (EGR disconnected), RWD 500 cast exhaust manifolds.

Both were driving stock fuel, water, and oil pumps, plus a stock alternator (not connected electrically).