School me on caddy 500`s

When were these engines made? How much hp do they have and what car had em.
I found a sweet 63 chevy truck with a caddy 500 in it that runs 12.9`s.

 

Eldos from 70-76, full size Cads in 75-76, hp varies

 

1970 horsepower was 425 and tq. was about 550 ft lb's and they went down from there.

 

Better built for torque than HP, although there are people who get tons of both out of them. There are a few companys that specialize in them, but I cant think of any names off the top of my head.

 

Potters / maxium torque spec. / CMD and a few more sells parts to build an 850 hp and up caddy Not good for street use. with alumimun intake lighter than a chev 350.trans are th400s any BOP will fit Doesn't need or want a high stall torque converter But will scare some people with the high temps
that they run at. Got a couple of them myself.

 

Here's a good place to start:

http://500caddy.us/

 

Hmmmmm, "Not good for street use." I guess I don't understand this at all, unless you are referring to the 850 HP version, then I'll agree. A 500 Caddy or its little brother the 472" are great engines for the street. However, be careful of the 472" of earlier years as it most likly will have compression of around 10 1/2 to 1!!! That's very bad for today's fuel. A set of heads from a 425" engine can be made to work and will drop your compression to about 9 or 9 1/2 to 1. A much better combo. Maximum Torque Specialties is the place to get info on these jewels.

Also, "But will scare some people with the high temps that they run" has me confused. If you design a cooling system sufficient for the engine it will run happily all day long at 180-190 degrees. The 500" in my '48 Caddy convert never gets hot. And that includes lots of cruising around at the Syracuse Nats where the temps can be an abomination. Just my opinion and not necessarily absolute fact. Take it for what it's worth.
I

 

One thing to remember, is that when looking at factory power ratings they changed from gross to net. The motors did lose power as they went on, but not as much as it seems. If that truck is running 12's, it's a safe bet that motor is pretty built by someone that knew what they were doing.

 

I had a 472 (same thing) in a 50 f-1, that thing was crazy torqy, and made the truck haul ***! Sanderson makes nice headers for them too.

 

This truck has 7500 dumped in the engine, I was planning on daily driving it.
I dont know if itll run on highways though.

 

The 1970 Eldo 500 caddy put out 550 torque at 2800 rpm.And you can get just about any hi-po parts for them now from Caddilac Motorsports Development as well as Edelbrock now makes a 4v intake for them as well.

My buddy put a 500 caddy with the front wheel drive in a 81 Ford Fairmont and he smoked my 71 Mach 1 with a 351C.

There is another caddy parts maker out there but I cant recall who they are now.But CMD has all the stuff to build a 591ci Blown Caddy engine.

 

There is a book "The Big Inch Cadillac", written by Doc Frohmader
It is the Bible for these motors. I HIGHLY suggest picking it up if you are considering this motor.

One place I found it on the web, for $22.95
http://www.webrodder.com/index.php?page=listProducts&CID=13

 

There is a guy here in Albuq that loves them. He's developing speed stuff for them headders, blower intakes stuff like that. He has a pretty damn fast pick up also......... pm me if you want his #

 

They are some potent engines.

I'm making plans to go see a friend of mine race this weekend with his '77 Cadillac with a 500 in it. With the work he's done to both the car and engine, he runs the quarter in 10.34 seconds.

The Cadillac Power Board will have any and all the technical advice you'll need to run one of these things.

I sure do like the one I've got swapped into my '66 Cadillac. That heavy ******* can sure take off like a bat out of hell with it.

 

There not a high RPM motor, but make tons of low end power, great for a truck or big custom.

 

My '41 Caddy has 500 incher and runs hot . At least 210*. What radiator are you using? High flow waterpump? I have an alum rad fron AFCO. Engine is not stock. Has cam, bored etc.

 

It seems like something is wrong if that's going on.

Mine stays at a nice calm 180-185° if everything is dandy. I've got a water neck gasket leak, and if it leaks too much, I have problems, but I'm running fine otherwise.

I really should replace that gasket, but I'm just so occupied with other problems that it ends up at the end of the list.

 

the "vendors" link on www.500caddy.us lists several parts manufacturers and good comments concerning each. the site also has scans of two different magazine articles concerning buildups on the 500. great resources. one cheap buildup the other $4000 and 500hp+.

The 70 had 400hp but the compression ratio was dropped to 8.5:1 in 71 and the new SAE hp rating was ins***uted so I'm not sure what the actual drop in hp was. but every year thru 76 is was reduced. not sure that was due to add ons for smog or actual drop. As SAE was hp after all the accessories were hooked up to the motor. but both articles writers don't seem to find any real difference in quality for a build up for any 500 built between 70 and 76.

 

Dad has several sitting in the shop. To be honest I don't know much about them. I have read a good deal of Doc book though.
Anywho thought I'd toss out a pic of one of the hotter motors sitting in the engine room.

Kruzick KB-529 Blackbird Racing Engine
528.7 cubic inches
Compression 13.2:1
HP: 700 @ 5500 RPM (est)
Torque: 740 lb/ft @ 4000 RPM (est)

 

Try MTS caddie Maximum Torque Spe******ts on the net. Before I started on the A, my intention was to make a monster 500 cuin caddy motor. I studied them quite a bit and found out that they only weigh 60 lbs more than a small block chevy. That gap can narrow if you start using aluminum parts. The block is high in nickel content which gives it strength and, of course, will shine up pretty decent. If you can find one, get it cuz, there is nothing like mashing the gas pedal and feeling m***ive torque. My opinion: torque is what makes the car go fast, horsepower is secondary.

 

not all engines need to run at 180-192 deg.... did you look up factory specs regarding operating temp? whats the overbore on the engine? compression increased? timing isnt too far advanced?

if you are not experiencing power loss or radically fluctuating temp changes while driving, you should be fine.... the average modern engine runs comfortably at 210*

 

Do you have website or any pricing information on your Dads stuff? That thing looks like a beast.

 

Your Dad's Larry Kruzick? Or your Dad has these engines in his shop that he used Kruzick parts on? It took me a second to remember the connection between Kruzick and Cadillac Motorsports Development. But your in Texas. One of the articles I referenced in a previous post was about a build up of 500 by Kruzick and his company CMD.

Bad looking motor either way. Let us know.

 

No, no, my dad is not Larry Kruzick.

I suppose that could have been confusing. No Larry used to build these "Blackbird 529's" as crate motors, he did everything to them. And then sold them as ready to rock deals.
My dad found a guy that had bought one, but lost interest in his project and gave this gem up. Dad doesn't have any real plans for it, I actually think he's scared of 700HP in anything on the street. I'll post up the build sheet on the blackbirds I have it somewhere.

 

Heres the specs I had on a word doc.

Kruzick KB-529 Blackbird Racing Engine

• 528.7 cubic inches
• Compression 13.2:1
• HP: 700 @ 5500 RPM (est)
• Torque: 740 lb/ft @ 4000 RPM (est)
• Holley Dominator Carb (1050 CFM) mech. Secondary; std. Jetting
• Ignition & Wires: Don Zig VERTEX Magneto w/Taylor 8 mm wires
• Sparkplugs: Champion N-10Y-C
• Timing: 28º total (to start, advance only after baseline power runs). This is best setting for power.
• NOTE: temperature & fuel quality dictate timing
• Cylinder Heads: Full Compe***ion, Stainless Valves, 84X Springs
• Intake Manifold: Ported PRO/Cad IV
• Valve Covers: Cast Aluminum (no breathers)
• Water Pump: Higher Volume by Flow-Kooler
• Fuel Pump: CMD High Perf. Mechanical
• Camshaft: PC/660-H on 108º lobe centers (straight up)
• Fuel Pump Eccentric: Cadillac OEM
• Timing Set: Compe***ion True roller (single wide)
• Lifters: Rhoads Hydraulic
• Valve Lash: zero (lifter preloads +/- .040”)
• Pushrods: smith Brothers
• Rocker Arms & Supports: CMD Stage IV Roller Rocker ***embly
• Retaining bolts: 7/16” Grade 8
• Valve Springs: CMD 84X1.460: w/damper
• Retainers: 4130 Chromoly (double step)
• Locks: 11/32” Speed Pro (hardened)
• Seals: 11/32” Speed Pro (Nitrile umbrella type)
• Shims: CMD .060” (cup)
• Valves: Swirl-polished Stainless (2.18” int./1.86” exh)
• Valve Guides: Bronze K-Liners
• Head Gasket: Solid Copper @.080” compressed
• Head Studs: CMD 4130 Chromoly
• Valve Cover Gaskets: CMD Special .187”
• Pistons: Keith Black Hypereutectic Alloy
• Wristpins: Heavy Duty (hard chromed), full floating/spirolocs
• Piston Rings: Childs & Albert (moly top; cast 2nd; S/S std. Oil)
• Connecting Rods: Howards’s aluminum
• Main Bearings: Michigan-77 #MS 970-10
• Rod Bearings: Michigan-77 #CB 527P-20 (drilled for dowels)
• Crankshaft: ‘793 /HEMI style oiling
• Crank Hub: Cadillac OEM (magnafluxed)
• Oil Slinger: Cadillac OEM (coated)
• Oilpan: CMD Pro/Cad 7.0
• Po;[I,[: CMD (spl. Ch***is) “Black” Racing Only
• Oilpump Shaft: CMD steel Billet
• Oilpump Pickup: Melling
• Main Cap Fasteners: OEM Main Cap Bolts
• Real Main Seal: Fel-Pro # BS 40012
• Timing Cover Gasket: Fel-Pro # TCS 45011
• Oilpan Gasket: Fel-Pro # OS 30202C
• Exhaust Manifold Gasket: Fel-Pro # MS 90509, Torque 40 lb/ft
• Intake Gasket: CMD Special, Torque 45 lb/ft

BLUEPRINTING SPECIFICATIONS:

• Cylinder bore: 4.362”
• Stroke: 4.435” (mains .010”/rods .020”)
• Piston Dome: N/A (flat top)
• Piston to Wall Clearance: .006”
• Deck Height: Zero Deck
• Ring Gaps: .026”/.024”/std.
• Valve/Piston Clearance: .125”
• Valve Guides: Intake @ .001”/ Exhaust @ .002”
• Rod Bearing Clearance: .0025”, Torque 60 lb/ft
• Main Bearing Clearance: .002”, Torque 90 lb/ft
• Connecting Rod Side Clearance: .045” avg
• Crankshaft End Play: .008”
• Crankshaft Oiling: CMD HEMI-style chamfer
• Oilpump rotor to block: .004”
• Operating Oil Pressure: 45-50 lbs at speed
o 60-65 on start-up
o 30-35 at idle (hot)
• Distributor Gear endplay: .006”
• Wristpin: HD/full floating @ .0007”
• Camshaft: .656” Intake/ .656” Exhaust (Hydraulic); 108º Lobe Centers
• Lifter Preload: +/- .040” (adjusted @roller rocker)
• Cylinder Head Chamber: 70 cc, Torque 115 lb/ft
• Heads Milled: .032”
• Block Decked: .008”
• Oil: Kendall 20W-50 Racing
• Filter: FRAM PH-25

 

As noted by others 210* is not really that hot considering today's cooling systems. However, to answer your question, I had a local radiator shop build a radiator to my specs. It's all br***, and has five rows. I can't remember how many fins per inch but, going against today's thinking, there are a bunch of them. I have air conditioning but, I mounted the condenser under the car with its own cooling fan. I also have both a mechanical fan (6 blade) and an auxilliary electrical fan that is set to kick on at 195*. It works flawlessly and I am very happy with the system. There is nothing worse than having a car that you can't drive because of an inadequate cooling system. I know, I've had my share. By the way, my radiator cost $365, which I believe to be very modest for the results it gives me.

 

Any Ideas on price? I bet thats High Dollar, Neat though..

 

I love these engines. My 1930 model A has a 514ci caddy in it (60 over) I'm putting togther a new cad 500 for Bonnevillle speed week .This one has been bored to 4.5 inches .It has Chevy 502 forged pistons(Ebay $100) in it,Olds 7 inch forged rods($100).and some hogged out 78cc Potter automotive prepped heads.It comes out to about 540 ci,Its O'ringed with copper head gaskets,solid lifter cam and adjustable rockers. should be good for some Hp and Torque.
The 1956 Coop has a 500 caddy and Th400 sittiing between the rails,My old 70 coop beater has the 472 in it.I even had a 500 in my 94 chevy work truck for about a year with a 5 speed stick shift behind it.
I have about 5 more caddy 500 engines sitting on pallets in the yard.
I guess I'm sold on them.
Tim

 

Hell, take pictures of that A with the 500. Not sure if you've seen pictures of Terry's T with a 512 in it or not, but it does the quarter in under 10, and I'm jealous
I'm also curious to see that '56 too.

 

Click on the link http://groups.msn.com/Cadillac500 there's some pics of the A on there and some of the 56. I've seen pics and read about terry's T on the Caddy performance website,very impressive! http://www.cadillacpower.com/forum/:D