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51
E N G I N E
G e n e r a l D e s c r i p t i o n
1 lie LaSalle
and
Cadillac
V - 8 engines
arc
identical
in construction.
The
intake
mani-
fold is arranged to supply all cylinders with ex-
actly the same amount of fuel mixture.
L a c h
of the four end cylinders receive fuel
through
separate individual passages.
The intake mani-
fold is heated by the exhaust gas in the exhaust
header.
r hesc engines, as well as the 1 2-and lo-cylinder
engines, arc mounted in rubber at six p o i n t s -
one at each side at the front, one at each side at
the tear of the crankcase and two at the rear ol
the transmission.
The support brackets at the
front end of the engine are at the sides of the
Iront cover and rest on supports integral with
the front frame cross member.
T h e supports at
the rear of the crankcase are attached
to the
frame side bars and those at the rear of the trans-
mission to the center cross member of the frame.
The
370-B and 452-B engines are of the same
general design.
T h e 452-B engine has four more
cylinders and a
x
/% i n . smaller bore than the 370-B.
A harmonic balancer is used on the front end
of the 3 70-B
and 452-B crankshaft in addition
to counter weights forged integral with the crank-
shaft cheeks.
The angle between the cylinders on these en-
gines is only 45°. T h i s gives ample room on the
outside of the cylinder blocks for manifolds and
carbu retors.
The
370-B and 452-B engines have overhead
valves which are provided with an
automatic
adjusting
mechanism.
This
mechanism
auto-
matically maintains practically zero valve clear-
ance ancl effectively overcome the objectionable
noise usually characteristic of this type of valve.
The general arrangement of this valve mechan-
ism is shown in Plate 3 1, Page 62.
1 he engine lubrication is lull lorce Iced to till
bearings including the valve rocker arms
The
oil filter is connected in the line leading to the
valve
mechanism
to eliminate tiny possibility
of foreign matter getting into the dashpots of
the valve mechanism and interfering with their
operation.
The compression ratio of the 370-1¾ and 452-B
may be changed by merely using a cylinder head
gasket of clilfcrent
thicknesses.
l o change
to
lower compression a special cylinder head gasket
with a sheet steel insert of a definite thickness
between the layers of asbestos should be used
1 his makes it possible to change to a lower com-
pression at a very slight cost wherever the fuel
situation demands it.
This
method
of changing
the
compression
ratio is not practical on L - h c a d engines, because of
the
construction of the
combustion chamber,
ancl by the fact that it involves less expense to
change cylinder heads on an L-head engine.
The
12- ancl lb-cylinder engines are the only
Cadillac engines on which the factory sanctions
carbon burning.
When this operation is per-
formed
properly, the
results
are
quite
satis-
factory in these engines.
O n V-8 engines, how-
ever, where it is a simple operation to remove
the cylinder heads without interfering with the
valve mechanism, the carbon can be removed to
better advantage by scraping.
The
windshield wiper v a c u u m p u m p used on
all models is of the diaphragm type and acts
only as a booster to augment the manifold suc-
tion for operating the windshield wiper at higher
engine speeds.
It is located in the same position
as the
vacuum pump formerly used to supplv
fuel.
S e r v i c e I n f o r m a t i o n
1.
C a m s h a f t I n s t a l l a t i o n
B e g i n n i n g w i t h engine unit 11-1148 on 345-B a n d 12-1 12b
on 355-B cars, a second t y p e camshaft is used.
T h i s camshaft
calls for a different setting of the v a l v e stem clearance.
O n cars belore these engine u n i t n u m b e r s w i t h the first type
camshaft, the v a l v e tappets s h o u l d be adjusted to .004 in lor
inlet valves and .0()0 in. tor exhaust valves.
O n cars w i t h the second-type camshaft the clearance should
be 00b i n . lor inlet valves and .008 in. for exhaust valves.
T h e second-type camshaft can be identified b y a "Z" in a
circle s t a m p e d on the h u b of the front bearing.
W h e n the
c a m s h a l t is in the car, this m a r k can be seen through the
opening in the
crankcase a l t e r
r e m o v i n g the
d i s t r i b u t o r
m o u n t i n g support.
2.
R e m o v i n g C a m s h a f t f r o m 3 7 0 - B a n d 4 5 2 - B E n g i n e
W h e n
r e m o v i n g the camshalt
from
these engines,
two
i m p o r t a n t points in procedure must not be o v e r l o o k e d .
T h e
v a c u u m p u m p a n d the d i s t r i b u t o r d r i v e shaft must be remov ed
belore any a t t e m p t is made to d r a w out the c a m s h a l t .
I he gear o n the d i s t r i b u t o r d r i v e meshes w i t h a gear o n
the camshaft.
A n a t t e m p t to remove the c a m s h a l t w i t h o u t
i'rst
r e m o v i n g the d i s t r i b u t o r d r i v e shaft
will damage
the
d r i v e n gear by s t r i k i n g against the b l a n k sides o l the c a m s h a l t
gc. i
r.
3.
C o n n e c t i n g R o d A l i g n m e n t
I he alignment ol < '.adillac a n d L a S a l l e c o n n e c t i n g rods |>\
st l a i g h t e m n g is not
recommended as the
rod is liable
to
return ro its l o r m e r shape because o l the toughness ol the
alloy steel used in u s c o n s t r u c t i o n .
In an emergency, il s t r a i g h t e n i n g must be resorted to, the
rod is more liable to h o l d its shape if it is bent, a little.fart her
than necessary a n d then bent back again u n t i l it is straight:
lo ollset the tendency o l the metal to assume its original shape.
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