Cadillac 1937 LaSalle VVI Information page 159

7 1
E N G I N E
On series 37-50 and 60 engines, the exhaust pipe
take-off is at the front of the right hand cylinder
block. O n series 37-65, 70, and 75 engines the
exhaust pipe take-off is at the rear of the right
hand cylinder block.
Engine Supports—-The 37-series V - 8 engines
are supported by two rubber mountings at the
side of the cylinder blocks toward the front of
the engine, and one rubber mounting at the trans-
mission extension in the rear.
The supports are so designed that the effect is
to allow free movement of the engine through a
limited distance beyond which increasing resis-
tance dampens out any excessive motion or shak-
ing of the engine.
The rear support is constructed so that a com-
bination shearing and compression action on the
rubber pads in the support produces the above
effect.
C A D I L L A C V - 1 2 A N D V - 1 6 E N G I N E S
The Cadillac V-12 engine, used on the series
37-85, and the Cadillac V - 1 6 engine, used on the
series 37-90, are of the same general design. These
engines have an a l u m i n u m crankcase w i t h separ-
ate cast iron cylinder blocks for each bank of
cylinders. T h e angle between the blocks is 45°.
These blocks are so designed that the cylinder
bores extend several inches into the crankcase.
The cylinder heads contain the overhead valve
mechanism, which is i n t u r n protected by cylinder
head covers.
The series 37-85, V-12 crankshaft is supported
by 4 main bearings and the series 37-90, V - 1 6
crankshaft, b y 5 m a i n bearings. B o t h shafts are
forged with integral counterweights a n d have a
harmonic balancer at the front end.
The connecting rods for opposite cylinders are
carried side b y side on the same crankpin. T h e
rods.are rifle-drilled for pressure lubrication of the
piston pins. The connecting rod bearings are of
spun babbit.
The pistons are of T-slot design and made of
aluminum alloy, anodized by an electrolytic
•process to provide a h a r d a l u m i n u m oxide wearing
surface. F o u r piston rings, three compression and
one oil ring, are used. T h e piston pins are locked
in the pistons w i t h set screws.
The camshaft is a hollow shaft supported b y four
bearings in the V-12 engine and five bearings i n
the V-16 engine. It is driven by a silent chain
which also drives the generator and water pump.
Because of its length, the chain is provided w i t h
an automatic adjustment idler sprocket, and a
timing chain vibration dampener.
The valves are operated through push rods and
rocker arms, which incorporate an automatic
valve silencer mechanism for t a k i n g u p all clear-
ance, thus assuring silent operation and eliminat-
ing the necessity for tappet adjustment. (See
P l a t e 26).
Oiling System—The oil pump is attached to
the rear m a i n bearing cap and is driven by spiral
gears at the rear of the camshaft. The pump
draws oil from the center of the oil pan and delivers
it through copper pipes to the m a i n bearings,
and from there through drilled passages to the
crankpins. O i l from the front main bearing
reaches the o i l pressure regulator and the t i m i n g
chain. O i l from the rear m a i n bearing is carried
to the hollow camshaft and is piped to the o i l
filter, from which it is returned to the valve
silencers and rocker arms.
Crankcase ventilation is provided by the rota-
tion of the counter-weighted crankshaft, which
draws air i n through a thermostatically controlled
and screened intake at the left front of tl ie crank-
case and expels vapors through the valve tappet
compartments.
Cooling System — T h e water p u m p is on the
right side of the engine just in back of the gener-
ator and driven through # flexible coupling by the
same shaft. A u t o m a t i c a l l y adjusted water p u m p
packings of the chevron type are used. F l u i d
is drawn from the bottom of the radiator and
delivered by the p u m p to two outlets, one leading
up to the right block, and the other going through
the rear of the crankcase and over to the left
block.
Ignition System—The distributor is mounted
at the front of the engine and driven by the cam-
shaft through spiral gears. T h e ignition circuit
for each bank of cylinders is separate: two coils are
used, and two contact arms, operating alternately
on a breaker cam. T w o condensers are contained
in the distributor housing.
T h e spark advance is fully automatic and con-
trolled by centrifugal weights. Ignition t i m i n g
marks are stamped on the flywheel, and are
visible through art opening in the bell housing on
the right hand side.
T h e ignition coils are mounted in a bracket at
the forward end of the radiator brace rods. T h e y
are connected to the ignition switch through an
armored cable running directly to the center of the
instrument panel. ' ;•
Carburetion — T w o separate carburetors are
used—one for each bank of cylinders.. T h e y are
of the expanding-vane updraft type. B o t h are
operated by single throttle and choke connections,
requiring accurate synchronizing. ' A semi-auto-
matic choke is employed.
T h e fuel p u m p is located at the left,front of the
crankcase and operated b y a d r i v i n g rod actuated
b y a c a m on the vertical shaft for the timer dis-
tributor. A separate vacuum p u m p is used,
located at the rear of the engine Vee, and driven
b y an eccentric on the end of the camshaft.