Кадиллак V8 қозғалтқыштарының тарихы

The term Cadillac V8 may refer to any of a number of V8 engines produced by the Cadillac Division of General Motors since it pioneered the first such mass produced engine in 1914. Most commonly, such a reference is to one of the manufacturer's most successful, best known, or longest lived 90° V8 engine series. These include the pioneering overhead valve cu in introduced in 1949, made in three displacements up to ; a introduced in 1963 that grew to ; and a introduced in 1968 and enlarged to Also notable was the Northstar, which debuted in 1992 as a 4.6 litre, and was also produced in 4.4 L and 4.2 L versions. When the Northstar engine series ended production in 2010 it became the last General Motors division to retain its own proprietary V8 design. This changed when Cadillac created the twin turbo 'Blackwing' engine in 2019.

A "monobloc engine" was used in 1936's Series 60. It was designed to be the company's next generation powerplant at reduced cost from the 353 and Cadillac V12. The monobloc's cylinders and crankcase were cast as a single unit, and it used hydraulic valve lifters for durability. This design allowed the creation of the mid priced Series 60 line. Bore and stroke was This engine was closely related to a monobloc design earlier introduced in the modified with a bore for the 1936 1948 engine. This was used in the Series 60/60S/61/62/63/65/67 and 70/72/75. It was also used in a dual setup in tanks, e. g. M5 Stuart and the M24 Chaffee, in World War II mated to a Hydramatic transmission.

In 1937, the new monobloc flathead gained in Cadillac V 8 models to , while the LaSalle straight 8 of 1934–1936 that originated from Oldsmobile actually was replaced with the 1936 smaller version at In 1941, the LaSalle nameplate was phased out along with the , and Cadillacs, all powered, were available with the new Hydramatic automatic transmission which debuted in Oldsmobile the previous year. These engines were produced through 1948.

For 1949, Cadillac and Oldsmobile each produced a new V8 design (the Oldsmobile engine was the 303). Both of the engines were overhead valve designs, pioneered by Buick. The Cadillac 331 engine featured a "dry" (coolant exited through an assembly attached directly to the cylinder heads), open runner (requiring the use of a tappet valve cover) intake manifold, rear mounted distributor, and shaft mounted rockers. Crankshaft end play is carried by the rear bearing on the two GM engines. It has the lighter 'skirtless' block where the oil pan flange does not descend appreciably below the crankshaft centerline and they both have a partial integral cast iron clutch housing that compares to the early Chrysler Hemi V8 design. 1955 331 engines went to a lighter "flat back" that bolted to a clutch and flywheel housing at the front of the transmission. Bore and stroke are for an overall displacement of This engine features an oiling system which uses a central cast in passage between the lifter galleries feeding oil to the cam and crank by grooves machined into the cam bores. A single drilled passage per bearing saddle feeds both cam and crank journals. Shared with the Oldsmobile Rocket V8 is how the lifters are supplied oil through small 'bleeds' instead of placing the lifters directly into the right and left side oil supply galleries. Many early racers would replace the Cadillac hydraulic lifter and rocker assemblies with the solid lifters and adjustable rockers from the Studebaker V8 for operation at higher engine speeds.

Displacement was increased to for 1956 by increasing the bore to while maintaining the stroke. For the 3 years that the 365 was made, the base versions had a single 4 barrel carburetor. The 1956 version produced 285 horsepower. The 1957 version raised that base engine output to 300 horsepower, while the 1958 base version cranked out 310. Eldorados featured multi carb engines in all 3 years. The Eldorado engines were optional on all other Cadillacs too. The 1958 Eldorado 3 2bbl version produced .

A longer, stroke pushed displacement to for 1959, yielding , while the Eldorado Tri power reached .

For the 1963 model year Cadillac redesigned its V8 engine, modernizing the tooling used in the production line while optimizing the engine's design. Although it shared the same layout and architecture with the 1949 vintage engine, the revised engine had shorter connecting rods and was lower, narrower, and shorter. The accessories (water pump, power steering pump, distributor) mounted on a die cast aluminum housing at the front of the engine for improved accessibility. An alternator replaced the former generator. The crankshaft was cored out to make it both lighter and stronger. The revised engine was lighter than its predecessor, for a total dry weight of
The revised engine shared the same bore and stroke of its predecessor, for an unchanged displacement of Power was unchanged at , as was torque at .

For 1964 the engine had a bore and stroke, raising displacement to Power rose to and torque to It also included its first emission control system, a positive crankcase ventilation unit was installed beginning in the 1964 model year. The 429 was used through the 1967 model year.

Cadillac introduced an all new engine for 1968. Although the modernized 390 series engine was compact and light for its displacement and output, represented the limit of the original architecture's expansion, and it had been surpassed by Chrysler's 440 and Lincoln's 462 and 460. Cadillac went bigger with provision for even more expansion. At introduction, the new engine had a bore and stroke for a displacement of "Extensively redesigned" to ease maintenance, it used 10% fewer parts and 25% fewer gasketed joints as before. It delivered at 4400 rpm and a massive torque at just 3000 rpm. The new engine was about heavier than its predecessor. It was used through 1974. It was designed with potential for a displacement.

Starting in the mid to late 1970s Cadillac expanded its product range offering more mid sized vehicles, i. e. sedans and coupes. While initially the Cadillac Seville for example, which was positioned in the mid sized segment used a variant of Oldsmobile based architecture V8, Cadillac also began work on its own proprietary engines. In 1977 Cadillac introduced a new V8, based on the architecture of the 472, but with a smaller, bore and the same stroke. The new engine was also lighter. The 425 was offered in L33 form, with a four barrel carburetor, producing at 4000 rpm and of torque at 2000 rpm, and L35 with electronic multi port fuel injection for and of torque, but peaked at 2400 rpm. The 425 was used through 1979 on all Cadillacs except the Seville and 1979 Eldorados.

In 1980 the 425 was replaced with the L61, which was the same basic 472 family engine de bored to but retaining the 472 and 425 engines' stroke for a total displacement of The reduction in displacement was largely an effort to meet CAFE requirements for fuel economy. Throttle body fuel injection was now standard on Eldorado and Seville when equipped with the 368. Rear wheel drive cars and the Commercial Chassis for hearse and ambulance builders used the Rochester Quadrajet 4 barrel carburetor. Cadillac referred to this new TBI (throttle body fuel injection) system as Digital fuel injection (DFI); this particular induction system was later adopted by other GM divisions, except on Oldsmobile V8s, and was used well into the 1990s on GM trucks. Power output dropped to at 3600 rpm and torque to at 2000 rpm in DEFI forms as used on the front wheel drive Seville and Eldorado but on the 4 barrel Quadrajet equipped RWD models. This engine was standard on all Cadillacs except the redesigned Seville, in which it was optional.

For 1981 Cadillac introduced a new engine that would become notorious for its unreliable electronics, the V8 6 4 (L62). The L61 had not provided a significant improvement in the company's CAFE numbers, so Cadillac and Eaton Corporation devised a cylinder deactivation system called Modulated Displacement that would shut off two or four cylinders in low load conditions such as highway cruising, then reactivate them when more power was needed. When deactivated, solenoids mounted to those cylinders' rocker arm studs would disengage the fulcrums, allowing the rockers to "float" and leave the valves closed despite the continued action of the pushrods. These engines are easily identified by their rocker covers, which each have elevated sections over 2 cylinders with electrical connectors on top. With the valves closed the cylinders acted as air springs, which both eliminated the feel of "missing" and kept the cylinders warm for instant combustion upon reactivation. Simultaneously, the engine control module would reduce the amount of fuel metered through the TBI unit. On the dashboard, an "MPG Sentinel" digital display could show the number of cylinders in operation, average or current fuel consumption (in miles per gallon), or estimated range based on the amount of fuel remaining in the tank and the average mileage since the last reset. Another rare and advanced feature introduced with DFI was Cadillac's truly "on board" diagnostics. For mechanics who had to deal with the 368s, the cars contained diagnostics that did not require the use of special external computer scan tools. The new Electronic Climate Control display, along with the MPG Sentinel, provided on board readout of any stored trouble codes, instantaneous readings from all the various engine sensors, forced cycling of the underhood solenoids and motors, and on the V8 6 4 engines, manual cylinder pair control. The L62 produced at 3800 rpm and at 1400 rpm. Cadillac hailed the L62 as a technological masterpiece, and made it standard equipment across the whole Cadillac line. While cylinder deactivation would make a comeback some 20 years later with modern computing power (and using oil pressure to deactivate the valves by collapsing the lifters) Cadillac's 1981 V8 6 4 proved to have insurmountable engineering problems. The main issue was that the Engine Control Module simply lacked the robustness, programming and processing speed to efficiently manage the cylinder deactivation under all load conditions. In the era before electronically operated EGR valves, the engineers also made an error in using a "back pressure type" EGR valve. While this early effort to match the vacuum controlled EGR volume more accurately to the engine's load made sense in a 'normal' engine, it had the effect of causing pinging (detonation) problems in the V8 6 4 engine, because 4 cylinders operating under higher load needed more EGR, while they were actually producing less exhaust flow and therefore less back pressure to operate the valve. In an effort to increase reliability, Cadillac issued thirteen updated PROM chips for the ECMs, but many of these engines simply had their Modulated Displacement function disabled by dealers, leaving them with permanent eight cylinder operation. This was accomplished by merely disconnecting a single wire from the transmission's "3rd gear switch", or running it through a switch inside the car for manual override. The 368 was dropped from most Cadillac passenger cars after the 1981 model year, although the V8 6 4 remained the standard engine for Fleetwood Limousines and the carbureted 368 remained in the Commercial Chassis through 1984. The 368 has the distinction of being the last traditional "big block" cast iron pushrod V8 engine available in a production car. It lasted through 1984 in the limousines. Rival big blocks, 396, 400 (Chrysler & GM), 402, 426, 440, 454, 455, 460, etc. disappeared between 1976 and 1978. RWD models were coupled with the heavy duty THM400 transmission, the last factory produced GM passenger car fitted with this transmission. GM reintroduced an updated fuel management system in 2005, marketed as Active Fuel Management or Displacement on Demand.

The OHV Cadillac High Technology engine was produced from 1982 to 1995 in displacements of , , and .

The versions were all supercharged, exclusive to Cadillac's V series. The STS V engine, produces and under the SAE certified rating system. The 2006 2008 XLR V uses the same supercharged Northstar V8 as the STS V, though output is down somewhat due to design changes made to accommodate the model's more limited underhood space. For the XLR V, the SAE certified output is and The supercharger and four intercoolers are built into the intake manifold. The bores were reduced in size to increase block strength, increasing the safety margin under boost.

The is the Oldsmobile Aurora variant, never installed in a Cadillac. The Aurora's cylinder heads had lower flow characteristics to match the engine's reduced size. This engine produces .

The 1976 through 1979 Seville was only available with Oldsmobile engines. (The engine was "marketed" as a Cadillac engine and was exclusive to the Cadillac product line, but was in reality produced by the Oldsmobile division). Buyers were able to choose between 350 gas and 350 diesel versions. From 1982 to 1985, all rear wheel drive Cadillacs (except for the limousines) could be ordered with the Oldsmobile LF9 Diesel V8. In fact, for most of its life, the 1980 1985 version of Cadillac's Seville came standard with Oldsmobile's V8 diesel, with the gas engine being a no cost option. From 1986 to 1990, the rear wheel drive Cadillac Brougham used a carbureted Oldsmobile V8 (replacing the Cadillac HT 4100). In 1990 a , fuel injected small block Chevrolet L05 V8 (became a Regular Production Option (RPO) when the towing package was selected. In 1991 the Oldsmobile 307 was replaced with a throttle body fuel injected small block Chevrolet L03 V8 same powerplant used in Chevrolet's Caprice and C/K light trucks). In 1993 the L05 V8 became standard in the newly renamed Cadillac Fleetwood. In 1994 the L05 was replaced with an iron headed small block Chevrolet Corvette LT1 V8 with , which the Fleetwood used until discontinued at the end of the 1996 model year. With the introduction of the Escalade to the Cadillac lineup, the small block Chevrolet L31 V8 (Vortec 5700) was used, as it was part of the Chevy truck line on which the Escalade was based. In 2001, the newly redesigned 2002 Escalade picked up the performance version of the 6.0 L Generation III series engine (RPO code LQ9) although the regular length 2002 2005 Escalade 2wd used the 5.3 liter LM7 version of the Generation III series engine. From 2007 to 2014, all gas only Cadillac Escalades were equipped with Generation IV 6.2L engines. This engine option was shared with the GMC Yukon/Yukon XL Denali. Escalade Hybrids used a 6.0 liter version of the Generation IV series engine. Since 2015, gas powered Escalades have used Generation V 6.2L engines. The Escalade V uses a supercharged version of the 6.2 liter Gen V engine, the LT4.

The 2004 to 2005 Cadillac CTS V used the previous generation Corvette C5 Z06's 5.7 L LS6 Gen III V8. The 2006 and 2007 CTS V uses the 6.0 L LS2 Gen IV V8, similar to that used in the standard Corvette C6. The 2009 2015 CTS V carries a supercharged 6.2 L LSA variant of the Gen IV V8, producing an SAE certified , while the 2016 2019 model carries a supercharged 6.2 L LT4 with .

The 2022 present CT5 V Blackwing carries a supercharged 6.2 L LT4 variant of the Gen V series engine, producing , the most powerful Cadillac sedan in history.