At first glance this 1977 Coupe Deville could pass for your mom's
(the wheels might give it away though). Hearing it drive by you would
look up and expect to see an LS-6 Chevelle cruising by. This car is the
perfect combination of luxury and raw power. It has all the luxury
you'd expect from a Cadillac and none of the performance. If you nail
it, you'd better have the slicks on and a spare pair of shorts.
is original except for tach and gauges (not permanently mounted) and
exterior is just the way Cadillac intended it to be. The car is in
condition and was recently painted with urethane base coat clear coat.
has approximately 60,000 miles on it. The clock even works.
I bought the car in 1978 when it
was a year old and very slow. I proceeded to pull the stock engine, trans and rear end out and replaced them with a real drivetrain. The car was my basic fair weather transportation when I did not want to drive my street/strip Mustang. The car was a blast to drive and very luxurious too.
The 500 CID Cadillac engine is fresh, with less than 5,000 miles on it. The car can be driven daily and runs fine
on 93 octane premium unleaded with a shot of lead substitute. A can or two of Lucas octane booster
should be added if you plan on racing it. It runs low thirteens without the NOS and well into the twelves with it. A little tuning should put
it nicely in the elevens. The car launches great with
7" slicks, lifting the left front tire off the ground. The last time it
was at a quarter mile strip was twenty five years ago, before my kids
were born. Now I just cruise the street a few times a year just to
remind the motoring public, that Cadillac rules.
Of all the high performance cars I have owned I have had the most fun with this one. It would always attract a crowd at the drag strip.
Imagine the reaction of a die hard street racer when he gets blown away by a Cadillac.
I only put a few hundred miles on the car a year and never drive it in bad weather. It is always stored inside. Please feel free to contact me
at firstname.lastname@example.org for further details.
P e r f o r m a n c
M o d i f i c a t i o n s
1977 Cadillac Coupe Deville
- 1969 Cadillac 472 block bored .020 and decked and squared to 0
- 1971-73 Cadillac 500 pistons with Chrysler 426 hemi pins.
- Chrysler 440 std double moly rings.
- Oldsmobile 455 rods with sps Chrysler 440 rod bolts.
- Cadillac 500 standard crankshaft.
- Competition Cams 232/242 @ .050, 110 centerline .540/.560 lift.
- Rhodes lifters.
- Heads have been ported with a significant enlargement on the
- TRW swirl polished intake valve 2.20 in. from Ford 429 SCJ
- TRW swirl polished exhaust valve 1.80 in. from Chevy 427 L88
- Pistons have been fly cut for clearance.
- Block has been notched to prevent shrouding.
- Combustion chambers have been reshaped for optimum valve flow
- Sig Erson tapered valve springs designed for Chevy 327
- Light weight hardened steel retainers, keepers and lash caps.
- Heads milled .100 with resulting compression ratio at 9.7
- Single 4 bbl Torker manifold made from Edelbrock Ford 390
- Performance modified 780 Holly (3310).
- Custom made headers with 2.5 inch exhaust & turbo mufflers.
- 125 HP Nitros Oxide system.
- Holley electric fuel pump in addition to stock fuel pump.
- Modified HEI with MSD Blaster ignition.
- High tork starter.
- Chrome 1969 Cadillac valve covers and Chevy 454 chrome air
- Modified Turbo 400 with Turbo 350 converter.
- 1970 Chevelle 12 bolt rear end with 355 posi in a 3 series
- Two sets of slicks, one for asphalt and one for concrete.
- Heavy duty trans and gas coolers.
- Crossmember from 1972 Impala to accommodate dual exhaust
r f o r m a n c e D
t a i l s
The block is from a 1969 Cadillac 472 (4.30 bore) it is bored .020
on a Sunnen Cylinder King. The block has been squared and milled to
deck height. The head gasket is .040 thick, so there is plenty of
to head clearance.
The crank is a standard 500 CID crank (4.30 stroke), purchased new,
has been micro polished. The rotating assembly has been balanced.
clearance is set at .0015 - .0020. The oil pump is a stock high volume
with a stiffer spring.
The rods are 455 Olds, which are forged instead of cast like Caddy
They have been magna fluxed, fitted with Chrysler 440 SPS bolts, the
end offset drilled to make up for .035 shorter length and fitted with
426 Hemi pins (they're stronger and .10 wider).
The pistons are Ertel cast .020 over 1971-1973 Cadillac 500. They were
cut to accommodate larger valves. The actual compression ratio is
are clearanced at .003. The rings
standard Chrysler 440 double moly, I believe they are TRW.
The camshaft is a Competition Cams hydraulic 232/242 duration at .050
with .545/.560 lift and a 110 degree center line. The cam was reground
a stock Cadillac cam. It uses Rhodes lifters, stock pushrods, and stock
chain and gears.
The heads have been significantly modified. The intake port was raised
inch, opened up and recontoured to improve flow. The exhaust port was
opened up, though it needed less modifying than the intake. The heads
milled .100 and squared to even out cc volume. Chevy 427 L88 2nd design
swirl polished exhaust valves and Ford 429 SCJ TRW swirl polished
were used. The valve heads were reduced to prevent shrouding (1.84 to
and 2.25 to 2.20). The valve pockets were significantly opened up to
improve flow. A three angle valve job was
done and the intake valves were back cut. The combustion chamber was
and a rough polish was applied to reduce turbulence. The valve springs
Sig Erson Chevy 327 conical springs. They are small diameter at the
fit on the stock valve seat and large diameter (like a rat motor) on
top, to facilitate higher spring pressures and longer life span. The
and keepers are hardened steel. The intake valve uses .060 thick lash
to equal the height of the exhaust valve. The rockers are stock steel
1.65:1 ratio. They are adjusted by putting shims under the rocker
The headers are custom made with 1.875 diameter pipe leading down to 3
collectors and 2.5 inch dual exhaust going to 2 turbo mufflers. The
inch tail pipes exit under the rear bumper. The cross member was
with one from a 1972 Chevy Impala to permit both exhaust pipes to be
up near the floor pan. The two pipes are connected to form an "H" pipe.
are also dumps installed to make opening the exhaust easy. There is no
converter. The headers can be removed and installed in less than an
without raising the engine.
The intake is a modified Edelbrock Streetmaster for a Ford 428. It was
to fit the Cadillac engine. The plenum was opened to convert it to a
All factory accessories that were bolted to the intake still are. The
was engineered to perform well and look decent. A modified 780 CFM
3310 (the original design) sits on the manifold. The air cleaner is
a Chevelle SS 454. It has a dual fuel line to allow the stock
pump and the Holly electric pump to work independently of each other.
is a small tranny cooler in line to cool the fuel temperature.
The ignition is HEI with external coil and MSD blaster ignition. It was
to 26 degrees in the distributor most in by 3,000 RPM, fully in by
The Turbo 400 transmission has a shift kit and other modifications to
performance and durability. It has a Turbo 350 converter. The stall
is about 2,500 RPM. I had a 3,500 stall converter in it and it was too
for street use (the 235-75x15 tires went up in smoke and the car did
go anywhere). The car runs almost as fast on the strip with the lower
and has better top end. It launches plenty strong with the Turbo 350
The rear end is a 1970 Chevelle 12 bolt with 3.55 gears mounted on a 3
posi-traction carrier. The 3.55 ratio is an excellent ratio
for street and highway use as well as the drag strip.
The car has an NOS 125 horsepower nitrous system that sits below the
I have two pairs of slicks, one I use for asphalt and one for concrete.
The car could be driven every day. It gets about 8-9 miles per gallon
town. It is very reliable. The drive train has less than 5,000 miles on
I have driven the car about 300 miles a year for the last 15 years. It
always garaged. It is never outside unless I'm driving it.
For more information contact Mike
Salkin E-mail = email@example.com