Cadillac 1933 Cadillac V8 Operator's Manual

CADILLAC

OPERATOR'S

MANUAL

EDITION

NO.

355-CX1

In

ordering

a duplicate of

this

Manual

specify the

above

number or the engine number of the car.

Table

of

Contents

CHAPTER

I—Cadillac

Service

3

Cadillac-La

Salle Service Stations—Identification

Card—Care

of the

Car—Authorized

Service—Preventive Service—Repair Parts—Service
Charges—Flac Rate Service—Standard Service Contract—Lubrication
Agreement.

CHAPTER

II—Lubrication 11

Lubrication

Schedule—Lubrication

Notice—LUBRICANTS—Engine

Oil—Transmission

Lubricant—Rear Axle Lubricant—Steering Gear

Lubricant—Chassis

Lubricant—Clutch

and Wheel Bearing Lubricant—

Water

Pump

Lubricant—ENGINE

LUBRICATION—Oil

Level—Crank-

case

Ventilating

System

and Oil Filter—Changing Engine

Oil.

CHAPTER

III-—Operation

18

Gasoline Gauge—Oil Pressure Gauge—Ammeter—Temperature Indi­cator—Throttle Control—Choke Control—Starting

the

Car—Starting

Hints—Ride

Regulation—Lighting Switch—DRIVING

HINTS—

Speed—Gravel Roads—Hills—Slippery Roads—Danger of Running

Car

in

Closed Garage.

CHAPTER

IV—Cold

Weather

Operation

26

PREPARING

FOR

COLD

WEATHER—Anti-Freezing

Solutions-

Winter

Lubrication—Storage Battery— Gasoline

System—STARTING

THE

ENGINE—Choke

Button—Position

of

Throttle Hand Lever-

Priming

the

Carburetor—Use

of

Starter—Use

of

Accelerator Before

Engine

is

Warm.

CHAPTER

V—Equipment . . . 32

Locks

and Keys—Ignition Switch Lock—Door Locks—Package

Com-

partment—Interior Lights

and

Switches—No-Draft Ventilation—

Windshield Cleaner—Sun Visor—Adjustable Seat—Cigar Lighter—

Tools—Tires—Use

of

Jack—Spare Wheel Carrier—Changing Wheels.

CHAPTER

VI—General

Care

42

Storage

Battery—Generator Charging Rate—Spark Plug—Cooling
System—Gasoline System—Carburetor Air Cleaner—Brakes—Tires—
Removing Tires from Wheels—Tire Balancing

Marks—Lights—Replac-

ing Map Lamp Bulb—Aiming

the

Headlamps—Storing

the

Car—

BODY—Care

of the

Finish—Care

of the

Top—Cleaning Upholstery

—Door

hardware—Body Adjustments.

CHAPTER

VII—Specifications and

License

Data

59

[2]

CHAFTER4_;<f

«W

CADILLAC

SERVICE

T

HE

OWNER

of

a Cadillac

motor

car has

purchased a fine

piece

of

machinery

to

serve

him as a

pleasant

and

dependable

means

of

transportation.

The

Cadillac

provides

this

means;

pleasant

because

of its

fine

performance,

comfort

and

ease of

con-

trol;

dependable

because

of the

care

with

which

it was

built

and

because

of

Cadillac

Service,

which

operates

on a

standard

policy,

guaranteeing

the

owner

efficient

service

everywhere

at

standard

prices

under

factory

regulation.

Cadillac-La

Salle

Ser-

vice

Stations

Cadillac

Service

is

available

wherever

Cadillac and La

Salle

cars

are

sold.

Service

stations

conducted

by

Cadillac distribu-

tors

and

dealers

are

designated

as "Authorized

Cadillac-La

Salle

Service

Stations,"

and are

identified

by the

exclusive

sign

shown

on

this

page.

Wherever

this

sign

is

displayed,

the

owner

will find an

organization

prepared

to

service

Cadillac

cars.

This

means

proper

equipment,

factory-trained

personnel,

a

stock

of

genuine

replacement

parts

and

standardized

policies

and

methods.

Fif.l.

AuthorizedCadillac-LaSalle

Service

Stations

display

this

sign

at

the

service

entrance.

[31

Table

of Contents

CHAPTER

I—Cadillac

Service

. 3

Cadillac-LaSalle

Service

Stations—Identification

Card—Care

of the

Car—Authorized

Service—Preventive Service—Repair Parts—Service
Charges—Flat Rate Service—Standard Service Contract—Lubrication
Agreement.

CHAPTER

II—Lubrication

11

Lubrication

Schedule—Lubrication Notice—LUBRICANTS—Engine

Oil—Transmission

Lubricant—Rear Axle Lubricant—Steering Gear

Lubricant—Chassis

Lubricant—Clutch

and Wheel Bearing Lubricant—

Water

Pump

Lubricant—ENGINE

LUBRICATION—Oil

Level—Crank-

case

Ventilating

System

and Oil Filter—Changing Engine

Oil.

CHAPTER

III—Operation 18

Gasoline Gauge—Oil Pressure Gauge—Ammeter—Temperature Indi­cator—Throttle Control—Choke Control—Starting the Car—Starting
Hints—Ride Regulation—Lighting Switch—DRIVING

HINTS—

Speed—Gravel Roads—Hills—Slippery Roads—Danger of Running

Car

in

Closed Garage.

CHAPTER

IV—Cold

Weather

Operation

26

PREPARING

FOR

COLD

WEATHER—Anti-Freezing

Solutions-

Winter

Lubrication—Storage Battery— Gasoline

System—STARTING

THE

ENGINE—Choke

Button—Position of Throttle Hand Lever-

Priming

the Carburetor—Use of Starter—Use of Accelerator Before

Engine is

Warm.

CHAPTER

V—Equipment

. . . 32

Locks

and Keys—Ignition Switch Lock—Door Locks—Package

Com-

partment—Interior Lights and Switches—No-Draft Ventilation—
Windshield Cleaner—Sun Visor—Adjustable Seat—Cigar Lighter—
Tools—Tires—Use of Jack—Spare Wheel Carrier—Changing Wheels.

CHAPTER

VI—General

Care

42

Storage

Battery—Generator Charging Rate—Spark Plug—Cooling
System—Gasoline System—Carburetor Air Cleaner—Brakes—Tires—
Removing Tires from Wheels—Tire Balancing Marks—Lights—Replac-

ing Map Lamp Bulb—Aiming the Headlamps—Storing the

Car—

BODY—Care

of the Finish—Care of the Top—Cleaning Upholstery

—Door hardware—Body Adjustments.

CHAPTER

VII—Specifications

and

License

Data 59

[2]

CHAPTER^

/<t£

fa

CADILLAC

SERVICE

* //^>r.

T

HE

OWNER

of a Cadillac

motor

car has purchased a

fine

piece

of machinery to

serve

him as a

pleasant

and

dependable

means

of transportation. The Cadillac

provides

this

means;

pleasant

because

of its

fine

performance, comfort and

ease

of con-

trol;

dependable

because

of the

care

with

which it was built and

because

of Cadillac

Service,

which

operates

on a standard

policy,

guaranteeing

the

owner

efficient

service

everywhere

at

standard

prices

under factory

regulation.

Cadillac-La

Salle

Ser-

vice

Stations

Cadillac

Service

is

available

wherever

Cadillac and La

Salle

cars

are sold.

Service

stations

conducted

by Cadillac distribu-

tors

and

dealers

are

designated
as "Authorized Cadillac-LaSalle
Service

Stations,"

and are

identified

by the

exclusive

sign

shown

on

this

page.

Wherever
this

sign

is displayed, the ^-

1

' Authorized

Cadillac-La

Salle

.„

_ , . . Service

Stations

display

this

sign

at

owner

will find an

organization

the

service

entrance.

prepared to

service

Cadillac

cars. This

means

proper

equipment,

factory-trained

personnel,

a

stock

of

genuine

replacement

parts

and standardized

policies

and

methods.

131

1

9

1

joe car

qy^^y^ist

and most frequent contact with

Cadillac

fServke

i|^(ij;irry

will

be in the service station of the distributor

fciQeJler

who sold

him

the

car and

who therefore has the

greatest

interest at stake in assuring him satisfaction.

Cadillac

Service is
so organized, however, that the owner may feel perfectly free to
use his

car

for extended travel, secure in the knowledge that other

Authorized

Cadillac-La

Salle Service Stations are able

and

willing

to offer the

same

service benefits to which he is entitled at his

local

service station.

Identification

Card

As

a means of introduction at other

Authorized

Cadillac-

La

Salle Service Stations, every purchaser of a

Cadillac

car is

given credentials in the

form

of an Identification

Card.

This

card

is mailed to the owner by the

Cadillac

Motor

Car

Company

as soon as delivery of the car is reported by the distributor or

———^

dealer. It is

supplied

in a

cel-

luloid

case

and is intended

to be

carried

in a holder on

the

car.

This

holder

is locat­ed under the cowl in the
driving

compartment on the

right-hand

side of the car

as shown in

figure

3-

Upon

presentation of this

Identification

Card

at any

Authorized

Cadillac-LaSalle

Service

Station, the car

owner is assured of

standard

CADILLAC

IDENTIFICATION CARD

115 Third

Street.

MortoaYllle.

N. 1.

i

d.Hn.y

.1

Ca4iH.<

....

Ca«tii*

M~

5000000

»^SsiillS£_l»Salle SaiesJ&aiBKL-

Mortonvllle, II,

Y.

Sf „

Jsnuary

1, 1953 .„j,. „ _i„

£4 \ PROMPT, EFFICIENT

-nd

COURTEOUS

....1«

l.om

ANY

* A l/THORlZEO

CADILLAC

SERVICE

STATION-

CADILLAC

MOTOR CAR

COMPANY,

Ortrrtt.

Mich.

Fig.

2. The [Identification

Card,

when

properly

signed, introduces the owner at

any

Authorized

Cadillac-La

Salle Service

Station.

Cadillac

Service under factory regulation.

Care

of the

Car

A

fine piece of machinery, such as the

Cadillac,

naturally re-

quires

a certain amount of care to assure smooth

running,

de-

pendability

and

long life, and the owner

will

derive the utmost in

14]

continuous satisfaction and utility

from

operation of the car by

following

the instructions given below:

1.

Drive

the

car

at moderate

speeds

for the first 500 miles. •

2. Operate the car in accordance with the instructions con-

tained

in this

manual.

3.

Check

the engine oil level every 100 to 150 miles and add

oil

as often as necessary to keep the indicator at

"Full."

4.

Check

the air pressure of the tires at

least

once a

week

and
keep it up to the recommended pressure—40 pounds front and
rear;

on cars driven at high

speeds,

45 pounds in front.

5. Add distilled water to
the storage battery every
1000 miles, and in warm

weather every 500 miles, or
at

least

every two

weeks.

6.

Have

the

car

lubricated

every 1000 miles, or at

least

once each month in ac-

cordance

with

the

lubrication

schedule given on page 10.

7. Have the car inspected

by

an

Authorized

Cadillac-

La

Salle Service Station

every 1000 miles, or at

least

once a month.

Fig.

3.

The

Identification

Card

should be
kept in its holder under the cowl at all
times.

Authorized

Service

The

first five

items

above do not necessarily warrant a visit to

the service station.

The

last two, however,

require

the attention

of

those

whose

knowledge and experience qualifies them to per-

form

the

required

work efficiently

and

in

accordance

with factory

recommendations.

A

car

such as the

Cadillac

V-8,

built with

skill,

precision and

151

9

fine

workmanship, is deserving of the finest care of qualified ex-

perts

in any service work

that

may be required. Authorized

Cadillac-La

Salle Service Stations are qualified to do this work in ''

t

a

manner not to be duplicated elsewhere

because

they have

greater

reason to be interested in the operation of the

Cadillac

owner's

v

car. Their personnel are specialists; they have had more ex­perience on

Cadillac

and La Salle cars than anyone

could

have

who

works on all makes of cars. They have up-to-date, expert

information

on

Cadillac

adjustments and service methods supplied j>

by

the factory in regular publications and special bulletins. [

Preventive Service

i

Preventive service is the fundamental principle of

Cadillac

Service.

It is based on the knowledge

that

regular expert

atten-

tion

keeps emergency service at a minimum, assuring continuous >

satisfactory operation of the car

with

a minimum of interruption

and expense.

The

first thought, of course, is the proper protection of all

working

parts

through correct lubrication according to schedule.

The

second, of

great

importance, is systematic inspection every

1000

miles, or once a month, so

that

any necessary adjustments

may be made before the need becomes an emergency. <

Authorized

Cadillac-La

Salle Service Stations

will

make such
inspections without charge. Lubrication and any necessary
adjustments

will

then be performed at standard prices under '

factory

regulation after the owner has approved the work and the

prices.

'i

Repair

Parts t

}

Genuine

Cadillac

parts, manufactured to the

same

rigid

specifi-

cations as the

parts

originally

used in the car, are carried in stock

by

Authorized

Cadillac-La

Salle Service Stations. They are

sold

at uniform prices throughout the

United

States

and are not sub­ject to the addition of handling, excise or other supplementary '
charges. Printed price lists, published by the

Cadillac

Motor

Car

Company, are open to inspection by owners at any

Cadillac

distributor's or dealer's service station.

Service

Charges

Authorized

Cadillac-La

Salle Service Stations, in line

with

the

Cadillac

policy

of serving the owner to his

best

advantage, are

prepared to offer service in

three

ways:

1. Individual operations on a flat-rate basis, authorized by the

owner as occasion requires.

2. A Standard Service Contract covering complete mechanical

maintenance—lubrication, inspection, all adjustments and re­pairs—over a period of one year or

12,000

miles at a

fixed

price.

3. A Lubrication Agreement covering 12 scheduled lubrica-

tions and 12 thorough inspections over a period of

12,000

miles

at a

fixed

price. Under this plan any adjustments or repairs the

owner authorizes are paid for as

individual

operations.

The owner may obtain service in any of

these

three

ways he

chooses. Certain

advantages

are to be derived from the Standard

Service

Contract or the Lubrication Agreement, but the owner

may purchase service in any of

these

forms

with

perfect

assurance

that

the work

will

be done in accordance

with

Cadillac

standards.

Flat

Rate Service

When

a car

enters

the service station, it is promptly inspected

by

an expert

tester

who

quotes

the owner an exact price,

which

in

practically

every

case

includes material as

well

as labor, for the

work

he finds necessary. The owner then authorizes the work at

this price and when he receives the

bill,

this is the price he pays.

Charges prevailing at Authorized Service Stations are based on

standard schedules furnished by the

Cadillac

Motor

Car

Com-

pany. These schedules

call

for methods and tools approved by

the

same

engineers who designed and built the car,

thus

assuring
the highest quality of work at the lowest possible price. Standard
price

schedules are open to owners for inspection at any Author-

ized

Cadillac-La

Salle Service Station.

[61

[71

ft

IN

Standard

Service

Contract

'

The

Standard

Cadillac

Service Contract is available to owners j

who wish to be assured of continuous satisfactory operation and v
maintenance of their cars at a predetermined, economical

cost.

^
It is based on Cadillac's principle of preventive service insuring
the

greatest

satisfaction with the

fewest

possible interruptions. f

Complete

lubrication on schedule and thorough inspection to j

anticipate the need of adjustment and repair largely eliminates
the need of service

between

regular inspections. *

The

Service Contract is recognized by all Authorized

Cadillac-

i

La

Salle Service Stations in the United

States

regardless of where
it may have been purchased. The owner is thus assured of all ,'
Contract

service due him without additional charge wherever

he may travel. He

needs

only to present the identification

card

issued to him at the time the

Contract

is purchased to receive this '

service the

same

as if the work was performed by the service >

station from which the

Contract

was purchased.

These contracts are available at all

Authorized

Service Stations.

Three

contracts are available to cover each of three periods; the

first year or first

12,000

miles, the second year or second

12,000

miles and the

third

year or

third

12,000

miles, respectively.

Owners

are urged to take advantage of the conveniences offered

by

Contract

ownership to obtain efficient and expert service under ,

factory regulations for their cars at the predetermined economical

1

cost.

'

Lubrication

Agreement

Owners

who do not purchase a Service Contract are urged to ^

purchase a

Lubrication

Agreement.

Lubrication

according to i

schedule is the most important attention required by the car

and

<

the

Lubrication

Agreement

assures

this service regularly over

a period of

12,000

miles at a saving of more than

30%

of the total

cost

of the

twelve

operations if

paid

for

individually.

i

The

Lubrication

Agreement is recognized by all Authorized i

Cadillac-La

Salle Service Stations in the United

States,

the

same
as the Service Contract, and the identification cardneed only be-'
presented to have the work scheduled performed at any/Author­ized Service Station regardless of where the Agreement' was
purchased.

The

holder of a

Lubrication

Agreement is relieved of the

thought of lubrication

cost

during the entire

12,000

mile period

by

budgeting his

expense

beforehand. He

needs

only take his car
to the service station at monthly or 1000 mile intervals and
request "schedule lubrication" to obtain all of the lubricarion
due, performed according to factory specifications.

Regardless of how the owner prefers to have the
necessary service performed on his car, the surest
guarantee of long life and complete motoring

satis-

faction at the

least

possible

expense

is correct

lubrica­tion and preventive service rendered every 1,000 miles
or

once

a month by an Authorized

Cadillac-La

Salle

Service Station.

18]

19]

1

OWNEF
ADORE

ENG1N

LUBRICATION

SCHEDULE

CADILLAC

355-C

'S

MAMJT

OWNEF
ADORE

ENG1N

OWNEF
ADORE

ENG1N

E

NO

DATF

DPI

ivpnrn

OO NOT

WAIT

FOR

SCM&OULt

LUBRICATIONS

BEFORE ADDING ENGINE OIL.

THE

OIL. LEVEL

SHOULD BE

CHECKED

EVERT

109

TO

1*0

MILES

ANO

OIL

ADDED

IF THE

IHOtCATOR

CALL \%

BELOW

"FULL."

THIS

IS

ESPECIALLY IM-

PORTANT ON

CARS

DRIVEN

AT

HIGH

SPEEDS.

LUBRICANT

LUBRICATION

NO. AND MILEAGE AT

WHICH

DUE

OO NOT

WAIT

FOR

SCM&OULt

LUBRICATIONS

BEFORE ADDING ENGINE OIL.

THE

OIL. LEVEL

SHOULD BE

CHECKED

EVERT

109

TO

1*0

MILES

ANO

OIL

ADDED

IF THE

IHOtCATOR

CALL \%

BELOW

"FULL."

THIS

IS

ESPECIALLY IM-

PORTANT ON

CARS

DRIVEN

AT

HIGH

SPEEDS.

LUBRICANT

1

*

4

< I

• •

ta II

OO NOT

WAIT

FOR

SCM&OULt

LUBRICATIONS

BEFORE ADDING ENGINE OIL.

THE

OIL. LEVEL

SHOULD BE

CHECKED

EVERT

109

TO

1*0

MILES

ANO

OIL

ADDED

IF THE

IHOtCATOR

CALL \%

BELOW

"FULL."

THIS

IS

ESPECIALLY IM-

PORTANT ON

CARS

DRIVEN

AT

HIGH

SPEEDS.

LUBRICANT

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J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

| LUBRICATION NOS.

2,

4.

8

ANO

10

0

Z
<

tl)

0

z
z

0

h

<

0

IT

tn

0

-J

WATER

PUMP

GREASE

CUP

WATER

PUMP

LUBRICANT

o o o

O

O

O

O

o

O

o

O O

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

| LUBRICATION NOS.

2,

4.

8

ANO

10

0

Z
<

tl)

0

z
z

0

h

<

0

IT

tn

0

-J

CLUTCH

RELEASE

FORK

WHEEL

BLARING

LUBRICANT

o

o o

o

O

o

O O

o

O O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
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| LUBRICATION NOS.

2,

4.

8

ANO

10

0

Z
<

tl)

0

z
z

0

h

<

0

IT

tn

0

-J

•ADD

WATER

TO

STORAGE

BATTERY

OIS

TILLED

o

o

o

o

a

o

o

O O

o

O

O

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

| LUBRICATION NOS.

2,

4.

8

ANO

10

0

Z
<

tl)

0

z
z

0

h

<

0

IT

tn

0

-J

CHECK

TIRE

INFLATION

ESEEEEEEESE3

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

| LUBRICATION NOS.

2,

4.

8

ANO

10

DRAIN

ANO

REPLACE

ENGINE

OIL

.NGINI-.

OIL

•

o

•

o

• O • O •

O

•

o

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

| LUBRICATION NOS.

2,

4.

8

ANO

10

CLUTCH

RELEASE

BEARING

WHEEL

HEARING

LUBRICANT

o

o

o

O O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

TRANSMISSION—M>0

LUBRICANT

TRANSMISSION

LUBRICANT

o O

O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

REAR

AXLE—ADD

LUBRICANT

REAR A ALE

LUBRICANT

o O

O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

«i

O

z
<

(ft

0

z
z

0

<
o

tz

a

0
J

STEERiNO

GEAR—ADD

LUBRICANT

STEERING

GEAR

LUBRICANT

O O

O

O

0

z

<

0

z

z
0
<
0

z
as

D
J

BRAKE

ASSISTER

LIGHT

MACHINE

Oil.

O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

SFRINO

COVERS

GEAR

LUBRICANT

O

O

0

z

<

0

z

z
0
<
0

z
as

D
J

WHEEL

BEARINGS

WHEEL

BEARING

LUBRICANT

O

O

0

z

<

0

z

z
0
<
0

z
as

D
J

S

PEEOO

METER

OR

IVE

SHAFT

LUBRICANT

O

O

0

z

<

0

z

z
0
<
0

z
as

D
J

"REFILL

SHOCK

ABSORBERS

SFECIAL

OIL

O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

"CLEAN

CARBURETOR

AIR

CLEANER

O

o

0

z

<

0

z

z
0
<
0

z
as

D
J

"FLUSH

COOLING

SYSTEM

AND

ADO INHIBITOR

O

o

••REPLACE

OIL FILTER

CARTRIOGE

CLEAN

OIL PAN ANO

SCREEN

EVERY

12.O00

MILES

o

•IN

SUMMER

INSPECT

BATTER*

INVERT

IOO

MILES

OR AT

LEAST

EVERT t WEEKS,

"RECOMMENDED

BUT NOT

INCLUDED

IN

LUBRICATIONS

• AND

II.

THE

FOLLOWING

OPERATIONS

CANNOT

BE PLACED ON A

MILEAGE

BASIS

AND ARC NOT

INCLUDED

IN)

THE

ABOVE

SCHEDULE;

CHANGE

REAR

AXLE

AND

TRANSMISSION

LUBRICANT—At

REQUIRED

FOR LOW

TEMPERATURES

IM

FALL

OR

WINTER ANO AT

BEGINNING

OF

MILD

WEATHER

"N

SPRING.

RECORD

ON

OTHER

SIDE

Fig.

4. This

is a

fac-simile

of

the Cadillac Lubrication

Schedule

and Record

Card.

Provision

is

made

on the back

of

the card for recording

when

and

where

the car is lubricated. A copy

of

this

card can be

obtained

on

request

from Cadillac

distributors

and

dealers.

[10]

CHAPTER

II

LUBRICATION

Lubrication

Schedule

T

HE

moving parts of the

Cadillac

V-8,

built with infinite care

and

fitted

to

precision limits,

deserve

tffectne

lubrication

to

preserve their

smooth

operating efficiency. Lubrication,

to be

most

effective,

must

be

done

systematically

at

regular

mileage

intervals, To

assist

the owner in obtaining proper lubrication,

a

complete

lubrication

schedule

is

reproduced on

page

10. This

schedule,

if faithfully followed, will insure correct lubrication of

each

wearing surface. As a further aid to the owner, an illustrated

lubrication chart,

based

on the lubrication

schedule,

is furnished

with

this

Manual

to

assist

the operator in visualizing the location

of the various lubricating points.

The

unit

of

the

chart

as

well

as

the

schedule

is

12,000

miles

which is divided into

twelve

1000-mile

intervals.

Cor-

responding

to

these

is

a

series

of

lubricating

operations, grouped

and

numbered

consecutively

from

1 to

12,

intended

to

be performed

successively

at

each

1000

mileage

interval

until

the

12,000

mile

cycle

has

been

completed.

At

13,000

miles,

the

schedule

begins

again with

Lubrica-

tion No. 1 and

continues

through the

series

of

twelve

Fi£-J

-

The lubrication

notice

plate

.

can

be

seen

by

opening

the

front

left

Operations. hand

door

a few

inches.

[11]

Lubrication

Notice

^

|Arnetal

plate in the shape of the

Cadillac

Crest is provided to

|\y

serve as a lubrication

notice

and

record.

This

plate is mounted on

y

the left front door

pillar

just below the top hinge as shown in

figure

5.

Authorized

Cadillac-La

Salle Service Stations, after

performing

each schedule

operation,

post on this plate the

number

of the next

operation

and the mileage at which it

will

be due.

Thus,

when

the mileage

recorded

on

the speedometer is the same as the mileage

marked

on the notice, the car may be taken to any

Authorized

Cadillac-La

Salle Service Station, and, without further ordering

other than specifying "schedule

lubrication,"

the

car

will

receive

the exact

lubrication

necessary.

Although

the schedule is expressed in terms of miles the car

should

be lubricated once each month even though the mileage

indicated

on the speedometer is

less

than

1000

since the last

lubrication

operation was performed. The

lubrication

work can
be done while the car is in the service station for its regular
monthly

or

1000

mile inspection.

Lubricants

The

selection of proper lubricants should be one of the first
concerns of the owner in his attention to the lubrication of the
car.

The lubricants must not only be of high quality but their
viscosity and other characteristics must be suited to the purpose
for

which they are to be used.

Cadillac

engineers have worked out in detail the specifications

for

the lubricant required for each point to

meet

the particular

conditions of speed, load, temperature and

kind

of metals in

contact.

Authorized

Cadillac-La

Salle Service Stations are prepared to

furnish

lubricants under

these

specifications to give the

best

re-

sults

in their respective localities.

When

the car is

lubricated

by

[12]

someone not familiar with

Cadillac

specifications, lubricants

should

be

called

for

by

the

S. A. E.

viscosities

recommended

in

the

following

paragraphs.

Engine

Oil

Engine

oil recommendations are given in the chart below. It

should

be noted that different grades of oil are to be used for

average

driving

and for prolonged high speed

driving

in both

summer

and

winter.

SUMMER

WINTER

TYPE

OF

TYPE

OF

SERVICE

AH

Temperatures

Above

32°

F.

Between

32°

and

Below

15°

Above

AH

Temperatures

Above

32°

F.

15°

Above

Zero

AVERAGE

S.

A. E.

S.

A. E.

S.

A. E.

DRIVING

vise. 40

vise. 20

vise

10

(No prolonged

or

50

(No prolonged

or

50

high

speed

These

oils

are not

suitable

for

prolonged

driving)

high

speed

driving

and if

used

under

such

driving)

conditions

the oil

levil mart

1»

watched,

as the

rate

be

higher

than

with

heavier

oils.

CADILLAC

APPROVED "HEAVY DUTY" OILS-

SUMMER

AND

WINTER

These oils have an S. A. E. viscosity of

40-50-60,

and are

required

to

meet

certain specifications as to volatility in

order

to demonstrate their

fitness

for prolonged high speed

Idriving.

To make certain of using an oil approved for this

service, consult your

Cadillac

distributor or dealer,

j

NOTE:

Approved

heavy duty oils vary in their suita-

bility

for winter use. If an approved heavy duty oil with
sufficiently low cold viscosity is not available and if the car
is not kept in a heated garage, the lighter oils specified

jabove for average

driving

must be used to avoid

hard

start-

ling.

In this

case,

be sure to watch the oil level closely as

cautioned above.

f.

^V7"

601

u,sed

in

fable t0

designate

body

or

viscosity

is

the one

d™-!™™!

by

the Society

of

Automotive

Engineers^

adopted

by

alToU

compares

1¾

the place : of the old mdefinite method of describing oils as "St "

"Medium

"

arte /

tC

- °i

Sh°Uld

•*

Called

for

h

r

^numbers. If a

fillings

taSon

lS^d0?-

n0t

kn°W

S- A- E

Dambas

°

f his

*c

followinggfadS"an

PROLONGED
HIGH SPEED

DRIVING

[131

Transmission

Lubricant

Gear

oil of S. A. E. viscosity 160 should be used in the trans-

mission at temperatures above 20° F. For temperatures below

20°

F,

a light oil of S. A.

E.

viscosity 90 should be used or the oil

used during summer weather should be thinned with kerosine.

Some of the lubricants designated by

"EP"

following their

S. A.

E.

classification, and

some

other lubricants which are being

marketed,

are injurious to bronze parts and should not be used in

Cadillac

cars under any circumstances. Likewise,

soap

greases

will

not satisfactorily lubricate

these

gears

and should not be

used.

Rear

Axle

Lubricant

Gear

lubricant of S. A. E. viscosity 160 should be used in the

rear

axle. For extremely low temperatures, it may be necessary
to change to a light lubricant of S. A. E. viscosity 90 or to thin
the lubricant with kerosine as

suggested

under "Transmission

Lubricants."

Steering

Gear

Lubricant

The

selection of the proper lubricant for the steering gear is of

special importance, particularly to avoid

hard

steering in cold
weather. A special steering gear lubricant suitable for extreme
heat

and cold is available and should be used in the steering gear

the year

round.

Chassis

Lubricant

A

good

grade of

chassis

lubricant

should be used for all

chassis
points indicated in the lubrication chart as requiring this type of
lubricant.

Ordinary

cup

grease

is not satisfactory and if, in an

emergency, it is used in place of

chassis

lubricant,

the

car

should
again be lubricated within 300 or 400 miles.

Clutch

and

Wheel

Bearing

Lubricant

The

front wheel bearings and the clutch

release

bearingshould

be

lubricated with a good grade of

Clutch

and Wheel Bearing

[141

Lubricant

having a high melting point.

Ordinary

grease

at

these

points is likely to melt and run on to the brakes or the

clutch.

Water

Pump

Lubricant

A

water-resistant

calcium

soap

lubricant

having a high melting

point is recommended for use in the water pump

grease

cup.

Only

lubricants of this type should be used; other

lubricants

will

be dissolved into the cooling

system

liquid.

Cup

greases

and

wheel bearing lubricants are entirely unsuited for this purpose.

Engine

Lubrication

The

supply of

engine

oil is carried in an oil pan at the bottom

of

the crankcase and is circulated through the

engine

by means

Fig.

6. The external features of the

engine

lubricating system.

of a gear pump inside of the crankcase. The oil circulated by this
pump

lubricates the main and connecting rod bearings, the cam-

[15]

shaft bearings, the

cylinder

walls, the pistons and the piston pins,

the front end chains, the valve mechanism and the fan.

There

are a few points on the engine that cannot be taken care

of

by the pressure system and

these

points should be lubricated

according

to the instructions given in the

lubrication

chart.

This
includes the starting motor, the generator, the distributor and
the water pump.

Oil

Level

The

normal

capacity of the oil pan is eight

quarts

which

fills

it

to the level of the screen in the pan.

When

the oil pan contains

this amount the oil level indicator

between

the two blocks at

the rear of the engine (figure 6)

shows

"Full."

The oil level

should

be checked every 100 to 150 miles and, whenever

neces-

sary,

enough oil should be added to

bring

the indicator up to

"Full."

It should never be permitted to drop below

"Fill."

Particular

attention should be

paid

to the oil level in

case

of

prolonged

driving

at high speed. At high

speeds

the oil is con-

sumed many times as

rapidly

as at city

driving

speeds

and oil

must be added more frequently to maintain the

proper

level.

Crankcase

Ventilating System and

Oil

Filter

Cadillac

V-8

engines

are equipped with a crankcase ventilating

system and an oil filter to keep the oil in the

best

condition

possible.

The

ventilating system,

which

functions automatically,
prevents dilution and contamination of the oil by removing the
vapors which

seep

past the pistons.

The

oil filter removes

dirt

and solid matter

from

the oil

until

it gradually

becomes

so clogged that it

ceases

to function. The

filter

cartridge

must then be replaced.

Normally,

replacement

should

be at

12,000

miles. The oil pan and screen should be

removed

and thoroughly washed with gasoline every

12,000
miles to remove any carbon or foreign particles that may
have collected.

116]

Changing

Engine

Oil

The

useful life of the engine oil is greatly prolonged by the use

of

the crankcase ventilating system and the oil filter, but the oil

pan

should be drained and the engine oil replaced every

2000

miles. To

drain

the oil, simply remove the

drain

plug (figure 6)

and

allow the oil to flow into a receptacle placed under the car.

The

drain

plug should then be reinstalled and tightened securely

before pouring in fresh

oil.

Eight

quarts are required to

bring

the oil level indicator to

"Full."

1171

CHAPTER

III

OPERATION

O

NE

of the first things the

driver

of the

Cadillac

V-8

should do

is to familiarize himself with the location and use of the

instruments and controls described in this chapter.

Gasoline

Gauge

The

gauge

marked

"Gasoline" indicates

in

gallons the quantity

of

fuel in the tank at the rear of the car.

This

gauge

operates

electrically

and

indicates

the quantity of fuel

only

tvhen

the

ignition

is

turned

on.

When the tank is
being filled and the
driver

wishes

to check
the amount of fuel in
the tank, he should first

shut off the

engine

to

comply

with filling

station regulations and

then switch on the igni-

tion so that the

gauge

will

operate.

Fig.

7. General arrangement of the

driving

controls.

Oil

Pressure Gauge

The

oil pressure

gauge

indicates only the pressure under which

the oil is being forced to the

engine

bearings. It

does

not

indicate

the

quantity

of oil in the engine. The

gauge

should indicate zero

as long as the

engine

is not running, but as soon as it is started

and

as long as it runs, it should

show

pressure. If no pressure is

indicated when the

engine

is running, the

engine

should be

stopped at once. Serious damage may result if the

engine

is fun

for

any length of time whatever with no oil pressure.

[181

Ammeter

The

gauge

marked "Amperes" indicates the rate of charge or

discharge of the battery It

does

not indicate the total output

of

the generator at any time nor

does

it indicate the current

drawn

by the starting motor when starting the car.

The

ammeter should indicate on the charge

side

most of the

time; otherwise more

current

will be

drawn

from the battery than

is put into it and the battery will eventually become fully dis-

charged.

Normally, when no lights are in use, the ammeter

Ride

Regulation

Temperature

Oil

Pressure

Igninon

Sw.tch

;

Fig.

8.

Arrangement of the instrument panel.

should

show

"charge" as soon as the car is

running

ten or

twelve

miles an hour in high gear. If it fails to

show

a charge under

these

conditions, or if it

shows

a discharge when the

engine

is

not

running

and

no electrical equipment is in use, the

cause

should

be investigated.

Temperature

Indicator

The

temperature of the cooling

liquid

in the radiator is in-

dicated by the

gauge

marked "Temperature." For ordinary

driving,

after the

engine

has warmed up, the indicator should

stay

within the

"Normal"

range, but under conditions of long

hard

driving,

especially in summer weather, it may indicate

[19]

r

»

"Hoc."

This

is to be ex|

efficient operation of the

Fig.

9. The hood ports may be

opened by

pulling

out on the

wind-

splits.

opened by simply

pulling

out on

Throttle

Control

The

throttle of the

carburetor

is

controlled by a hand lever and

a

foot pedal or accelerator. The

normal

position of the hand

lever for

driving

the car is all

the way up to

"CLOSED."

In
this position the throttle of the
carburetor

is open just enough
to permit the engine to run at
idling

speed after it is

warm.

For

starting, however, the lever

should

be moved approximately

ed and

will

not interfere with

gine. If it indicates "Hot"

after short runs and under
average operating conditions,
however, the

cause

should be

investigated. The temperature

indicator

will

always show a

temporary

rise in temperature

immediately

after stopping the

engine.

This

likewise is a

natural

condition and is due
to the residual heat in the
engine.

For

average operation in

warm

weather, the hood ports

should

be open.

Ordinarily,

these

ports should be opened

at the start of

warm

weather in

the spring and left open

until
the beginning of cold weather
in

the

fall.

They

may be

the windsplits on the

hood

ports.

Fig.

10.

The throttle hand control
is the top lever on the hub of the
steering wheel.

[20]

one-fourth

the way down, and should be left in this position

until

the engine is

warm

enough to

permit

the

lever

to

be

returned

to the

idling

position without stalling the engine. (Also see

Chapter

on

"Cold

Weather

Operation.")

Carburetor

Choke

Control

Correct

use of the choke control is essential not only to

quick

starting

of the engine, but also has an

important

effect

on the life

of

the engine. The button must be pulled out far enough in

starting

to provide an explosive mixture

quickly

so that the

battery

is not unnecessarily discharged by

useless

cranking.

The

button

must also be left out far enough

during

the warming-up

period

so that the engine

will

run

without missing

and

"popping-

back."

On

the other

hand,

it should not be pulled out any further or

left out any longer than is necessary to accomplish

these

results,

because

some

of the

excess

liquid

gasoline in the

enriched

mixture

does

not

burn

and may wash off the oil on the cylinder walls,

interfering

with proper lubrication of the pistons. The button

should

be pushed all the way in as soon as this can be done with-

out causing "popping-back."

If

the engine still retains heat

from

previous

running,

the choke

control

should not be used without first attempting to start the

engine on the

normal

mixture. If the choke button is pulled out

for

starting a hot engine the mixture may be made so

rich

that

starting

will

be impossible.

The

choke button is not a

priming

device. It has no

effect

whatever on the fuel or the fuel

mixture

unless

the engine is being

cranked

or is

running

under its own power. To have any

effect,

it must be pulled out and kept partly out

during

the

cranking

operation.

Starting

the Car

To

start the car,

first

make sure the transmission is in neutral

[21]

1.

«

and

the

hand

throttle is in the normal starting position.

Then

pull

out the choke

(unless

the car is warm from previous

running),

switch on the ignition by turning the key to the

left

until

the lock cylinder springs out, and

step

on the starter.

As

soon as the

engine

starts,

release

the starter pedal and push

the choke button in as far as possible without stalling the engine.

When

the

engine

warms up,

push

the

choke

button

all

the

way in.

The

proper

use of the choke control will permit the

engine

to

run

smoothly until it warms up. The

engine

should never be raced

to warm it up. Racing
the

engine

is not only

a

\ unnecessary, but in-

Choke Control j effective.

Starting

Hints

In

cold weather, dis-

engage

the clutch to
get a quicker start and
to relieve the battery of
the

strain

of

turning

the

transmission gears.

If

the

engine

does

not

start

readily,

release

the
starter pedal and look
for

the cause.

Do

not

run

down the

battery

by too

much

use of the starter motor when the

engine

does

not start readily.

First

find

the

cause;

otherwise, the battery

may

be run

down

sufficiently to make starting impossible.

Check

the

contents

of the gasoline tank.

See

that the throttle

hand

lever

is in the normal starting

position

and that the choke control has been used properly.

If

the carburetor is choked from unnecessary use of the choke

control

or unnecessary priming with the accelerator pedal (see

Fig.

11. The position of the hand throttle and

the proper use of the choke control is of

par-

ticular

importance in starting the car.

[22]

page

31),

turn

off the ignition, move the hand throttle to the

fully

open position and hold the starter pedal down for 10 to 15

seconds

to get

rid

of the surplus gasoline. Next,

return

the hand

throttle to the normal starting position,

turn

on the ignition

and

step

on the starter.

Ride

Regulation

The

driver

may control the action of the shock absorbers at any

time to suit the conditions of

road

and

speed.

The

control

handle
is located beneath the
instrument panel on the
left-hand

side

of the

car

next

to the steering

column.

The

degree

of

control

is indicated by a dial

on
the instrument panel
labeled "Ride Regula­tion,"

and

marked

with

five

degrees,

ranging

from

"free" to

"firm."

In

general, "free" is for

slow

speeds

over city
pavements, while
"firm"

is for

fast

speeds
over rough roads, but
the

driver

can

best

deter-

mine by

trial

the

degree

of

firmness

or

softness

best

suited to his

requirements under conditions of car load, speed and the

road.

Fig.

12. The

degree

of ride regulation can be

controlled

by the handle on the

left

hand

side

of

the steering column.

Lighting

Switch

The

lighting switch control is located at the center of the
steering wheel opposite the throttle control. The lever has four
positions;

"Parking,"

"Off,"

"Passing" and

"Driving."

Turn-

ing

the lever to

"Parking"

turns on the parking lamps and the

[23]

«

•f

two rear lamps.

Turning

the
lever to "Passing" turns on
the headlamp lower beam and
the two rear lamps, while

turn-

ing

the lever to

"Driving"
turns on the headlamp upper
beams and the two rear lamps.

Driving

Hints

Fig.B.

The

headlight switch

is

the The driver

owes

it to other

Wr lever

on

the hut of the steering ^

q[ the

str£ets

and high

.

ways

as well as himself to

drive

in

such a way that the car is always under his complete control.

The

driving

equipment on the

Cadillac

V-8—the brakes, the

ride

control, the lighting equipment and the synchro-mesh

transmission—is designed to afford maximum

safety

at all times,
but there are certain conditions requiring special care to make its
use fully effective.

Speed

The

Cadillac

V-8 can be driven at

speeds

faster than the driver

will

ever require. The car

operates

so smoothly that the driver

sometimes

fails to appreciate the speed at which he is

driving.

He

must, therefore, use judgment

in

driving

to keep the

car

always

in

control.

Blind

curves, hills, rough roads,

side

roads

and

wind-

ing

roads require a slower speed than smooth concrete straight-

aways

where the driver may see clearly for considerable distance
ahead. Where the vision ahead is limited, speed should be kept
low enough so that the car can be stopped within a

safe

distance

for

any emergency.

Gravel

Roads

Adjust

the Ride Regulator control to whatever

degree

of

firm-

ness

required to prevent

excessive

bouncing and

side

sway. Do

not

swerve

quickly or hold to the outside

edge

of the road on a

curve.

[241

Hills

When

approaching the top of a

hill,

be prepared for any cars

coming

up the other side.

The

transmission should never be shifted to neutral for coasting

downhill.

If it is desired to

coast,

keep the transmission in gear

and

simply

disengage

the clutch. If the speed of the car

becomes

excessive

while coasting down

hill,

engage

the clutch and use the

engine

to

assist

the brakes. It must be remembered that the

brakes are subjected to much more

severe

use on grades, where
they must absorb the force of gravity as well as the momentum
of

the car, than on the level where they must absorb only the

momentum of the car.

Ordinarily,

the resistance offered by the

engine

with the trans­mission in high gear, supplemented by moderate use of the brakes,
is sufficient to control the speed of the car. If

excessive

use of the
brakes is still required, however, the transmission should be
shifted to intermediate.

Slippery

Roads

When

stopping on slippery pavements, keep the car in gear and

the clutch engaged until the car is nearly stopped.

Apply

the

brakes gently.

This

will minimize the possibility of skidding.

Do

not attempt sudden

stops.

Danger

of

Running

the Car in

Closed

Garage

Always

open the doors of the garage before starting the car.

Carbon

monoxide, a deadly poison gas, is present in the

exhaust

of

all

internal combustion

engines

and for

safety,

this gas must be

allowed to

escape

outside the garage. Under normal starting

and

warming

up

of the

engine

in a two

car

garage enough gas will
accumulate in three or four minutes to overcome any occupants.
When

the choke is used

excessively,

such as for cold weather

starting, the accumulation is more

rapid.

Carbon

monoxide is colorless,

tasteless

and almost odorless.

It

gives

no

warning.

Open

the

garage

doors

before

starting

the

engine.

[251

CHAPTER

IV

COLD

WEATHER OPERATION

S

ATISFACTORY

operation of the car in freezing temperatures

depends upon having the car prepared for cold weather and

in

giving it the special

attentions

which are

required

under such

conditions.

All

the

information

relating to the

care

and

operation

of

the car

during

cold weather has been grouped in this chapter

to

assist

the operator in maintaining the fine performance of the

car

throughout the winter as well as the summer.

This

chapter

should be reviewed just before the beginning of the winter

season

so that

full

benefit may be had of all the

suggestions

it contains.

Preparing

for

Cold

Weather

Anti-Freezing

Solutions

In

selecting anti-freezing solutions for winter operation the

local

conditions and the type of service must be considered. The

following information is given to enable the

individual

owner to

more intelligently

select

the anti-freezing solution

best

suited to

meet

his own conditions.

The

available commercial materials for

preparing

anti-freezing
solutions for automobile radiators are denatured alcohol, meth­anol

(synthetic wood alcohol), distilled glycerine, and

ethylene

glycol.

Denatured

alcohol and methanol solutions are at present, the

most generally used anti-freezing solutions. Denatured alcohol

and

methanol are widely distributed, afford protection against

freezing, and are not

injurious

to the materials used in the cooliag

system.

There

are two

principal

objections to denatured alcohol and

methanol. These materials are

lost

by evaporation, especially on

heavy runs, and

unless

the solution in the radiator is

tested

U61

periodically

and sufficient anti-freeze added to replace the

loss

by
evaporation, the motor or radiator, or both, are likely to be
damaged by freezing. The car

finish

is damaged by contact with
denatured alcohol or methanol solutions or vapors, and any
material

accidentally spilled on the finish should be

flushed

off

immediately with a large quantity of water.

Methanol

for anti-freeze purposes is sold in the United

States

in

the correct concentration to

give

the

same

protection against

freezing as denatured alcohol. The table below may be used for

both denatured alcohol and methanol.

Qts.

Alcohol

Lowest

Per

cent

Specific

Gravity

or

Methanol

Temperature

by

Cat 60° F.">

required

to make

Expected

Volume

Denatured Akoho

Methanol

6½gal.

solution

10

F.

30

.9668

.972

1¾

OF.

38

.9567

.964

10

—10

F.

45

•9475

.957

11¼

—20

F.

51

.9350

.950

13¾

—30

F.

57

.9260

.944

14¾

Important: The special inhibitor used

in

the cooling

system

(see

page

44)

affects

the hydrometer readings of the solution and

allowances must be made for the difference.

With

the

inhibitor

in

the cooling system, the actual freezing temperature of

an

alcohol

or

methanol solution is five

degrees

higher than indicated by the
hydrometer. In other words, if the hydrometer reading indicates
protection down to zero, the actual protection would be only

down to five

degrees

above zero and similarly throughout the

scale.

Distilled

glycerine and

ethylene

glycol solutions are, in first

cost,

more

expensive

than alcohol but, as they are not

lost

by
evaporation, only water need be added to replace evaporation
losses.

Any solution

lost

mechanically, however, either by
leakage or foaming, must be replaced by additional new anti­freezing solution. These solutions, under

ordinary

conditions,

are not

harmful

to the car finish.

The

principal

objections to glycerine and

ethylene

glycol are

the tendency of

these

solutions to loosen rust and scale, which

I27J

i
j
i

i
j
i

s

*

form

in the water

passages

of the cylinder blocks and heads, and
the difficulty of securing and maintaining tight, leakproof con­nections. It is absolutely necessary that the entire cooling

system

be thoroughly cleaned and flushed before glycerine or

ethylene

glycol

is used.

It is

also

necessary to tighten or replace the cylinder head

gaskets,

hose

connections and pump packing. The cylinder head

gaskets

must be kept tight to prevent the solution from leaking

into the crankcase where it might

cause

gumming and sticking

of

the moving parts. The pump packing must be kept tight to

prevent air

from

being drawn into the cooling system, in

order

to

avoid

foaming and other difficulties which may result when air

is present.

Ethylene

glycol (Prestone), sold in the United

States

for anti­freezing purposes, and radiator glycerine, produced under the
formula

approved by the Glycerine Producers' Association, are

chemically treated to overcome the difficulties mentioned in the

above paragraph, and, under normal operating conditions, with
tight

hose

connections and cylinder head

gaskets,

should be

satisfactory for use in the cooling system.

Glycerine

and

ethylene

glycol should be used in accordance
with the instructions and in the proportions recommended by the
anti-freeze manufacturer. These solutions generally contain

inhibitors

acting in the

same

manner as the special inhibitor used

in

Cadillac

cars, and when

these

solutions are used, the propor­tion of the inhibitor should not be increased by the use of the
special inhibitor in the cooling system. Too large a percent­age of the inhibitor will increase rather than

retard

foaming and

result in more

rapid

formation of rust and

scale

as well as the

loss

of

the anti-freeze solution by spillage.
In

using a hydrometer to determine the temperature at which

a solution will freeze, the

test

must be made at the temperature
at which the hydrometer is calibrated. If the solution is warmer
or

colder, it must be brought to this temperature or large errors

may result. In

some

cases

these

errors may be as large as 30

degrees

Fahrenheit. Freezing point hydrometers are not inter-

[28]

changeable. A different float is required for denatured alcohol,
methanol, glycerine and

ethylene

glycol.

Salt solutions, such as calcium chloride, magnesium chloride

or

sodium silicate, kerosine, honey,

glucose

and sugar solutions

are not satisfactory for use in automobile radiators.

The

capacity of the cooling

system

is

6½

gallons when filled to
a point about 1½ inches below the top of the filler neck which is
located under the hood on the right-hand

side

of the car. (See

Fig.

26, Page 44.)

Winter

Lubrication

Lubrication

of the car requires special attention in winter, not
only to insure proper protection for the moving parts, but to
secure the

same

ease

of

operation

in starting, steering

and

shifting

gears

as

during

warm weather.

The

chart of

engine

oil recommendations on

page

13

gives

the

proper

grade of

engine

oil to be used for cold weather

driving.

It

will

be noticed that lighter oils can be used during cold weather

providing

the car is not driven at high

speeds.

"Heavy duty"

oils, however, must be used for prolonged high speed

driving

in

winter as well as summer to prevent

excessive

oil consumption.

The

lubricant in the transmission and rear axle should be

thinned or replaced with a lubricant of suitable cold viscosity as

soon as the

gears

are

hard

to shift.

The

lubricant used

during

winter weather in the steering gear
should have a low cold viscosity and should preferably be an all
year-round

lubricant. Steering gear lubricants should not under
any circumstances be thinned with kerosine as the pressure be­tween

the

worm

and sector will force out a thinned lubricant and

permit

excessive

wear at this point.

Storage Battery

The

electrical

system

of a car has much more to do in winter.

The

stiffness

of the lubricant makes the

engine

harder

to crank in

cold

weather and it generally is cranked longer before it starts.

The

lights are

also

used to a much greater

extent

than

during

the

[29]

«•

p-

long

days of summer. All this means that the battery must be j

ready

for increased demands. }

It is a good plan in

preparing

for the winter season, therefore, f
to see that the battery is fully charged, that the battery con- f
nections

are

clean

and

tight,

and

that the

charging

rate

is sufficient f
to take care of the requirements of the system. At the same time,
the

spark

plugs, the contact points

and

the ignition

timing

should

\

be checked to assure

easy

starting and smooth performance. '

Gasoline

System

\

A

small amount of water in the gasoline system

during

warm

weather has little or no

effect

on the

running

of the engine. In
freezing weather, however, even a small amount of water may
freeze and

stop

the entire flow of fuel to the carburetor. It is <

important,

therefore, to clean the filter and the strainers in the
gasoline system before the start of cold weather. (See page 46.)
It is also advisable to check the adjustment of the carburetor
and

the operation of the choke control.

Starting

the

Engine

Choke

Button

,

Gasoline

does

not vaporize as readily in cold weather as in

warm

weather

and

in order to supply the

cylinders

with a gaseous

mixture

rich

enough to be ignited, the proportion of

liquid

gasoline to air must be increased.

This

is accomplished by the

greater use of the choke control.

For

cold weather starting,

pull

the choke control button all *

the way out

until

the engine starts.

After

the engine starts push

the control button

part

way

in.

Experience

will

show the correct

place to set the

control,

which

will

depend to

some

extent

on the
temperature. As the engine warms up the control button should
be pushed further in

until

it has been pushed all the way in. The

choke should not be left out any longer than necessary. ^

Position

of

Throttle

Hand

Lever

The

correct position of the throttle hand lever for starting in

cold

weather is the same as for starting under other conditions,

that is, about one-fourth the way down

from

"close." In warm

weather, however, the lever

may

be

returned

to the

idling

position
almost as soon as the engine is started. In cold weather the
throttle must be left slightly open

until

the engine

becomes

warm.

Priming

the

Carburetor

In

extremely cold weather the carburetor may be primed by

quickly

depressing

and

releasing the accelerator

pedal a few times.

This

procedure forces a larger quantity of gasoline into the

mixing

chamber and provides a richer mixture. The carburetor

should

never be

primed

in

warm

weather or in cold weather when

the engine is warm. Excessive

priming

at any time is likely to

make starting difficult rather than

easy.

Use

of

Starter

It is a good plan to disengage the clutch

during

the cranking

operation

in winter weather to relieve the strain on the battery.

With

the clutch disengaged the starter is not called upon to

turn
the transmission gears which are immersed in lubricant. At
ordinary

temperatures the resistance created by the gears turning

in

the lubricant is negligible, but in cold weather, when the

lubricant

is stiffened considerably, the

strain

is sufficient to

retard

the

cranking

speed and increase the demand on the battery.

Use

of the

Accelerator

Before

Engine

is

Warm

In

cold weather, after the engine is started and before it has

run

long

enough to become

warm,

the engine cannot

deliver

its

normal
power and should not be called on to do so. In accelerating the
engine to start the car and in accelerating the car after the trans­mission is in gear, the throttle should not be opened too suddenly
or

too

far.

This

merely

invites

"popping

back''

in the carburetor

and

an increase in the amount of

excess

unvaporized gasoline in

the combustion chamber.

Unvaporized

gasoline in the cylinders

washes

the oil off of the pistons and cylinder walls, leaving the

surface unprotected and open to scoring.

13U

*

*

*

CHAPTER

V

EQUIPMENT

HPHE

equipment provided on the

Cadillac

V-8 is designed for

-*-

the comfort, convenience and protection of the occupants.

The

driver,

therefore, should acquaint himself with the operation

of

the equipment described in

this

chapter so that he may derive

full

benefit from its use as occasion demands.

Locks

and Keys

The

locks on the car are for

protection against

theft,

and

full

use should be made of

this
protection whenever the car is
to be

left

unattended for any

length of time whatever.

Two

sets

of two

keys

each,

which may be distinguished by

the

shapes

of their handles, are

provided

with the car. Two

different

keys

are provided so

that the owner may

leave

the

car

temporarily

in the hands of
another operator without fore­going the protection of the various compartments.

The

handle of one key is hexagonal in

shape

while the other is

rounded.

The hexagonal shaped key

operates

the combination

ignition switch and transmission lock, the right front door and

the spare wheel carrier. The key with the rounded handle

operates

the instrument panel package compartment lock, the

rear

deck lock, the

golf,

compartment lock on roadsters and

1¾.

14. A record should be kept

of

the key numbers so

that

new

keys

may be

easily

obtained in

case

of

loss.

[32]

coupes, the trunk lock on town

sedans

and

5-passenger

coupes,

and

the rear door lock on town cars and imperial

sedans.

Each

key has the lock number stamped on the handle, as shown

in

figure 14, but

this

number

does

not appear on the lock. The

owner should make a record

of the key

numbers

as

soon as he

takes

delivery of the car so that in

case

both

keys

are

lost,

a duplicate

key may be easily obtained from a

Cadillac

distributor or dealer.

Ignition Switch

Lock

The

ignition switch lock is located in the center of the instru-

ment panel. When the key is placed in

this

lock and is turned,

the cylinder of the lock

slides

out about one

half

an

inch,

turning

on the ignition.

Turning

the key to the locked position and

pushing the cylinder all the way in

shuts

off and locks the

ignition.

This

lock is

also

connected to the transmission through a cable.

The

transmission is

thus

automatically locked when the ignition
is turned off, but the construction of the cable connection at the
transmission is such that the car can be locked only in neutral or
reverse. No attempt should be made to

turn

off the ignition when

the transmission is in any forward speed.

Be

sure

to

remove

the key

before

leaving

the car.

Door

Locks

All

the doors of the car can be locked from the inside by tilting
the inside door handles up above their normal closed position.
The

driver, however, cannot lock himself out

because

only the

right

front door can be locked from the outside.

If

the driver

leaves

the car through any door other than the

right

front door, the lock will be automatically released as soon

as he

shuts

the door. The right-hand front door lock

operates

similarly,

but it can be locked from the outside with the key. To

lock

the

car

completely, the

driver

must go out through the right-

hand

front door after the handles of

all

the other doors have been

[331

f

§

4

Fig.

15. The compartment on the

right-hand

side

of instrument panel may

be used for carrying small articles.

tilted up. The right-hand front door must then be locked from
the

outside

with the key.

Package

Compartment

A

compartment is provided

at the right hand

side

of the
instrument panel for the con­venience

of the driver in

carrying

small articles where

they

will be readily

acces-

sible.

Maps,

gloves,

small
packages and other articles
can be carried there within
easy

reach. The Operator's

Manual

should be carried in

this

compartment to be available for handy reference. The door

of

the compartment

swings

down to a horizontal position for

convenience in resting maps or making

notes.

Interior

Lights

and

Switches

A

map lamp which may be

turned

on by pulling it straight
out is located so that it may be
used to illuminate the driving
compartment for reading maps
or

making

notes

when driving
at night. This lamp is located
at the top of the center panel
directly above the ignition lock
and

the choke button. It may

be turned

around

in

its

socket

to-

ward

either

side

to throw the

light in any direction desired.

[341

Fig.

16. The inap lamp may be turned

to either side.

Dome lights on

sedans

and town cars and quarter lights on

coupes

turn on automatically when the doors are opened. When

the doors are closed the lights are turned off, but

they

may

also

be

turned

on and off when the doors

are

closed by a switch located

on the right-hand door

pillar.

Quarter lights on

Cars

having
dome lights do not operate with the doors but can be controlled
by a switch on the

left

hand rear door

pillar.

Phaeton and All Weather Phaeton cars have a tonneau light
operated by the door and by a switch integral with the lamp.
Deck

compartment lights in roadsters and convertible

coupes

are

operated in a like manner.

A

chart of bulbs for replacement on all of

these

lights will be

found

on

page

53,

Chapter

VI.

No-Draft Ventilation

#1..77

The window should be lowered

TOrilator

Whe" 0pCnin« or ciosing the

Cadillac

V-8 closed

cars are provided with

the

"No-Draft"

system

of

ventilation which
makes it possible for
any occupant, while
the car is moving, to

control

the circulation

of

air in the area of
the car in which he is
seated

without notice­ably affecting any other
area.

This is accom-

plished by

means

of

jjnantu

py

means

o

the laterally operated ventilators in the front compartment win-

dows

and in the

rear-quarter

windows in the rear compartment.

The

No-Draft ventilators are operated by the T-handle just

below

and toward the front of the windows as shown in the

illustration.

The ventilator may be turned in or out to obtain

the desired circulation by turning

this

handle.

[351

Important

To operate the No-Draft ventilators in the front
compartment windows, first lower the window half way, as
shown in the illustration, in order to

release

the ventilator from

the channel section of the window

glass.

The

ventilator

may

then

be turned to any desired position and the window may be raised.

In

order to make sure the car is

safe

against intrusion when the

car

is to be locked, the ventilators should be closed. In closing
the front compartment ventilators, first lower the window half
way, shut the No Draft ventilator, and raise the window.

This

securely locks both window

sections.

The

front compartment is provided with a weather-proof cowl

ventilator in addition to the No-Draft system.

This

ventilator

is controlled by the knob at the right-hand

side

of the steering

column

and may be opened for increased air circulation in the

front

compartment as desired. The design of the cowl ventilator
is such that it may be kept open in any weather, without possi­bility

of

rain

entering the driving compartment.

Windshield

Cleaner

The

windshield cleaner

consists

of two wiper blades operated
simultaneously by suction from a vacuum pump on the engine.
On

closed cars the wipers are controlled by one push button
located on the header-board above the center of the windshield.
On

open and convertible cars, each wiper is controlled separately
by

the two buttons located on the cowl at each

side

of the center

section above the instrument panel.

Sun

Visor

A

sun visor is

provided

on each

side

of the driving compartment
to protect the occupants from
the glare of the sun. The visors
operate on a universal joint and

can

be turned down or up or

tilted to either

side

to

give

the .. „ _ . .

.

° Fig. 18. The sun visor may be

protection desired. turned

and

tilted in

any

direction.

136]

Adjustable

Seat

The

driver's

seat

on closed cars may be adjusted to suit in-;

dividual

requirements in giving the

most

comfortable

reach

to thei

controls. A crank located on the left-hand

side

of the driving

compartment at the

seat

base

just above the

floor

boards,

operates

the control mechanism.

Cigar

Lighter

Cordless

lighters are provided on the instrument panel and in

the smoking

sets

of the

vari-

ous

body

styles.

These lighters
have a green translucent button
through

which the glow of the

heating

element

may be

seen
when the lighter is ready for
use. To use a lighter,

press

it

all

the way into its

socket

and

hold

it there until the glow of

the heating

element

is

seen;

then lift it out.

_ . Fig.

19.

To operate the cigar lighter

1

OOlS

press it

in

its socket,

hold

until

the glow

is

seen;

then remove it.

A

compartment for the

tools

is located under the front

seat

except

in 5-passenger coupes.

In

these

cars it is located under the rear

seat.

A compartment

for

tire chains is provided in the

left

hand front fender corres-

ponding

to the battery box on the right-hand side.

It is important that the

tools

be placed in the tool compart-

ment in such a way that

they

do not interfere with the proper

placing

of the

seat

cushion or with the

seat

adjusting me-

chanism.

The jack should be placed under the driver's

seat

with the

base

toward the rear and the remainder of the

tools

should be arranged as shown in

figure

20.

137]

t

li|y8ryul^ll.fflil^^

.

Fig.

20. Arrangement of the

tools

in

the tool compartment.

Tires

Tool

equipment provided

with the car is as follows:

Hammer

Large

Screw

Driver

Small

Screw

Driver
Pliers
Spark

Plug Wrench

Crescent Adjustable

Wrench

Jack

Handle

Jack

Hub

Cap and Wheel

Mounting

Wrench

Tool

Bag

Operator's

Manual

For

normal driving the front and rear tires should be inflated

to a pressure of 40 lbs.

Important—On

cars driven at high

speeds,

the front tires should be inflated to 45 lbs.

The

tires should be checked at

least

weekly and brought up to

the recommended pressure if

necessary.

The pressure should
never be permitted to drop
more than five pounds. If

this

is done, tire wear will

be kept at a minimum.

Use

of

Jack

When

a tire is flat, the

axle

is not always far enough above

the ground to permit placing
the jack directly under the
axle. In such

cases

the jack
should be placed under the
spring,

as shown in Fig. 21,

as near the

axle

as possible.

Fig.

21. The jack should be placed

under the spring as near the

axle

as

possible.

1381

Spare

Wheel

Carrier

To

remove a spare wheel

from

the carrier either on
the rear of the car or in
the fenders, first remove
the hub cap; then unlock

the lock and take it out,
using the key as a handle.
It may be

necessary

to hold
the lock while turning the
key. Unscrew the clamping

nut

underneath

the

lock.

On

cars with the wheel carrier

in

the rear, the wheel may

then be lifted off. On cars

Fig.

2) The spare

wheels

on cars
with ienderwell carriers may be re­moved after loosening the brace rod
clamping

screw.

F

'i'P'

r

Tbe

clam

P">g

nut

may be
reached after unlocking and removing
the lock.

5

with fenderwell carriers, how­ever, the clamping knob on the
brace rod must first be

loosened

by turning to the

left

until the
wheel may be cleared from the
brace rod and lifted off.

To

reinstall a spare wheel on
the rear carrier, mount it on the
carrier,

reinstall the clamping
nut, snap the lock back into
place and place the dust shield
in

position. On fenderwell

carriers,

place the wheel in the
well, screw the clamping knob
on the brace

rod

down until the

clamping

screw can be pushed
into position and install the
clamping

nut. Reinstall the
lock

and the

hub

cap, then screw

the brace rod clamping knob

139]

r

down

until

the wheel is held solidly in place.

Changing

Wheels

If

a fully inflated spare tire is always

carried,

it is only

neces-

sary,

in

case

of

tire

trouble, to remove the wheel with the flat tire

and

install the spare wheel in its place. Illustrated directions for

performing

this work are given in

figure

24, page 41. jj

In

case

tire trouble develops when no spare is available, the tire j

can

be easily removed

from

the drop-center rim for

repair.

In- (

structions for removing and installing tires on the

wheels

are j

given on

pages

50 and 51,

Chapter

VI.

/¾.

24a.

Set the

hand

brake

lever

to prevent the car

from

rolling

and

jack

up the axle. Remove the hub

cap

with the wrench in the tool kit

Arrows

on the hub cap indicate the

direction

in which it turns off and

on.

I

,F'&-

24i

-

Loosen the nuts around

the wheel hub by turning them in a

counter clockwise direction with

!

*e wrench. Remove the nuts and

i

pull

the wheel off of the hub

Fig.

24c.

To remount the wheel,
set it up on the hub and start the
nuts by

hand;

then tighten the nuts

with the wrench, but not in rota-

tion.

After

tightening one nut,
tighten the nut directly opposite
until

all have been securely drawn

up.

Install the hub cap, using the

hub cap

wrench,

and lower the jack.

NOTE:

In drawing up the nuts to

the last

turn,

a slight alternate in-

crease

and

decrease in resistance may
te noticed which simply indicates
that the locking feature is taking
effect.

After

all the nuts have been
tightened, they should again be
tried

to make sure that none has

been resting on a high point with-

out being sufficiently tight.

1¾.

24.

Changing

Wheels.

[40]

141]

»

t.

CHAPTER

VI

GENERAL CARE

N

o

ATTEMPT

has been made to include

in

this

manual

directions

for

making adjustments and repairs to the car. Most

Cadillac

owners prefer to depend on authorized

Cadillac-La

Salle

service

stations

for such work as

these

stations

can invariably

perform

the work more conveniently and economically.

Every

owner should, however, know how to perform the few

simple operations of

general

care described in this chapter. These

operations are not difficult
enough to

necessitate a visit
to the service station,
although this work also

can

be done in the service

station if desired.

Storage

Battery

The

Delco Storage battery

is

carried

in a compartment

in

the right-hand front
fender. The battery may be
reached after removing the

four

screws

and taking off

the

cover

shown in

figure

25.

The

battery is filled with an acid solution

from

which the
water slowly evaporates and fresh distilled water must be added
to each of the three

cells

at regular intervals to

bring

the level up
to the bottom of the filling tubes. Distilled water should be
added

at

least

every 1000 miles and, in warm weather, every 500

miles or at

least

every two

weeks.

Hydrant

water or water that

has been in contact with metallic surfaces is not satisfactory.

Fig.

25. The cover of the battery com-

partment is held by four

screws.

142]

After

adding water to the storage battery in freezing weather,

the

car

should immediately be

run

far enough to thoroughly mix

the water with the

acid

solution. If the

car

is

parked

immediately
after water is added, the water is likely to stay on top of the acid
solution and may freeze, thus causing

extensive

damage to the

battery.

No

attempt should be made to add acid or any so-called "re-

juvenator solution" to the battery.

Adding

anything other than

distilled

water

will

materially shorten the life of the battery.

The

specific gravity of the acid solution changes as the battery

is

charged

and

discharged.

The

state

of

charge

of the battery can

thus be determined by measuring the specific gravity of the
solution with a hydrometer. As the battery is charged, the
specific gravity of the solution increases, reaching 1.270 to 1.285
when the battery is fully

charged.

A fully discharged battery has

a

specific gravity of 1.150 to

1.165-

An

accurate

test

cannot be made immediately after adding

distilled

water. The hydrometer reading should be taken before

water is added, or, if the solution is so low that it cannot be

reached,

distilled water should be added to

bring

the solution up

to the proper level and the car run for several hours

until

the

solution is properly mixed before the

test

is made.

Generator

Charging

Rate

Current

is supplied to the battery

from

a generator driven by

the engine and the generator charging rate must be high enough

to

keep the battery

charged.

Under

normal

operating conditions,

if a

hydrometer

test

shows

the battery is low the charging rate

should

be checked and adjusted at a service station. If the

test

shows

the battery is extremely low, the battery should be re-

charged

from

an

outside source before continuing to drive the

car.

Winter

driving

places greater strains on the battery than

summer

driving

and the generator charging rate should be ad­justed to take care of the increased demands. If the maximum
charging

rate is not sufficient to take care of this extra load,

(431

r

*

arrangements

should be made to have the battery charged from

an outside source periodically to insure dependable operation }

throughout the winter months.

Spark

Plugs

The spark plugs provide the spark

which

ignites the gasoline
mixture in the cylinders, and smooth and economical engine
performance depend largely upon their efficiency. The accumula- |
tion

of carbon and improper gap setting are generally the

cause

\

of

inefficient spark plug operation. Their efficiency can be in- '

creased in such

cases

by cleaning out the carbon and by resetting •

the gap.

To

clean carbon from the insulator,

fill

the lower

part

of the

plug

with

alcohol,

liquid

metal

polish

or equal

parts

of ammonia >

and water and

allow

it to stand for a few seconds. Rub the carbon

from

the insulator

with

a wire covered

with

one thickness of

cloth;

then wipe it clean and dry before replacing the spark plug

in

the engine.

Whenever spark plugs are reinstalled in the engine, the

firing

j

points should be

tested

to make

sure

they are properly spaced, j

The gap should be .025 to .028 inches, measured

with

a feeler ;

gauge.

All

adjustments of the gap should be made by moving the )

side wire only. j

Cooling

System

The radiator

filler
cap is located on the
right hand side of the
engine under the hood.
The capacity of the
cooling

system is 6½

gallons

when

filled

to

a

point about 1½

inches below the top

of

the

filler

neck. When

Fit. 26. The

radiator

filler

cap is on the

right

hano

side

of the car

under

the

hood.

[44]

the car is delivered to the owner, the

cooling

system contains, in

addition

to the water and whatever anti-freeze is used, a small

amount of a special inhibitor

which

gives the

cooling

liquid

a

milky

appearance. This inhibitor has particular

advantages

in

reducing

foaming and retarding the formation of rust and scale,

thus

helping to keep the

cooling

system clean so

that

it

will

better

perform its

cooling

action. It is not necessary to add the

inhibitor

each time water or anti-freeze is added. Whenever the

cooling

system is drained and

refilled,

however, it is recommended

that

}4 °f a p

lnt:

(about 6 ounces) of a suitable inhibitor be added.

Consult

your Distributors or Dealer concerning the proper in-

hibitor

to use.

In

freezing weather a suitable anti-freeze solution, such as

those

described on

page

26, should be used. The inhibitor, although

it

has no anti-freezing qualities in itself,

will

blend satisfactorily

with

any approved anti-freeze but should not be used

with

any

solution

already containing a

similar

inhibitor (see

page

28).

Allowances

must, of course, be made when testing the

cooling

solution

for the effect the inhibitor has on its specific gravity.

Before

the

start

of

cold

weather, the

cooling

system should be

cleaned and thoroughly inspected to make

sure

all connections
are tight. If the inhibitor is
used, this cleaning

will

suffice

for

the entire year; otherwise

it

is advisable to clean it

thoroughly every 6000 miles,

using

the reverse

flow

method

which

is standard at all Autho-

rized

Cadillac-La

Salle Service

Stations.

If

this is not possible, a satis-

factory

cleaning, although not

as effective as the reverse

flow-

method, may be obtained by using the

following

procedure:

Run

the engine

until

the opening of the radiator

shutters

indicates

that

the engine is warm; then stop the engine and open

145]

Fig. 27. The

cooling

system

may be

drained

by

opening

the one

valve.

t

*

the

drain

valve on the

right-hand

side

of the

engine

at the water
inlet elbow and a little to the rear of the generator as shown *
in

figure 27.

After

the

liquid

has drained off,

refill

the cooling

system

with warm water,

run

the

engine

for a few moments, and

drain

the system. Repeat this operation

until

the water is clean |

when it is drained.

In

cases

where the

accumulation

of

rust

and

scale

is so great that t

this method

does

not clean the

system

sufficiently, the flushing [

operation

should again be repeated after one or two handfuls of

sal

soda have been added.

Care

must be taken, of

course,

that the ,

cooling

system

is thoroughly flushed after this operation to clean
out all traces of the sal soda, and that none of the solution is ;
allowed to reach the car finish. >

Gasoline

System

A

gasoline

filter

is

provided

at

the bottom of the fuel

pump

on

the front left-hand

side

of the
engine. Any accumulation of
water or sediment should be
cleaned out when it can be

seen

in

the

glass

bowl.

The

bowl may

be

removed

by
unscrewing the thumb nut on
the underside of the bowl and

swinging the yoke to one side.
The

screen strainer at the top

of

the bowl usually

comes

off

with the bowl but if it

does

not, it may be removed by pulling it straight down.

Any

dirt

on the strainer should be washed off with gasoline

and

the bowl should be wiped clean. The bowl should then

be reinstalled with the screen on top.

Make

sure the bowl

seats

properly against the

cork

gasket

at tl..e top of the filter,

Fig. IS. The gasoline filter should

be

removed

and cleaned whenever water

or

sediment appears in the bowl.

swing the yoke into place

and

tighten

the

thumb

nut

The

strainer on the carburetor

where the gasoline

enters

should

also
be cleaned periodically. It may be
removed

by disconnecting the feed

pipe,

removing the two cap

screws

Fig.

it.

The

strainer

h the

above

the

inlet

connection shown in

carburetor

may

be

removed

with figure 29. Both the strainer and the

&%%*1Z££?&

sedimentchambershouldbecleanedin

two

screws

shown.

the

same

manner

as

the gasoline filter.

Carburetor

Air

Cleaner

The

carburetor intake silencer

serves

also

as an air cleaner.

This

cleaner is designed to catch any dust or lint in the air

before it is drawn into the

carburetor.

It is automatic in opera-

tion

and requires no attention other than periodic cleaning.

The

mileage at which the air cleaner requires attention depends
entirely upon the conditions under which the car is operated.
For

normal

driving

in

cities

and on

hard

surfaced roads, cleaning

once

every

6000

miles is

sufficient.

Under

extreme
conditions, however, such
as continuous

driving

on
dusty roads or in localities
where there is considerable
dust in the

air,

cleaning

may
be required as frequently as
every

2000

miles.

The

air cleaner may be

lifted

out, as shown in

figure 30, after the cover

of

the intake silencer has

been removed. The cover 30.

The

cover to the

air

cleaner

and

, , •41,,

silencer should not be washed under any

ot the silencer is held by circumstances.

Air

G

over

146]

[47]

*

*

two acorn nuts.

After

the air

cleaner

has

been removed

it

should

be

thoroughly washed

in

gasoline, permitted

to

drain

and

then dipped

in

fresh engine oil. Do

not

wash

the

cover.

It

may

then be reinstalled by placing

it in the top of the

silencer

cylinder

and replacing

the

cover.

Brakes

The

importance

of

the proper operation

of

the brake system as

an

essential measure

of

safety

is so

great that

all

service

on it

should

be

performed

at a service station where

proper

adjustments

and

tests can be

made with

the

greatest

accuracy. Adjustment

should

never be neglected

so

long that

the

pedal reaches the floor

board

before the

brakes

take

effect.

In

case

of

emergency, however,

should

this occur,

the

following temporary adjustment

can be

made

by the

driver.

Turn

the

adjusting nut on the cam lever, shown in figure 31, of

each

of

the four brakes

one

half a turn

in a

clock-wise direction.

These adjusting nuts lock each sixth

of a

turn

to

hold

the

ad-

justment.

A

permanent adjustment should

be

made

as

soon

as a

service

station can be reached.

Fig.

3i. A

temporary brake adjustment can

be

secured

by

turning

the

adjusting

nut on each brake one-half a turn

clockwise.

148]

Tires

The

most important factor

in the

life

of

a tire

is its

inflation

pressure.

Each

tire should be

tested

at

least

once a

week

and

the

pressure should

be

kept

at

40 pounds front and

rear;

if

the car

is

to

be

used

for

high speed

driving

the

pressure

of the

front tires

should

be

increased

to

45 pounds.

With

the

inflation pressure

properly

maintained injuries

to the

tire

structure

will

be

kept

at a minimum.

Severe cuts, however,

caused by

sharp

obstructions in the

street

or on the

road,

will

in-

variably

appear.

If

these

cuts

are

neglected,

the

action

of the

weather and grit and gravel

will

in

time weaken

the

tire

around

those

points.

If the

cuts are sealed immediately

by a

good vul-

canizer,

however,

these

points

will

be

protected and

the

life

of

the tire

will

be lengthened.

Removing Tires from

Wheels

The

wheels

used

on the

Cadillac

V-8 have rims

of the

drop

center type, constructed as shown in figure 32.

The

tires supplied

with this type

of

wheel have a soft

rubber

tip on the

bead

to

protect

the

tube

from

chafing and a hoop

of

wire inside the bead

to maintain

the

shape

of

the tire.

The

removal

and

installation

of

tires

on

the

drop center

rim

is simple

and

easy,

because

the

bead

can
be pushed down into
the well

on one

side

while it is

being

pulled

over

the

flange

on the
opposite side. Illus­trated

directions

for

removing

and

instal-

Bg 32 principal

knuKS

o( the

drop ccntcr

ling

tires are given

in

"m and

special tires.

(491

f

•

Fig.

33a. Deflate the tube com.

pletely and remove the rim nut on
the valve stem. Loosen both beads

from

the bead

seats,

using a tire tool

if

necessary. Stand on the tire,
opposite the valve stem, with the
feet

about 15 in. apart, to force the

bead into the

rim

well.

Fig.

34a.

Coat

both beads of the

tire

with

vegetable

oil

soft

soap
before reinstalling the tire. Inflate
the tube

until

barely rounded out

and

insert in the tire with the stem

at the tire balancing

mark.

Place
the tire on the rim, guiding the
valve through the hole, and apply
the rim nut loosely. Push the

bottom bead down into the well at

the valve and force the remaining

portion

of the bead over the rim

flange, using a tire tool if necessary.

Fig.

33b. Insert two tire tools,

about 8 in. apart,

between

the bead

and

the rim Uange near the valve.

Leaving

one tool in position, pry
short lengths of the bead over the
flange with the other

until

the entire

bead has been removed.

Fig.

34b.

Force the top bead over

the

rim

flange and into the well at

the point opposite the valve.

Kneeling

on this side of the tire to

hold

it in the well, pry short
lengths of the remaining portion of
die bead, working around the rim
until

the entire bead is in place.

Always

keep as much of the top
bead in the well as possible while
prying

the

remainder

of the bead.

Fig.

33c.

Remove the inner tube

before attempting to remove the

second bead. Raise the wheel to

an

upright

position, insert a tire tool

between

the second bead and the

rim

flange at the top side of the
wheel and pry the wheel out of the
tire.

This

operation

will

be sim-

plified

if the

soft

tip of the bead is

first coated with

vegetable

oil

soft

soap.

Fig.

34c.

Remove the

rim

nut and

push

the valve stem back into the
casing as far as possible without
letting go of the stem to make
certain

that the tube is not pinched

under

the bead; then reapply the

cim

nut.

With

the wheel flat on

the floor, inflate the tire slowly,

making

sure that both

sides

of the

tire

are

centered on the rim.

Fig

33. Removing

Tires

Fig.

34. Reinstalling

Tires

[5U

***

1»

figures

33

and 34.

Care

must

be

taken

in

removing and

installing

the

tires

not to

damage

the

soft

rubber tip or

to

break

or unnecessarily strain the hoop of wire.

If

prying the

bead over the flange

seems

to require too much force it is an

indi-

cation that the bead is not down in the well on the opposite

side

^

of

the wheel.

The

changing

of

tires on drop center rims

is

made easier by

coating the inside and outside

of

the bead

as

required with a

!

vegetable

oil

soft

soap. Do

not use

oil

or

grease.

If it is applied

(

each time a tire is changed there should never be any difficulty

in

!

removing

or installing the tire. If, when removing the tire, how-

'

ever,

some

difficulty is experienced in removing the second bead,

\

coating the bead with the

vegetable

oil

soft

soap

will make the

1

removal

easier.

Tire Balancing Marks

The

tires used on the

Cadillac

V-8 are balanced

to

offset

the

weight

of the valve

stem

and if a tire

is

removed

it

must be re-

installed in its original position with respect

to

the

rim,

other-

wise

the tire and wheel will be unbalanced.

A

small red or black dot branded in the

side

wall

of

the tire

indicates the point of balance.

This

mark

must always be kept

in

line with the valve stem.

Lights

In

replacing lamp bulbs in any of the lights on the

car,

the

same

\

candle power

bulb

should be used

for

replacement

as

was

originally

installed.

This

is

particularly

important in the

case

of the head-

;

lamps

in

which a special 3-filament bulb is used. It is a good

plan

1

to

carry

a spare set of

these

lamp bulbs at all

times

in the car.

The

lamp bulbs used in the car are as follows:

152]

Location

\
Headlamps
Rear

Lamp

(signal position)

Rear

Lamps

(parking, driving)

Instrument

Lamp

Map

Lamp

Fender

Lamps

Dome

Lamp

Quarter

Lamps

Deck

Compartment

Lamps

Tonneau

Lamp

Candle

Power

Mazda

No.

32

32

15

Xtwo

filament)

1000

87

63

81

Replacing

Map

Lamp

Bulb

The

bulb in the map lamp may be replaced after

the

lamp

shield has been removed. To remove the shield,

pull

the lamp

out until the threaded terminal

at

the rear (behind the instru-

ment panel)

is

about flush with

the

edge

of

the lamp

cylin-

der. Turn

the

lamp
slowly until the hole in
the plunger lines

up

with

the

hole

in the

lamp

cylinder

and

insert

a small

nail

as

shown

in

figure

35, to

keep

the plunger from

turn-

ing.

The

shield

may

then

be

unscrewed

by

turning

to the

left.

The

nail

should

be

kept

in

place until

after the bulb has been

fig_ 35. The

buib

shield

may

be

unscrewed

replaced

and the shield af

ter

the

nolcs

in

£.he

lam

P

cylinder »nd the

.

plunger have been lined up and a

nail

inserted

reinstalled.

to hold the plunger.

153)

4

«

•A'

Aiming

the

Headlamps

The

headlamps used on the

Cadillac

V-8 are of the Depress-

Beam

fixed-focus type and the only adjustment ever necessary is

the aiming of the beam. The aim of the lamps should be

tested

periodically

according to the following procedure,

except

when

state

or local regulations apply, and aimed if necessary. In

cases

of

state

or local regulations, this procedure should be modified to

meet

the legal requirements.

A

light colored vertical surface, such as a blank wall or the
garage door, on which the light beams can be projected from the
car

at a distance of about

25

feet,

should be used to make the

test.

Draw

in the lines shown in

figure

36 according to the dimensions

indicated.

The vertical center line may be located by sighting

through

the center of the rear window of the car across the

radiator

cap to the wall.

Center

Line

Fig.

36.

Light

pattern of the left-hand headlamp with the cartwenty-five

feet

from

the vertical surface and the light switch in the

"Driving"

position. The
location of the beam should be determined in relation to the lines drawn in at the
dimensions indicated.

One

lamp at a time should be

tested

with the

lens

in place and
with the light switch lever in the

driving

position. If the aim is

correct,

the light beam will be patterned and located as shown in

figure 36 for the left-hand lamp and as in

figure

37 for the right-

hand

lamp.

If

the pattern of either lamp is not located as shown in the

diagrams,

the lamp out of alignment should be re-aimed.

This

[54]

Fig.

37.

Light

pattern of the right-hand headlamp projected under the

same

conditions as the left-hand headlamp.

may be done by loosening the acorn nut (figure 38) and turning
the lamp

sidewise

and up or down until the pattern is correctly

located. It is important of course that the

flutes

on the

lens
be straight up and down at all
times. The lamp should then
be held in place while the
adjusting nut is securely tight­ened.

Any

replacement of parts

of

the lamps should be with

identical

parts of the

same
make. The manufacturer's
name is clearly marked on
the lens, on the reflector and

on

the lamp housing. Two-

filament bulbs of

32-32

candle
power are originally supplied
with the car and should be

Storing

the Car

If

the car is to be stored for any length of time it is important
that a few precautions be taken to protect it from deterioration.
Blocking

up the

car

to take the

weight

off of the tires and placing

[551

Fig.

3S. The headlamps may be

turned

in any direction necessary for

aiming

after loosening the clamping

nut at the

base

of the lamp.

specified for replacement.

*

0

4*

f

*

4

a

cover over the entire body

will

protect the tires and

finish.

The

engine

and

the storage battery, however,

require

special attention.

Oil

should be injected into the cylinders while the engine

is

warm.

This

may be done by

pouring

two or three tablespoonsful

of

engine oil into the spark plug

holes

after the engine has been

run

long enough to

warm

it up.

Cranking

the engine a few times

after this

is

done

will

distribute the oil evenly over the pistons

and

cylinder walls. The cooling system should then be drained.

The

battery should be fully charged and the solution should be
at the proper level. If possible, arrangements should be made to
have

the

battery charged

from

an

outside source every

two

months

during

the storage period.

Body

The

body

of a Cadillac

car

is

deserving of care and attention

the same as the most intricate working parts of the chassis.

In

recognition of this fact,

Author-

ized

Cadillac-La

Salle Service

Stations displaying the

Complete

Service Sign, shown in

figure

39,
at the bottom of the authorized
service sign have

equipped

them-

selves

to

service the body with

as much expert

skill

and care as

the chassis. The simple atten-

»

tions described below, however,

Fig.

19.

Authorized

Cadillac-La

are frequently

performed

by the

Salle Service Stations displaying this

owner

or

under his immediate

sign are equipped to render complete

. .

body

service.

Supervision.

Care

of the

Finish

Keeping

the lacquer

finish

of the car new and lustrous requires

only

a thorough wiping with a

soft

dry

cloth every few days and

[56]

an

occasional polishing with a recognized lacquer polish.

With

this care, the car

will

need to be washed only when considerable

mud

or dust has accumulated.

Washing

of the

car

can be accomplished simply and easily with

plenty

of

clean

cold

water, a soft

wool sponge

and a

clean chamois.

Soap

and

hot water

are

not only unnecessary but

undesirable.

The

dust or mud should be flushed off with a

gentle

stream of water

from a hose

without a nozzle, using the sponge merely to loosen

the

dirt.

After

all the

dirt

has been removed in this way,

the

sponge should be squeezed

dry and

used to

pick

up the water

from

the crevices. Thoroughly wet the chamois and

squeeze

it

dry,

then

rub

the

finish

with it

until

all of the water has been removed.

Care

of the Top

The

top may be kept clean by an occasional wiping to remove

the dust.

This

is all the

care

required

to keep the top clean

unless

grease

spots, stains or

dirt

film

occur.

In

these

cases

washing

with a mild,

neutral soap

may

be

resorted

to. Gasoline, naphtha,

kerosine and fabric cleaners should never

be

used since such

preparations

can easily

dull

the

finish and damage

the

fabric.

Soap and water is not

harmful

and

is

fully as effective.

Cleaning

Upholstery

Regular

monthly cleaning

of

the car interior with a vacuum

cleaner and a whisk broom

will

keep the upholstery in the

best

of

condition

and

will

prevent

excessive

wear.

The

whisk broom

should

be used

to

loosen the

dirt

and grit, which

causes

more

rapid

wear than use, while the vacuum cleaner should be used

to

lift

out the loosened

dirt.

Spots on

the

upholstery may be cleaned with any good dry

cleaner used

sparingly.

When

the cleaner has thoroughly evapo-

rated,

fold a piece

of

cheese

cloth

four

or

five times, dampen it, and

place it over the spotted surface; then run a hot

iron

over surface

just long enough to raise a good steam. Plush fabrics can be re-

stored to their

original

appearance by

rubbing

lightly against the

nap

with a

brush

after the fabric has been steamed in this way.

[57]

i

i

i

Door

Hardware

The

lubrication of the body hardware on the car is fully

as essential as the lubrication of

chassis

parts if it is to work
smoothly and silently. Directions for the lubrication of door
locks,

hinges

and striker

plates

every 1000 miles are included

on

the lubrication chart. These directions should be followed

as faithfully as the rest of the chart.

Body

Adjustments

Preventive service on the body at regular intervals will keep

the appearance of the car at its

best

and will eliminate more

extensive

repairs at a later date.

This

service should include

body bolts, tie-down bolts, door adjustments and the operation

of

window regulators.

Authorized

Cadillac-La

Salle service

stations

include the body

as well as

chassis

in the regular monthly or 1000 mile inspection

and

quote flat rate prices for necessary body service. The

neces­sary work may be authorized by the owner at the time he has
chassis

adjustments made and the car lubricated.

[58]

CHAPTER

VII

SPECIFICATIONS

AND

LICENSE DATA

Type

of

engine

8 cyl. V-type

Diameter of

cylinder

bore 3¾ in.

Length

of stroke 4rt in.
Piston displacement 353 cu. in.
Horsepower (N. A. C. C. rating)

36.45

Engine

number See below

Capacity

of gasoline tank 30 gals.

Capacity

of

engine

lubricating

system

8 qts.

Capacity

of cooling

system

6½ gals.

Capacity

of transmission 2¼ qts.

Capacity

of

rear

axle 3 qts.

Wheelbase

130-136

in.

Tires

7.00 x 17

Spark

plug setting

025-.028

in.

Contact

point setting

018-.024

in.

.

(

22-24

amps, cold

Generator

charging rate, maximum •}

1^1(,½^.

hot

Engine

and

Unit

Assembly

Numbers

Each

Cadillac

car, when shipped, carries an

engine

number

which

is

also

a serial number.

This

is the number to be used in

filling out

license

and insurance applications and in general

reference of the car. The

engine

number is stamped on the right

hand

side

of the crankcase near the water inlet.

The

various units, such as the transmission, steering gear, etc.,

also

carry

unit assembly numbers. These are located as described

[59]

*

t

f

t

below. It is important in ordering parts to give, not only the
engine

number of the car, but

also

the unit assembly number of •

the unit to which the part

belongs.

Transmission

number—on

the upper

edge

of the flange by which the }

transmission is bolted to the crankcase near the left-hand dowel.

Steering

gear

number—on

the steering gear housing

next

to the

grease

plug.

Generator

number—on

the right-hand

side

of the generator. 1

Starting

motor

number—on

the right-hand

side

of the starting

motor, just

below

the switch. '

Front

axle

number—-on

the front surface of the

axle

I-beam near

the right-hand spindle

;

Rear

axle

number—on

right-hand

side

of the

axle

housing to the

right

of the cover plate.

Chassis

(Jrame)

number—on

the flange of the first channel cross- j

member,

next

to the

left

front

engine

support.

Job

and

body

numbers—on

the right-hand

side

of the cowl under the |

hood.

|

INDEX

A

Accelerator

20

Accelerator,

use in cold weather 31

Adding

water to battery 42

Adjustable

scats

37

Air

cleaner

47

Alcohol

for anti-freeze 26

Ammeter

19

Anti-freeze

solutions 26

Authorized

service stations 5

B

Balancing

marks

on tires 52

Battery

29, 42

Battery,

preparing

for storage 55

Body,

Care

of 56

Brake

adjustment 48

c

Cadillac

service 3

Carbon

monoxide poisoning 25

Carburetor

air cleaner 47

Carburetor

flooded 22

Carburetor,

to

prime

31

Card,

identification 4

Changing

engine oil 17

Changing

tires 49

Charging

rate 43

Charges

for service 7

Chart,

lubrication

10

Chassis

lubricant

14

Choke

control

21

Cigar

lighters 37

Coasting

25

Cold

weather

lubrication

29

Cold

weather

operation

26

Compartment

for tools 37

Contract,

Service 8

Cooling

system 44

Crankcase

ventilating system.......16

D

Danger

from

carbon

monoxide 25

Door

Locks

33

Driving

Hints

24

DriverX

seat

adjustment 37

Driving

speed when new 5

[61

E

Effect

of alcohol on finish 27

Engine

fails to start 22

Engine

lubrication

15

Engine

number

59

Engine

oil 13

Engine

oil, changing 17

Engine,

preparing

for storage 55

Engine,

running

in garage 25

Equipment

32

F

Filter

for gasoline 46

Filler

for oil 16

Flat-rate

service charges 7

Flooded

carburetor

22

Flushing

cooling system 44

G

Gasoline

filter 46

Gasoline

gauge 18

Gasoline

system, cold weather 30

General

care 42

Glycerine

for anti-freeze 27

H

Headlamps

23, 54

Hood

Ports 20

I

Identification

card

4

Ignition

switch lock 33

Inflation

pressure 38, 49

Inspections 6

Instrument

Panel Package

Compart-

ment 34

K

Keys

32

1

$

I

V

L

License data 59
Lighting

switch

23

Locks

32

Locks

for

spare

tires

32, 39

Lubricants

12

Lubrication

11

Lubrication

Agreement 8

Lubrication,

chart 11

Lubrication,

cold

weather

29

Lubrication,

engine..

15

Lubrication

notice

11

Lubrication,

schedule

10

M

Map

Lamp 34, 53

N

No-Draft

ventilation. 35

o

Obligations of

owner

5

Oil

filter 16

Oil

level

16

Oil

pressure

18

Operation 18

P

Parts, uniform prices 6
Preventive

service

6

Priming

carburetor 31

R

Radiator

fillet

cap 44

Rear

axle

lubricant 14

Repair

parts 6

Replacing

engine

oil 17
Replacing filter cartridge 16
Ride Regulation 2J

S

Schedule

lubrication 10

Seat

adjustments

•. 37

Service contract 8

Copytight 1933 by

Cadillac

Motor

Car

Company

Service

charges

7

Service

stations

3
Spare tire carriers 39
Specifications

59
Specific gravity of battery 42
Standard Service Contract 8
Starting Hints 22
Starting the

engine

21

Starting the

engine

in cold

weather.

.30

Storage

battery 29, 42

Storing car 55

T

Throttle control 20, 30

Tire

balancing marks 52

Tire

carrier 39

Tire

pressure

38, 49

Tires,

changing 49

Tires,

preparing for

storage

55
Tools 37
Tourists,

service

to 4
Transmission lock 33
Transmission lubricant 14

u

Unit

assembly

numbers 60

Use of

accelerator

befote

engine

is

warm 31

V

Ventilator cowl 35
Ventilator, No-Draft 35
Visor

36

W

Water pump lubricant 15
Wheel bearing lubricant 14
Windshield

cleaner

36

Winter

lubrication 29

Winter

operation 26

Wheel carrier 39

355-cxi

200-1-33

Prinred

io 17. S.

A.

[62]

¥

4

i

4

Changes

to be

made

in

"B"

series

Shop

Manual

Make

the

following

changes in your copy of the "B series Shop

Manual,

so

that

it

will

contain

the latest information. This information

does

not appear on the revised pages.

Page 11.

Differential

carrier assemblies (Note 1) are no longer serviced as a unit for V-8 and

V-12

"B"

and "C" series cars. See "Replacement and Adjustment of Rear

Axle

Ring

Gear and

Drive

Pinion,"

page

13A.

Page 19. The

sentence

"When ordering chassis

parts

affected by wheelbase, the

Body

Job Number

must be given the

same

as when ordering body parts" should be crossed out. This infor-

mation

is no longer necessary.

Page 32. The instruction "Lubricate control valve

with

light machine oil" should be changed to

read, "Lubricate

with

S. A. E. No. 10 oil or light machine oil of weight

similar

to shock

absorber

oil."

Page 46. In

Fig.

2, the dimension

Y%

in. indicating the distance the timing mark is ahead of the dead
center mark on 345-B and 355-B flywheels, should be changed to *n­The

dimensions 1 f-|- in. and 1Y in. for the 370-B and 452-B engines, respectively, applies only

to

these

models. On 370-C and 452-C engines the

ignition

timing mark is Yi in. ahead of

the center mark as measured on the circumference of the

flywheel.

Page 47. Opposite the subject

"Timing

mark IG/A ahead of center" the dimension for the

370-B

should be changed to 1¾".

Page 53. The piston clearances as given in Note 10 are no longer recommended. New

limits

have

been set up in production and are now recommended for

fitting

pistons in service for both

standard and oversize blocks. For V-8 and V-12 cars (with Electro-plated pistons), use a

.0025 in. feeler gauge,

with a pull

of 6 to 15 pounds

pull

on the spring scale.

With

V-16

cars (unplated pistons), use a .003 in.

gauge

with a pull

of 6 to 9 pounds on the scale.

Page 61. Opposite the subject

"Width

of rings—Lower compression (Two on

452-B),"

the dimension

Y" should be inserted in the 452-B column.

Page 79. The fourth paragraph in the second or right column should be changed to read as

follows:

"The

beam modification for Pennsylvania consists in rendering the 32 candle-power beam

in

the right headlamp inoperative by the use of a special switch lever at the top of the

steering wheel. In the remaining

states

the beam modification is obtained by disconnecting

the right head-lamp wire leading to the 32 candle-power filament in the lamp bulb. Owners

of

cars

thus

modified should be cautioned against any

attempt

to

restore

to use the filament

thus

eliminated."

NOTE—-A

special bulb with a filament

arrangement

of 21-32-21 candlcpower is available from the Factory Parts

Division,
under Part No. 883874, for use in the Super-Safe lighting system in Pennsylvania. When used in the Super-Safe
lamps,

these

bulbs provide a

City

Driving

Beam by lighting a 32 c.p. filament in each lamp in place of the 21 c.p.

filament normally used. This provides a very satisfactory driving light for either city or country

driving.

The

Country

Passing Beam utilizes both a 32 c.p. and a 21 c.p. filament in the left lamp and a 21 c.p. filament in the

right lamp. The

City

Passing Beam lights a 21 c.p. filament in each lamp. The Country

Driving

Beam is, of

course, not used. These

arrangements

all comply with the Pennsylvania law.

Pages 86 The caption above the top row of illustrations

"Clutch

Control

Cylinder"

should read

and 88.

"Clutch

Control

Valve."

Page 99. The yoke throw from neutral to applied position should be

Y—-3%"

instead of

3¾—-3V'.

Page 102. In Fig. 2, the yoke travel should be

Y—>n-

Page 107. The instructions presented in Note 1 for adjusting the front wheel bearings are now obsolete.

See latest recommendations given in Note 4 on

page

106B.

Page 109. Opposite the subject "Pressure in Pounds—Normal—Front and Rear" the Number 40

should

be changed to 35 for all car models.

The

following

item should also be included under Tires-Pressure in pounds. "The front

tires on all models should be inflated to 40 pounds for continuous high speed

driving."

The

rim diameter and tire size as given for the 452-B applies also to early 452-C cars.

Later

452-C cars are provided

with

17-in.

rims and 7.50 x

17-in.

tires the

same

as the

370-C.

August

1933

CADILLAC - LA

SALLE

SHOP

MANUAL

CADILLAC

355-B-C, 370-B-C, 452-B^C

LA

SALLE

345-B^C

Service

Department

CADILLAC

MOTOR

CAR

COMPANY

DETROIT,

MICHIGAN

August

1933

HPHIS

Shop

Manual

is a book of reference on the adjustment

and repair of

Cadillac

and La Salle motor cars. It is

intended for the use of service men who are already

familiar

with

automobile construction and repairing in general. It is

not a text book for

those

who have had no previous

Cadillac

shop experience and

does

not

present

instructions in elementary

form.

The style in

which

the information is presented is a distinct

departure

from the usual book of this sort. Straight reading

matter

has been eliminated as far as possible and the facts and

figures needed by service men are presented

briefly

in two

ways—by

illustrations and by tabulated specifications.

At

the beginning of each group is a

brief

description accom-

panied by service information in the form of notes.

Following

this is a specification table

giving

clearances, dimensions and

other facts important to service men. The

rest

of the informa-

tion

is in picture form.

Our

Service Department invites correspondence

with

Service

Managers and Shop Foremen on all

matters

discussed in the

Shop

Manual.

CADILLAC

MOTOR

CAR

COMPANY

Detroit,

Michigan

fa

Introduction

Arrangement

of

Tables

'

| 'HE subjects covered in the specification tables are

listed

in alpha-

betical

order in the first

column.

Under

these

items

will

be found

important comments, cautions and references to illustrations and notes.

One

class of information in the specification tables consists of

limits

for

the clearance between

parts

subject to wear. The

limits

given

are

of

two kinds. The "New

limits

are those to be observed when

install-

ing

new parts. The

"Worn

limits

are those beyond

which

it is

inad-

visable

to continue to use the

worn

parts

if quietness of operation and

maximum

performance are to be expected. Some service, although not

the most satisfactory, can of course be obtained

from

parts

worn

beyond

these

limits.

Arrangement

of

Illustrations

The

illustrated

pages

are

laid

out to show as far as possible in picture

form

the repair operations, together

with

the differences and

similarities

of

the various car units.

Unless

otherwise

specified

all illustrations apply to both the

Cadillac

and

the

LaSalle.

Identification

Numbers

Each

Cadillac

and La

Salle

car when shipped carries an engine number

which

is also a car serial number.

This

is the number to be used in

filling

out. license and insurance applications and in general reference to

the car. On

Cadillac 3 55-B

and La

Saile

345-B

cars, this engine num-

ber is stamped on the crankcase near the water inlet on the right-hancl

side.

The

Cadillac

370-B

and

45

2-B

have the engine number stamped

on

the right-hand side of the crankcase on the generator drive chain

housing.

The

various units such as the engine, transmission, steering gear,
etc., also carry unit assembly numbers. These are located as described
in

the specification tables. It is important when ordering

parts

to

give,

not

only

the engine number of the car, hut also the unit assembly

number of the unit to

which

the part belongs.

5

Contents

NOTE:

The information contained in

this

book is grouped

under

the

headings

shown below.

Front

Axle

Page

General Description 7
Service Information 7,9
Specifications 9

Plate 1. Front

Axle

Details 8

Plate 2. Front

Axle

Alignment, Camber and Caster 10

Rear

Axle

General Description 11
Service Information 11, 13A, 13B, 13D
Replacement and Adjustment of Rear

Axle

Ring

Gear and Drive Pinion 13A, 13B, 13D
Specifications 13
Plate 3. Rear

Axle

Details and Alignment 12

Plate 3A. Details of Rear

Axle

Gear Adjustment 13C

Body

General Description 15 21B

Service Information . . . . .. . 17 18 2IB 21D' 21F

Body

Type and Job Numbers for "B" Series Cars .' ' ' 19

Body

Type and Job Numbers for "C" Series Cars 21A

Body

Type and Job Numbers 19
Plate 4. Door Window Details and Windshield Adjustmsnt 14

Plate 5. Body Mounting and Door Details .. .. . ... 16

Plate 6. Location and Type of Moulding Fastenings—Fisher and Fleetwood Bodies. . . .... 20

Plate 7. Location and Type of Moulding Fastenings—Fleetwood Bodies ... 21
Plate 7A. Front Door Details—"C" Series Cars 21C

Plate 7B. Rear Door and Rear

Quarter

Window Details—"C" Series Cars.21E

Brakes

General Description 23, 27B
Service Information 23, 25, 27B
Specifications 25
Plate 8. Brake Connections and Adjustments 22
Plate 9. Brake Assister Adjustments, Cadillac 370-B and 452-B 24

Plate 10. Diagrams Showing Operation of Vacuum Brake Assister, Cadillac 370-B and 452-B 26

Plate 11. Brake Details and Adjustments 27
Plate 11A. Diagrams Showing Operations of Vacuum Brake Assister—Cadillac 355-C—LaSalle 345-C 27A
Plate 11B. Brake Assister Adjustments—Cadillac 3 5

5-C—LaSalle

345-C 27B

Clutch

General Description 29 31
Service Information 3135
Specifications ' ,

?

Plate 12. Clutch Details '. '28
Plate 13. Adjustment of Clutch Pedal Control and Driven Disc Details.. 30
Plate 14. Power Clutch Control Adjustments 32
Plate 15. Accelerator Pedal Adjustment and Power Cylinder and Control Valve Details33
Plate 16. Diagram Showing Operation of Power Clutch Control 34

August

1933

6

Contents

Cooling

System

ge

General Description - . . 37
Service Information 37
Specifications 39
Plate 17.

Cooling

System Details ' .. 35

Plate 18. Water Pump Details and Drive Adjustments - 38

Electrical

System

General Description 41, 43, 5OA
Service Information 43, 50A
Specifications 45, 47
Plate 19.

Generator

and Starting Motor Details 40
Plate 20. Circuit Control Box and Horn Adjustments 42
Plate 21. Ignition Distributor 44
Plate 22. Ignition Timing 46
Plate 23. LaSalle 345-B

Wiring

Diagram 48

Plate 24. Cadillac 355-B, 370-B and 452-B

Wiring

Diagram 49

Plate 25. Ignition

Wiring

Diagrams 50

PlateUA.

Ignition Timing—Cadillac 355-C and LaSalle 345-C Using Type 661-P Distributor JOB

Engine

General Description 51
Service Information 51, 53, 55, 67A, b7B, 68
Specifications 57, 59, 61, 63

Engine

Speeds

55

Table of Cylinder

Heads

and

Gaskets

67

A

Plate 26. Sectional Views of Cadillac 355-B Engine,

Typical

of LaSalle 345-B 52

Plate 27. Bottom

View

of Engine and Valve Details, Cadillac 355-B, LaSalle 345-B 54

Plate 28.

Generator

and Water Pump

Drive,

Cadillac 355-B, LaSalle 345-B 56

Plate 29. Cross-sectional

View

of Cadillac 370-B,

Typical

of Cadillac 452-B

except

number

of Cylinders 58

Plate 30. Bottom

View

of Engine and Cylinder Details, Cadillac 370-B and 452-B 60
Plate 31. Valve Details, Cadillac 370-B and 452-B 62
Plate 32. Front End

Drive,

Cadillac 370-B and 452B 64
Plate 33. Piston and Connecting Rod, Vacuum Pump and Engine Mounting 65
Plate 34.

Oiling

System, Cadillac 355-B, LaSalle 345-B 66

Plate 35.

Oiling

System, Cadillac 452-B,

Typical

of 370-B 67

Exhaust

System

General Description 69
Service Information -. 69
Plate 36. Exhaust System Details 69A

Fenders

Plate 36A. Front Fender Tie Rods—"C" Series Cars 69B

Frame

General Description 71

Specifications 71
Plate 37. Frame Alignment 70

Gasoline

System

General Description 73, 75
Service Information 75, 77
Specifications 77
Plate 38. Carburetor Details and Adjustment and

Intake

Muffler,

Cadillac 355-B, LaSalle 345-B 72
Plate 39. Carburetor Details and Adjustment Cadillac 370-B and 452-B 74
Plate 40. Fuel Pump and Carburetor Air Cleaner 76

August

1933

Contents

___

Lighting

System

Pa

s

e

General Description 79, 81
Service Information °J
Specifications 7a

Plate 41. Lamp Details 78
Plate 42.

SUPER-SAFE

Lamp Bulb and Focusing Charts 80

Lubrication

Service Information S3
Specifications 83

Engine Oil Recommendations

8

^

Changes

for "B" Series Lubrication Charts for "C" Series Cars 85

Plate 43. Lubrication Schedule and Record Card, Cadillac 355-B,

Typical

of LaSalle 345-B 84

Plate 44. Lubrication Chart, Cadillac 355-B,

Typical

of LaSalle 345-B 86

Plate 45. Lubrication Schedule and Record Card, Cadillac 370-B,

Typical

of 452-B 87

Plate 46. Lubrication Chart, Cadillac 370-B,

Typical

of 452-B 88

Springs

and

Shock

Absorbers

General Description 89, 92A
Service Information 89, 92A

Specifications 91
Chart Showing Interchangeability of

"B"

and "C"

Series

Shock Absorbers 92B
Plate 47. Modulator and Spring Shackles 90
Plate 48. Shock Absorbers and Control 92
Plate 48A. Shock Absorbers—"C" Series Cars 92A

Steering

Gear

93

General Description gy
Service Information • g-j 95
Specifications '0.4
Plate 49. Steering Gear and Connections

%

Plate 50. Steering Gear Adjustments

Transmission

General Description 97
Service Information 97 j

q^a

Specifications 99 101
Speedometer

Pinion Chart ! ioi! 103

Plate 51. Sectional

View

of Transmission,

Typical

of all Models \ 98

Plate 52. Transmission Synchronizing Mechanism

[.........

100

Plate 53. Transmission Adjustments 102
Plate 54. Removal and Disassembly of Transmission 104
Plate 55. Disassembly of Transmission ' 1C5
Plate 56. Dissassembly of Transmission 106
Plate 56A. Adjustment of Gear Shift Lever 106A

Wheels,

Rims

and

Tires

107

General Description \0bB 107
Service Information ' jq

Q

Specifications ma

Plate 57. Wheel and Rim Details (V°
Plate 58. Removing Tire from Drop Center Rim V
Plate 59. Installing Tire on Drop Center Rim

August

1933

Supplementary Introduction

'

I 'HE

information

presented in the

Cadillac-LaSalle

"B" series Shop

Manual

will

in nearly all instances apply to the "C" series cars

.;

There are, however, certain

cases

where the construction, adjustment

or

specification

of a "C" series unit differs

from

the corresponding "B"

series unit.

In

order to make the "B" Shop

Manual

fully

applicable to the "C"

series cars as

well

as the "B" series, supplementary

pages

have been

issued

for insertion in the "B" manuals.

While

these

pages

are pre-

sented

primarily

to cover the differences in the "C" series cars, they

also

contain new

information

on the

"B"

series as

well

as the

"A"

series

cars.

The

supplementary

pages

can be

identified

by the

date

"August

1933"

printed in the

lower

margin close to the

binding

edge.

7

FRONT

AXLE

FILE

General

Description - .

bit

A-w

The front axles used on

Cadillac

and

LaSalle

cars are of the reverse

Elliot

type. They are ol

the

same

general construction, but differ slightly

in

minor details. The

345-B,

355-B and 370-B

axles are identical but differ from the 452-B axle

in

dimensions and the drop of the I-beam. The

452-B

steering arms are also slightly longer

because

of the larger brakes and for this reason

the cross rod is shorter than on the other models

The steering knuckles pivot on adjustable

ball
bearings at both the top and the bottom. The
lower

bearing

takes

the combined

thrust

and
radial

load and the upper one

takes

radial load

only.

The knuckle bolts and bearings are entirely

outside of the brake dust shields. This construe-

of

"tease

tion

prevents any possibility

knuckles

getting on the brakes

The front wheels are also carried on

ball

hear-

ings

which

are adjustable.

The steering cross-rod joints are of the

ball

and

socket type. The joints are fitted to a definite

tightness

because

friction

at this point has an

important effect in steadying the (ront wheels.

That is, the point of contact between the pivot

and the

seats,

together

with

the heavy springs

for

holding the

seats

against the pivot, makes it

possible to control the

friction

at the joint so as

to absorb road shock without causing hard steering.

The service operations and adjustments of the

front axle are the

same

on all cars.

Service

Information

1. Caster

Angle

The caster angle on all models is 2½ to 3½°. Wedge plates
are to be used when necessary between the front springs and
the spring

seats

on the I-beam to give this

caster.

Test the caster

with

a suitable

gauge

with

the car on a

level

floor

to determine the correct wedge plate to use. Place

the thick

edge

of the plate toward the

rear.

The

following

wedge plates may be secured from the factory

Parts

Division

:

1°

Wedge Plate—Part No. 873787

1½°

Wedge Plate—Part No. 876813

2.

Straightening Bent Parts

Because of their location, the

parts

of the front axle are

more subject to damage by accident than any other

part

of
the chassis. Front: axle service, therefore, involves the inspec­tion

of

parts

for alignment and possible straightening.

Heat-treated

parts

should not be straightened if they are
sprung out of alignment more than 5°. To straighten such
parts

while

cold

is

likely

to result in strains and sometimes in

cracks not

visible

to the naked eye. Straightening

with

heat

destroys the effect of previous

heat

treatment

and may result

either in overheating, making the steel soft and weak, or

in

underhe;iring

which

will

make it brittle and easily broken.

Parts

which

are not

heat-treated

may be straightened

cold

if

not sprung out of alignment more than 10°.

Welding

of

pans

subjected to severe strain should'never

bo permitted. A welded

part

is never as strong as the

original,

unbroken metal and the

heat

required for the welding process

changes the structure of the metal around the

weld,

making

it

coarse and/weak". '

3.

SteejrjiW|*Ci^sSTh}d

Joint Adjustment

The tightness of the cross-rod joint should be such

that

a

pull

of 10 to 18 pounds at the end of a 6-in. wrench is necessary

to turn the pivot in the socket. This

test

is made by discon­necting the pivot from the steering arm, reinstalling the retain­ing

nut on the pivot and turning the pivot

with

a wrench as

shown

in Fig. 3, Plate 1. The pivot should be

well

lubricated

when

making this

test.

If

the spring tension is insufficient, it can be adjusted by

installing

thin shims under the take-up spring.

4. Stop Screw Adjustment
The left-hand stop screw should be adjusted to keep the

inner

wall

of the tire % to % in. away from the steering con-

necting rod.

Prior

to steering gear units I

1-125(5

on the 345-B and 12-1245

on

the 355-B and

370-B, a greater

clearance may be necessary

in

order to prevent the sector from bottoming against the

housing

in the steering gear when turning to the left. 1 he

left-hand stop screw should be adjusted so

that

it. comes into

play

just before the sector bottoms in the housing, making

sure

that

the clearance is not less than

that

specified above.

The right-hand stop screw should be adjusted to give a

clearance of not less than 2¾' in. between the

lire

and the

frame oh' all cars.

8

FRONT

AXLE

Broke Cable

Cam

lever,.

Wheel

Hub

Wheel

Bearings

Adjusting

Plug

/

rake ievor

Fig.

2

Rear

side

of

dust shield

showing

brake

connections

Steering Knuckle

^Steering Knuckle

Arm

I beam

Check

knvckle

bearing adfusf-

ment

by

lifting wheel

up and

down with

bar.

Tighten

adjust-

ing plug only enough

to

eliminate

ptay.

Adjust toe-m

by

turning cross

rod.

^Install thin shims under spring

if

spring tension

is

insufficient.

Fig-

J

Sectional

View

of

Front

Wheel,

Hub and

Steering

Knuckle.

Typical

of all

models.

Fig.

3

/ Testing tightness

of

steering

cross

rod joint

with

spring

scale.

A pull

of at

loast

!0 pounds

should

be

neccs

sary

to to:n

pivot

1

10

18 lb:

Plate 1.

Front Axle

Details

9

FRONT

AXLE—Service

Information—Specifications

5.

Steering

Knuckle Bearing

Adjustment

The adjustment

of the

steering knuckle bearings

can be

checked

by

lifting

the

wheel

up

and down

with a bar.

In

case

of

looseness,

the

adjusting plug should

be

tightened.

Use a

wrench

with a handle

12 to 15 in.

long

and

tighten

the ad-

justing

plug

as

tight

as

possible

by

hand.

Do not

loosen

the

adjustment except

to

eliminate binding

in the

steering.

6.

Front

Wheel

Bearing

Adjustment

The procedure

to

follow

in

adjusting

the

front wheel

bear-

ings

is

first

to

make

sure

that

the

wheel

is

all

the

way

on the

spindle.

Then tighten

the

adjusting

nut as

tight

as

possible

by

hand using a wrench

with a handle

12 to 15

in.

long,

after

which

back

off the nut one

third turn

or two

flats.

If the

locking

device cannot

be

placed

in

position without changing

the adjustment, tighten instead

of

loosen

the

adjusting

nut

until

it

can

be

secured

with

the

locking

device.

It is

preferable

to have

the

adjustment

on the

tight side

rather

than

the

loose

side provided

it is not

necessary

to

tighten

the nut

more than

one

half

the

distance

to the

next cotter pin slot.

It

is

also a good plan

to

turn

the

wheels toward

the

right

side when adjusting

the

left wheel bearings

and

toward

the

left

side when adjusting

the

right wheel bearings

to

assure

full

release

of the

brakes.

CAUTION:

When adjusting

the

front wheel bearings, care

should

be

taken

not to

mistake play

in the

knuckle bolts

for

play

in the

wheel bearings.

Specifications

LaSalle

Cadillac

345-B

355-B

370-B

452-B

H-l"

1½°

M-i°

1½

0

5i-l°

1½°

1½°

7¾"

99½°

8^-8½°

99¾°

8M-8H°

7¾°

99M°

8^-8½°

7¾

0

99¼°

2H-3

H°

90°

2^-3½°

90°

2^-3½°

90°

2^-3½°

90°

.½°

l

A°

m"

8¾"

8¾"

w

200-225

I

j

2 a if

1 32
|

200-225

I

i

w

j

200-225

i

2.1»

32

200-225

i

.010"

10-18 lbs.

.010"

10-18 lbs.

i

i

.010"

1

10-18 lbs.

r

.010"

10-18 lbs.

'

Vs-%"

!

I

1 H-Vb"

1 3

If

T

ti~

1 6

j

16-16

i

1 JSJ'

16-16

l

_3_"

16"

16

59¾"

59¾"

59¾"

59¾"

Subject

and

Remarks

Camber

of

front wheel (angle

with

vertical), Fig. 1 Plate 2—

With

car

weight

on

wheels

With

car

weight off wheels

Angle

between steering knuckle bolt and vertical—

With

car

weight

on

wheels

With

car

weight off wheels

Angle

between steering knuckle bolt

and

wheel spindle.

Caster angle (See Note

1)

Angle

between spring

scats

and

vertical plane

of

I-beam

I-beam twist—allowable variation between

ends

(misalign-

ment between steering knuckle bolts) (Sec Note 2),..

..

Road

clearance under front axle

Measure

with

new lires

inflated

to

40-45

lbs. and no load

in car.

Steering cross-rod

end

spring—

Free length
Compression

in

pounds when compressed

to in

Springs

must

not

show

any set

when

compressed

with

coils

touching.

Steering cross-rod joint—•

Adjustment (See Note

3),

Fig.

1,

Plate

1

Pivot

balls

out of

round—worn

limit,

not

over

Pull

necessary

to

turn pivot in socket (See

Fig.

3,

Plate

1)

Steering knuckle bearing adjustment (See Note

5)

Stop screw adjustment (clearance between tire

and

nearest

point

of

possible interference) (See Note

4)

Toe-in

of

front wheels, Fig.

7,

Plate

2
Tread
Type

Unit

number location

All

models—On

top of

R. H. spring pad.

Wheel

bearing adjustment (See Note

6)

Reverse

Elliot

Reverse

Elliot ! Reverse

Elliot

Reverse

Elliot

August

1933

10

FRONT

AXLE

(Camber

a J

Angle) A^

Cliff

Wheel

Spindle

Cenfer

/ine of

knuckle

pin

Fig.

3

Fronf

Wheel Caster

Check

with

caster gauge

on

level

floor.

All

wheels must

be

same

dis-

tance

off

floor.

Caster angle

can be

changed

by

inserting wedge plate

between

I-beam

and

spring

with

thick edge toward

rear.

Fig.

1

Elements

of

Fronf Wheel Camber.

Check camber

with

camber gauge

on

level

floor.

Adjust height

of

hubs

by al-

tering tire pressure.

Fig.

2

Fig.

4

Checking

steering knuckle

pin

angle Checking angle

of

steering

knuckle

pin

with

spring seat

Fig.

6

R. H.

Steering Knuckle

Arm.

L. H.

Steering Knuckle

Arm.

Fig.

7

Front Wheel Alignment

(toe-in)

Check

with

front wheel aligning

gauge.

Adjust by

turning steering cross

rod.

Front

Axle

Specifications

345-B 355-B

(Except

156 in.

W.B.)

370-B

(Except

156 in. W.B.)

355-B,

370-B

(156 in.

W.B.)

452-B

A-B-C

See "Camber"

under

"Specifications,"

Page

9 for

these

dimensions

D-E

"D"

should

be }| in.

less

than

"E"

F

23^-3½°

23^-3½°

|

2^-3½°

2J_-3J_°

G-H

"G"

should equal "H"

I

6,¾"

6*»

6A"

6¾"

J

2 9'/

32 32

w

K

W

2 9

If

~f

w

w w

L

1H'

ltt*

\w

2ts"

2

A"

M

7¼"

7½"

7½"

OS/'

N

2 9 it

3 2

29

"

3 2

2 9

"

"32

w/

1½"

O

11"

j

a

JJ-."

1

1

"

"i

*>

1 5"

32

15"

3 2

P-Q

"P"

should

be

y6—1¾

in.

less

than

"Q"

measured

against

tire side

wall 8 in.

above

floor.

Plate 2.

Front

Axle

Alignment,

Camber

and

Caster

Aukusi

1933

11

REAR

AXLE

General

Description

Cadillac

and

LaSalle

rear

axles are of the

three-

quarter

floating type. They are similar in con-

struction but differ somewhat in dimensions and

in

gear

ratios.

The construction of the

rear

axle for the 345-B,

3 5 5-B and 370-B

cars

is identical with the excep-

tion

of the

gear

ratio. The 370-B ratios are

slightly

lower than the corresponding ratios for

the 345-B and 355-B.

The 452-B

rear

axle is of the

same

design as

that

of the other models but the

gear

ratios are
different and the axle is somewhat larger to
accommodate the heavier car.

The

rear

axle housing on all models is of the

banjo type and carries not only the driving

parts

but also the

rear

brake mechanism. It is designed

for

underslung springs.

The differential is of the two-pinion type with

bronze washers to

take

the

thrust

of the side

gears

and the differential pinions.

The differential is carried on tapered roller

bearings while

ball

bearings are used for the

driving

pinion.

The differential carrier is reinforced by a plate

installed

between the differential cover and the
axle housing and fitting over the cap bolts. This
reinforcement acids considerably to the

rigidity

of

the differential carrier.

The driving

thrust

of the

rear

axle is

trans-

mitted through the

torque

tube

to the

ball

and

socket joint which is attached to the

rear

end of

the transmission.

The axle

shafts

are keyed to the driving

hubs

to which the wheels are bolted. This

arrangement

allows

the use of a single annular type

ball

bear-

ing

in each

rear

wheel to

take

the load. This con-

struction is typical of the

three-quarter

floating

principle.

Baffle

plates

are used in the axle housing to keep

excessive lubricant from getting into the wheel

bearings. Two baffles are used for each shaft,

one

near

each end. There is also a threaded

bushing in the outer end of each housing

tube

which

functions as an oil return.

The service operations and

adjustments

of the

rear

axle are the

same

on all models.

Service

Information

1. Differential Carrier Installation

Before

differential carrier assemblies are shipped by the

Parts

Division,

all lubricant is washed out of the bearings-

It is important, therefore, to lubricate the pinion shaft

bear­ings before the assembly is installed, or they are liable to be
damaged before the differential lubricant works its way up
to them.

Place

assembly on end with

gears

up, and pour

about

a

pint of differential lubricant on the pinion. Leave the assem-

bly

in this position

until

the lubricant has run down through
the back bearing and has thoroughly lubricated the front
bearing. The assembly is now ready for installation.

After

installation, the differential

case

should, of course, be

filled

to the proper

level.

2.

Gear Adjustment

•

The pinion and ring

gear

are properly adjusted at the

factory, and this

adjustment

should not be changed. II

adjustments

or replacements are ever necessary, the entire

differential

carrier assembly should be replaced and the old

one,

together

with its original shims,

sent

to the Factory

Parts

Division

for exchange.

Use

a Puller

(Tool

No. I-IM 1094(14) when removing the
propeller shaft from the pinion shaft. Do not use a hammer
in

removing the shaft or the pinion shaft may be damaged.

12

REAR

AXLE

Differential

Pinion Shaft

Ring

Gear

Differentia/

Pinions

Propeller

Shaft

Rivet

"A"

and "B"

when housing « right side

up

should

C"

should equal

"D"

when either fare

of

housing

is

down.

equal

"A"

and "8"

wficn

housing

is

up'Sith: down

fig. 2

Rear

Axle Housing on V

Blocks

for Testing

.Rivet

Rollei

Bearing

Tig. 3

Sectional Ww of

Jerque

/ubc one/ Propeller

Shrift

Exten-

sion for 156 ./) W.B. Gi/>-Cod;7.

!

uc 3 55 8 one/ 370 8

Plate

3.

Rear

Axle

Details

and

Alignment

13

REAR

AXLE—Specifications

LaSalle

Cadillac

Subject

and

Remarks

345-B

355-B

370-B

452-B

Use front wheel alignment gauge

to

check alignment

of

rear wheels

A"

A'

A"

A"

33A"

33A"

33

A"

33A"

35¾"

35H"

35¾"

35M"

A"

i

it

A"

A"

Gear

adjustment

or

replacement

(See

Note

2)

Gear ratios—

4.36

: 1

4.60

: 1

4.36

: 1

4.60

: 1

4.60

: 1

4.80

: 1

4.31

: 1

4.64

: 1

See Lubrication Section

Propeller

shaft

length (overall)—

55 W
61¾"

55 W
61¾"

55 W
61¾"

59A"

65

A"

54A"

59A"

65

A"

60A" 60A"

60*' 60*'

.010"

.010"

.010"

.010"

Propeller

shaft,

side

clearance

between

splines

and hub of

universal joint

.001-.005"

.006"

.001-.005"

.006"

.001-.005"

.006"

.001-.005

.006"

To

be

measured with tires inflated

to 40 lbs. and no

load

in

car.

7%"

8½"

8H"

61"

61"

61"

|

61"

%

Fit.

%F!t.

%

Fit.

H Fit.

All

models—-Rear

surface

of

housing

at

lower

R. H.

side

_

13A

REAR

AXLE—Service

Information

3.

Installation

of Pinion

Shaft

Oil

Retainer

Late

"C" series cars have an oil retainer on the

pinion

shaft

between the torque

tube

and the differential carrier to prevent

the rear axle lubricant

frcm

leaking into the torque

tube

and

eventually into the transmission in localities where

steep

grades

are common. The retainer assembly consists of a

double plate spot welded at two points containing a felt

washer, and a bearing retaining nut

with

a spiral oil return
groove cut in the outer surface. Cars having this oil retainer
can

be identified by an inspection of the rear axle as the re-

tainer if used

will

be

plainly

visible

between the torque

tube

and the front end of the differential carrier.

This

retainer assembly, Part No. 1081881, and bearing re-

taining

nut, Part No. 891890, may be installed on early "C"

series and "B" series cars. To

install

the retainer first re-

move the rear axle assembly from the car, and then remove

the torque

tube

and propellor shaft from the axle assembly.

Remove

both bearing retaining nuts,

locking

washer and

thrower washer from the front end of the

pinion

shaft.

Dis-

card

the wide retaining nut and oil thrower washer, but save

the narrow

locking

nut and the

locking

washer.

Place

a few drops of oil on the felt washer and

install

the

retainer

with

the

well

containing the felt extending toward

the front of the car as shown Plate 3-A. Next,

install

the

bearing retaining nut on the

pinion

shaft

with

the hexagonal

shoulder toward the front of the car, then

install

the

locking

washer and

locking

nut on the front end of the

pinion

shaft.

The propellor shaft and torque

tube

may then be assembled

and the axle installed in the car.

Replacement

and

Adjustment

of Rear Axle Ring Gear and Drive Pinion

In

order to

assure

quiet operation and long

life

of

Cadillac

and

LaSalle

rear axles, it has been the practice of the

Cadillac

Motor

Car Co. to handle

all

replacement and adjustment opera-

tions on the ring gear and drive

pinion

on an exchange basis.

This

was done to insure such accuracy as

could

be maintained

only

by careful matching of.

parts

from a sufficiently large
stock. Improvements in materials and in gear cutting methods
have, however, made it possible to produce rear axle

gears

that

can

be satisfactorily serviced in the

field.

Accordingly

the

Factory

Parts

Division

are now supplying ring

gears

and

pinions

in matched

sets

for service on V-8 and V-12 both "B"

and "C" series cars.

While

the practice of replacing the differential carrier

assembly has been discontinued on

these

car models it is

still

in

effect on the V-16. In

case

the rear axle

gears

need re-

placing

or adjusting on V-16 cars, the entire differential
carrier assembly should be replaced and the old one returned
to the factory on the regular exchange basis as in the

past.

When

the ring gear and drive

pinion

are replaced on the V-8

and V-12 cars, the double-row

ball

bearing on the front end

of

the drive

pinion

shaft should also be replaced. Experience

has proved

that

trouble may develop from wear on this

bear-

ing,

whenever the

gears

are worn sufficiently to require re-

placement, if the bearing is not replaced at the

same

time the

gear replacement is made.

It is also advisable to replace the cork gasket on the retainer

for

the front

pinion

bearing and, in cars

which

have the late
type axle oil retainer, the felt washer should be replaced. In
this connection, whenever the axle is down for inspection or
replacement of gears, the retainer nut should be inspected and
the grooved type installed whenever the

plain

type is found.

Complete

instructions for replacing and adjusting the rear

axle

gears

on V-8 and V-12 cars are given below:

Removal

and

Disassembly

The replacement of the rear axle ring gear and drive

pinion
necessarily requires the removal and disassembly of the
differential

gear assembly. 1 o remove this unit, it is necessary

first

to remove the rear axle assembly from under the car.

Then

the axle shafts, the torque tube, the propeller shaft, the

differential

cover and reinforcement plate are removed, after

which

the differential gear assembly is dismounted or taken

off

of the differential carrier. See big. 1, Plate 5A.

The differential gear assembly is disassembled in the

follow-

ing

order:

1. Remove caps for differential side bearings and take out

adjuster rings.

2.

Remove differential unit.

3.

Remove ring gear from differential

case

and gear mount.

4. Remove drive

pinion,

bearings, front bearing retainer

and bearing spacer.

NOTE—Do

not lose or damage the shims between the front

bearing retainer and the front end of the differ-

ential

carrier.

5. Wash

parts

in gasoline or kerosine and dry

with

air

after

which

check all

parts

carefully.

The differential pinions and side

gears

may be removed

simply

by removing the retaining screw in the

pinion

shaft

and

driving

out this shaft. It is not necessary to remove

these

gears, however, for replacing the ring gear and drive

pinion.

Examine

the bearings, the bearing mounts, and the differ

ential

gears. They should be smooth, free from pits and the

gears

and bearings should not be chipped or broken.

The flange of the differential

case

should also be checked for

wobble

and eccentricity: it should run

true

laterally and

radially

within

.001 in. or .004 in. when

tested

on the back of

the ring

gear.

A convenient way of making this

test

is to in-

stall

the differential

case

and bearings in position in the carrier

and check the flange

with a dial

indicator clamped to the

carrier or bearing cap

studs

using holder

HM91220.

The hubs of the differential side

gears

should have no more
than .005 in. radial clearance in the differential case. End­play

in

these

gears

should not exceed .020 in.

The two differential

pinion

gears

should have a clearance of

not more than .010 in. on the

pinion

shaft and not more than

.020 in backlash

with

the side gears.

Reassembly and Installation

Reassembly of the differential gear assembly is accomplished

in

the

following

order:

1. Install

ball

bearings, bearing spacer, front bearing re-

tainer and bearing retaining

nuts

on drive

pinion

shaft, being

sure

to get the retainer back of the front bearing and

with

this

bearing fitted in the cup of the retainer.

August

1933

13B

REAR

AXLE—Service

Information

2.

Install drive

pinion

and bearings in differential carrier,

being

sure

to

install

the spacing shims between the front

bearing retainer and the front end of the differential carrier.

Make

an

initial

adjustment on the drive

pinion

as explained

in

section "Adjustment of

Drive

Pinion."

Tighten bearing

retaining

nuts

on the front end of the drive

pinion

shaft and

lock

them in position.

NOTE—Lubricate

the drive

pinion

bearings when installing

them to insure

initial

lubrication.

3.

Install differential side

gears

and pinions (provided

these

gears

were removed).

4. Install ring gear on differential case. Tighten retaining

screws securely using an 18-inch wrench and

lock

with

wire.

Wire

two screws

together,

installing the wire in such a way

that

tension of the wire on the screws

will

tend to tighten the

screws

rather

than loosen them.

5. Install differential unit in position in differential carrier,

after

which

install

the adjuster rings and the bearing caps.

6.

Make

initial

adjustment of gear mesh. See section

"Adjustment of

Ring

Gear."

7. Install the axle shafts, lubricating the felt washers in

the wheel.

8. Install rear axle under car.

9. Adjust gear mesh as explained under "Testing

Ring

Gear

for Proper Tooth Contact."

10.

Install reinforcement plate, differential cover and

fill

differential

to proper

level

with

recommended transmission

and rear axle lubricant.

Adjustment

of Gear Mesh

In

the design of the rear axle provision is made for adjusting

the drive

pinion

and ring gear so

that

the

teeth

may be meshed

correctly,

and for

locking

all adjustments securely.

Ordinarily

old

gears

that

have been running noisy for some time cannot

be adjusted satisfactorily to eliminate the noise. In such

cases

it is necessary to replace the

gears

with

new ones.

A

ring gear and drive

pinion

are shown in Fig. 3 Plate 3A,

set in the proper running position, and in this position all

tooth dimensions, theoretically, converge to cone

centers

Fig.

1. Checking

adjustment

of

differ-

ential

side

bearings.

A pull of 8 to 10

pounds

should

be required to turn the

ring

gear.

Fig.

2. Checking

backlash

between

ring

gear

and

drive

pinion

with

dial

indicator

and

holder,

Tool No.

HM-91220.

Back-

lash

should

be .004 to .012 in.

"A."

In this position, only the pitch lines of the ring gear

and drive

pinion

coincide; and although all other proportions

of

tooth

shape

converge toward the cone

centers

of the gears,

they are in no place parallel to the pitch

line.

It is, therefore, evident

that

the shifting of

gears

from the
correct position, results in throwing the pitch lines out of
parallel

and changing the contact of the gear and

pinion

from

a

full

contact toward either the toe or the heel of the ring

gear.

(Sec

Figs.

5 and 6, Plate 3A.) If the ring gear is moved away

from

the drive

pinion

the contact is moved toward the heel;

i

f the gear is moved closer to the

pinion,

the contact is moved

toward the toe of the gear

teeth.

The reason for this is

that

when

the ring gear is moved away from the

pinion

the heel of

the tooth

will

be last in mesh. I f the gear is moved toward the

pinion,

the backlash or clearance is first taken up at the toe.

Before

an

attempt

is made to adjust the gear mesh, the rear

axle

lubricant should be drained and the

gears

cleaned.

Adjustment

of Drive Pinion

An

initial

adjustment is made on the drive

pinion

when

putting the differential and

pinion

assembly

together

by in-

stalling

the proper number of shims between the front

pinion

bearing retainer and the front end of the differential carrier
use sufficient shims to give a total thickness of .075 to .090 in.
These shims are supplied by the Factory Parts

Division

in

thickness of .010 in., .015 in., and .035 in.

The

final

adjustment of the drive

pinion

is made according

to the tooth contact as explained under "Testing

Ring

Gear

for

Proper Tooth Contact. '

Adjustment

of

Differential

Side

Bearings

To

adjust the differential side bearings, it is necessary first

to remove the

locking

plates for the adjuster rings and to

loosen

the bearing caps

slightly.

The

adjusters

are then

turned, using tool No. hM72799 to tighten the bearings so

that

a

pull

of 8 to 10 pounds, measured at the circumference of the

ring

gear,

is required to turn this

gear.

This

test

can be made

with

a spring scale hooked on one of the ring gear

teeth

as

shown

in Tig. 1 on this page. An

initial

pull

of about 15

pounds

will

be required to

start

the

gear,

but as soon as it is

started the

pull

should drop to 8 to 10 pounds.

After

the adjustment is completed, the bearing caps must

be tightened and the

locking

plates installed.

August

1933

13C

REAR

AXLE

Torque

Tube

Oil

Retainer

Cork

Gasket,

Bearing Retainer

Spacer

Differential Carrier

Propeller Shaft

Rivet

ved Retaining

Nui

ims

Drive Pinion Bearings

Drive Pinion

Differential

Case

and

Gear

Mounf

Differential

Side Gear

Axle

Housing^

IS

Locking

Plate

Differential

Pinion

Ring

Gear

Retaining

Screws

Fig. 1

Axle

Gear Assembly

Differential

Side Bearing

Adjuster Ring

MF^8*1^-^

Axle Shaft

Bearing

Cap

Shaft Retaining

Screw

Differential Pinion Shaft

Ring Gear

Backlash-

Fig. 2

Backlash between drive pinion
and

ring

gear

should

be .004

to .012 in.Check

with

dial

indi-

cator

Pitch Line

Face Contact - Ring Gear Tooth.

Correcf

by moving drive pinion

toward ring gear

Ring Gear

Pitch Lines

Ring

Gear

(b)

Reverse

(a)

Driving

Fig.

3-Correcf

Ring Gear Tooth Contact

(a) Driving

(b) Reverse

Pitch Lines

Fig. 5-Excessive Toe Contact — Ring Gear Tooth

To

correct contact increase backlash between gears(keeping

it under .012

in.) by

moving ring gear

away

from drive pinion

Flank

Contact -

Ring

Gear Tooth.

Correct by

moving drive pinion

away

from ring gear

Fig. 4

To

change profile contact

on

ring gear

teeth,

move pinion endwise

by

installing

shims

of

different thickness between

front pinion bearing retainer

and

front

end

of

differential carrier

(a) Driving

(bj Reverse

Fig. 6-Excessive Heel Contact — Ring Gear Tooth

To

correct contact decrease backlash between gears(keeping

it over

.004 in.) by

moving ring gear toward drive pinion

Plate

3A.

Details of

Rear

Axle

Gear

Adjustment

August

1933

13D

REAR

AXLE—Service

Information

Adjustment

of Ring Gear

The

adjustment of the

ring

gear is made by

moving

the ring

gear and differential case sideways.

This

is accomplished by

turning

the adjuster rings (Use

Tool

No.

HM72799)

for the

differential

side bearings an equal amount as required.

Although

the

ring

gear tooth contact is the next important

consideration,

the backlash should be checked before checking

for

tooth contact, as both backlash and tooth contact are

controlled

by the same adjustment and backlash must be kept

within

the

specified

limits

of .004 to .012 in.

while

adjusting

the tooth contact.

When

checking the backlash the axle shafts should be

pulled

out of the differential side gears and the drive

pinion

held
stationary. The amount of backlash can be measured by
means of a

dial

indicator

with

holder,

tool

No.

HM91220,

clamped

to the axle housing and in contact

with

a tooth on

the

ring

gear as shown in

Fig.

2, page 13B. If the backlash is

within

these

limits

the gears can be checked for proper mesh-

ing.

Correct

meshing of the

ring

gear and drive

pinion

can best

be determined by painting the

working

surface of the

ring

gear teeth

with

red lead

mixed

with

gasoline as a thinner, or

Prussian

blue as explained under "Testing

Ring

Gear for

Proper

Tooth Contact."

After

the correct position for the

ring

gear is found, the
adjustment of the bearings should be checked. The bearing
caps are then tightened and the

locking

plates and differential

cover

are installed, after

which

the differential should be

properly

lubricated.

.Testing

Ring Gear for Proper Tooth Contact

Correct

meshing of the gears can best be determined by first

painting

the

working

surfaces of the

ring

gear teeth

with

red

lead

thinned

with

gasoline, or Prussian blue, and turning the

ring

gear several revolutions by hand and then noting the

tooth contact obtained on the

ring

gear under

load.

When

the

gears are turned the red lead or Prussian blue is

wiped

off at the

point

where the teeth of the

ring

gear and

pinion

mesh. .

It is important to make this

test

by hand first so

that

art

initial

adjustment can be made if the gears are not correctly

meshed. The tooth

form

may easily be ruined by running the

gears under

load

when not correctly meshed.

To

test

the gear mesh under

load

the rear wheels should be

raised

off the

floor

and

driven

in both directions

with

the

engine. The necessary

load

can be obtained by

applying

the

brakes. Care

should

be

taken

in making

this

test

not

to run the ring

gear

more

than

ten or

twelve

revolutions

at a

time

before

checking

the

tooth

contact.

If the

bearings and gears are in proper adjustment, the lengthwise

tooth contact on the

ring

gear,

which

is the contact along the

length

of the tooth, and the

profile

tooth contact on the ring

gear,

which

is the contact

from

top to bottom of the tooth,

will

appear as shown in Fig. 3, Plate 3A (a) for the forward

speeds and as shown in (b) for the reverse speed.

It

will

be noted

that

the tooth contact for the forward

speeds under

light

load

is at the

small

end or "toe" of the

tooth.

This

is necessary due to spring in the housing and the

bearings under

driving

loads in the forward speeds, under

which

condition the tooth contact

will

shift toward the large

end

or "heel" of the tooth. Under no conditions should the

tooth contact on the

ring

gear under

light

load

be at the heel

of

the tooth, as a heavy

load

on the gears in any of the forward

speeds

would

tend to concentrate the

load

at this point.

In

reverse, the tooth contact does not shift as far toward the

heel

under

loud

as the

driving

contact. It is, therefore, per-

missible

to have the contact on the reverse side more nearly

at the center of the tooth than is the case on the

driving

side.

The

profile

contact, or the contact

from

top to bottom, on

the face and

flank

of the tooth, may appear at any position
throughout the length of the tooth. Por proper meshing of
gears the greater part of the

profile

contact on the

ring

gear

should

be about the middle of the tooth at the

pitch

line

slightly

below the outer edge. Referring to Fig. 3, it

will

be

noted

that

the contact surface for the

ideal

condition extends

only

slightly

below the

pitch

line

and almost to the edge of the

tooth.

If the contact surface favors a lower position on the

flank

of the

ring

gear tooth as is shown in Fig. 4, the

profile
contact is too low. If, on the other hand, the contact surface
is

totally above the

pitch

line

and also shows a decided contact

on

the top point or face of the tooth, the

profile

contact is too

high.

To

correct a low

profile

or

flank

contact, move the drive

pinion

away

from

the

ring

gear.

This

adjustment

will

increase

the backlash and it may be necessary to move the

ring

gear

toward

the drive

pinion

to keep the backlash

within

the

limits.

Changing

the position of the

ring

gear

will

alter the length-

wise

contact on the tooth and to obtain correct tooth contact,

illustrated

in

Fig.

3 (a) and (b), several adjustments for length-

wise

and

profile

contact, may be required.

To

correct a

high

profile

or face contact, move the drive

pinion

toward the

ring

gear.

This

will

decrease the backlash

and

it may be necessary to move the

ring

gear away

from

the

pinion

to maintain the proper amount of backlash. Changing

the position of the

ring

gear

will

change the lengthwise contact

on

the tooth and to obtain a correct tooth contact, illustrated

in

Fig. 3 (a) and (b) several adjustments for lengthwise and

profile

contact may be required.

After

obtaining the proper

tooth contact under

load,

check the backlash to see if it is

within

the

limits.

When

the "toe" contact on both the

driving

and reverse

sides of the tooth is extended too close to the end of the tooth

as shown in

Fig.

5 (a) and (b) respectively, increase the backlash

between the gears, keeping it under .012 in. by

moving

the

ring

gear away

from

the drive

pinion.

This

may also change the

profile

or top-to-bottom contact

slightly

which

should he

changed by adjusting the

pinion.

To

correct an excessive "heel" contact on both the

driving

and

reverse sides of the tooth, illustrated in Fig. 6 (a) and (b)

respectively,

decrease the backlash between the gears, keeping

it

over .004 in. by

moving

the

ring

gear toward the drive

pinion.

This

may change the

profile

contact

slightly

as when

correcting

a "toe" contact,

which

will

also necessitate changing

the

pinion

adjustment.

If

the tooth contact obtained under

load

varies

widely

from

the tooth contact illustrated and described, it

would

indicate

that

the gears are

worn.

In this event, the gears should be

replaced.

August

1933

14

BODY

Invisible

Plates

After

removing the

moulding screws

(the

invis-

ible screws

can be

located

by

running

o

screwdriver up and down the

glass-run

channel),

the

garnish moulding

can be re-

moved

by

pulling

out at the top and

lifting up

if

the

bayonet

type

loclt is

used

or by

re/eas

ing

the

trigger

with a screwdriver

if

the trigger

type

is

used.

See

Plates

6 and 7 for

loco

Hon

and

type

of

fastening.

Screws

Bayonet

Lock

Fig.

I

Garnish moulding removed to show bayonet

locks and invisible

plates.

Spring

Trigger

Fig.

2

Trigger

Lock

To

unlock, move trigger

in

direct/on

indicated

by

arrow

Rubber rollers should

press lightly against glass

Trim

Bow

Regulator Board

•Move roller support
to adjust

pressure

of

rollers

on glass.

(See Note ) )

Fig.

3

Rubber rollers (or holding front

door

glass rigid in open positions.

Adjust

screw to

increase

or de-

crease

tension

of

windshield glass

on

weather strip. Both ends

of

of

regulator board should

be ad-

justed evenly

to

give a weather-

^

proof

fit

across entire base

of

windshield.

Regulator Board

loosen

support
bracket screws
before

adjust-

ing

regulator

board.

Fig.

4

Adjustment

of

Windshield Regulator Board

Before adjusting

the

regulator

board,

remove

the

windshield

moulding, the sun visor and

the

two

screws

on the

right-hand

end of the

header

board. Then loosen the trim, so

that

the screws

in the

support bracket

at

each

end of the

regulator board

will

be accessible.

Plate

4.

Door

Window

Details and

Windshield

Adjustment

BODY

15

General

Description

The

bodies are of the

same

rugged construction

on

both

Cadillac

and

LaSalle

cars but

differ

in

appointments,

trim,

beading and other minor

details.

In

much of the frame-work construction glued

joints

are eliminated and metal brackets are used

to

hold

the wood

parts

in place without touching

each other.

This

arrangement reduces the. possi-

bility

of squeaks.

The

body panels are of one-piece design

with

no

separate

mouldings. The drip mouldings are

stamped into the

roof

rail

panel, forming an

integral

part

of it.

This

construction eliminates

the

possibility

of wood rot, squeaks and Duco

chipping

at

these

points.

The

body is insulated against drumming noise

and engine

heat.

The inside of the

cowl

from

the

dash back to the

pillar,

is covered

with

%-in.

felt

insulation cemented securely in place. To

insulate against engine

heat,

the 345-B body has

yg-in.

insulation inside of the dash,

while

the
other models have 1¼ in. insulation between the
clash

and the "dummy" dash or cover.

Comfort

in the driver's compartment is further

assured by ventilation through a large ventilator

in

the top of the

cowl.

The openings in the toe-

boards for the controls are closed

with

tight

fitting

rubber grommets. There is also a %-in.

felt

pad under all

carpets

and under the front and

rear

seat

cushions. All doors and body panels

have special composition insulation cemented to

the inside of the panels.

The

front

seat

cushion is in two parts,

only

the driver's

half

being adjustable. The adjusting

mechanism

is controlled by a crank.

Marshall

springs are used throughout.

The

body is mounted on rubber shims.

How-

ever thin fabric

pads

are used wherever necessary

for

proper body alignment.

DOORS

Two

hinges are used on each door.

Each

hinge

is

provided

with

two bronze bushings and a

chromium

plated hinge pin.

All-Weather

Phae-

tons

have Fleetwood type barrel hinges,

while

the

hinges on the open models are ail concealed.

1 he dove tails are self-adjusting,

thus

facilitat-

ing

door alignment.

1 he door locks are of such design as to permit

the

locking

of all doors,

including

the right front

door,

from

the inside.

1 o lock

a door

from

the inside the remote con-

trol

handle should be

lifted

up. To prevent the

driver

from

locking

himself

out ail doors are

arranged so

that

the inside

locking

mechanism

is

automatically released by the movement of the

lock

bolt when the door is closed.

To

lock

the car

from

the outside, all doors

except the right front door must first be

locked

from

the inside by

lifting

the remoLe control

handle. The right front door is then

locked

with

the key on the outside in the conventional manner.

"I

he outside door handles are fastened

with

a

set screw through the face of the

lock.

This

screw

is concealed underneath the chromium

plated

lock

escutcheon plate.

The

inside door handles (window regulator
handle, windshield regulator handle and remote
control

handles) are serrated on their shafts and

locked

in place by a

small

plunger located inside

of

the handle hub.

WINDOWS

The

glass in the front doors of all closed cars

operates

between two rubber rollers at the lower
side of the window opening. These windows also
have a vertical guide and do not depend on the
glass run channels for support.

The

glass run channels are made in one piece,

eliminating

the

possibility

of noise at the joints.

The

channels have chromium-plated

edges

and

inserts of special carpet material.

The

garnish mouldings are made in one piece

and are supported

with

invisible

fastenings.

Because

these

fastenings are

invisible,

it is very
necessary to know where they are located on the
various

mouldings before proceeding to remove

the moulding.

In

general the method is to

hold

the bottom

of

the garnish moulding

with a lock

of either the
bayonet or trigger type. The sides and top of
the mouldings on Fleetwood bodies are held by
plates

which

slip

under the glass run channels
and are held by screws through the channels.
On

the Fisher bodies the screws go through the

garnish

moulding and are

plainly

visible.

WINDS I HELD

The

windshields on all closed cars are ol the

VV

type. The side and top windshield garnish

moulding

is in one piece and is held in place by

visible

screws on lusher bodies and

invisible

16

BODY

Chfomiuni

Plated

Hm

qo

Pin

Typical Body Mountings

Tighten body bolt

(ust

enough

to

flatten

lock

washer.

Chock alignment

of doo

during

this operation

Use

thtn fahrtc

shims

on top of

rubber shims when necessary

to

ohgn

doors.

Fig.

2

View

of

door hinge with insert

showing bronze bushings.

Window Regulator Handle

Remote Control Handle

\

Escutcheon

Plate

Fig.

3

Set scrr-w

for

oulsidi- door

/><;,,,.'/.-

i-srutrheon plate

Plate

must

hi- i

umli-

doo,

SeJ'Screw

Fig. 4

Removing

Inside

Door Handle

The

trr.lHe door handles

and

w,nd:,h't.-ler

II-QUIOU

hanrjle

are

serrated

on

their shafts

::nd

tod.*,-!

,

,,lrjce

by o

sn:all plunger

heateJ

,ns„l-

of th

i-ernllu

hub lo

remove

the

hand-u

-.1

>,

ti---f

;:oi

to release

//.,.

phir.rjei

«r.ffl »/>. •:.:1

,*>r,w

ob,ove

Plate

5.

Body

Mounting

and

Door

Details

17

BODY—General

Description—Service Information

plates on Fleetwood bodies. The top and back
panels on both body types are held in place by
invisible

fastenings.

The

windshield cleaner is of the swinging arm

type

with

two arms operated in tandem by a

single

motor on the outside of the windshield

regulator board. The tandem linkage is between
the windshield regulator board and the steel
header.

The

rear

view

mirror is of the ball-joint type

and is fastened to the lower

edge

of the windshield

regulator board on the closed cars.

Service

Information

1.

Adjusting

Window

Guide

Roller

1

he guide rollers at the lower

edge

of the front door

win­dows are adjusted by removing the garnish moulding and
moving

the inside

roller

closer to or farther away

from

the

window

glass. When properly adjusted the

roller

should

press against the glass just enough to

hold

it. If the

roller

is

adjusted so tight

that

it slides instead of turning, the glass

may

be marked. In some

cases

when the

roller

must be

backed

off, it

will

necessitate cutting some material

from

the

garnish

moulding to

allow

sufficient clearance for the roller.

2.

Body

Bolts

for Service

In

order to

minimize

the number of body bolt sizes neces­sary to stock, the body bolts for service are supplied in stand­ard

lengths of 3½, 5½ and 7% inches. Not all bolts used in

production

are of

these

lengths. Therefore, when replacing

body

bolts, it is necessary to measure the old bolts and select

new ones of corresponding lengths or of lengths

nearest

to

that,

of the old bolts. The bolts selected should be

long

enough

to permit proper adjustment

which

is necessary

with

the

rubber body shims.

3.

Care of Top Coverings

The

only

attention required by top coverings, aside

from

periodic

inspection for checks and possible leaks, is an occas-

ional

cleaning

with

clear water.

The

use of top dressings on the top is not recommended,
either to restore the lustre or to prevent leaks. Neither is a
top dressing recommended as a preventive of deterioration,
as most dressings contain some sort of solvent

that

causes

the top covering to deteriorate.

Grease and oil

will

also damage top material. It is im-

portant therefore to

avoid

the use of

oils

of any nature,

including

kerosene, mineral

oils,

vegetable

oils,

animal

oils

or

waxes. For this reason also,

avoid

the use of oil in

elim-

inating

squeaks in the

roof

construction.

4.

Cleaning

Khaki

Top Materials

Top

dressing of any

kind

and cleaning

fluids

containing

oil,

naptha, gasoline, energine, strong chemicals, or any other

liquid

which

will

dissolve rubber, should never be used on

the

khaki

top material of convertible and open models. As

these

tops are made of double texture material impregnated

with

rubber, such preparations

would

disintegrate the rubber

content and

ruin

the fabric.

The

safest cleaning method is to use warm water and a

sponge or brush; if necessary,

ivory

soap may be applied

sparingly,

but care must be taken

that

all the soap is washed

off.

Most

of the

soiled

spots can be cleaned up by using

only

a piece of clean art gum or pure gum rubber.

It is also important to see

that

the top material is thor-

oughly

dry before the top is lowered.

5.

Cleaning

Car Upholstery

Care

must be exercised in cleaning upholstery material

and

floor

carpets used in car interiors. Some ol the fabrics

arc impregnated

with

a rubber backing,

originally

applied as a

solution,

which

binds the nap securely. Use of too much

cleaning

fluid

tends

to dissolve this backing,

thus

loosening

the nap.

lo

avoid

this, cleaning

fluids

should be used sparingly on

any upholstery, especially

pile.

An additional safeguard is the

use of factory-approved

fluids

which

are selected for their

factor

of safety as

well

as for

efficiency

in cleaning.

Water

stains on upholstery material can easily be removed

by

brushing off the material thoroughly and then cleaning it

with a cloth

dampened

with

Cadillac

cleaner. The cleaner

should

be used sparingly. Let the upholstery dry and smooth

over

lightly

with

a very hot

iron

applied through a damp

cloth.

6. Cleaning Chromium-Plated

Parts

While

chromium-plated

parts

do not require repeated

polishing

like

nickel,

they should be cleaned occasionally to

restore the lustre and protect the plating

from

deterioration.

It is particularly important to clean the plated

parts

on

the chassis,

which

are exposed to the road elements. In

winter,

salt and

calcium

chloride, used on the

streets

to remove

ice

,are splashed upon the car, and in summer, the same is

true

of dust-laying chemicals. Frequent cleaning

will

prevent

these

chemicals

from

acting on the plating.

Chromium-plated

parts

which

have been subjected to the

action

of chemicals of this sort may require more than clean-

ing,

depending upon the length of time and the strength of

the chemicals. In such cases,

polishing

with

a good metal

polish

will

usually remove the discoloration and restore the

iustre.

Wiping

with a cloth

dampened in kerosene

will

help to protect the plating

from

further deterioration.

Discoloration

of chromium-plated

parts

under the action

of

chemicals used on roads and pavements, is not an abnormal

condition

and is not an indication of defective plating.

7. Door Bumper

Adjustment

Adjustment

of the doors is made by means of different
lengths of rubber bumpers. Three lengths of bumpers are
available

and can be used interchangeably as necessary to

suit

each

individual

case.

On

the first cars shipped, no bumper plates are provided

on

the doors and the

following

bumpers must be used:

Identification

Number

l-irst-tvpe

Bumper on Bumper Part No.

Short

bumper

I

OVA

400233«

Medium

bumper 107C 40235b8

Long

bumper 107B 4024073

Later

cars have bumper plates, Part No. 4220157, on the
doors to increase the tension of the bumper on the doors in
the closed position.

The

second-type bumpers listed below must, be used

with

i

hese

plates:

Identification

Number

Second-tvpc

Bumper on Bumper Parr No.

Short

bumper 208 4018317

Medium

bumper 209 4(103348

Long

bumper 210 402o(144

Second-type bumpers may be used on early cars by

installing
bumper plates on the doors. These may be installed where
ihc,

bumper strikes the door by

drilling

the screw hole using

18

BODY—Service

Information

the bumper plate as a template and attaching the plate

with

the screws provided

with

the plate under Part No. 4220157.

Bumpers

of the length suitable lor the particular cars should

be selected.

No

attempt

should be made to use the first-type bumpers

on

later cars

with

the bumper plates as a different shaped
bumper is required. Neither should the second-type bumper
be used on early cars without the bumper plate as they

will

not have the proper tension on the doors.

8. Installing

Cowl

Bead

The

cowl

bead is attached by concealed fastenings. Two

types of

these

fastenings have been used.

On

the first bodies assembled the bead is held at each end

by a long

bolt

which

goes

through the

sill

and screws into a
tapped plate close to the end of the bead. On later bodies a
stud is used

which

is a

part

of the bead itself.

This

stud

goes

through the

same

hole in the

sill

that

was used for the

bolt

on the first type bead and is anchored

with

a nut.

When

installing

a new

cowl

bead

only

the second type

should

be used. The bolt or nut holding the bead in place

can

be reached

with

a universal wrench. 1 f the stud extends

through the nut too far, it should be cut off.

When

installing

a bead, the bolt or nut should be drawn

up just enough to

hold

the bead snugly in place. If drawn

too tight, the end of the bead may buckle or break.

9. Installing Outside

Door

Handles

When

the door handles are installed on a car, a

small

spring

washer, Part number 4023713, is installed on the shaft

to take up end play.

Ordinarily,

when the handle is removed,
the washer remains in place on the end of the handle, but in
some

cases

it may remain inside and drop down in a crevice.

If

the door handle is removed for any reason, care should

be taken to see

that

the washer is in place when the handle is

reinstalled,

or a new washer should be installed.

10. Installing

Hood

Corner Protectors

When

installing

the rubber hood corner protectors it is

important

that

the button be

pulled

all the way through the

hole

in the hood. The proper method of

installing

these

protectors is first to

slip

the flange over the

edge

of the hood

and then

pull

the button through the hole in the hood

with

a

pair

of narrow long-nosed pincers.

Both

edges

of the button

should

be squeezed

together

when

pulling

the button through

the hole. If

only

one

edge

of the button is grasped, the

edge

may

be torn as it is

pulled

through.

11.

Installing

Window

Regulator Handle on

Left

Front

Door

I

he proper position lor the window regulator handle on

the left front door is parallel

with

the remote control handle

in

the unlocked position when the window is turned all the

way

up.

This

is necessary

with

first type cars to eliminate

the

possibility

of interference between the driver's hand on
the steering wheel and the knob of the window regulator
handle.

If

it is found

that

the window regulator handle is not in
this position, it should be removed and properly reinstalled.
Before

taking the handle off, run the window up as far as it

will

go. Release the spring retaining pin in the handle using

tool

number

B-127.

Reinstall

the handle in such a position

that

it

will

be parallel

with

the remote control handle when it

is

in the unlocked position.

12.

Removing

Windshield

Weather Strip

The

rubber strip in

which

the windshield is imbedded in

the closed position has a chromium plated bead

rolled

on to

its front

edge

and this bead is attached to the bead running
around the entire windshield by a piece of connecting wire
inserted in the ends. A

part

of the rubber strip

itself

is held

in a recess

in the top of the

cowl

bar.

If

this rubber is to be removed for any reason, first remove

the ash receiver and the windshield moulding above the

instrument panel. Then raise the windshield to clear the
rubber and insert a flat

tool

under the rubber at about the

center of the strip and

from

the front side of the car.

Raise

the strip carefully and

pull

the chromium plated bead

away

from

the wire

which

holds it to the bead on the sides of

the windshield. Use particular care not to

kink

the bead

when

lifting

it in this manner.

To

reinstall the rubber strip, keep the bead bowed

slightly

and insert the corner wires in the

ends

of the bead, gently
pressing the strip into place. When the strip is in place,
seal

the

ends

securely against the side windshield panels

with

a sufficient amount of "rubber dough" to prevent

leakage.

13.

Door

Garnish

Moulding

Fastenings on

AU-Weather

Phaeton and Convertible Coupes

On

all-weather phaetons, the door garnish mouldings are

held

in place by

three

trigger locks on the front doors and by

two

trigger locks on the rear doors.

The

door garnish mouldings on Convertible Coupes are

held

in place by

three

trigger

locks.

BODY—Type

and Job Numbers

19

FISHER

AND

FLEETWOOD

BODY TYPE

AND JOB

NUMBERS

When

ordering chassis

parts

affected by wheelbase, the

BODY

JOB

NUMBER

must

be given the

same

as when ordering body

parts

Body

Type

•Job

Number Wheelbase

345-B

(LaSalle)

Fisher

Bodies

2-Pass. Coupe
2-Pass. Convertible Coupe.
5-Pass.

Town

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan

7-Pass. Imperial Sedan. . . .

355-B

(Cadillac)

Fisher

Bodies

2-Pass. Roadster
2-Pass. Coupe
2-Pass. Convertible Coupe

5-Pass.

Sedan

5-Pass.

Phaeton

5-Pass.

Phaeton

with

Sliding

Windshield

5-Pass.

AU-Weather

Phaeton...

5-Pass.

Sport Phaeton

5-Pass.

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan
7-Pass. Imperial Sedan

Fleetwood

Bodies

5-Pass.

Two-Door

Close

Coupled

Town

Coupe

5-Pass.

Sedan

5 Pass.

Town

Car

with

Opera

Seats—leather

back

7-Pass. Sedan

t7-Pass. Transformable Cabriolet

7-Pass. Imperial Sedan
*7-Pass. Imperial Sedan
f7-Pass.

Imperial Sedan

7-Pass.

Town

Car—leather back.

7-Pass.

Town

Car—metal back..

370-B

(Cadillac)

Fisher

Bodies

2-Pass. Roadster

2-Pass. Coupe

2-Pass. Convertible Coupe

5-Pass.

Sedan

5-Pass.

Phaeton

5-Pass.

Phaeton

with

Sliding

Windshield

5-Pass.

AU-Weather

Phaeton.. . .

5-Pass.

Sport Phaeton

5-Pass.

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan
7-Pass. Imperial Sedan

Fleetwood

Bodies

5-Pass.

Two-Door

Close

Coupled

j

32-678
32-668
32-672
32-659
32-b52
32-662
32-663

32-8-155
32-8-178
32-8-168
32-8-159
32-8-256

32-8-280
32-8-273
32-8-279
32-8-272
32-8-259
32-8-252
32-8-262

32-8-263

32-8-222
32-8-209

32-8-225
32-8-212
4925
32-8-213
4975-H-4
4985
32-8-227
32-8-226

32-

12

•155

134"

32-

12

178

134"

32-

12 168

134"

32-

12 159

134"

32-

12

25b

140"

32-

12

280

140"

32-

12

273

140"

32-

12

279

140"

32-

12 272

140"

32-

12

259

140"

32-

12

252

1

40"

32-

12

2b2

140?

32-

12

203

!

40"

130"
130"
130"

130"

136"

136"
136"

134"
134"
134"
134"
140"

140"
140"
140"
140"

140"

140"
140"
140"

140"
140"

140"

140"
140"
140"
140"
140"
140"
140"

Body

Type

ijob

Number

jWheelbase

fown

Coupe.

32-12-222

140"

Fleetwood

Bodies-

Continued

t5-Pass

Convertible Coupe

5-Pass.

Sedan

t5-Pass. Imperial Cabriolet

f5-Pass.

Sedan-—metal back

5-Pass.

Town

Car

with

Opera

Seats—leather

back

f5-Pass.

Imperial Sedan

with

Solid

Rear Quarter—leather

back

t5-Pass. Imperial Sedan

with

Fold-

ing

Rear Quarter—leather back

t5-Pass. Imperial Sedan—metal

back

f7-Pass.

Phaeton

7-Pass. Sedan
t7-Pass. Imperial Sedan
f7-Pass.

Imperial Sedan

7-Pass. Imperial Sedan
*7-Pass. Imperial Sedan

7-Pass.

Town

Car-—leather back.

7-Pass

Town

Car-—metal back..

f7-Pass.

Imperial Cabriolet

452-B

(Cadillac)

Fisher

Bodies

2-Pass, Roadster

2-Pass. Coupe.

2-Pass. Convertible Coupe

5-Pass.

Sedan

5-Pass.

Phaeton

5-Pass

Phaeton

with

Sliding

Windshield

5-Pass.

AU-Weather

Phaeton. . . .

5-Pass.

Sport Phaeton

Fleetwood

Bodies

5-Pass.

Two-door

Close

Coupled

Town

Coupe

t5-Pass. Convertible Coupe

f5-Pass.

Imperial Sedan

f5-Pass.

Imperial Cabriolet

5-Pass.

Sedan

f

5-Pass.

Sedan—metal back

t5-Pass.

Special

Sedan

5-Pass.

Town

Car

with

Opera

Seats—leather

back

|5-Pass. Imperial Sedan — metal

back

•(•5-Pass. Imperial Sedan

with

Solid

Rear

Quarter—leather back.. .

•(5-Pass. Imperial Sedan

with

Fold-

ing

Rear Quarter—leather back

t5-Pass. Imperial Cabriolet

7-Pass. Sedan
7-Pass. Imperial Sedan

*7-Pass. Imperial Sedan

7-Pass.

Town

Car-—leather back.

7-Pass.

Town

Car—metal back..
t7-Pass. Transformable Cabriolet.
f7-Pass.

Imperial Landaulet

f8-Pass.

Imperial Sedan

5085
32-12-209
5030FL
503 IS

32-12-225

5055

5055C

5031
5057
32-12-212
5030
5065
32-12-213
5075H4
32-12-227
32-12-226
5075FL

32-16-222

5185
5129

5130FL
32-16-209
5I3IS
5140B

32-16-225

5131

5155

5155C
515bC

32-16-212
32-16-213

5175H4
32-16-227

32-16-220

5125
5165
5177

1

40"
140"
140"
I

40"

140"

140"

140"

140"
140"
140"
140"
140"
140"
140"
140"
140"
140"

32-16-155

143"

32-

16-178

143"

32-

16-108

143"

32-

16-159

143"

32-

16-256

149"

32-

16-280

149"

32-

16-273

149"

32-

16-279

149"

149"
149"
149"
149"
149"
149"
149"

149"

I

49"

149"

149"

149"

149"

I

49"
149'
149"
149"
149"
I

49"

U-o"

*Same as regular Fleetwood bodies but

with

4 inches more headroom.

fSpecial

bodies.

20

BODY

Fig.

I.

Front door,

all

models—Fisher body

7 Visible screws

in

garnish moulding

1

Trigger lock under garnish moulding

Fig.

3

Rear door and rear quarter,

La

Salle—

Fisher body

Rear

quarter,

Cadillac—Fisher body

7 Visible screws

in

garnish moulding

7 Bayonet lock under garnish moulding

Fig.

5.

Windshield,

all

closed models—

Fisher body

9 Visible screws

in

garnish moulding

6

Plates

in

finishing

panel}

also 2 screws

in

center

under

the

panel

2

Clips

in

lower garnish moulding inside

ash

receiver

hole; also 1 plate

at

each

end

Windshield,

all

models Fleetwood body

Same

as

Fisher except lower

screw in

garnish mould-

ing

at

each

side

is

replaced with

plate

and

invisible

screws

Fig.

2.

Rear door, Cadillac—Fisher body

7 Visible screws

in

garnish moulding

7 Bayonet lock under finishing panel

o

,-, o

.',0).

fig. 4.

Partition,

Imperial Model—Fisher body

7 Visible screws

in

garnish moulding

3

Bayonet locks in back panel

7

Trigger lock

at

center

of top

panel;

also 7 plate

at

each

end

Fig.

6.

Front door,

all

models except Imperial

and Town Car—Fleetwood body

6

Invisible

plates under glass

channel

runs

at top

and rear side

of

window

2 Bayonet locks under finishing panel

Plate

6.

Location

and

Type

of

Moulding

Fastenings- Fisher

and

Fleetwood

Bodies—(See

note

13)

21

BODY

Fig.

7.

Front

door,

Imperial

and Town

Car—

Fleetwood

body

6

Invisible

plates under glass channel runs

at top and

rear side

of

window

1

Trigger lock under garnish moulding

Fig. 2.

Rear

door,

all models—Fleetwood

bodies

4

Invisible

plates under glass channel runs

2 Bayonet locks under finishing panel

Fig. 3.

Rear

quarter,

all models—Fleetwood

body

4

Invisible

plates under glass channel runs

2 Bayonet locks under finishing panel

Fig. 5. Arm

rest,

all models—Fleetwood body

1

Bayonet lock

at

center;

also small brad

in

lower

corner of

panel.

To

remove panel drive brad

through panel

and

lift

up

Fig. 4.

Partition,

Imperial

Model—Fleetwood

body

9

Invisible

plates under glass channel

run

3

Bayonet locks under back panel

7

Trigger lock

at

center

of top

panel;

also 7 plate

at

each

end

Fig. 6. Front

seat,

all models—Fleetwood body

3

Bayonet locks under back panel

3

Trigger locks under

top

panel

Plate 7.

Location

and

Type

of

Moulding

Fastenings—Fleetwood Bodies

21A

BODY-—Type

and Job

Numbers

FISHER

AND

FLEETWOOD

BODY

TYPE

AND JOB

NUMBERS

FOR

SERIES

CARS

345-C

(LaSalle)

Fisher

Bodies

2-Pass.

Coupe

2-Pass.

Convertible Coupe

5-Pass.

Town

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan
7-Pass. Imperial Sedan...

355-C

(Cadillac)

Fisher

Bodies

2-Pass. Roadster
2-Pass.

Coupe

2-Pass.

Convertible Coupe...

5-Pass.

Phaeton

5-Pass.

All-Weather

Phaeton.

5-Pass.

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan
7-Pass. Imperial Sedan

Fleetwood

Bodies

Opera

5-Pass.

Sedan

5-Pass.

Town

Car

with

Seats—leather

back

7-Pass. Sedan

7-Pass. Imperial Sedan

7-Pass.

Town

Car—leather back

7-Pass.

Town

Car—metal back.

370-C

(Cadillac)

Fisher

Bodies

2-Pass.

Roadster.

2-Pass.

Coupe... .

33-678

130"

33-668

130"

33-672

130"

33-659

130"

33-652

136"

33-662

136"

33-663

136"

33-8-155

134"

33-8-178

134"

33-8-168

134"

33-8-256

140"

33-8-273

140"

33-8-272

140"

33-8-259

140"

33-8-252

140"

33-8-262

140"

33-8-263

140"

33-8-209

140"

33-8-225
33-8-212
33-8-213
33-8-227
33-8-226

33-12-155
33-12-178

140"

140"
140"
140"
140"

134"
134"

Fisher

Bodies—Continued

2-Pass. Convertible Coupe... .

5-Pass.

Phaeton

5-Pass.

All-Weather

Phaeton..

5-Pass.

Coupe

5-Pass.

Sedan

5-Pass.

Town

Sedan
7-Pass. Sedan
7-Pass. Imperial Sedan

Fleetwood

Bodies

Opera

1

5-Pass.

Sedan

5-Pass.

Town

Car

with

Seats—leather

back
7-Pass. Sedan
7-Pass. Imperial Sedan.. .
7-Pass.

Town

Car—leather back.

7-Pass.

Town

Car—metal back

452-C

(Cadillac)

Fisher

Bodies

2-Pass. Roadster
2-Pass. Coupe
2-Pass. Convertible Coupe.. .
5-Pass.

Phaeton

5-Pass.

All-Weather

Phaeton

Fleetwood

Bodies

Opera

5-Pass.

Sedan

5-Pass.

Town

Car

with

Seats—leather

back
7-Pass. Sedan
7-Pass. Imperial Sedan...
7-Pass.

Town

Car—leather back.

7-Pass.

Town

Car—metal back.

33-12-168

134"

33-12-256

140"

33-12-273

140"

33-12-272

140"

33-12-259

140"

33-12-252

140"

33-12-262

140"

33-12-263

140"

33-12-209

140"

33-12-225

140"

33-12-212

140"

33-12-213

140"

33-12-227

140"

33-12-226

140"

33-16-155
33-16-178

33-16-168
33-16-256
33-16-273

33-16-209

149"

33-16-225

149"

33-16-212

149"

33-16-213

149"

33-16-227

149"

33-16-226

149"

143"
143"
143"

149"
149"

August

1933

21B

BODY—General

Description—Service

Information

4i

General

Description

The bodies on the "C" series cars are of the

same

rugged construction but differ in appoint-

ments

and other minor details. They embody a

number of new

features

including the Fisher No-

Draft

(I. C. V.) ventilating system.

The No-Draft ventilating system includes

pivoting

glass panels in the front door and rear

quarter windows on all 5-and

7-passenger

sedans

and the rear doors on

Town

sedans

and

Town

cars,

and the

cowl

ventilator

which

is baffled and
drained in such a way as to be completely rain­proof. The ventilating panels are controlled by
handles or cranks conveniently located just below
the window. The rear quarter windows are
stationary. All window ventilator controls are

worm-geared for easy operation.

There are two types of front doors,

which

differ

in

the window and ventilator construction.

With

the first type doors, it is necessary to lower the

window

glass far enough to disengage it from the

Ventilating

panel before the ventilating panel can

be opened or closed. The window glass, however,

can

be raised or lowered as desired.

The second type doors have a stationary

division

channel between the ventilator and the

window

glass so

that

the ventilating panels can be
opened or closed independently of the window
glass.

The garnish mouldings are

similar

to

those

used

on

the "B" cars but the method of retaining them

in

place differs in

that

there

are no

invisible

fastenings at the sides and top.

Visible

screws are

used at

these

points for holding the garnish

mouldings

in position.

The trigger type

lock

is employed at the lower
side of the garnish mouldings on all door windows
while

a bayonet

lock

is used at the rear quarter

windows.

The garnish moulding

finishing

panels are

separate

from the garnish mouldings on the "C"

series

Cadillac

bodies. These panels on early cars
are held in place by bayonet locks such as used on
the garnish mouldings. On later cars, hanger
plates are also used in addition to the bayonet
locks

for fastening the

finishing

panels in place.

Service

Information

14.

Replacing

Ventilator

Glass

Replacement of the ventilator glass is the

same

on all cars
and can be accomplished without removing the ventilator
assembly or disturbing the garnish moulding or control handle.
Since

the glass is a tight

press

fit in the channel, special tools

should

be used for removing and installing it.

The removal of the ventilator glass requires the use of a

puller,

Part No.

B-176.

If the

ventilator glass

is to he rein-

stalled

or used again,

friction

tape

should be used between the

puller

clamp and the glass to prevent the clamp from marring

or

scratching the glass surface.

The glass is installed by pushing it into the channel using the

replacing

tool,

Part No.

B-175.

Before installing a ventilator

glass, first place 2-inch strips of glass

filler

over the top and

bottom

edges

of the glass, arranging the strips at the rear end

of

the

edge

so

that

they

will

come under the

ends

of the

channel when the glass is installed in position. Then wrap

the

three

edges

of the glass

that

go in the channel

with

a

single

strip of the glass

filler.

This

filler

is a special

tape

ob-

tainable from the Factory Parts

Division

in rolls of any

length desired. Two thicknesses of this

filler

tape

are

avail-

able.

Thin

filler

can be secured under Part No. 4035726 and

medium

filler

under Part No. 4035727. If necessary, in ex-

treme

cases, two thicknesses of thin

filler

can be tised.

After

wrapping the glass

with

the

filler,

spring the two

ends

of

the glass channel slightly

together

or toward each other and

start

the glass in the channel a few inches by hand, placing the

glass in the lower end first and then forcing it into the upper

end.

If

cither the top or the bottom

edge

of the glass feeds in

faster than the other one when forcing the glass into the

channel, the replacing

tool

should be adjusted up or down to

change the

pressure

point, bringing it closer to the

edge

which

is

lagging. The lagging

edge

should also be tapped gently

with

a block of wood and hammer to assist in forcing the glass

evenly

into the channel. The glass should be pressed in even

with

both

ends

of the glass channel.

The

ends

of the channel arc then pressed down on the glass

and the

ends

of the glass

filler

trimmed off even

with

the

edge

of

the channel.

If

the weather strip loosens from the retainer, it should be

cemented in place

with

FS-681 ventilator cement and allowed

to dry for at least an hour under pressure.

15.

Removing

Ventilator

Control Handle

Two

different types of control handles arc used for operating
the No-Draft ventilators. The early handles arc of the T-type
while

the later handles are of the crank type. Two methods

of

mounting

these

handles are used. One type of mounting

is

used when the regulator control shaft

passes

through the

belt

finishing

panel and the other type is used on cars where

the

finishing

panel is omitted.

With

the first type mounting the handle is fastened to the

finishing

panel by

means

of lugs or wood screws and merely

slides

on the regulator shaft when the panel is installed in

position.

This handle is, therefore, removed and installed

with

the

finishing

panel.

August

21C

BODY

Weather Strip

Retainer-

Weather

Strip-

Lock

Board-

Lower window glass

when working on-^
ventilator

Retqining

Screws

in Lift Cam

To

adjust

ventilator,

remove garnish moulding
and trim and tighten or loosen adjusting screw
as necessary

Remove

damaged

ventila-

tor glass

with

puller,

Part

No.

B-176.

Install

venti-

lator glass

with

replacing

tool,

Part

No. B-175

Regulator

Fig. '

First

Type

Fronf

Door

with

garnish

moulding

and trim removed

To

remove

regulator

without

removing

lock

board, drill two IJ2 in. holes in lock

board

to gain access to lower screws

hold-

ing

regulator in place

Stationary

Division

Channel

Glass Run Channel

Fig. 2

Second

Type

Fronf

Door

with

garnish moulding and trim removed

Retaining

Screws

in Lift Cam

When

removing window glass, loosen lower end of stationary

divi-

sion

channel

and

swing

out of

position

to get

glass

out of

channel

Plate

7A.

Front

Door

Details—"C"

Series

Cars

August

1933

21D

BODY—Servic

The removal of this type handle from the

finishing

panel is

only a matter

of straightening out or grinding off the lugs or

removing

the screws and

pulling

it out of the panel.

With

the second type mounting the handle locks to the

regulator control shaft

with

a small plunger located inside the

hub. The removal of this type handle requires the use of the

same

special tool No.

HMB-127

for releasing the

lock

plunger,

as for the inside door handles.

16.

Fastenings

for Door Finishing

Panels

The door

finishing

panels used on later "C" series

Cadillac
cars are held in place by two hangar plates in addition to the
bayonet type fastenings used on earlier cars. These hangar
plates are attached by

means

of screws to the rear face of the

finishing

panel and over the regulator board, and the screws

holding

the plates to this board must be removed to take out

the panel. This construction

assures

against loosening.

In

any

case

of the door

finishing

panel loosening up on early

cars

these

hangars

can be easily installed. The

parts

required

for

each panel are as

follows:

No.

Req. Name Part No.

2

Hangar plate 4038003

6 Screws 129186

17.

Position

of Door

Handles

v

Attention should be given to the position of the various

handles on the doors for the

greatest

convenience of the

operator.

All

handles should be placed so

that

they

lock

in the closed

position

on the downward swing. This gives the operator the

most advantageous leverage in

locking

the ventilators to

prevent leaks.

The door window regulator handles should be placed in

such

a position

that

they point away from the I. C. V. handle

when

the window is all the way up. This position affords
more clearance between the ventilator handle and the window
regulator handle when the window is all the way up or down.

18.

Replacing

Ventilator

Assembly

The replacement of the ventilator assembly necessarily re­quires the removal of the old ventilator from the car and the
installation

of the new one. This

necessitates

the removal and

installation

of the garnish moulding, the belt

finishing

panel

(on

cars using

finishing

panels) and the

trim.

It is not

necessary, however, to remove the

trim

panel entirely but

merely

to loosen it around the window and

lock

board, or

regulator board as in the

case

of the rear quarter windows,

and

pull

it away from the door or body far enough to provide

easy access to the ventilator and board assemblies.

19.

Replacing

Door

Ventilators

The removal and installation of the door ventilator and

regulator assemblies are practically the

same

on all cars.
There are, however, slight differences in operation between
the first and second type front doors and also between the
second type front doors and the rear doors. The removal and
installation

of

these

assemblies should be performed in the

following

way. See Plates 7A and 7B.

1. Remove garnish moulding. This includes the auxiliary

moulding

strip between the ventilator and the window glass

on

rear doors.

2.

Remove belt

finishing

panel. (Cars provided

with

finishing

panels.)

3.

Remove ventilator control handle. (Cars not provided

with

belt

finishing

panels.)

4. Remove inside door handles.

August

1933

Information

5. Loosen

trim

around window and slightly below

lock

board and

pull

away from door far enough to make

lock

board

accessible.

6. Remove

filler

board at top of

lock

board. (Front doors

only.)

7. Remove

nail

in each end of rubber weather strip. (First

type front doors only.)

8. Remove retaining screws in weather strip retainer (ten
screws in front door and six in rear door). Screws are indicated
by

short arrows in Fig. 1.

9. Remove ventilator assembly by

pulling

out at the top

and

lifting

up to disengage drive shaft from regulator.

10.

Remove

lock

board, including corner blocks, and

regulator.

The installation of the ventilator assemblies and regulators

is

accomplished in the opposite order of their removal.

When

installing the first type front door ventilator assembly,

be

sure

to

install

the metal

clip

at the top end of the weather

strip and to

nail

both

ends

of the weather strip in place.

Also

seal the ventilator assembly in place

with

FS-745 rubber

dough.

When

installing the garnish moulding, it is necessary to

work

the lip or flange of the ventilator weather strip out over

the garnish moulding. This is

rather

difficult

to do without
damaging the weather strip or moulding except by the use ol
a

heavy string or cord. See

Fig.

3, Plate 7B. T o use the string,

a

knot is first tied in each end and the string then wrapped

around the weather strip inside of the flange close to the re-

tainer. The garnish moulding is next installed and pressed
firmly

against the weather strip.

With

the garnish moulding

held

in this position, the string is pulled out starting at one

end,

pulling

the flange out over the garnish moulding. Care

should

be exercised to remove the string gently; otherwise the

weather strip may be damaged.

20.

Replacing

Rear Quarter

Window

Ventilator

The removal and installation of the rear quarter window

ventilators is practically the

same

as on the doors. The
ventilator regulator, however, is more accessible as it is
mounted on a small board

which

is easily removed, See Fig.

2,

Plate 7B. The ventilator assembly and regulator are re-

moved

as

follows:

1.. Remove garnish moulding and belt

finishing

panel.

(Cars provided

with

finishing

panels.)

2.

Remove ventilator control handle.

3.

Loosen

trim

around window and regulator board

directly

below window.

4. Remove weather strip from vertical channel between

ventilator and window glass,

pulling

it out from the center

first.

5. Remove four retaining screws in weather strip retainer.

Screws are indicated by short arrows.

6. Remove ventilator assembly by

pulling

out at top and

lifting

up to disengage drive shaft from regulator.

7. Remove regulator mounting board and take off regulator

if

necessary.

The regulator and ventilator assemblies are installed in the

reverse order of their removal.

The ventilator assembly should be sealed in place

with

FS-745

rubber dough.

To

install

the weather strip between the ventilator glass

and the window glass,

install

the

ends

first and then force the

remainder of the strip in position, keeping the

ends

in line

with

those

of the ventilator weather strip.

When

installing the garnish moulding, the weather strip

flange around both the ventilator and the window must be
worked

out over the moulding. This can be accomplished by

using

a heavy string in the

same

manner as on the front and

rear door ventilators, as explained in Note 19.

21E

BODY

Ventilator Adjusting

Screw

•

Glass

Run

Channel

•Lock Board

Fig.

7

Rear

door

wifh

garnish moulding and trim removed

Retaining

Screws

for

Rear Quarter

Window Glass Channel

Press garnishing moulding firmly against
weather strip while removing string

Weather

_/f

Strip

Ventilator Adjusting

Screw

Regulator Board

Fig.

2

Rear

quarter window with garnish

moulding

and

trim removed

Fig. 3

When

installing garnish moulding use string or cord to

pull

Range

of

weather strip

out

over moulding. Pull string

gently

to

avoid damaging garnish moulding

Plate 7B. Rear Door

and

Rear

Quarter

Window Details—"C" Series Cars

21F

BODY—!

21.

Replacing

Window

Glass

The construction of the door and body windows differ some­what from each other, making it necessary to use a different
procedure for removing and installing them. Their removal
and installation, however, is not

difficult

when the proper

procedure is known and

followed.

The replacement of the window glass can be performed

without disturbing the No-Draft ventilator assembly.

Front Door

Windows

To

remove the window glass from both the first and second

type front doors, proceed as

follows:

1. Remove garnish moulding, belt

finishing

panel and in-

side door handles, including the ventilator control handle.

2.

Loosen

trim

around window and slightly below

lock

board

filler

board.

3.

Remove

filler

board and

lock

pillar

corner block at top

of

board.

4. Loosen

trim

at bottom of door just far enough up to

reach the window

lift

cam (See

Figs.

1 and 2, Plate 7A) at the

lower

edge

of the glass

with

the glass in its lowest position.

Removal

of the

trim

entirely is not recommended as it

would

then be necessary to relocate the

trim

on the door when in-

stalling

it.

5. Remove retaining screws in

lift

cam and

pull

cam

slightly

away from bracket on glass channel.

6. Remove first screw at lower end of glass run channel.

(First

type front doors only.)

7. Remove glass run channel from second type front doors;

Also

loosen vertical

division

channel at bottom end and swing

out slightly to clear glass.

8. Raise glass all the way up out of the window opening,

pulling

the top

edge

out just enough to clear the door.

9. Remove metal channel from old glass for installation on

new glass whenever the glass is to be replaced.

Install

the front door glass in the opposite order of its re-

moval.

Install the garnish moulding as explained in Note 19.

Rear Door

Windows

The removal and installation of the rear door window glass

can

be accomplished simply by removing the garnish moulding
and the glass run channel, running the glass up and dis­engaging the glass channel from the window regulator opera­ting

arm.

If

the glass is to be replaced, the metal channel should be

removed from the old glass and installed on the new glass.

The glass is installed in the opposite way from its removal.

The garnish moulding, however, should be installed as ex-

plained

in Note 19.

Rear Quarter

Windows

The rear quarter windows are stationary and their replace-

ment is merely a

matter

of removing and installing the glass
and channel assembly. The removal of the glass and channel
assembly is accomplished by

pulling

it out of the window

opening through the inside of the body after first removing the

garnish moulding, loosening the

trim

around the window and

removing

the retaining screws in the glass channel. These

screws are indicated by the short arrows in Fig. 2, Plate 7B.

The glass is installed in the reverse order of its removal

except

that

the glass channel should be sealed in place

with

:

Information

FS-745

rubber dough. The garnish moulding should also be

installed

as explained in Note 19.

Back

Window

The back window glass and channel assembly is retained in

place by the garnish moulding

which

is installed under

pressure. To remove the glass, therefore, it is simply a

matter

of

removing the garnish moulding after turning the retaining

screws all the way out, and

pulling

the window and channel

assembly out towards the front of the car. Before doing this

be

sure

to remove the rear

seat

cushion to avoid damaging it.

The glass channel should be removed from the old glass for

installation

on the new glass whenever the glass is to be re-

placed.

When

installing the rear window glass and channel assembly

seal it in place

with

No. 60 more-tite bedding putty.

Also

make

sure

that

the rubber weather strip showing outside of
the car is even all around the window opening. Any un­eveness

can be corrected by shimming on the inside. The

garnish moulding is then installed and pressed

firmly

against

the glass while fastening it in place.

Tool,

Part No.

B-I77,

should be used to

press

the garnish

moulding

firmly

in place while installing the retaining screws.

Care

should be taken when using this tool not to exert too

much

pressure

against the

pillar

posts

as they may be sprung,

preventing the doors from closing properly.

22.

Replacing

Windshield

Glass

The windshield is of the

solid,

non-adjustable type on all

closed

bodies. The glass is carried in a rubber weather strip

which

is held in place by the garnish moulding. The

wind-

shield

glass is removed as

follows:

1. Remove garnish moulding. (Do not disturb lower panel

on

top rear face of instalment board.)

2.

Remove metal

clips

on

pillars,

which

hold

windshield

glass in place.

3.

Pull

top of glass back to clear

header

board and

lift

out

of

lower weather strip.

The windshield glass is installed in the

following

manner:

1. Place a little vaseline on the lower

edge

of the glass and

install

it in the lower weather strip.

Additional

help may be required to

enter

the glass in the
weather strip channel as it is necessary to open the channel
from

both sides of the glass

with

screw drivers or some other

form

of flat

tool.

2.

Push top of glass forward into position and

install

metal

clips

to keep it in place.

3.

Seal lower right and left corners of windshield where

cutouts are made for wiper

tube

and aerial lead-in wire. To

do this plug the openings

with

cotton, pressing it

firmly

in

place.

Also

pack some additional cotton in back of the weather

stripping

for about two inches up from the lower

edge

of the

glass. '1 hen coat the cotton

with

FS-745 rubber dough. It is
also advisable to seal the windshield glass in position by
coating

the front side and

edges

of the glass channel

with

rubber dough.

4. Install garnish moulding.
In

order to make the windshield leak-proof, the garnish

moulding

must be pressed

firmly

against the weather strip

while

fastening it in place. This can be accomplished by using

tool.

Part No. B-177 braced against the front side of the door.

Too

much

pressure

should not be applied against the garnish

moulding

as it might damage the moulding or the pillars or

break the glass.

August

1933

to

*0

rt

re

03
SB

**

re

O

0
3
3

re

o

rt

0
3

3

a

>

en

re
3

rt

s

w
CO

•When

relining brakes, back off

com

nuts before readjusting.

Give

cup

three turns

per

greasing

and

refill

every

1,000 miles. Too much

grease

is

liable

to get

info

assister housing and

cause rubber diaphragm

to

deteriorate

rapidly

Cadillac

370-B

brake

system illustrated

Cadillac

452-B

some except

diameter

of

brakes

Cadillac

355

Band

LaSalle

345-B

same

except

that

no

brake

ossisfer

is

used.

Check

pull

rod

adjustment

by

slightly

depressing

and releasing brake pedal There must

be 5/32—

3/)6

in.

movement

ot

bottom

of

valve lever

with

pedal lever stationary.

BRAKES

23

General

Description

Caclillac-LaSalle

brakes are of the internal

type

with

two self-energizing shoes on each of the

four

brakes. The

floating

or upper brake shoes

are energized

with

the forward motion of the car.

For

this reason they do most of the braking and

are made of

alluminum

alloy.

The anchored or

lower

shoes are energized

with

the backward
movement of the car. Therefore, they do less
braking

and are made of steel.

The

aluminum

alloy

shoes naturally expand

more than the steel shoes under the

heat,

gener-

ated by the use of the brakes.

This

compen-

sates

for the tendency of the drums to expand

away

from

the shoes. The result is

that

Cadillac

brakes are just as effective toward the bottom

of a long

hill

as they are when first applied at

the top.

The

cam operating the shoes, is mounted on a

pivoted

bracket so as to be self-centralizing and
thereby compensate for unequal wear on the
brake

linings.

The

cam end of each brake shoe has a pivoted

link

which

rests

against the brake operating cam..

Thus,

instead of a

sliding

contact between the

cam

and the brake shoes,

there

is a

rolling

con-

tact between the cam and the pivoted

links.

This

construction

prevents wear on the cam and the

ends

of the brake shoes.

The

cam has a splined shaft on

which

is mounted

an

especially designed operating lever. The hub

of

this lever is broached to fit over the splined

shaft and is connected to the casing of the cam

lever

by an adjustable

link.

When

the nut on

the outer end of the

link

is turned, the hub turns

with

relation to the lever itself, thereby changing

the position of the brake operating cam.

This

construction

permits the simplest

known

method

of

brake adjustment.

The

front brakes are operated by a cable

extending

through the frame side bars to the

brake assembly on the wheels.

This

cable is

carried

in a reinforced,

flexible

casing or conduit,

and

is connected at the rear to a short

pull

rod

which

in turn is connected to a lever on the rocker

shaft.

The

foot pedal

operates

the brakes on four

wheels,

while

the hand brake lever

operates

the

rear brakes

only.

Thus

only

one set of shoes is

needed for both braking systems.

The

service operations and adjustments ol
the brakes are the same on all cars except the
370-B

and

452-B

cars. The

only

difference is

that

these

cars are equipped

with

a vacuum

brake assister.

VACUUM

BRAKE

ASSISTER

A

vacuum brake assister is used on the

370-B

and

452-B

cars. It is connected at the rear to

the center cross member of the frame, and at the

front

end to a lever on the pedal shaft and is

operated by vacuum

from

the intake manifolds.

The

force

thus

developed is applied to the lever

on

the pedal shaft, and is added to the force

applied

by the driver to the pedal.

Although

the
assister is connected to the brake pedal, it does
not interfere

with

the pedal action, and the foot
brakes can be applied whether the engine is
running

or not.

Also,

the assister does not affect
the adjustments of the brakes or any of the brake
connections up to the pedal.

The

control is positive, the valves being regu-

lated

by the movement of the pedal itself. The

assister develops power

only

while

the brake

pedal

is

moving

forward. As soon as the pedal

stops, the assister

ceases

to

build

up any lorce

and

merely helps to

hold

the position

which

has
been reached. The assister releases automatically
when

the pedal is released.

The

general design of the brake assister and the

various

stages

of its operation are shown on Page

26.

Service

Information

1.

Regrinding

Brake Drums

Cast-iron

brake drums supplied by the Parrs

Division,

lor

all

model cars

with

the shoe type brakes, arc finish-machined

at the Factory before being shipped.

This

eliminates the

necessity of finish-machining the drum alter

installing

it on

the wheel.

Careful

alignment of the drum on the hub,

however,

is of particular importance.

I

here

is a

limit

to the amount of metal

that

can

saicly

be removed

irom

a drum when regrinding. I he drums must

not be ground out more than .030

inch

over the

original

limit,

ol

the inside diameter.

When

brake drums are ux>

thin,

the excessive

heat

that,

frequently develops

will

cause them

to distort and warp

Also

the enlarged inner diameter ol the

drum

may prevent proper action of the cams.

1/8

Coffer

pin should

have 1/8 inch

clear-

ance

with clevis pin

in place.

Note:

Disconnect brake pull

rod and

assister from pedal lever

to ad-

just eccentric bushing.

Reinstall

clevis pin temporarily in lower hole to

make eccentric adjustment.

(Hole

in

pedal is larger

thon

hole in valve leverj. p

)sfon

toucn;ng nouS(ng

^

loosen

locking screw

and

turn eccentric bushing

clockwise

to

bring rear edge

of

hole

at

lower

end

of

pedal lever

in

line

with

rear edge

of

hole

in

valve

lever

bushing.

Adjust stop screw

to

give

1/4—3/8

inch clearance

between pedal

and

underside

of

toe-board

Pedal Lever

Valve Lever

Adjust clevis

so pin can be put in clevis

and lever without turning

clevis.

Fig.

2

Operating Tube Clevis Adjustment

Mob

sure

spring separates

valve

lever

and

pedal lever

as

far

as

clevis

pin at top

(pull

rod

clevis

pin)

will

permit.

-3/64

Rear edges

of

holes

in

line.

Fig. 1

Eccentric

Bushing Adjustment

Clevis

pin

3/64 in.

equals

one and

one-half

turns

of

yoke.

1/32

in.

clearance

Proper adjustment

of

valve

rod

is necessary

to

insure

clearance

between

piston

and

front

of

cylinder.

Fig. 3

Valve Rod Adjustment

Check stop screw adjustment

and

read-

just

if

necessary

to

keep assister operating

tube within dimensions given

below:

Fig.

4

Operating Tube Adjustment
With

Tube Connected to Pedal

A

clearance

of

1/32

in. is

nec-

essary

at

front

of

pull

rod

clevis

to insure proper

valve

action.

Fig.

5

Pull Rod Adjusfmenf

BRAKES—Service

Information—Specifications

25

The thickness of the drums may be measured cither in the

groove

near

the outer flange or at the thin section back ol

the reinforcement. The table gives the minimum thickness

at both points, "at groove" representing the thickness

within

the groove, and at thin section

Kick

ol rcinlorcemcnt repre-

senting the thickness of the drum on the side of the

reinforce-

ment

nearest

to the wheel.

2.

Snapping Noise in Diaphragm of Brake Assister

The rubber diaphragm in the assister sometimes makes a

snapping noise when the brake pedal is operated. This noise

is

due to the diaphragm being twisted, and results I rum the

clevis

on the operating

tube

not being properly

lined

up

before it is connected to the pedal lever.

If

the clevis on the rube docs not line up so

that

the pin

can

be inserted without turning the tube, the

lock

nut should

be loosened and the clevis readjusted. Since the rubber

diaphragm is all

that

holds the tube, it is easy to turn the

tube

to line up the

clevis,

but. if this is done, the diaphragm

will

be twisted and

cause

the snapping noise referred to.

It is not necessary to disconnect the assister to correct this.

Simply

loosen the

lock

nut at the clevis and turn the

tube

slightly,

by

means

of the vacuum connection,

until

the proper

alignment is secured.

3.

Leaking

Atmospheric

Valves

II the atmospheric valves do not

seat

tightly,

part,

ol the

effect of the vacuum is lost and the assister

will

not exert the

normal

amount of force. To

test

for this condition, first

note

how much

pressure

must, be applied to the brake pedal

to make a given stop

with

the transmission in neutral and

the engine

idling.

Then

repeat

the

test

with

the transmission

in

neutral but

with

the

ignition

switched off.

If

there

is no difference in the pedal

pressure

between the

two

tests,

then the assister is not functioning properly.

In

such cases, the groove cut in the shank of the atmos-

pheric valve for the rubber washer

which

forms the

seat,

may have a burr or fin

which

prevents the washer from en-

tering the groove and

causes

it to buckle. 1 his can be cor-

rected by removing the burr and making

sure

that

the washer

fits

all the way in the groove and lies flat on the inner lace ol

the valve.

4. Chatter or Jerking on Brake Assister

Chattering or jerky operation of the brake assister is

generally caused by misalignment of the assister

with

the

brake pedal, or by improper action of the atmospheric valves.

Misalignment

of the assister is usually encountered only
after installing a new assister and very rarely gives anv t rouble
on

assisters

installed at the factory.

To

check the alignment,

take

the pin out of the clevis at

the front of the operating

tube

and

hold

the front end of the
assister just below the pedal levers. I he alignment between
the clevis and the pedal lever should be such

that

the clevis

can

be pushed up into place without striking the levers.
If

the above

test

shows

that

the assisier is not in proper

alignment, remove the assister and

file

off the sides of the lug

on

the back of the cylinder to secure proper alignment. In
many instances, proper alignment may be secured by simply
filing

out the sides of the pin hole in this lug

If

the brake assister

appears

to be in correct alignment

with

the pedal,

take

the assister

apart

and

install

new atmospheric

valves.

Part No.

«81475.

Specifications

Subject and Remarks

LaSalle

345-B

355-B

Cadillac

370-B

452-B

Braking

area (foot brakes)—total in

square

inches.

Braking

power

division

Clearance between

lining

and drum (approximately)

Clearance

secured

by

turning

adjusting

nut on cam lever

Clearance between pedal and tinder side of toe-board

Drums

(See Note 1)—

Inside diameter

Out

of round, not over. . .

Thickness

at thin section.

238

60%

front

40%

rear

.007"

14.1)90-15.004"
.(107"

.4S8-.554"

238

60%

front

40%,'

rear

.007"

14.996-1 5.004"
.007"

.488-.554"

238

60%.

front

40%

rear

.007"

}4-H"

14.99(1-1

5,004"

.007"

.488-5 54"

274.o
b()% front
40";

rear

.007"

l5.99o-lo

004"

.007"

.488-.554"

Lining—

Full

moulded

lining

used

on rear brakes and

semi-moulded

on

Jront brakes.

Length

per wheel

Thickness

Width

Pull

back (lever retracting] springs -Iront and

rear

brakes -

Free length inside loops (approximately

Tension

in pounds stretched to 4'.> in. between loops. .

1

1 y pe .

29¾"

3¾"

10-12 lbs.

\

lechanical

29 -V,

3¾"

10-12 lbs.

X

lechanical

10-12 lbs.

Mechanical

with

Vacuum

Assister

31V

>

' i

10-12 lbs.

X

lechanical

with

Vacuum

Assizer

Broke assister

in

normal released position.

The vacuum valve

is

dosed

and the at-

mospheric

vofves are

open..

The

aressure

on both sides

of the

diaphragm

is

equal.

Diaphragm

The brake pedal

has

bean depressed just

enough

to

close

the

atmospheric valves

The pressure

on

both sides

of the

dia-

phragm

is

still

equal

a1 back

ol

bushing

Vacuum

valve closed

Atmospheric valves

open

BRAKES

RELEASED

Further pedal depression

has

opened

the

vacuum

valve.

Vacuum

\

center

of

bushing,

f Vacuum

Atmospheric valves closed

FIRST STEP

Rubber Diaphragm

Pin

at

front

of

bushing

Afmosohenc

valves

closed

SECOND STEP

Housing-

Vacuum Connection

Rubber Boot

Vacuum valve open

Vjocuum tine

Valve

Rod

Vent

to Vacuum

Line

\

ill®

Valve

Rod

Closed^

Retainc

laphragn

Assister

Operating Tube

*

Atmospheric

Vaive

Sectional

view

of

broke assister

showing relation

of

various

parts.

Atmospheric pressure

on the

front side

of

the diaphragm

has

forced

the

diaphragm

back.

The

pedal

is

still

moving

down-

ward

keeping

the

vacuum valve open.

\\ Vacuum,--.

Atmoipheetc vahes close6

\^

t

front

of

bushing Vacuum valve

open1*

THIRD STEP

Atmospheric Valves

Exploded View

of

Brake

Assister Mechanism

isfon

and Valve Mechonn-in

Valve

Cup

Open

Atmospheric

Valve

Mechanism

/

The pedal

movement

has

ceased

a/fowing

the vacuum valve

to

close automatically,

holding

the

diaphragm stationary.

Vacuum

.A

/

The

pedal

hai

been released allowing

the atmospheric valves

to

open. This

equalizes

the

pressure

on the

diaphragm

allowing

the

pedal

and

diaphragm

to

return

to the

normal released position

Atmospheric valves^closed

Pin

at

center

of

bushing. Vacuum valve closed

FOURTH

STEP

Atmospheric valves open

V>

Pin

at

back

of

buahing

Vacuum

valve closed

FIFTH

STEP

BRAKES

27

Fig. I

Typical Front

Brake

Fig. 2

Typical

Rear

Brake

Cam

Lever

Fig. 3

Front

Brake

Adjustment

loosen

cam

bracket

locking

nut

and

apply

brakes

firmly to

centralize cam bracket. Tight-'

en nut before releasing brakes.

ck for equalization between right and

left,

turn down all four adjusting nuts

same

of turns until pedal travel is

approxi-

2-1/4

inches.

'1-1/6

turns equals 1

pedal

travel).

If equalization is not O.K., first turn down nuts
until all four brakes just drag; then back off
nuts same number of turns to give proper
pedal

travel.

Recheck for equalization and

make further adjustment if necessary.

Cam

Lever

Fig. 4

Rear

Brake

Adjustment

•Adjusting

Nut

Fig. 5

Cam Lever

With

Half of Casing Removed

Plate

11.

Brake

Details

and

Adjustments

2

rt

P

era

O

5

05

CD

3*

H=

0

8

1

at

TO

£°

on

>-s
p

rt
0

0

)-1¾

n

r

p

p

r—'

Ol

P

I o

C
C

3

w

p

rt

>

CO

co
rt

Broke

assister in normal released position. The

}

vacuum

and atmospheric

valve

is

a//

Hie

way

forward

uncovering

fhe

poisoge

in

the operating lube and

opening the front chamber to Ihe intake

vacuum

tine

Vacuum line

the brolce pedal

hast been depressed

;'usl

\enough

for Ihe

valve

to

close

the

passage

between

the

fronl

and rear chambers.

The assister cannot

function

as

the

fronl

chamber

is no! yet

open

to

the

I

atmosphere

Passage Open

fo

Rear

Chamber

Pin

at

Back

Bushing

Rod

BRAKES

RELEASED

Air

Passage

Further pedal movement has

moved

the

valve

^baci

far enough to uncover again the passage in the

operating tube

keeping

dosed the passage between

the two chambers, and thus opening the front chamber

\

to

fhe atmosphere

Vacuum

Pin

af

Fronf

FIRST

STEP

rung

SECOND

STEP

Vacuum

Front Chamber

Air

Passage I Vacuum Line

Vacuum

and

A'tr Passage

Valve Rod —' Rubber Soot

Operating Tube

•*

^tiair Piston

^Rear

Chamber

Sectional

view

of

brake assister showing relation of various parts

Atmospheric pressure in the front

chamber

is

/

forcing the piston bock as indicated by the large

arrow.

The pedal

is

still

moving

downward so as to keep the

\

valve

back,

leaving the atmospheric passage open

Ihe pedai movement has

ceased,

allowing the

valve

to close the atmospheric passage automatically.

As the air m the front chamber

cannot

escape,

it

pre-

vents the piston

from

moving

forward and keeps the

I

piston

in

the position fust reached

Vacuum

Valve Spring

•

Valve

Vacuum

and

Atmospheric Valve Mechanism

The

pedol

has

been

released, permitting the

valve

to

return

to

its

forward

portion

opening

fhe

passage

between

the

two

chambers.

This

equalizes

the vacuum pressure on both sides

of

the piston allow

|

ing the piston and pedal

to

return

to the

norma)

re-

'

teased

positions

Passage Ogenjo
Rear

Chamber-

THIRD

STEP

FOURTH

STEP

Vacuum

Pin

ai

Back

of

Bushing

FIFTH

STEP

Vacuum

>

27B

BRAKES—General

Description—Service

Information

General

Description

The brakes on the "C" series cars are the

same

as on the corresponding "B" cars

with

the ex-

ception

that

a brake assister is used on the

Cadillac

355-C

and the

LaSalle

345-C.

A

coil

spring also surrounds each brake drum

on

all "C" cars to give additional

cooling

surface
and to absorb any noise produced by vibration in
the drum.

Because of a difference in the length of the
operating tube, the 355-C assister unit is not inter­changeable

with

that

used on the 345-C.

Aside

from the brake assister on the 355-C and

345-C

cars, all adjustments of the brakes and

brake connections remain the

same

as on the 'B"

cars.

Service

Information

5. Lubrication of Brake

Assister

Early

V-12 and V-16 cars are

provided

with

a ratchet type

grease cup for

lubricating

the brake assister.

With

this

ratchet type grease cup,

lubrication

is necessary every 1000

miles.

To

lubricate the assister,

simply

fill

the grease cup

with

•light

cup grease

(G-2|^)

and turn

down

a few turns every 1000

miles.

It is extremely important that the G-2J-3 cup grease

be used during

cold

weather.

When

wheel bearing lubricant

is

used at this point,

difficulty

is sometimes experienced in

extremely

cold

weather

with

the lubricant hardening and

interfering

with

the smooth operation of the assister.

Later

cars are equipped

with a wick

oiler

for

lubricating

the

brake assister.

With

this type

oiler

the

lubrication

require-

ments are different, an engine oil of S. A. E.

viscosity

20 being

required

every 6000

miles.

This

new type

wick

oiler,

part No. 885268 can be used on

any

370 and 452 brake assister. To

install,

simply

remove

the grease cup and screw the

oiler

in place, tightening the hex

securely.

The brake assister

pull

rod should be removed and

cleaned

of all the old grease.

After

reassembling, the

oiler

reservoir

should be

filled

with

S. A. E. 20 engine oil and

screwed

in place.

Lubrication

is then required

only

on the

regular

number 6 and 12

lubrication

operations.

The

brake assister on the

345-C

and

355-C

cars requires the

same

lubrication

as the

clutch

power

cylinder

on the "B"

models.

That is, one ounce of S. A. E. No. 10 oil or

light

machine

oil of weight

similar

to shock absorber oil should be

injected

in the front chamber of the

cylinder

through the

plugged

opening in the

cylinder

head every 6000

miles.

To

Intake Manifold

Piston

touching

housing

at front side

'

Pedal

Lever

. . , .

\

Asstster

Unit

'Valve

Rod

l

Remove

pfug

to

lubricate

cylinder

^Ad\ust

valve

rod by

turning

cfavis

out

against

pin

(use

straight

pin)and

then

backing

off

1-)/2

turns

Fig.

1

Brake Assister Connections

Operating

Tube Adjustment

Plate

11B. Brake

Assister

Adjustments—Cadillac

355-C—LaSalle

345-C

August

I'm

28

CLUTCH

Ventilator

Release

tever.

Release Bearing.

Starter

Ring

Gear

~Flywheel

Spring
Pressure

-

Plate

Driving

Pin

Driving

Plates

Clutch

Connection

Spring
Pressure
Plate

Driving pins

are

press

fit in

center

plate;

free

sliding

fit in

front

and

rear plates.

Release Studs

for

Front Driving

Plate

Release

Leva

Pivot

Bolt

Clutch

Hub

Driven

Discs

Front Driving

Plate

Clutch

Spring

(12

used!

'

Fig.

1

Sectional View

of

Cadillac 355-B Clutch

and

Flywheel.

Typical

of ail

models.

Rear Driving

Plate-

Center Driving

Plate

Fig. 2

Clutch

Disassembled

Do

not

touch these Starter Ring Gear

on

nuts

to

remove

or

Center ^Driving

Plate

disassemk

Driving

Pin

Cadillac

452-B

Double

Release Lever

Cadillac

355-6, 370-8-

La

Salle

345-B

pjg 3

Rear

view

of

clutch showing double-lever release

mechanism.

^Release finger yoke bolt

to spring pressure plate

Release Lever

Pivot

Bolt

Release

Stud;

for

Front

Driving Plate

Release

Lever Pivot Bolt

Fig.

4

View

of

Clutch

Release

Mechanism

Inner

Release Lever

Hole

in

inner lever

is

larger than

pin to

compensate

for

springing

or

variation

in

parts.

F<g-

5

Clufch

Release

Lever

Assembly

Plate

12.

Clutch

Details