Learn more about the famous Oregon Coast Lighthouses by reading these questions and answers. Note that the '68-'69 (and a few rare '70 472s) use a block that looks identical at first glance, but bears different casting numbers (ending in 6238), has smaller oil passages and does not have clearance for a 500 crank (rod bolt notches in bottom of cylinder bores).
One easy way to identify a 425 or 368 vs a 472 or 500 Cadillac engine block is to look at the rear of the block.
Another way to identify a 425 or 368 vs a 472 or 500 Cadillac engine block is by the shape of the timing cover or the opening it covers.
The 425 and 368 crank is the same stroke as the 472 crank, and is physically interchangeable, but this is not recommended due to balancing and weakness issues. The last 3 digits of the casting number can always be found on the bottom side of the head, in a recess under one fo the center exhaust ports. The third place the casting number can be found is on the top of the left (driver's fromt, passenger's rear) exhaust port. When ported and equipped with oversized valves, considering the same level of port work, the 76cc heads outflow the 120cc heads, making them a better choice for maximum performance.
The un-ported aluminum heads outflow most ported iron heads, with the exception of our best iron heads. There is some variation in the first few digits of the casting numbers for various reasons. Member: Mustang Club of America #82740, White Mustang Registry #362, NMRA, Fun Ford Weekend, Mustangs of Burlington MOOG Certified Technician For mods and sound clips, see profile and gallery. Since many Cadillac 472 and 500 engines use the same block, and the later (425 and 368) engines look similar, as well, you'll have often to have a look deeper than the block casting numbers to finally determine which species of torque animal you have there. The block casting number is found at the rear of the Cadillac engine, between the intake manifold and transmission bell housing, right next to the oil pressure sending unit.


The 2 smaller engines have a 'box' shape cast in near the oil pressure port, which makes identifying them at a glance fairly easy. The later blocks have a pronounced extra cutout toward the passenger's side of the opening, and extra material on the timing cover to cover it. The 425 and 368 crankshafts can usually be identified by a scalloped shape to the flywheel mounting flange.
The full 7 digit casting number can be found on the top of the head, between the rocker mounting points. This recess does not get machined when you surface the head, and hangs out over the lifter valley, so you can read it with a mirror after pulling the intake manifold, if it's not covered with crud. The aluminum heads also have much more room for porting than the best iron heads, so they can be ported to flow much better.
While all '70-'76 Eldorados and all '75-'76 cars (except the Seville) came from the factory with a 500, it is generally very difficult to tell if the engine is original on a 30+ year old vehicle.
If you don't think you see your casting number, start at the end of the number and work backwards. This '74 piston has no swirl chamber, no valve reliefs, not even the 8cc depression of the '74-'76 500 piston (round dish, approx.
Be carefull breaking loose the carbon buildup if you plan to use the engine without rebuilding it - that carbon grit you break loose will wreak havoc in the engine (bearings, etc).
This is another quick way to ID a core as a 425 (head number 423) when junkyard hunting, etc. There is no off the shelf high compression piston (over 9:1), in production at this time, for the 120cc heads. The power limit on the ported iron heads is well beyond what most bracket engines are built to make.


Mid'70-'73 engines do not have the heat passage around the carb, and have a round choke well with what looks like a freeze plug in the bottom of it. The Dish is shaped something like a figure 8 or 'squashed peanut', and is sometimes described as 2 overlapping round dishes. The '250 and '902 heads are equipped with built in smog rails, while the '950 heads were not.
As for flow, the 76cc and 120cc heads flow within a few percent (all 5 castings) with stock valves and no port work. Of course, it is worth noting that the fastest Cadillac powered vehicles out there have our ported iron heads, not aluminum heads, because there is a lot more to going fast than just airflow.
In most cases, if they are the same year, they will be absolutely identical except for the crankshaft and pistons. While we provide the 'official' full casting numbers in this chart, we only use the last 2 digits to ID cranks, the last 3 digits to ID heads, and the last 4 digits to ID blocks, and that method is always accurate. Note the ID picture is of the current replacement piston, which has valve reliefs not present on the original. Most custom forged pistons have the name of the piston manufacturer on the inside of the skirt, as well.
Not all '250 and '902 heads were drilled for smog rails, if they were installed on a non-smog '70 car, even though the extra material is in the casting. Note that while electric chokes and HEI distributors were '74-up only from the factory, it is not un-common to find them retrofitted to early engines.



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